To reach our Seafarers

W
Year 2010, Volume 6, Issue
42
avelength
TO THE MASTER:
The CENTROFIN Newsletter
CENTURY MARITIME AGENCIES, INC - Manila - October 2010
Dear Officers and Ratings,
This edition of Wavelength is rightfully (and admittedly belatedly)
dedicated to the Third CENMAR Officers Forum that was held in Manila
in October 2010. Our aim is to inform all our officers and crew, that
were not able to attend, of the topics that were discussed, but also to
stress the significance our management places on this annual
gathering of our human resources.
When we first decided to hold this forum (almost four years ago), we
never thought that it would be so successful in such a short time.
Personally, I admit that I never imagined we would take so much pride
and enjoyment in preparing and participating in it. We now get the
feeling that all our officers are actively involved in this effort, and that
year by year the bond between shore and shipboard management is
getting stronger. For this I thank our Manning and Training staff, led by
Yannis Procopiou, our CENMAR staff led by Capt. Rigas & Capt Tsiris
in Manila, and Rajesh Nair in Mumbai, but most of all I must thank you,
our loyal officers and seafarers, who have embraced this event and
have made us believe that we can actually make a difference; that we
can discuss our concerns openly and freely; that we can exchange
opinions and experiences; and finally that we can all benefit from this
process.
This year the event was held over a full three days, at the usual and
convenient venue in Manila, the Sofitel Philippine Plaza. As an
experiment a new layout for the room was used, which we believe was
effective in bringing all of us closer. We got off to a bumpy start (or a
windy one, to be precise), as a tornado over Manila disrupted
transportation arrangements, forcing some of the attendees into a "noshow" and delaying others, including a couple of speakers.
Nevertheless, the eventual attendance was quite good with about 80
officers and cadets attending from the Philippines and India. The panel
of speakers included the usual representatives from our head office,
TQC, IDESS, and Halcyon Clinic, as well as Mr. Raguram Krishnan
from ABS in Singapore and Mr. Angelo Rodo from Bureau Veritas in
Greece, whom we thank for their participation. For the first time one of
our senior Masters had the task to present a subject and I would like to
thank Capt. Andaya for an excellent presentation in a very practical
approach. He modestly pointed out he was not an accomplished
speaker; however the results of the evaluation at the end of the forum
showed that the audience felt otherwise! Looking back now, I firmly
believe that we must have more such involvements from our Masters,
Chief Engineers, and other senior officers, and I wish to strongly
encourage you to volunteer for a similar task in this year's event.
The first day was dedicated to a number of interesting presentations,
mainly from our external speakers. A wide range of subjects were
covered including Port State Control, Health and Safety matters, ISM
external audits, best practices, maintenance of safety equipment,
environmental awareness, etc. On the second day the participants were
Please circulate copies of
this Bulletin to the CREW.
To reach our Seafarers
split into their respective disciplines (Deck and Engine) and were
placed in the capable and experienced hands of Capt. Stellatos and
Mike Kapsorrachis respectively. Information was presented on
interesting topics that sparked vivid discussions across the board.
Capt. Stellatos gave a very informative presentation of the new Port
State Control regime. The participants got through the day relatively
unscathed; however I am not sure we can say the same about our two
speakers, who had a most difficult task to deliver! The final day started
with the Risk Assessment workshop and ended with the officers taking
the floor and voicing their questions and concerns. I believe this to be
the most beneficial part of the entire event and I was happy to note that
more and more people participated. Year by year we are discussing
subjects that are of real interest to our seafarers, as we note that valid
points are being raised.
At this instance I want to stress that we place great importance on your
feedback and comments. Please do not become disappointed if a
suggestion you make does not materialize at once. I assure you that
every point you raise is taken very seriously into consideration.
Occasionally the final outcome may be different to what you expected,
or maybe more time is needed to implement a solution, however we are
always open to listen to what you have to say.
On the evening of the last night we hosted the traditional party.
Everyone had a good time and some very accomplished dancers took
over the dance floor - adding quite a bit of impressive Indian flavour even though I must say that the previous year's Latin Band was dearly
missed by all!
Overall it was a thoroughly enjoyable and rewarding three days, and I
sincerely hope that all attendees share these feelings. We welcome
your ideas and suggestions for the forthcoming 2011 event - please do
not hesitate to come up with suggestions. We want to keep this event
alive, and in order to maintain the momentum we feel that every year
we must try to add something new. We also hope to host a similar
event soon in Odessa for the benefit of our European seafarers, and
what better occasion for it if not the inauguration of our new CENMAR
Odessa office which is scheduled to be opened soon? I wish to thank
our Manning & Training Manager, Yannis Procopiou, as well as our
Editor, Cmdr. Iliopoulos, for their efforts towards establishing this office
in Odessa, while we look forward to a longer and even more productive
presence in Ukraine.
Finally, let me once again extend my thanks to
all of you for actively participating in this forum.
May many more successes follow, and of
course best wishes for smooth seas and
safe voyages to all!!
Anthony Lambros
Q&S Manager / DPA
COMMERCIAL ASPECTS OF
CARGO DOCUMENTATION
By Captain A. Stellatos
TOPICS TO BE DISCUSSED
•
•
•
•
•
•
•
•
•
•
•
Time Sheet
NOR
Free Pratique
Pumping Log ( Tanker
vessels )
Heating Log ( Tanker
vessels )
Cargo Ventilation log ( Dry
cargo vessels )
H2S ( Tanker vessels )
Loading request - ship/shore
checklist
Short Loading – Deadfreight
Statement
COW Log ( Tanker vessels )
Various Lop
1. Vessel’s Time sheet
- Should include all timings in
accordance with vessel’s log
books
- Should be duly stamped and
signed by terminal representative
and local agent
Alternatively, a separate LoP
should be issued
- Should report any delays like:
• Awaiting berthing instructions
• Awaiting cargo documents
• Stoppages during cargo
operations
- In the loading port time sheet,
next to the completion of loading
date and time, it should state if it
was : shore stop or ship stop
- Expressions that should be
avoided :
• Awaiting pilot, tugs, tide,
daylight or weather improvement
There are 2 types of
time sheets issued during
any cargo operation. One time
sheet is issued by vessel and the
other is issued by terminal.
1. Vessel Time sheet
- All timings should be checked
carefully to ensure that are always
in accordance with vessel’s log
books.
- Time sheet should ne duly
stamped and signed by both
terminal representative and local
agent. In case of refusal by either
side then a separate letter of
protest should be issued in this
respect.
- At the bottom part of every Time
sheet there is a column where
any delays should be reported.
Some of the common delays are
the following:
Awaiting berthing instructions.
While vessel is waiting for
berthing this period should be
reported only as above. Masters
should avoid using the following
expressions ie awaiting
pilot,tugs,tide,daylight or weather
COMMERCIAL ASPECTS OF CARGO DOCUMENTATION
improvement as in such cases
time will NOT count in full.
SOF FOR DRY BULK
VESSELS
Awaiting cargo documents
The most common clause in the
c/p is 3 hours allowed for vessel
to sign cargo documents. Any
time exceeding this period will
count as laytime. It will be always
at owner’s benefit to issue a
separate letter of protest for any
delays in signing cargo
documents.
“ The SOF is a Master’s doc.
Daily the agents must send to the
vessel their SOF for Master’s
review/commenting/correction. “
Stoppages during cargo
operations
Any stoppages or reduced
rates/pressure as imposed by
terminal should be recorded with
the exact timings. In general any
restrictions imposed by shore that
reduces the pumping capability of
the vessel should be recorded in
the Time sheet. Finally in case of
line displacement same should be
stated in the Time sheet
2. Terminal Time Sheet
Before signing any Time sheet
issued by the terminal all entries
and timings should be checked
carefully to ensure that no
differences with the vessel’s time
sheet exist. In case any
discrepancies found then relevant
remark should be made on the
Time sheet. There might be a
possibility that terminal will not
accept any kind of remark on the
time sheet as such Master has to
issue a separate letter of protest
for any discrepancy. In this case
Master should sign the time sheet
for receipt only and make a notice
to refer to Lop issued and vessel’s
time sheet.
2. Terminal Time Sheet
“ The SOF is a Master’s doc.
Daily the agents must send to the
vessel their SOF for Master’s
review/commenting/correction. “
The agent’s and terminal’s time
sheet:
- Should ensure complete
alignment with the Vessel’s Time
sheet
- In case of discrepancies relevant
remark should be made
-Any delays due to stevedors
breaking time, conveyor/shore
crane breakdown, change
over/repositioning of
conveyor/shore cranes to be
clearly stated in the SOF.
-Very good reporting to be made
in the SOF of the rain periods and
the open-close Hatch times.
-Rain periods to be referred in the
main body text of the SOF but
also summarised as a note at the
end/last page of the SOF.
-Rain periods to also be recorded
in the vessel’s log books along
with any port closures due to
adverse weather etc/etc
The SOF can only include
information which is known to the
vessel.
For example : If the barge
terminal is closed due to weather,
as this is irrelevant to the
berth/port where your vessel is
loading/or discharging, such
information cannot be included in
the vessel’s SOF. Instead it must
state: no loading operation, no
cargo available or respectively no
discharge operation, no barge
available.
Or if your vessel is anchored very
far away from the terminal (
especially for Capesize vessels )
ie abt 12 nms, the vessel’s SOF
cannot include information reg
traffic/berth line up at the port
intended to call .
2. NOR
- In case of berthing delays, the
initial NOR message to be
repeated daily with the note:
“without prejudice to the initial
NOR tendered.”
- Incase of lightering to two
vessels, NOR for the balance
cargo to be tendered at the hoses
disconnection date & time of the
first parcel.
pg 3
3. Free Pratique
- Free Pratique should be granted
upon arrival at every port by
following parties:
• Customs
• Immigration
• Sanitary
- If Free Pratique is not granted
upon arrival ( or within 6 hrs of
arrival ) vessel should:
• issue a LoP to all relevant
parties by email
• ensure LoP is duly signed by
terminal and/or agent upon
berthing
NOR is considered valid and time
counts only after:
• Free Pratique has been
granted by all parties or
• Relevant LoP has been issued
by Master.
Great attention should be paid by
all Masters for this important
issue.
verify the reason. Possible
reasons for not keeping the
pressure are following:
4. Pumping Log
Ÿ
Ÿ
Ÿ
- One of the most important
documents used to present and
support a demurrage claim
- Contractual obligation regarding
discharging time:
• within 24hrs or
• maintain 100 psi (7 kg/cm2)
at ship’s manifolds
- Detailed remarks should exist in
all cases when contractual
obligations are not met
- Most common remarks:
• Restricted discharging
quantity by shore (i.e. max
2500 m3/hr)
• Restricted discharging rate
by shore (i.e. max 5kg/cm2)
• Cow / educting / stripping
- Discharging ashore should not
be interrupted
- Terminal Pumping Log
• Extra attention should be paid
to ensure correct entries
Luncheon break; Filipino Cptns
Upon arrival at every
port free pratique should
be granted on arrival by following
parties:
Ÿ
Ÿ
Ÿ
customs
immigration
sanitary
In case same will not be done
then Master should immediately
issue a letter of protest to be sent
to all relevant parties by email
(including charterers).
Upon berthing this letter of protest
should be duly signed by
terminal and/or agent.
NOR is considered valid and time
counts only after free pratique
has been granted by all parties or
relevant lop has been issued by
Master. Free pratique cannot be
valid if same has not been
granted by ALL three authorities
as stated above.
• Remark or separate LoP is
required in case of
discrepancies
The pumping log is one
of the most important
documents which are used to
present and support a
demmurage claim to charterers.
All Masters should treat this
document with great caution
following always office advice to
avoid any complications with
charterers when settling a
demmurage claim.
The usual c/p clause is that
vessel is allowed to discharge full
cargo either within 24 hrs or
keeping always 100 psi (7
Kg/cm2) pressure at ship’s
manifolds except during stripping.
In cases that vessel is
discharging above 24 hrs then
pumping log is the sole evidence
to show that proper pressure is
kept at ship’s rails.
Whenever for any reason
pressure of minimum 7 kg/cm2 is
not kept at ship’s manifolds then a
remark should be always made to
Restricted discharge quantity
by shore
Restricted discharge rate by
shore
cow/educting/stripping
A more detailed pumping log can
assist better a demmurage claim
therefore Master’s are
encouraged to insert every single
detail whenever there are not in
compliance with c/p terms.
Another very important issue is
that discharging plan should be
prepared in such way in order
discharge not to be interrupted
ashore for any reason.
Any stoppage of discharging
ashore for internal stripping
purposes is been deducted from
laytime calculation. In simple
words time does not count and
vessel is not paid.
In cases where terminal presents
their own pumping log then extra
attention should be paid to ensure
that correct entries have been
entered. In case of any
discrepancies remark should be
made or separate letter of protest
should be issued.
- Filling the Heating Log:
• Cargo temp should be taken
tank by tank on three levels
(Top / Middle / Bottom) and
average temp per tank should
be reported
• Temp should be increased
gradually on a daily basis
• Boiler consumptions aligned
to engine log books
• Bunker consumption relative
to cargo temp changes
• Heating plan according to
the length of the voyage
Whenever carrying a
crude oil which is
required to be heated up or
maintain cargo temperature a
heating log should be completed
very carefully to show the exact
cargo temperature along with
bunker consumption figures.
It has to be stressed out that
heating log is the only document
that will be presented to
charterers in order to make the
payment of the heating costs. If
any discrepancies will be found
on the heating log that will give
grounds to charterers to deduct
considerable amount from the
heating costs.
Some issues that have to be
taken into consideration when
filling the heating log:
foto sinedriou
Speakers' panel: G.Canlas, R.Krishnan, A Rodo, P.Kumar (l to r)
5. Heating Log
- Heating Log should be
completed when:
• carrying a crude oil which is
required to be heated up or
• cargo temperature needs to
be maintained
- Heating Log shows:
• cargo temperature
• bunker consumption
- Heating Log is the only
document that justifies payment
of the heating costs to charterers
Cargo temp should be taken tank
by tank on three levels
(Top/Middle/Bottom) and average
on each tank will be reported
Temperature should be increased
gradually and equally on a daily
basis
Boiler consumptions should be
same as in the engine log books
Bunker consumptions should be
similar always in accordance with
steam pressure and respective
increase of the cargo temp.
Correct planning of heating taking
into consideration the length of
the laden passage.
Manila - October 2010
6. Cargo Ventilation
Log – Dry Cargo
Vessels
Two rules:
Ψ Dew Point Rule – non
hygroscopic cargoes
Ventilate when the dew point of
the outside air is lower that the
dew point of the ai in the cargo
hold.
Ψ Three degree Rule –
hygroscopic cargoes
Ventilate when the outside air is
at least 3 deg C below the
cargo temp taken at loading
The log should include
information:
Vessel’s position, course, weather
conditions, sea state, swell, rain,
ambient and sea temp, dew point
inside and outside, if spray on
deck and finally if ventilation was
done or not.
Speakers' panel:
M.Rigas, G.Dovles, V.Tsiris
7. H2S
- ISGOTT provides clear
instructions for handling high H2S
cargoes
- Many terminals require on
arrival, prior berthing, all COTs to
have H2S content less than
5ppm.
Prior arrival, purging of the COTs
to be done and relative entries in
the log book to be made (in the
Eng log book to be clearly
showing the relative consumption)
When entering the Black Sea, if
time permitting, purging to be
done concurrently with the ballast
exchange
Before Loading
A letter should be prepared
stating the level of H2S by volume
in ppm per tank .
In the OBQ, it must be mentioned
that the COTs where measured
and Nill ppm H2S content was
found.
These docs to be signed by the
loading Master, terminal
representative and/or cargo
surveyor
in order to:
• verify the condition of tanks
prior loading and to avoid any
claims from receivers at disport.
After Loading
- H2S should be measured
- Average value reported to all
parties
- LoP issued for H2S value
8. Loading Quantity
Request - Ship/shore
Checklist
•
The cp recap notes sent
prior every voyage is only cp
information stating the min
quantity to be loaded. These are
NOT voyage instructions
•
To the terminal the vessel
must request the cargo quantity to
be loaded as per charterers
voyage instructions.
which is of course out of ship’s
control. This is the reason why in
cases 2 and 3 (of the previous
table) it is suggested to load
slightly more that 80000 mts as
per ship’s figures.
• Always read the
voyage instructions
very carefully and
contact the office in
case of any unclarities
This is the quantity to be stated in
the cargo quantity request letter
and the preloading ship-shore
checklist.
H2S is present in many
crude oils especially in
the sour crudes and their
concentrations is increasing
continuously. H2S has also been
found in some condensates and
occasionally also in fuel oils.
There are clear instructions of
how to handle high H2S cargoes
in 5th edition of ISGOTT,section
2.3.6 along with hazards ,advice
and precautions to be taken from
vessels’ crew to avoid any
unpleasant incidents.
In many c/p there are clauses that
vessel has to arrive with nil H2S
content in cargo tanks prior
loading. There are also many
terminals especially in North Sea
and Black sea that require same.
In such cases and as soon as
vessel will receive clear
instructions from office has to
start purging the tanks to reduce
H2S concentration.
It is always very useful to prepare
a letter prior loading with cargo
tanks arrangement and insert
level of H2S by volume in ppm
tank by tank. This letter should be
signed by loading Master/terminal
representative and/or cargo
surveyor in order to verify the
condition of tanks prior loading
and avoid any claims from
receivers at disport.
After loading H2S should be
measured and average value
should be reported to all parties
and a relevant letter of protest
should be issued.
COMMERCIAL ASPECTS OF CARGO DOCUMENTATION
•
Deadfreight statement
usually refers to the Minimum
Charter Party quantity and should
be issued whenever loading has
been terminated by SHORE
STOP and quantity is less that the
minimum as per CP.
or also incase the vessel could
not load as per min cp due to draft
restriction either at loadport or
disport.
•
LOP for short loading must
be issued whenever loaded
quantity is less that what
Charterers have requested in their
voyage instructions.
•
Voyage instructions are
always superseding the CP
minimum quantity ie vessel must
always comply with loadables as
per voyage orders.
•
Usually Charterers’
loadables refer to b/L quantity,
General view. A. Lambros at the podium
pg 5
9. Short Loading –
Deadfreight Statement
WHEN IN DOUBT…
…INFORM THE OFFICE
AND YOUR
CHARTERERS.
Issue relative LoP for
any discrepancy/
objection
11. VARIOUS LOP
Material Safety Data
Sheet (MSDS)
10. COW LOG
- COW to be performed in every
discharge operation (either full or
marpol cow)
- If COW as per MARPOL is
being performed please also
perform very good bottom wash
in the rest of the COTs (pls obtain
relative COW permission)
COW instructions to be followed
to avoid claim for shortage and/or
liquid ROB
- COW Log should be
• filled in properly in order to
give clear evidence of the
operation performed
• duly signed by terminal
representative and cargo
surveyor
- MSDS contains all safety
precautions to be taken for
handling the cargo
- LoP to be issued in the absence
of MSDS and signed by terminal
representative
- LoP to be issued in cases where
COW is not permitted
Inadequate Hose connection
- LoP to be issued when
number/size of hoses affects
vessel’s handling capacity
As per our policy and
Marpol regulation COW
should be performed in each and
every discharge operation (either
full or marpol cow) unless cargo
is not suitable and same is stated
in the exclusive list of the cow
manual.
In most of the cases charterers
give clear instructions for cow or
they ask to follow local
instructions. Masters should
follow strictly charterers cow
instructions in order to avoid any
possible claim for shortage and/or
liquid ROB after discharge.
The cow log should be filled in
properly in order to give clear
evidence of the operation
performed and should be duly
signed by terminal representative
and cargo surveyor.
- LoP to be issued in cases where
COW is not permitted
Vessel in motion while Tank
Gauging
- There are many terminals
exposed to sea/swell conditions
- Cargo measurements not
accurate due to vessel’s
rolling/pitching
- LoP to be issued to cover any
cargo discrepancy
Material Safety Data
Sheet (MSDS)
Whenever during loading
terminal fails to provide MSDS
which contains all safety
precautions to be taken for
handling this cargo then Master
should always issue a letter of
protest in this respect. Letter
should be duly signed by terminal
representative.
For this reason a letter of protest
should always be prepared to
cover vessel and state exactly the
number/size of hoses connected
by terminal.
This letter will be used to support
a demmurage claim in case of
delays in any operation.
Vessel in motion while Tank
Gauging
There are many terminals
(especially loading spm,cbm
terminals) which are situated in
the open sea and are exposed to
sea/swell conditions. At those
terminals cargo measurements
cannot be accurate due to
vessel’s rolling/pitching. As such
by lodging a letter of protest
vessel will be covered for any
cargo discrepancy found at next
port.
foto sinedriou
Indian Cptns. Cenmar
Mgr Ms Johanna Durane (back row)
Inadequate Hose connection
There are several cases where
terminals provide less number of
hoses and reduced size of
connections which impose
restrictions on vessel’s normal
handling capacity, resulting in an
increase total turnaround time at
the berth.
Manila - October 2010
Dangers encountered during mooring operation
When mooring, towing
and hauling lines are
under strain all personnel
in the vicinity should
remain in positions of
safety, i.e. avoiding all
‘Snap-Back’ Zones.
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Mooring Incidents
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Rope departed while towing
at CBM.
Mooring personnel injured in
mooring boat
Anchor lost at Mohammedia
Tails + Wires broke at
Mohammedia
Anchors were lashed during
berthing at Pachi and
Aspropygos
Berth mooring Bitt detached
at Bourgas
SPM Buoy#1 anchor chain
detached at Tartous
Damage to SPM at
Falconara
Mooring tails asked to be
changed during pre-mooring
inspection at Trieste
Mooring Ropes
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Ropes, wires and stoppers
that are to be used in
mooring operations should
be in good condition.
Ropes should be frequently
inspected for both external
wear and wear between
strands.
Wires should be regularly
treated with suitable
lubricants and inspected for
deterioration internally and
broken strands externally.
Splices in both ropes and
wires should be inspected
regularly to check they are
intact.
ALWAYS KEEP
TWO GOOD
MOORING ROPES
FOR TOWAGE
PURPOSES
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Mooring operation
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Precautions to be taken
before and during
mooring
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Careful thought should be
given to mooring, towing and
hauling arrangements, so
that the leads used are
those most suited and will
not create sharp angles.
Ropes and wires should not
be fed through the same
leads or bollards.
Fairleads which have
previously been used for
wires should be checked to
ensure they have no sharp
metallic areas on the tension
surfaces prior to being used
for ropes.
Pre-planning of such
operations is recommended
and a risk assessment of
the operation should be
completed, especially in
cases where it is necessary
for the vessel to use an
unusual or non-standard
mooring arrangement.
Dangers encountered during mooring operation
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To ensure personal safety
when mooring equipment
is under load, personnel
essential to the operation
should as far as reasonably
practicable be able to stand
in a protected position.
Immediate action should be
taken to reduce the load if
signs of excessive strain
appear in any part of the
system.
Wherever practical the
person in charge should
avoid getting involved with
the physical operations, so
that they can retain an
effective oversight.
Good communication must
be maintained between all
members of the mooring
team.
Other persons who have no
involvement with mooring
operation should always be
kept well clear of the area.
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A bird’s eye view of the
mooring deck arrangement
is recommended (an aerial
view from a high point of the
vessel can be utilised) to
more readily identify danger
areas.
Immediate action should be
taken to reduce the load
should any part of the
system appear to be under
excessive strain.
Care is needed so that
ropes or wires will not jam
when they come under
strain, so that if necessary
they can quickly be
slackened off. Where a
mooring line is led around a
pedestal roller fairlead, the
“Snap-Back” Zone will
change and increase in
area.
Where possible, lines should
not be led round pedestals
except during the operation
of mooring the vessel,
thereafter lines should be
made up on bitts, clear of
pedestals if at all possible.
pg 7
Mooring operation / Snap-back zone
Conclusion
Why do accidents occur at
mooring arrangements?
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Working with Tugs
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(a) Good communication
between the tug and
vessel being aided are
important to ensure that
the status of tow lines is
understood by both
parties at all times and
thus avoid unexpected
loads being applied.
(b) Ensure the bitts upon
which the towing eye is to
be placed are clear of
rope or wire.
(c) When conducting
towing operations it is
important that those
involved consider the
safety of persons on both
vessels.
(d) All equipment used in
towing operations
including messengers
should be regularly
inspected and replaced as
necessary.
(e) Similar considerations
need to be applied when
working with any mooring
operation where
equipment out of direct
control of the vessel is
used.
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Strong forces are often
present on a mooring deck
and these forces are often
very difficult to control. It
could be stopping a ship
moving forward with a
spring line. It could be
strong gust of wind. It could
be winches with great
power.
Strong forces on a mooring
deck are neither seldom nor
unforeseeable. It is the
normal situation. Therefore,
there is always a latent risk
for the crew of being hit by a
line or caught in a winch at
arrival, shifting and
departure. The mooring
deck is fully or partly a risk
zone- an area of danger.
Both ashore and on board
ships, persons are as far as
possible removed from risk
zones.
Otherwise engines and
running parts are shielded.
The question is, if it possible
to do something similar on a
mooring deck.
Is it possible to avoid
working in the risk zone by
improving the mooring
arrangement?
Can the risk zone be
minimised?
Is it possible to get the crew
out of the risk zone and into
“safe zone” before it gets
dangerous?
Is it possible to construct
winches, so the crew does
not have to pull and lead
lines, when the winch is
running?
By Captain A. Stellatos
Manila - October 2010
Harden
Anti-piracy seminar
Transiting the GoA and
East Coast Somalia
Anti-Piracy
measures
Main suggested anti-piracy
measures for the vessel’s
fortification
Transiting the GoA
n GoA IS TRANSITED ALONG THE
IRTC (INTERNATIONAL
RECOGNISED CORRIDOR )
n EASTBOUND ENTRY AT :
POINT A / WESTBOUND
ENTRY AT: POINT B
n ENTRY AT EACH POINT IS
DONE AT DESIGNATED TIMES
PROVIDED BY MSCHOA
What do these
parties do
Areas of attention
n Gulf of Aden
n Red Sea abt 100 miles from
Bab El Mandeb
n East Coast Somalia up until abt
1000 Nms from the Coast
Anti-piracy seminar
n EUNAVFOR is the main
coordinating authority which
operates the Maritime Security
Centre (Horn of Africa)
n UKMTO in Dubai acts as the
primary point of contact for
merchant vessels and liaison
with military forces in the
region
n MARLO is to facilitate the
exchange of information
between the United States
Navy, Combined Maritime
Forces, and the commercial
maritime community in the
United States Central
Command's (CENTCOM) Area of
Responsibility
n IMB is to be the first point of
contact to report an actual or
attempted attack or even
suspicious movements thus
initiating the process of
response
n NATO is currently engaged in
counter-piracy within the Horn
of Africa region
n CTF 150 conducts Maritime
Security Operations in the Gulf
of Aden, Gulf of Oman, the
Arabian Sea, Red Sea and the
Indian Ocean
n CTF 151 is a multinational task
force established to conduct
counterpiracy operations under
a mission-based mandate
throughout the Combined
Maritime Forces (CMF)
Evasive maneuvers
n Increase to Max speed
n Narrow weave
n Avoid loss of speed
n Avoid providing a lee
n Maximise bow wash and wake
n Observe Call regulations
n Monitor Vulnerable areas of
attack
Enhance watch keeping
n Best defense is awareness
n Early action deters attacks
n Training avoids panic
n Drills/Exercises promote
confidence
n Help arrives faster when
promptly informed/alerted
Illumination
n DARKEN SHIP -BLACKING OUT
ALL LIGHT EMITTING
SCUTTLES AND DOORS
(with the curtains drawn and
only the small lights in the
cabins should be on)
n NAVIGATION LIGHTS AS PER
SOLAS TO BE ON
n WHEN SUSPECT VESSEL
SPOTED GOOD ILLUMINATION
TO TRACK THEIR MOVEMENTS
pg 9
Ship
Crew preparation
Engine preparation
N drills should be conducted with
the crew
N risk assessment to be carried
out
N rest the crew before transit of
the Gulf of Aden
N work on deck to be suspended
during the transit of the
respective areas
N an easy handled flip card /
action plan to be posted on the
bridge with actions to be taken
on even the slightest suspicious
activity
N test all engines and auxiliary
machinery.
N drills for speeding up to be
done
N power up fire main.
Drills/Exercises
promote confidence
AIS
n Please be advised on the
following recommendations
from MSCHOA regarding the
use of AIS whilst operating in
the region:
n SOLAS permits the Master the
discretion to switch off AIS if he
believes that its use increases
the ship's vulnerability.
However, in order to provide
naval forces with tracking
information within the GoA it is
recommended that AIS
transmission is continued but
restricted to ship's identity,
position, course, speed,
navigational status and safetyrelated information.
n Off the coast of Somalia the
decision is again left to the
Master's discretion, but current
Naval advice is to turn it off
completely.
Warning sign in Somali
language
n PLACE A SIGN IN SOMALI
LANGUAGE, WARNING THE
PIRATES OF ‘ ELECTRIFIED
WIRES ‘
Fortification of vessel
n Remove access ladders from
deck level to accommodation
level
n Lock external doors and
hatches ( except bridge wings )
if possible from inside incase of
emergency exit
n Lock internal spaces that are
not accessed during the
passage
Communication
n TEST SSAS SYSTEM
n TEST ALL EXTERNAL
COMMUNICATIONS WELL
BEFORE ARRIVAL AT THE
PIRACY ACTIVITY AREA
n HAVE READY THE MESSAGE OF
ALERT TO BE SENT TO ALL
PARTIES CONCERNED
n APART FROM MASTER ALSO
OTHER CREW TO BE
FAMILIAR/DESIGNATED IN
SENDING ALERT MESSAGES
n DO NOT MAKE UNNECASSARY
VHF TRANSMISSIONS
n DO MAINTAIN A VISUAL,
RADAR AND SOUND WATCH
n DO MONITOR THE VHF FOR
NEWS OF INCIDENTS AND
MOVEMENTS
n PRIOR ARRIVAL AT THE IRTC
PLS REGULARLY UPDATE YOUR
REGISTRATION FORM/ ETA TO
MSCHOA AND UKMTO
Faulty declared vessels
n MANY TIMES IN THE PAST
PIRATE CRAFTS DECLARE TO
BE COAST GUARD VESSELS
AND ASK MERCHANT VESSELS
TO SLOW DOWN.
n DO NOT BE MISLEADED AND
DO NOT SLOW DOWN IN SUCH
CASES.
n IMMIDIATELY CALL THE
WARSHIP VESSEL WHICH IS
MONITORING YOUR GROUP
TRANSIT AND INFORM UKMTO
AND MSCHOA.
Registration with
MSCHOA
n THE OFFICE WILL REGISTER
THE VESSEL WITH MSCHOA
AND UKMTO
n PRIOR ARRIVAL THE VESSEL
WILL UPDATE THIS
REGISTRATION FORM
n DURING TRANSIT THE VESSEL
WILL UPDATE UKMTO AND
OFFICE EVERY 6 HRS WITH
POSITION, HEADING AND
SPEED
Transit along the IRTC
of the GoA
N in group transit - it is not a
convoy but is supervised by the
patroling warships
( co-ordinators are ukmto and
mschoa )
N in escort with national navy
vessels ( convoys )
National Convoys
n THE VESSEL WILL MOSTLY
TRANSIT THE IRTC OF THE
GoA IN CONVOY WITH A
NATIONAL NAVY VESSEL
n REGISTRATION WILL BE DONE
FROM THE OFFICE
n VESSEL WILL BE GUIDED REG
THE CO-ORDINATION WITH
THE MILITARY VESSELS
n PRESENTLY OUR VESSELS
HAVE TRANSITED IN CONVOY
WITH VESSELS OF THE:
INDIAN NAVY, GREEK NAVY,
JAPANESE NAVY, KOREAN
NAVY, CHINESE NAVY
n AVAILABLE ALSO ARE THE
RUSSIAN NAVY AND THAI
NAVY CONVOYS
Summary
n USE WEATHER / SEA STATE
(BAD WEATHER, SWELL
ETC/ETC TO BE USED TO THE
VESSEL'S ADVANTAGE)
n EVASIVE MANOEUVERS,
WITHOUT DECREASING THE
VESSEL'S SPEED
n ENHANCE WATCH KEEPING
(POST EXTRA LOOKOUTS ON
BRIDGE AND DECK LEVEL )
n HARDEN SHIP (BARBED WIRE,
EMPTY BBLS, PROPELLER
ARRESTORS)
n RIG FIRE HOSES
n DARKEN SHIP
n WHEN SUSPECT VESSEL
SPOTED GOOD ILLUMINATION
TO TRACK THEIR MOVEMENTS
n DRILLS SHOULD BE
CONDUCTED WITH THE CREW
n RISK ASSESSMENT TO BE
CARRIED OUT
n DO MONITOR THE VHF FOR
NEWS OF INCIDENTS AND
MOVEMENTS
n PRIOR ARRIVAL AT THE IRTC
PLS REGULARLY UPDATE YOUR
REGISTRATION FORM/ ETA TO
MSCHOA AND UKMTO
Good Luck.
By Captain A. Stellatos
Manila - October 2010
Dr. Glennda Canlas
Halcyon Marine Healthcare Systems
Lifestyle
What is the Normal BP ?
Top Causes of Unfitness
1. Eat a Healthy Diet
Rice, Whole Grain Products & Potatoes
Fruit
Vegetables
Fiber 25-30g/day
Meat, Poultry, Fish & Alternatives
5 Food Groups
Empty Calories
Dr. Glennda Canlas
pg 11
Unsaturated Fat
Sugar
Dietary Approaches to Stop Hypertension
2. Drink Lots of Fluids
Preventing Kidney Stones
3.Maintain a Healthy Weight
Body Mass Index
Critical Waist Circumference
4.Exercise regularly
Flexibility Exercises
Resistance/Strengthening
Exercises
Aerobic Exercise
Smoking Related Diseases
7.Good Oral Hygiene
Saturated Fat
DASH DIET
Manila - October 2010
Practical advices for a successful
vessel’s external audit By Mr A.Rodo
1. Introduction
2.3 Auditor preparation
►
DOs & DON’Ts
► Previous external audit reports
► Previous NCRs, failures / corrective
actions
► Third Party inspections / deficiencies
► Additional Flag instructions
► Vessel’s history / accidents,
detentions, PR17
► Audit plan
TRUTH IS ALWAYS BETTER
Achievement of better
audit results
2. Preparation for an
external audit
►
►
►
COMPANY
VESSEL
AUDITOR
2.1 Company preparation
for vessel’s Ext. Audit
a. Carry out internal audit in advance
► Experienced internal auditor
► Extensive audit not on a sample
basis
► Identification of non-conformities
b. Schedule vessel’s external audit
►
Convenient port to be chosen
►
Availability of local auditor
►
Vessels time schedule at port
►
Company’s representation
3. During the Audit
►
►
►
►
►
►
►
Auditor’s welcome
I.D. check
Search of luggage
Visitor’s logbook registration
Visitor’s badge
Escort
Elevator available
FIRST IMPRESSION IS VERY
IMPORTANT !
3. During the audit
►
ό
ό
ό
THE AUDIT NEEDS TIME
AND CALMNESS
2.2 Vessel preparation
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
►
Crew notification / training if required
SMS manuals and SSP
Filing system
Publications
Vessel’s Certificates
Crew Certificates
NCRS / Deficiencies status
PMS
Attention File
Clean Vessel
Crew Presentable / P.P.E.
Posted Policies / crew aware
Muster list and Station bills
DPA / CSO awareness
Drill readiness
Marked restricted areas
Watch and rest periods
SSAS test
Instruments calibration
Accommodation ladder / safety net
Opening meeting
Availability of Senior Officers
Audit Plan
Crew interviews
4. Always bear in mind …
►
External Audit
Random audit
Codes’ requirements
Documented evidence
Inspections
Drills
Responsibility of the Master
ό Crew participation
Open attendance
ό Advantage of auditor’s visit
ό Discussion of problems /
suggestions
ό
ό
ό
ό
ό
►
►
ό
ό
ό
ό
Auditor is onboard to:
Check correct implementation
Check records (2-3 years old)
Verify by cross-checking
Help
5. Useful tips
►
►
►
►
►
►
Auditor’s notes
Photocopies
Gathering of folders
Controlled & signed forms
Transparency
Be specific
JUST ANSWER THE ASKED
QUESTIONS
6. At the end of the audit
►
►
Auditor’s conclusions
Closing meeting
ό Senior Officers’ participation
ό Agreement of any NCR
ό Proposal of corrective /
preventive actions
NEVER LET THE AUDITOR
TO DISEMBARK WITHOUT
HAVING AGREED AND
SIGNED THE ISSUED NCRS
START IMPLEMENTING THE
AGREED CA / PA
IMMEDIATELY. YOU HAVE
MAXIMUM 3 MONTHS
Most important advice
Be always well prepared for an
unexpected audit by having at all
times the onboard documented
evidence updated and well organized.
Don’t wait for the next audit to prepare
everything at the last moment.
NO SYSTEM IS PERFECT
NO IMPLEMENTATION IS
PERFECT !
Practical advices for a successful vessel’s external audit
YOU NEVER KNOW WHO
WILL ASK YOU WHAT AND
WHEN
pg 13
Crew proceeded with troubleshooting of engine
starting problem, according to operation
manual.
During dismantling of “shut-off valve for starting
air”, hairline cracks were noticed on some parts.
Relevant instructions have been forwarded to
the vessels (with the above type of engine) and
were instructed to carry onboard specific spare
parts.
Lessons learnt arising from the
Near Miss reporting during
Best Practices & Lessons Learnt
Best Practices implemented
during 2010
By Captain P. Kumar
Best Practice applying to all Fleet
Vessels on Non vented safety
goggles
While Trainee officer was chipping under the
steam lines, a foreign particle entered his right
eye passing through his safety goggles, due to
strong wind. The Safety goggles used on this
occasion were examined and it was found that
they had several vent holes on top and on the
side of the frame, allowing small size foreign
particles to enter through and get lodged in
wearer's eyes. These goggles are also
unsuitable when working with various cleaning
or other types of chemicals. Following
investigation on all fleet vessels:
1.
2.
this type of goggles was replaced by nonvented goggles that are safe enough for all
types of work, whether it is chipping or
working cleaning liquids.
Masters were instructed that while
ordering safety goggles they should clarify
that goggles with vent holes should not be
delivered onboard. If delivered, they
should be returned to supplier and Supply
dept. should be informed accordingly.
Best Practice applying to ALL
Fleet Vessels on Electricians'
Gloves
During fleet vessel's audit, auditor commented
that there was no certificate onboard for the
Electrician's Gloves. Masters have been advised
on below two items, by circular e-mail:
1) the Electrician gloves may be supplied with a
certificate, but usually they do not. Instead by
checking the following marks which are
printed on the glove itself, one can easily
spot if it is of an approved type: CE (or EC) - EN
60903. The CE marking certifies that a product
has met EU consumer safety, health or
environmental requirements. CE stands for
Conformite Europeenne, "European conformity"
in French. The EN 60903 marking means that
the product meet the specifications described in
the standard EN 60903:2003 and in the IEC
international standard IEC 60903:2002 which
specify the performances of gloves of insulating
material for live working.
2) marking of safe working voltage of the
glove in volts (i.e. 12000 volt) must be
printed. In case electrician's gloves supplied,
do not have these markings printed on them or
relevant certificate, Masters are advised not to
accept them, return them to the supplier and
inform Supply Dept. accordingly.
Best Practice applying to six
vessels of the Fleet with RTA 58T
engine: Starting Failure due to
defective “Shut-off valve for
starting air”
M/E failed to start when the vessel was
maneuvering / shifting from OPL anchorage.
Controls were transferred from bridge to ECR
and subsequently to engine local maneuvering,
without success.
Any operation should be properly planned and
good communication & co-operation, should be
established between crew involved, in order
ensure its safety. As per FIM, Chapter A, item
1.8, the Daily Work Planning Meeting
provides an additional safeguard in this
direction. Work planning meetings must be
carried out daily in order to create a schedule,
organize the various pending tasks and address
any safety related matters that may arise out of
the planned activities. In addition, during this
daily meeting, one can seize the opportunity to
confirm that all the equipment (including P.P.E.)
and tools intended to be used for the day's
planned activities have been inspected and
were found to be in proper / operating
condition. The PPE Matrix which can be found
in Chapter B, Section 3 of FIM should be
consulted at all times during preparation for a
task.
Mooring Operations / Contact /
Grounding / Collision
·
·
·
·
·
O.O.W. should verify ship's position and
make sure that all navigational equipment
work properly before assuming watch.
One cannot stress enough the importance
of safe mooring practices. During such
operations deck crew should be extravigilant, wear proper P.P.E. and maintain
safety positions, so as to avoid injuries.
Crew involved should also observe the
safety practices followed by shore
personnel.
Pre-arrival inspection must be conducted
prior to assuming mooring operations.
Anchors and the condition of the mooring
equipment should be thoroughly inspected
prior to vessel's berthing, in order to
ensure readiness. Form D-50 should be
properly completed every 6 months.
Instructions and guidelines contained in
the mooring plan should always be
adhered to.
Upon completion of mooring operations, all
equipment used (i.e. tools, machineries,
gear, electrical appliances) should be
properly secured in order to avoid
accidents on deck.
All anchor gear and mooring equipment
should be regularly inspected and properly
maintained.
Manila - October 2010
Best Practices &
except momentary entry or exit. The
system should not be operated fully closed,
that is in 100% circulation mode, because
the operation of extraction fans galley and
sanitary spaces will reduce the atmospheric
pressure in the accommodation.
·
During cargo operations crew should be
extra vigilant of the safety practices
followed by shore personnel. Good
communication should be established in
order to ensure safety of operation.
·
Proper communication should be
established among C/O and ECR crew
during cargo heating. Once main steam
valve supply to deck is closed, the exhaust
gas economizer surplus steam dump valve
should be opened, in order to avoid over
pressurizing the lines that may lead to
leakages, broken valves and injury.
Cargo & Bunkering Operations
·
·
·
·
During cargo operations crew should
execute orders coming ONLY from
supervising officers, and not shore /
terminal personnel.
During cargo operations, all doors,
openings and ventilations should to be
closed, so as to avoid toxic fumes or vapor
concentrations entering the
accommodation. Furthermore, nonassigned doors should not be used during
such operations. The detailed instructions
included in the FIM must be followed at all
times. Should never stand on the leeside of
the Mast riser. Crew members should make
sure that they carry portable H2S detector
or be in the company of another crew
member carrying relevant equipment. Prior
assuming task crew involved should check
the battery charge of H2S detector and
carry out an atmosphere check.
During bunkering or cargo operations, the
responsible officer must ensure that
scupper plugs are well tightened and
maintained. Access to anti-pollution
equipment should be left unobstructed for
safe and quick passage, in case of a
pollution emergency.
Prior commencing cargo operations, vessel
should be carefully inspected and crew
involved should check the working
condition of all equipment and
communication devices intended for use.
During bunkering operation the fire fighting
and oil spill response material should be
rigged near the bunkering manifolds.
·
While preparing manifold for hose
connection, manifold cover should be
secured in place, in order to avoid injuries.
·
All doors, hatches, openings and ventilation
inlets in Accommodation and ER should be
kept closed, so as to avoid toxic fumes or
vapor concentrations to enter closed
spaces. A positive pressure will be
maintained only if the air conditioning
system is operating with its air intakes open
and if all access doors are kept closed
Best Practices & Lessons Learnt
·
When taking ullage, sounding or taking
samples from tanks, crew should make
sure that all vapour lock caps are secured /
tightened in order to avoid accidental
release of vapours.
·
Bunkering operations should be properly
planned. Barge's mooring lines should be
properly secured on vessel's bitts or
bollards fitted on deck. If barge's lines are
not long enough, vessel's lines should be
used instead.
Injury / Man Overboard
·
As already mentioned, the P.P.E. Matrix
which can be found in Chapter B, Section 3
of the FIM, should be consulted at all times
during preparation for a task. According to
the nature of the task assumed, proper
P.P.E. should be used during work by crew
members, as well as, by visitors and
contractors. The condition of the P.P.E.
should be thoroughly inspected prior use.
·
When preparing anti-piracy measures (i.e.
installing empty barriers, razor and barbed
wires etc) crew involved should be wearing
proper pair of gloves and other P.P.E., so as
to avoid injuries.
·
Tools should not be left scattered on Deck
or in E/R. Crew should keep close sight of
tools throughout the task and use
toolboxes. Upon completion of works they
should be properly stored and secured.
·
Protective equipment should be used by
crew while handling chemicals that can be
very irritant to the skin. Chemical proof
goggles / visors should be used while
working with paints, thinners, chemicals or
while using equipment for cutting or
welding, for eye protection, as well as
chemical suit. Chemicals should not be
used without relevant permission and
specific instructions.
·
The condition of all tools and equipment
should be checked prior use, so as to avoid
injuries. Proper maintenance of tools and
equipment, including the means of access
to the vessel (i.e. gangway) should be
applied and any deficiencies found during
regular inspections should be reported for
immediate repair or replacement.
·
While preparing, restoring or rigging up
pilot (combination), accommodation
ladder, or gangway the correct procedure
should be followed and boarding
arrangements should comply with IMO,
SOLAS & IMPA regulations. Above
equipment should be thoroughly inspected
and repaired as necessary. Crew involved
should wear proper P.P.E., and safety
harness in order to avoid accidents. Visitors
should be warned NOT to board the vessel
until vessel's mooring is completed and
safety net is in place.
·
Lifting heavy objects requires very good
preparation and maintaining proper body
posture, in order to avoid injury. In some
cases crew members should ask for
pg 15
& Lessons Learnt
should take notes of the reading(s) after
coming down from the ladder.
·
Warning signs should be placed near
freshly painted or wet areas / surfaces,
including the stairways, in order to avoid
injuries.
·
Proper housekeeping is very important for
the safety of the crew and vessel. Slippery
surfaces (including the steps/platforms of
the gangway), due to oil, grease or water
should be cleaned up immediately, so as to
avoid injuries. Oily and greased rugs lying
on deck may lead to injuries as well, if the
area is not thoroughly cleaned. Any
leakage should be stopped at its source
and a warning sign should be placed
nearby.
·
During drills, crew coming on deck should
be reminded to wear proper P.P.E. (i.e.
safety boiler suit, safety shoes and
helmet), in order to avoid serious injuries.
·
Before leaving port, vessel must be
prepared for sea passage. Moving objects/
never step on railings while working at
heights.
·
·
assistance
appliances.
·
·
·
·
and
use
proper
lifting
Whenever hoisting heavy gear or receiving
stores / provisions, even while at shipyard,
the job must be properly supervised and
overseen through till completion. The
lifting operation should be properly
planned and good communication and cooperation should be established between
the crane operator and deck crew involved
in order to ensure safety of operation. A
signal man should be employed in order to
establish good communication between
the crane operator and the deck crew
involved. Deck crew and ship chandlers
should be extra-vigilant, wear proper PPE
and maintain safety positions, during such
operations as arms disconnection and
picking up heavy items, provisions and
stores with crane, in order to avoid injuries.
Messenger lines should be properly
attached and used by deck handlers to
avoid swinging of gear and possible
contact with structures or crew.
Tools, wiring and other equipment
provided by shipyard should be properly
inspected prior use and if found to be
defective, same should be reported
immediately to supervisors.
·
During heavy weather, no one should go
out on open deck without notifying the C/O
or O.O.W. Permission may be granted only
after taking all safety precautions [use of
appropriate P.P.E. (safety shoes and
helmet), safety lines and walkie talkie].
During ballast exchange or deck washing,
crew should use the special pathways
painted with anti-skid paint and wear
proper P.P.E., so as to avoid injuries.
Further, while on deck crew should be extra
watchful for the presence of ice.
·
Fixtures and fittings over which crew
members might trip or which project,
particularly overhead, thereby causing
potential hazards should be suitably
painted in highly visible colors, in order to
give early warning to crew working in the
area.
Good preparation prior assuming any
tasks, such as working aloft is of vital
importance. A Risk Assessment Form (D/E03) should be completed and relevant
permit (D/S-10) should be issued prior
assuming such tasks. Engine and deck
crew should properly secure tools and
equipment, since these may fall out and hit
crew working at lower levels. Crew should
When work is undertaken on or near the
radars, communication should be
established with the bridge and O.O.W.
should be notified, so that radars/scanners
are not started without the knowledge of
the workers. In addition, relevant permit
(D/S-10) should be issued prior assuming
task and relevant warning notices should
be posted.
Crew members should not run on deck or
on stairways unless for an emergency and
they should keep in mind that sudden or
heavy rolling of the vessel is always a
possibility. While on deck crew should
make sure to use the special pathways
painted with anti-skid paint. Personnel
should watch out for tripping hazards and
protrusions (such as pipes, framing, ropes
and scattered equipment). It is considered
to be very dangerous to walk on, step on or
vault over pipelines or guardrails. While in a
hurry to complete tasks assigned, crew
members should not neglect their safety.
·
While carrying objects on stairways, crew
should keep one hand free, so as to hold on
to the railings.
·
Crew should be careful while using ladders
and avoid losing their balance. While taking
sounding of the fresh water tank, crew
parts (projectors, oil and garbage drums
etc) and all other loose tools / equipment
should be properly secured / lashed,
especially while at sea, so as to avoid
injuries or damage to the ship. Doors,
hatches and windows should be either
closed or secured to open position and
r e g u l a r l y i n s p e c t e d . Ve n t i l a t i o n s
(especially those in forecastle) should also
be closed.
·
Prior releasing gas from mast riser or taking
tank ullage / sounding, crew should use
personal H2S meter or gas mask, taking
under consideration the direction of the
wind and the various consequences of
inhaling H2S or other hazardous materials.
During purging / venting operation, no one
should go on deck with relevant permission
and all doors, openings and intakes should
be kept closed.
Part Two to be continued on the next
available 'Wavelength' issue W44.Ed
Manila - October 2010
Proper inspection
and maintenance
of safety
equipment
How Planned Maintenance
Schedule can be effective?
Safe ship is a happy ship
What is it all About?
Capt. Emeterio Andaya
Planned Maintenance
Schedule (PMS) and its
relation to safe
operation onboard
“Serves as a guideline for
us to ensure that
everything is properly
checked for defects and
maintained in its proper
operating condition”
PLANNED MAINTENANCE
SCHEDULE
+ COMMITMENT
_______________
=
SAFETY
w routine safety visual inspections of
accomodation ladders, falls, and the
air-driven motors must be carried out
w pilot ladder steps, spreaders and ropes
must be checked for damage
w any defects found should immediately rectified.
life vests should also be stationed or
near the access ladder, they should
regularly checked as well as properly
maintained
Safety culture
“Are all crew involved fully
familiarized with lifeboat launching,
recovery procedures and controls as
Safety Training Manual?”
Good Seamanship
M
NTROF
AGEMENT I
N
AN
C.
CENTRO-NEWS
The Articles written and the Views expressed in this bulletin do not necessarily
reflect those of CENTROFIN and/or its members.
Queries to: [email protected]
Disclaimer. The contents provided herewith are for general information
purposes only; not intended to replace or otherwise contradict the detailed
instructions/procedures issued by the owners/managers, flag etc.
Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources
Tel. +86.1347.8526 865. Email: [email protected]
Comments. This editor welcomes readers' responses to all articles & Editorials.
Design-Production: www.paradox.com.gr Tel.+30.210.6560 574
IN
W
avelength
Reaching Out
“ Are communication signals
understood by all crew
participating in the exercise or
drill? ”
CE
Before any plan of launching
lifeboats is initiated, a prudent Safety
Officer should first of all take into
consideration the external
factors/influences existing at the time
like extreme weather conditions, tides, currents, sea state, etc.