JUN 2013 - Green Wave Shipping Pte. Ltd.

Transcription

GREEN WAVE SHIPPING NEWSLETTER Dear
Readers,
SUMMER 2013
A QUARTERLY NEWSLETTER FROM
GREEN WAVE SHIPPING PTE. LTD.
SUMMER in CROATIA
Welcome, to our SUMMER 2013, issue of GWS
Newsletter.
Please circulate the newsletter and encourage all staff
to participate by sending their articles and feedback.
Gurcharan Sachdeva
Milet Island National Park in South Dalmatia, Croatia
FACTS AND FIGURES – CROATIA
Croatia has over a 1000 Islands, Islets and reefs with many uninhabited and
boasts a coastline 5,800 kms. long – same distance as Madrid to New York.
Croatia occupies an area of 56,542 sq kms, population 4.5 Million of which over
25% live in the capital Zagreb.
The Dalmatian dog has its origins from Dalmatia, where the coastline is spotted
with hundreds of Islands, some of them unpopulated.
The place with most history is Dubrovnik where the paved streets are still lined
with stone houses and roofs of red tiles.
Summer salsa festival in Rovinj, one of the best in Croatia
ANOTHER SUCCESS – GLOBAL SHARING
Shell Marine has had series of Safety conferences in Asia and
Europe. Chaired by Vice President Dr. Grahaeme Henderson,
these aim to MAKE A STEP CHANGE FOR SAFETY with one
goal in mind - ONE INDUSTRY ZERO ACCIDENTS.
At GREEN WAVE SHIPPING, we have actively participated in
the Global Sharing Forum and created a website dedicated to
this forum. We now have over 200 participants world-wide,
and, a database of over 100 incidents, accidents and Nearmisses. This is a useful tool aimed at creating industry wide
awareness of problems faced by other industry players and
how they are tackling these to prevent recurrence. Please
take some time to visit the website and bring safety home.
IN THIS ISSUE
MESSAGE FROM CREW SUPTD MS RENUKA
02
GREEN WAVE – MISSION AND VISION STATEMENT
02
SAFETY MATTERS – BEHAVIOUR BASED SAFETY
03
SAFETY MATTERS – ACC. / INC. / NEAR MISS
04
COMPETITION 06/2013 – SAFETY VIOLATIONS
08
SAFETY MATTERS – PSC / VETTING / CDI
09
COMPANY CIRCULARS / BULLETINS
12
WINNER – COMPETITION AND CASE STUDIES
13
SAFETY MATTERS – ENERGY EFFICIENCY
14
TECHNICAL MATTERS – BUNKERS & TREATMENT
17
FAMILY PAGES AND NEW PHOTO COMPETETION
20
GWS ORGANISATION AND WHO IS??? NITA
23
Details are available at www.stepchangeforsafety.com
Dr
Grahaeme
Henderson
addresses participants at Shell
Marine
Contractors
safety
Conference in Amsterdam. The
conference attended by over
200 delegates aims to make a
STEP CHANGE FOR SAFETY.
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GREEN WAVE SHIPPING NEWSLETTER SUMMER 2013
Our vision is to be a leader
in quality Ship-management
with market reputation for
Zero accidents, Zero spills
and an Environment friendly
approach. MESSAGE FROM
MS S. RENUKA
CREWING SUPERINTENDENT
Our Mission is to provide expertise
in the fields of Ship management
and Ship operations to our principal
to enable them to uphold their
market dominance and reputation by
focussing on -.
Safety - Our priority is to ensure all
shipboard operations are carried out
in a safe and efficient manner. Our
target is Zero Spills, Zero Accidents
and Zero Environmental damage.
Service – We maintain a team of
dedicated staff and will constantly
upgrade their technical capabilities
to ensure excellent service to our
principal.
Satisfaction – By open and honest
communication with all Industry
stakeholders we aim to preserve our
principal’s reputation and his assets
As we celebrate the 3rd consecutive –“Day of the Seafarer” on 25th June 2013, we salute the 1.5 million seafarers across the globe and thank our 400+ seafarers for their hard work and loyalty to Koyo Kaiun and GWS. Our Seafarers are our most prized asset and, they; uphold the spirit, principle, culture of GWS & the expectations of the maritime Industry as a whole. We extend our appreciation to our pool for incorporating "Knowledge Testing" as a stepping stone & for taking work beyond reporting. Your commitment is our success & we believe your 'voice' is our strength. At the threshold of MLC 2006, let us continue to work as a team to make sailing a safe and pleasant vocation.
“The sooner we learn to be jointly responsible, the easier the sailing will be." Ella Maillart
We must be assertive, when we notice anything wrong.
At GWS, we encourage our crew to voice their ideas or challenge decisions made by
their shipmates (or superiors onboard or ashore) where safety may be compromised. SAFETY MATTERS
Anyone can make mistakes. The team member who detects it must be ASSERTIVE
enough
to voice
his /
concerns ―We recently had an incident where, due frequent fuel filter blockages, BBS Stop
Cards
Accidents / Incidents / Near Misses – 1Q/2013
the First Engineer on one of our managed vessels, felt that the purifiers should be opened up for manual cleaning. BBS
– Stop Cards
He was not assertive enough to voice his ideas to the Chief Engineer or to push his junior to do it. His idea, that purifier is handled by 2nd Engineer so not his domain to interfere, was incorrect. Subsequently, when the purifier Our
Behaviour Based Safety program continues to work well with all vessels actively
was opened up upon Suptd boarding, it was noted to be full of sludge and incapable of performing effectively. participating
in the STOP CARD system. A total of 17 Red STOP Cards and 131 Orange
Many man‐hours could have been saved if he had been assertive and elevated his concerns to the Chief Engineer.
CAUTION Cards were issued during the quarter.
The question isn't who is going to let me; it's who is going to stop me.
Ayn Rand 2
GREEN WAVE SHIPPING SUMMER 2013
NEWSLETTER GREEN WAVE SHIPPING PTE. LTD.
BEHAVIOUR BASED SAFETY
We received an average of 44 BBS reports every week during the 2nd quarter.
The response from ship staff is good and appreciated. The slower vessels
Phoebe, Kelsey and Justine have been requested to improve their feedback.
STOP WORK POLICY
CARDS ISSUED BY THE WEEK CARDS ISSUED BY VESSEL 28.09.2013
Master to
2nd officer
After nine months on board, in charge for hospital, on answer why is not
connected flow meter and humidifier on O2 bottle in hospital, Answer was that we
do not have that equipment. We found all equipment below bed in hospital and
connect to the O2 bottle
1
PHO
18-May-13
Master to
cabin user
Keeping hot water valve open and fresh water supply valve from adjacent room,
owner's cabin shower room, affecting the temperature of fresh water supply to
captain's shower.
21
WHI
21-Apr-13
2/Engr to 3/Engr
and Oiler
7
VAL
Changed M.E. FO duplex filters with cleaned spares using cotton gloves instead of leather
gloves.
Winners for BBS Submissions 2Q/2013 are
Capt Sapunar (VAL)
Capt Longhay (PHO)
2/E E Lagula (WHI)
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ACCIDENT, INCIDENT AND NEAR-MISS SUMMARY
ACCIDENTS
There were ZERO accidents reported during the second quarter 2013.
INCIDENTS
There were 3 incidents during the 2nd quarter as follows –
1)
ZERO
Arrival Panjang Indonesia, Main Engine did not respond in ahead / astern direction.
The Engine was changed over the Manual Local control in Engine room.
2)
An oiler working on leaking steam flange suffered minor burn as he was not wearing proper gloves.
3)
An A/B suffered slight burn on palm when disconnecting tank cleaning hot water hose. The line had not been
drained prior disconnection and hot water penetrated rubber gloves he was wearing.
NEAR MISSES
We received a total of
173 Near Misses during the quarter.
Please find a summary of near misses received.
Near Misses for Appearance – NONE
Near Misses for Cargo Operations
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During pre-arrival check of cargo tank prior loading at Belawan, small piece of rag found in tank 7P COT.
During pre-arrival check at Chiba, Japan, pump impellor of No 6P tank found stuck with Palm Stearin cargo.
Stowage plan for present voyage had been tampered with and data altered without Ch Officer Knowledge.
During sampling of tank 5S, sampler fell into tank due metal strap failure.
During final topping up of cargo, Ch Officer was disturbed by junk talk on ships WT probably from other vessel.
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During Ethanol discharge at Nagoya port, sample drawn from drain found contaminated with previous cargo trace.
During tank cleaning, two machines were found working sluggish due rust in strainer.
Near Misses for Documentation / Certification / Surveys- NONE
Near Misses in Communications category
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During cargo operations, Duty AB on manifold was confused by Duty Officer asking ¾ opening of valve
5P COT, instead of clarifying percentage opening required.
During mooring operation at Merak, communication with Bridge hindered due weak battery X 2.
.
Near Misses – General
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During cargo ops, Ch Officer use the common toilet on deck and noted unhygienic condition, got it cleaned.
Ship ordered bath soaps for three months which was reduced to one month supply without prior discussion,
Underway to Hannan, Master trained duty officer regarding Deviation at full speed which may cause M/E overload.
Filter of laundry dryer machine was found choked x 2
Some dirty plates were noted in galley in the sink left overnight.
During weekly routines, flame screens of some vents were found partially blocked with grease, oils etc.
Some crew forgot to adjust time (retard by 1 hour) and arrived late for safety meeting.
During tank cleaning with detergent, small quantity of detergent was found dripping on deck.
During draining of air bottle in engine room, an alarm sounded and oiler rushed to ECR leaving drain unattended.
st
During routine rounds in E/R 1 Engineer a small spanned atop FO tank which could fall and injure someone.
During rounds in E/R 2/E found sounding pipe valve kept in open condition.
During safety round AB heard an alarm in Galley, found refrigerator door open.
Crew toilet flushing valve was found open.
During bunkering at Algas, bunker barge crew in slippers and without PPE were blocked from boarding our vessel.
A crew member noted chemicals not segregated and stored properly and drew Engineer’s attention to this.
During routine greasing of fixtures on deck, Bosun noted that grease drops fallen on deck had not been picked up.
At night when deck crew was cleaning his hands, he noted rusted water and called Engineers to change tank.
Garbage bags were not secured and found holes in them.
Underway to Japan, a fire alarm in E/R was investigated and found due to indicator cock of generator part open.
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During unberthing at Vopak found one WT door aft had not been latched in.
Moisture noted inside one Pirate Alarm sensor unit on deck.
Stores, paints etc were not secured properly for rough sea conditions.
Enroute to Pasir Gudang, Ch Off found some doors had not been positively closed for Piracy threat.
Underway to Japan, duty officer found one fire extinguisher had not been secured for sea.
During maintenance in Acetylene bottle compartment, the bottle removed was not properly secured.
During deck maintenance noted one AB who was chipping under catwalk had also chipped on the hydraulic lines.
Near Misses – Machinery
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During routine rounds in engine room Ch Engr found workshop grinder wire insulation repaired by insulation tape.
During cleaning, wiper accidently touched the local switch of Booster LO pump leading to alarm.
During passage to Singapore, ballast pump impellor found choked with rope due hole in strainer.
Crew washing machine found grounded leading to low insulation alarm on 110 V circuit.
During Spares inventory old unusable spares found mixed up with new ones – could cause problems if needed.
During monthly changeover of pumps routine found stern tube LO pump inoperative due push button defect.
During routine watch oiler noted expansion tank valve wheel loose and spanner to operate wheel kept unsecured
on top of expansion tank which could cause it to drop on main engine.
At sea found hot filters getting choked frequently requiring changeover of duplex filters and start stop of add
generator as vessel normally runs shaft generator only.
During testing of rescue boat found control lever for hyd. system adrift and in one corner. Fixed back in place.
Prior arrival Kuantan, duty office placed M/E handle from ahead to dead slow astern directly x 2
Unberthing at Singapore when all lines were clear, the Pilot wanted to use the Bow Thruster but due slack
operation fwd ropes were not clear – windlass brake was not fully opened.
At Maptaphut anchorage aft bilges found filling due leaking drain valve of drinking water tank hydrophor – repaired.
FO strainers were getting choked very frequently due to bad fuel, sometimes within few minutes.
Sight level gauge of cylinder oil tank was left in open position by wires.
Enroute to Panjang, 440V panel low insulation alarm was quickly investigated and sourced to galley cooking range
not degreased regularly.
During pre-discharge round Ch Officer noted ball valve of no 7S main line shut.
During maintenance on Central cooler found scupper drain choked leading to water overflow atop motors below.
After discharge Tallow loaded at Port Alma great quantity of stones noted which affect tank cleaning machines etc.
rd
After arrival Maptaphut, 3 Engineer noted aft hydraulic motor still running as Duty Officer forgot to put it off.
High level alarm for boiler cascade tank was found stuck rendering it ineffective for raising alarm.
Galley hot water boiler was found running even with no water in the boiler .x 2
Reefer chamber doors were not properly closed leading to higher temperatures.
Rags found floating in bilges during transfer of bilge water to bilge tank – could clog filters / pipes / pump.
Near Misses – Mooring Category
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It was noted that one spring line forward was taking one turn around roller during mooring at P Gudang.
Mooring winch handle was found not secured on completion of berthing at Oil Tanking 11 berth X 2.
Some rat guards were found not properly rigged when vessel was alongside berth.
Near Misses – Navigation
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At sea, Ch Officer ordered AB to de-ballast leaving Bridge OOW solo.
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During passage Maptaphut to Port Klang, Jr 3/Off on
duty received call from another vessel to keep wide
berth, which would lead own vessel to go out of TSS
onto shallow patch
Jr 3/Off E. Labayne 6
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At Algas anchorage, another vessel anchored
within 2 cables of own vessel (considered safe
at Singapore). An hour later vessel started
swinging as was within 80 mtrs to own vessel
– MPA alerted and vessel re-anchored.
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Ships radio was not set to Channel 16 after departure from port.
De-slopping barge almost hit our vessel stern and rudder post due
difficulty to manoeuvre when moving away.
During pre-departure checks found EM Log display flickering – powered
off and on and situation was normal.
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Capt Marijan Brajac Near Misses – Personnel
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Paint store kept open, Engine room door kept open, aft access door, galley exit door to deck, X 8
Faucet left open in crew toilet, washing machine etc. X 2
Deck watch keeper started stowing gangway without checking that some men are still onboard
One visitor was turned back to access point for not having registered at Gangway.
Cleaning E/Room tank tops found one crew member not wearing helmet
One AB seen wearing overall ties to waist, one engine crew not wearing proper PPE, handling fire wire
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without gloves, , one crew working aloft not wearing safety harness, not wearing chemical gloves when
working on batteries, no safety goggles when purging cofferdam, No rubber gloves when handling
samples, loading Master and shore crew not wearing PPE when working onboard our ship, not wearing
weather proof clothing when working in rain on deck, lifting newly fabricated hot pipe without gloves,
cleaning filters with chemicals without gloves x 15
During cargo ops crew on deck found not drinking enough fluids and not changing wet sweaty clothes.
.
During rigging gangway, cargo surveyor insisted on coming onboard prior safety net rigging
During maintenance on Fire and GS pump, found hook used for lifting motor loose on threads.
AB found using his teeth to cut unfamiliar scotch tape for labelling of sample bottles
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Engine Cadet assisting fitter during welding
pipes in engine room removed gloves and
touched the pipe getting grounded / shock.
Near Misses – Pollution
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During bunkering ops found that bunker hose was not properly supported.
Garbage found mixed up in black bin in galley X 2
One scupper plug was adrift during pre-checks at start of bunkering.
Ch Engr Escudero During bunkering air supply was not on for wilden pumps for anti pollution measures.
Annex II discharge valve was found closed in pump room but not locked in closed position.
Not properly securing (tightening caps) sample bottles when storing
During bunkering shore workers connecting bunker hose were using broken flange gasket - replaced
Near Misses – Safety
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Bunkering samples landed with Bunker barge and not with agents – analysis delayed over a month
During routine testing found one quick closing valve stuck – freed.
Wet clothes found hanging in engine room for drying
Non skid rubber mats on bridge wings found not placed back after cleaning
Deck watch not in position when surveyor boarded vessel
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Departure Belawan during safety rounds Ch Officer noticed a glass cup kept on top of the pilot sensor box
Loose pipe noted in steering gear room during rough weather.
Floor plates were not put back in position after work completed in engine room.
Bench grinder found running – forgot to switch off after use.
Engine Cadet was found cutting bars but thereafter he did not smoothen edges – could cause injury
Underway to Port Klang, it was observed that sea chest valves of water ballast system kept open.
Emergency generator could not start from the second set of starting batteries during routine drills.
Guide pipes for whistle wires were not marked – caution area – could cause trips / fall / injury on Monkey Is.
In Chiba during cargo discharge ops noted shore workers with mobile phone conversation.
Emergency exit from steering gear room was found obstructed with pipes
In communal shower room engine crew noted rags in place of non skid matting to prevent slips.
One wooden cargo block in ballast pump room found cracked
During mooring ops at Etajima, crew found standing in the snap back area as spring lines were being tightened.
Engine cadet tried to retrieve spanner fallen on tank top but touched exposed steam pipe.
During handover of Ch officers, all instruments reported working, however on rechecking three sensors inoperative.
During derusting small bolts on wire brush grinder, bolt flew off and cadet narrowly avoided injury.
One AB was found rigging Pilot ladder singly and not wearing LSA.
A bucket of oil noted unsecured in engine room workshop – fire hazard
Some plates were left unclean in the sink could break in bad weather and cause injury.
Pipe in engine room workshop found not secured and hitting around during bad weather prior arrival Zhuhai.
During port stay in Merak because of heavy swell the gangway was nearly damaged.
Stbd side forward step plate not marked with highly visible colour.
•
Oiler noted small leak at fuel pump
injection pipe on generator and reported
to engineers to take corrective action.
Misses – Structure - NONE
Oiler Arnelo J Delicias
What is wrong in
the photo (taken
from web) on the
left?
How many safety
violations can you
identify?
Closing date
31st August 2013
SPOT THE SAFETY VIOLATIONS – CONTEST 06/2013
The best response
wins!
8
PSC / VETTINGS INSPECTIONS DURING 2Q 2013
There were 6 PSC Inspections during this quarter resulting in ZERO observations.
During the quarter we had 9 Vetting and 4 CDI Inspections resulting in an average of 6.15 observations per
inspection.
The best vetting performance was by Roseanne 2 observation.
The observations were –
1. The standard pressure / vacuum gauge test kit was last calibrated over 15 months back (annual).
2. Stern tube luboil reported water content 1.2%. December 2012 report not found onboard.
3. OOW was not familiar with Radar performance test.
4. Compass error recorded (1.0 to 5.3 deg) did not agree with deviation card (0.5 to 2.0 deg)
5. DSC equipment testing of distress not recorded in GMDSS log book.
6. Regular testing of off-course alarm not recorded
7. Departure checklists were already ticked off when vessel was still in port.
8. Maintenance found poor on bunker tank air vent pipes and shore discharge flanges.
9. Wilden pump (pollution prevention) on deck was not in a ready to use state.
10. Several blanks on manifold flanges were not of same thickness as the flange.
11. The identification marks on portable hoses was not clear.
12. Poor maintenance noted on port hole casing for tank cleaning machines
13. Cargo samples found over six months when company policy was three months.
14. Engine room arrival and departure checklists were not in use.
15. Critical spares inventory in VMOS was not updated.
16. A memo noted on class documents for coupling bolt renewal (due in one month).
17. Condition Evaluation report from class for dry-docking done in March 2013 was not onboard.
18. Insufficient pressure noted, from Emergency fire pump.
19. AIS could not be operated on 1 Watt power setting
20. Bunker manifold pressure gauges were fitted inboard of manifold valves on both sides.
21. OCIMF details were found incorrect when uploaded in SIRE system X 2
22. Previous ballast tank inspection did not indicate condition of anodes in % consumed.
23. Portable gas instruments were not fully listed and maintained.
24. Both side anchors could not be housed properly when locking bar was in place.
25. AC 100 V was showing at 1.0 Mega ohms.
26. ISF 3 used for recording work / rest hours was not recording properly
27. Vessel with ECDIS as primary means – Course duration was not 5 days as per IMO 1.27
28. Vessel with ECDIS – NP 5012 symbols and abbreviations was not onboard
29. Abort point on chart was before pilot boarding and not before entering channel.
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30. Brake test was done at 60% MBL of ropes and not 65% as per company forms.
31. 2/Off (designated GMDSS Officer) was not able to send distress msgs. on Sat C or MF/HF
32. UTI tape not bonded before inserting in Tank
33. Splicing of ropes observed less than 5 tucks.
34. SWL not bead welded on forward crucifix bollard
35. Deteriorated rubber packing and channel on forward rope hatch
36. SSSCL did not confirm Benzene recorded at zero wherein the present cargo contains benzene
37. Electrical panel for prov. reefer compressor unprotected as condensation seen on pipe above panel
38. Incorrect navigation bulb found in use for STS Navigation light
39. Reference pressure gauge landed at Singapore service expired 3 months before.
40. Cargo sampler device was found broken during sampling at Geelong on 5th May.
41. Accident form F-S-0702 has no heading.
42. Designation was found not clear for lost time and non lost time.
43. TRCF not found onboard
44. LTIF not found onboard
45. Low expansion foam test method MSC/Cir 582 not recorded on test certificate
46. Training on Hyperthermia, first aid, usage of LSA in severe weather not conducted for two years
47. Toxic gas contents were not checked prior tank entry – vessel carries Acetones, Xylene and Glycols.
48. Portable fire extinguisher not found in rescue boat inventory.
49. Cofferdam purging was not done after loading for 1 year.
50. Damage stability was not included in ships approved loading computer X 3
51. Railings on vent mast platforms and catwalk were only 50 cm high, vertical ladder from catwalk to deck
did not have safety loops.
52. NOx tech files for M/Engr and three G/Engines was not found onboard.
53. Engine parameters taken by Ch Engr sent to Office but no feedback from Office.
54. VMOS did not include testing of power pack alarms and shutdowns
55. Vessels passage plan called for position fixing every 15’ but chart BA 2137 showed actual 30 minutes
56. Winch brakes had been set at 60% of various mooring lines and not of the weakest line onboard.
57. Vessels survey planning document was not available onboard for dry-dock scheduled shortly.
58. Class approved VCS manual did not include procedures for securing IG system.
59. Closed sampler tests not found wrt gas tightness, mechanical bottle operation and electrical grounding.
60. Company manual did not have clear procedures for quality temp and colour discrepancies in cargo.
61. Cargo lines pressure tested to 12 bar not 1.5 x WP. Y Pieces, U pieces and portable bends not included
62. No record found of testing of hydraulic lines
63. 40 L medical oxygen resuscitator operating procedures were not available on site.
64. Nav. area XI-EGC warning for pre 2013, although still in force, was not available onboard.
65. Reducer on Vapour return line was not fitted with locating pin.
66. Heating coil supply line had a blanking flange but return line did not have same.
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67. No evidence found for portable tank pre gauges compared with reference gauge for negative pressures.
68. Ship / Shore checklist was not available onboard for last luboil bunkering.
69. Enclosed space entry did not have time of commencement and approval of permit.
70. BA chart 3831 was used frequently and worn out.
71. One of four portable multigas sensors for HC was inoperative.
72. Forward foam isolation valve was hard to operate and there was no spanner nearby.
73. Record onboard indicated that bunker lines were tested by air.
SIRE OBSERVATIONS BY CATEGORIES
CDI OBSERVATIONS BY CATEGORIES
11
COMPANY CIRCULARS AND BULLETINS 2013
COMPANY
Circular No
Issue
Date
01-07/2013
1ST Qtr.
08/2013
1st Apr 2013
09/2013
12th Apr 2013
10/2013
2nd May 2013
11/2013
10th May 2013
12/2013
14th May 2013
13/2013
3rd Jun 2013
14/2013
5th Jun 2013
COMPANY
Bulletin No
Issue
Date
01-06/2013
1ST Qtr.
07/2013
1st Apr 2013
08/2013
8th Apr 2013
09/2013
10th Apr 2013
10/2013
19th Apr 2013
11/2013
8th May 2013
12/2013
9th May 2013
13/2013
17th May 2013
14/2013
7th Jun 2013
15/2013
7th Jun 2013
16/2013
17/2013
25th Jun 2013
28th Jun 2013
TO
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
TO
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
Vsl,
Off
COMPANY CIRCULARS
Status
.NOCP List Dec 2012, Monthly safety slogan 2013, Revised
Manuals, Pirate Alerts, March 2013 – slogan, Change of CSO,
PSC Exercise, NOCP List Mar 31, 2013.
In-force
NOCP List - Mar 31, 2013
In-Force
Document of Compliance (Annual Endorsement)
In-force
Change of ADPA
In-force
Information sharing – Petronas Observations
In-Force
Information sharing – Miranda C/E and 4/E injury
In-Force
Safety Slogan in Jun 2013 – PPE safeguard against Phenol
injury
In-Force
Change of ACSO
In-Force
COMPANY BULLETINS
Monthly PSC deficiencies Jan to March.
PANAMA MERCHANT MARINE CIRCULAR
Monthly PSC Deficiencies
Status
In-force
In-force
In-force
Monthly PSC Deficiencies (Ship Security Management
Systems (ISPS))
In-force
LP Bulletin No. 880e – Asian Gypsy Moth – US / Canada
In-force
Monthly PSC deficiencies (ISPS)
Monthly PSC deficiencies
Dangers of using unapproved surge devices
Monthly PSC deficiencies
Monthly PSC deficiencies (ISPS)
Panama Merchant Marine Circular (revised)
Panama Merchant marine Circular
In-force
In-force
In-force
In-force
In-force
In-force
In-force
For Our Masters
The above list of company bulletins, circulars and flag circulars in included for shipstaff to check that
these are all available and filed onboard. Please recheck your filing system to ensure none of these
have been missed out.
12
WINNER OF “SPOT THE LOCATION” CONTEST FOR 1ST QUARTER 2013
QUIZ TIME 1Q2013
2nd place
The newly joined cadet is lost onboard and he does not know what he is looking at or
where he is. But he has taken a lot of photos.
You get rewarded for bringing him back to his cabin, only if you can identify the
photos below.
aa) For each of the 16 photos shown below, we need to know the
1) item seen
2) location
bb) which part of the ship has he missed?
Electric motor
PV valves
Anchor
housing
generator
switchboard
A/C flap
control
Winner
Ballast
console
galley
Capt Sapunar – 2nd place Winner
Watertight
door
Emer. fire
pump
Danger sign
Funnel logo
There was no First Place winner. Both Valentine and Whitney gor 15 photos right but Valentine got the 2nd place award due timely submission. Emer. escape
Steering gear
chemicals
Fuel pump
CASE STUDY WINNERS FOR 2ND QUARTER 2013. During the quarter we did the following case studies –
1 – Fatal Fall of shore cleaning worker inside cargo tank.
Winner - Roseanne
2 – Fatality onboard by Gas inhalation
Winner - Roseanne
3 – Fatality onboard by steam exposure on cargo ship.
Winner - Roseanne
4 – Spot the mistakes in Emergency Steering procedures.
Winners – Valentine and Kelsey
Capt. Kim Gyeong Hae
We thank all our staff for participation and congratulate the winning teams.
We would like to acknowledge Capt Kim Gyeong Hae, Master Kelsey for his
outstanding leadership and team involvement in safety matters and case studies.
13
ROSEANNE TEAM
DECK AND ENGINE OFFICERS
1.
SAFETY MATTERS
ENERGY EFFICIENCY MEASURES
Energy Efficiency – Everyone talks about it. But what does it
mean to our seafarers?
Capt Rahul Lemaye, our S&Q Marine Superintendent explains in simple
steps and relates these to action points. We will see more and more of
Energy Efficiency measures being rolled out. Most of these are already
being done, with the rest to be implemented shortly.
CAPT. RAHUL LEMAYE
mSURES
No.
1.
2.
3.
4.
Energy Efficiency
Measures
Scope of Implementation
Target
Monitoring by
Respon
sible
Person
(s)
Steam at the lowest
permitted speed by
charterers.
Passage Plan.
Daily review by
Master.
Master
& Office
(including the starting date)
Speed / Itinerary
optimization
Just in time arrival and departure - ship should not leave
port late and arrive early, avoid unnecessary speeding the
engine / burning more fuel and waiting in anchorage. Virtual
arrival by good planning from all parties involved –
Charterer, agent, Master, Managers, port etc.
Considering wind, current, tide, sea condition of the
intended passage prior and during voyage; taking help from
software, weather charts, weather message etc.
Undertake
route.
optimal
Weather Routeing
Passage Plan.
Daily review by
Master
Master
& Office
Optimizing autopilot
function
Improved autopilot software for efficiency, using auto
tracking function (if available) and auto pilot function
(weather permitting) and thus saving fuel.
Set auto-pilot for low
fuel consumption.
Deck log book.
Review
by
watch-keeper.
Master /
CE
Trim Optimization
Vessel to sail at the optimum trim, document it and
implement it as far as practical.
Sail at optimum trim.
Log
Book.
Review by C/O.
Chief
Officer
14
No.
Energy Efficiency
Measures
Ballast Optimization
5.
Lighting, Galley
equipments,
Laundry equipments
(Dryers) & other
electrical equipment
/ machinery which
can be switched off
when not in use
6.
7.
8.
Avoid unnecessary ballast. Ballast conditions have a
significant impact on steering conditions and autopilot
settings and note that less ballast water does not
necessarily mean the highest efficiency.
Sail with
ballast.
optimum
Log
Book.
Review daily by
C/O.
Chief
Officer
Savings are generated by smart controls/energy saving
bulbs. Switch off electrical machinery & equipment when
not required. (e.g. deck crane / mooring / valve hydraulic
pumps/galley power / etc.).
Reduction of 30-50
KW load on auxiliary
engines
E/R Log Book.
Review every
watch by watch
keeper.
Chief
Officer,
2nd
Engr
2/E
E/R Log Book.
Review every
watch by watch
keeper.
Minimising energy
loss due to damaged
insulation
Damaged insulation
to be rectified within
12 hours.
Electrical
Officer’s
Log
Book. Review
every watch
2/E
Damage to insulation / lagging for various systems leads to
energy losses and should be rectified at the earliest.
Performance monitoring for hull conditions and fouling by
propeller curve & engine performance, under water cleaning
at yearly interval if required as per performance review.
Operate M/E within
permissible area of
the propeller curve.
Main
engine
performance
monitoring.
Review by C/E.
Ch Engr
& Tech
Suptd.
Apply improved quality hull coating to increase hull
smoothness & decrease drag. (Next scheduled docking
related repairs, subject to Owner’s approval).
Apply
improved
quality hull coating.
DD
Specifications.
Office
Cleaning/polishing of propeller/maintenance and under
water cleaning if required)
Clean
/polish
propeller.
Maintain
hull in clean state to
reduce drag.
Repair
Specifications.
CE
&
Office
Tech.
Coating systems may be used to improve smoothness and
hydrodynamic performance of the propeller.
Improve
propeller
performance
by
maintaining it in clean
conditions.
Engine
performance
reports
Office
Constant engine
load propulsion
Avoid abrupt change of engine load / shaft rpm, set
governor to run engine at constant load (weather
permitting).
Main Engine speed /
load setting to control.
E/R Log Book.
Review every
day by C/E.
Ch Engr
&
2/Engr
Measuring
&
monitor
programme/functionality
of
parts/optimize cylinder pressure and other performance
dependent parameters (pressure, temperature, variable
injection timing, variable valve timing, fuel viscosity, fuel
quality etc).
Keep M/E parameters
within optimum range.
M/E
performance
monitoring
monthly.by C/E.
CE
Engine Performance
Optimization
Programme
Avoid under cooling of jacket water (maintain above 80 Deg
C) and scavenge air (maintain 42 – 48 Deg C).
Improve M/E thermal
efficiency.
E/R Log Book.
Review every
watch by watch
keeper.
CE / 2E
Advanced hull
coatings systems
11.
Propeller
maintenance
15.
Respon
sible
Person
(s)
Minimising
energy
loss from Leakages
10.
14.
Monitoring by
Any leakage to be
rectified within 12
hours. Daily running
hours Air Compr. 6
hrs & as far as
practicable to be kept
NIL.
9.
13.
Target
Eliminate leakages from fuel oil system, compressed air
systems, steam plant and supply system, lub. oil systems,
cooling water systems etc. which result in losses. All
leakages should be rectified immediately upon detection.
Monitor air compressor and boiler running hours.
Hull resistance
management
12.
Propeller Coating
Improved M/E
thermal efficiency by
maintaining optimum
clg water & scav air
temp
15
No.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
Target
Monitoring by
Respon
sible
Person
(s)
Generate maximum quantity of distilled water by Fresh
Water Generator.
Maintain
FWG
efficiency at 80% at
all times.
E/R Log Book.
Review every
watch..
CE / 2E
Adjust cylinder oil feed rate by taking the fuel quality as well
as the engine maker’s recommendation into account, to
bring about a controlled reduction in the consumption of
cylinder oil.
Reduction
in
consumption
cylinder oil to
g/BHP Hr
the
of
1.0
E/R Log Book.
Review every
day by C/E.
CE / 2E
M/E cylinder oil and
lubrication control
Electric power
generator load
optimization
Run Generators at optimum load and avoid running more
than one alternator at low load by proper planning of
ballasting/de-ballasting and cargo handling gear/pumps
operation, adjusting sea load etc.
Run one generator as
far as practicable.
E/R Log Book.
Review every
watch.
CE
CO
Eliminate steam leaks, maintain optimum feed water
temperature, water & fire side in clean condition and good
condition of thermal insulation of boilers & steam pipes &
heaters, temperature control of tank heating & avoid
unnecessary loss of heat.
Feed water temp
>90C EGE cleaning
as required and Boiler
cleaning as required.
E/R Log Book.
Review
by
watch keeper &
2/E.
CE / 2E
Pumps, Fans, air
compressors and
electrical equipment
Run auxiliary equipment depending on weather and
operational requirements, eliminate leaks and maintain
machinery in good working order. Installation of a speed
/power control unit for ER pumps and fans to be considered.
Use
auxiliary
equipment efficiently.
E/R Log Book.
DD
Specifications.
CE / 2E
If fitted to run shaft generator/turbo alternator as maximum
as possible (depending on engine rpm, sea condition, ship
speed etc).
To run shaft generator
and turbo alternator
throughout voyage.
E/R Log Book.
CE
Shaft generator
Remove water from sludge as far as practicable and
minimize Incinerator operation. Sludge to be landed to
shore reception facility and or transfer to slop tanks.
Operate
Incinerator
less than 12 hours in
a week.
Oil
Book
Record
2/E
The frequency of de-sludging of purifiers to be adjusted to
the most optimum performance. Select correct gravity disc
to ensure that minimum fuel is lost during de-sludging.
Reduce
sludge
generated to less than
1% of fuel cons.
E/R Log Book.
Review
by
watch keeper .
2/E
Implement a cargo heating plan, raising the temperature
only when required for discharge. Ensure that the heating
coil water/condensate return line, steam, thermal oil and hot
water lines on deck area have proper pipeline lagging.
Reduce fuel cons to
ave. 12 T/day for
heated cargo voyage
in tropical & summer
zone.
Heating Cargo
Log Book / ER
Log
Book.
Review daily by
C/O, C/E
C/O,
C/E
Use good fuel quality
bunker.
Fuel
reports.
Review by C/E
before
using
bunkers.
C/E,
Office
Tech.
Energy Efficiency
Measures
Improved Usage of
Engine cooling water
(As heat recovery)
Improve thermal
efficiency of boilers /
waste heat recovery
arrangement
(EGE/EGB/ feed
water temperature
Efficient
use
Incinerator
Optimum use of
Purifiers
Cargo heating
efficiency
of
&
Fuel quality
Monitor fuel quality using shore testing services and avoid
co-mingling.
Fuel treatment to be used if found necessary to improve the
combustion and overall engine performance, in case of
supply of fuels supplied with marginal deviation from the
specifications.
Thermal efficiency of
fuel to be improved.
Review by C/E
Fuel oil Additives
C/E,
Office
Tech.
Use of Fuel
Homogenisers
Use fuel homogenisers with optimum performance to reduce
sludge formation and reduce the fuel consumption.
Run fuel homogeniser
continuously.
Review by 2/E
2/E,
C/E
Onboard training for energy efficient operation
Master/Chief Officer/Chief Engineer/Second Engineer.
All ship-board staff to
act proactively to
implement
energy
efficiency measures.
Review actions
of crew by C/E,
Master.
Master,
CE,
Office
Tech
Energy
Conservation
Awareness
by
16
TECHNICAL MATTERS
BUNKER SHORTAGE
CAPPUCCINO BUNKERS
A CONTINUING MENACE
What You Should Do?
1. Monitor the flow (Pressure). If you notice the line pressure increase at the middle (due to air pressure in bunker) and
continue like this till end, the hose vibrating excessively, Noise etc. There is a suspect of cappuccino. If possible view the
bunker surface through the glass manhole cover (provided by GWS for vessels with horizontal manhole covers on top of
tank).
2. Check the tape while taking sounding. Notice for any fine air bubbles on the tape.
3. Do not rush due to the pressure of time or some instruction from barge or surveyor. Take your own time for calculation
and sounding.
4. Take a full depth sounding (where possible) after completion of bunkering and before disengaging the bunker hose.
5. Engage another engineer to take final sounding for a cross check.
6. If you suspect that the barge pumped cappuccino (from item 1 & 2), call the Operator or Suptd immediately. Try to
delay as much as possible, take soundings again after 2/3 hours. If observe shrinkage, whenever possible take fuel bunkers
before Diesel to get settling time in tanks.
7. Take the sounding of all tanks on the barge before and after bunkering.
8. Take sounding of all bunker tanks 6 and 12 hours after completion of Bunker to monitor the shrinkage.
9. As far as possible, arrange bunkering at port where there is a chance the vessel will stay more than 12 hours at port. This
facilitates claim the shortage from the supplier.
10. Contact operator / Supt. 24/7 (anytime) if the final supplied quantity differs more than 5% from Nominated quantity.
What you should NOT DO:
1. Do not trust the barge people or even the surveyor. Mostly the surveyors are local and with the supplier, not you.
2. Do not pass any information about the vessel schedule (or your urgency to sail) to the supplier.
3. Do not allow the surveyor / barge staff / bunker Clark to view the remote gage (if fitted) during bunkering.
4. Avoid bunkering at Night (especially after Midnight when fatigue is highest)
5. Avoid sailing out immediately after bunkering (to give bunkers time to settle).
6. Do not negotiate the final figure with the Barge / surveyor and adjust (even with a median figure they are still winners).
7. Do not try to cover up the shortage from up-the-sleeve ROB. It is not your fault so do not cover up.
8. Do not make wrong entries in log books / sounding books (It is not all your fault and we are on your side to assist).
9. Do not let go off the bunker barge till the dispute is resolved or instructed by the operator from KKA.
AT GWS, WE ARE SUPPLYING CERA LEVEL GAUGES WHICH COUNTER THE EFFECTS OF
CAPPUCCINO BUNKERS AND HAS BEEN USED EFFECTIVELY DURING THE TRIAL PERIOD.
17
TECHNICAL MATTERS - TACKLING BAD FUEL
WHEN THE PURIFIER BECOMES A PUMP
Our managed vessel faced bad quality HFO Bunker lifted at PASIR GUDANG,
Malaysia, which caused damage to Main Engine by way of broken piston rings,
Mr. Fazle Mahmud Delay in ship’s schedule and extra work for our staff.
During investigation onboard, it was noted that No.2 HFO Purifier had been running continuously during the
period of usage of bad fuel. Desludging alone is not sufficient to empty the bowl fully, which must be cleaned
mechanically by opening up. As a result, once the bowl chamber was full of sludge inside and around the disc,
the purifier was no more effective and started working as pump rather than a machine meant for separating
sludge or water.
FULL OF HARD SULDGE AROUND THE DISC ASSEMBLY
HARD SLUDGE Recommendations: 1. We must ensure the optimum purification i.e. feed rate to be min. considering engine consumption
2. Ensure proper function of de- sludge mechanism in auto mode. Reduce the interval of de-sludging.
3. Change over to st. by purifier and overhaul the running purifier and assess the purifier efficiency and do
not allow the purifier to act as a pump. Overhauling delay will cause the same.
4. Ensure stand by additional 2nd strainer (duplex) is clean and ready as the bad fuel may cause frequent
filter blockage. Filter must not be bypassed by any means under the above condition.
5. Additional additives to be added using Shifter dosing pump which is discharged to HFO Circulating line
with the pump discharge in order to improve the combustion efficiency.
6. Add fuel additive (fuel care) before bunkering with the ratio of 1: 3 (1 Litre fuel care for 3 MT fuel oil).
Same additional can be added transferring bunker to another tank when bad quality fuel is identified
after lab. Analysis during operation as well.
7. Ensure that the purifier is opened up for inspection and mechanical cleaning at least once every week
when facing bad fuel (strainer blockage or dealing with unknown fuel), otherwise once a month should
be sufficient.
8. Contaminants in bad fuel can be identified by this simple test recommended by VISWA LAB as below:
a. Take the purifier sludge and heat over an open flame (with care). This substance can be sand and
mud from bottom of the tank. If this is the case, heating the debris will not make any change. Sand
and mud will remain sand and mud.
b. It could be polypropylene type of plastic material. When you heat this (90 to 100 degree C), it will
melt become a paste and freeze up again into a solid.
9. Finally correct feedback from the vessel to office must be provided in order to assess the situation and
further guidance.
18
TECHNICAL MATTERS – BUNKER FRAUD
RECORD YOUR TANKS CORRECTLY
Mr. MEM Zaidi
BUNKER FRAUD ALERT:
EVEN THOUGH CAPPUCCINO WAS EXPOSED, THE SHORTAGE OF 8 MT COULD NOT BE CLAIMED
DUE FRAUDULENT PAPERWORK AND IMPROPER CHECKING BY STAFF ONBOARD.
FO bunker was supplied at Singapore and all the FO 250 mt was taken in 1C tank. The attending surveyor took
all the soundings but put wrong BEFORE BUNKERING figures in the Ship’s Measurement Report which was
not checked or confirmed by shipstaff..
In 2P tank, the surveyor put a figure of 120 t but the actual 2P tank ROB was 133 mt, which was overlooked by
the C/E when he signed and stamped the measurement report. This tank was not used for bunkers.
On completion of bunkering, due to Cappuccino supply, about 8 mt of shortage was established (using Level
Cera Portable/Plexi glass cover) from the vessel. The ships quantity was disputed and an independent 3rd party
surveyor was appointed who discovered 13 t more in 2P, a tank which was not used at all. Instead of a claim of
8 t short from our side (receiver) the bunker supplier claimed that he had given 5 tons extra!
The matter was finally settled by the supplier accepting a mid-way supplied / received quantity and all the hard
work of the ship staff in trying to unfold the irregularities of, ‘Cappuccino bunker’ were lost! The cheating
Bunker Supplier still got away with 4 mt extra, due to carelessness of our Chief Engineer.
Cappuccino FO in 1C Tank
after Cappuccino has settled
Portable Level Cera Cappuccino detector
Lessons learnt:
1. Please ensure that all soundings and ROB’s are correctly reported and logged before and after
bunkers. If the Chief Engr has any oil up his sleeve, the Bunker surveyor will find it and use it to cheat
the shipstaff and Owners.
2. A last moment flood of (about 10) papers for signing & stamping should not dilute the focus away from
checking the soundings, calculation of quantities on the Ship’s Measurement Report (depicting the
before/after ROB tables) & the BDN (Bunker Delivery Note).
3. Please s=ensure that you retain a copy of every document you sign, Do not allow the bunker supplier or
surveyor to use ships stamp by himself.
4. Do not let the Bunker supplier or Surveyor bully you and threaten you will massive offhire for delays.
Speak to the Operator at KKA for guidance and assistance.
5. MPA Singapore acts swiftly and strongly to assist against dishonest suppliers, but without proper
document support, they cannot help.
19
OUR FAMILY PAGE - OFFICE
TH
GWS STAFF WITH MR RYO SEKIGUCHI ON HIS 27
BIRTHDAY
SONIA WITH HER BROTHER AT A MASQUERADE PARTY
CAPT ALAM RESIGNED TO
JOIN AN OFFSHORE FIRM
A WARM SEND-OFF WAS GIVEN TO CAPT MANOJ GAIROLA
M/S RENUKA WAS PROMOTED
TO CREW SUPERINTENDENT
GWS GIRLS STICK TOGETHER DURING FIRE DRILL
CAPT RAHUL LEMAYE JOINS
20
GWS S&Q TEAM
OUR FAMILY PAGE - SHIPSTAFF
3RD OFFICER DAVILA RAYMOND SONZA’S SON
“ERASERS ARE NOT ALLOWED ON CHARTS” JUNIOR!!
2/Off JUJITH SARA WITH SON JEZREEL ZIDEAN
ABS RYAN JOHN FRIALDE WITH FAMILY ON NEW YEAR’S DAY
ABS FRIALDE HAS FUN TIME WITH FAMILY
THIS JUNIOR CANNOT WAIT FOR VERY LONG - JR 3/OFF JEFF
VALLEJO.
JUNIOR HAVING FUN AT MARITIME BALL
21
RAYMOND DAVILA’S DAUGHTER HAS
HER FIRST BIRTHDAY
KELSEY ENGINE TEAM – WINNERS OF STEERING CASE STUDY
SPOT THE FAMOUS CHARACTER – BY THEIR MOUSTACHE
PHOTO COMPETETION 07/2013 – CLOSING DATE 31AUG2013
22
ORGANISATION CHART
MANAGING DIRECTOR
MEDIA
GURCHARAN SACHDEVA
SPOKESPERSON
+65 9182 6775 / +65 6641 9916
DPA & CSO
GM
TECHNICAL
DAICHI HATANAKA
GM MARINE
ASST MANAGER
GM
ACCTS &
RYO SEKIGUCHI
CAPT SHIN SONG HO
+65 9387 3277
+65 9182 6690
+81 90 3140 6400
ADMIN
DOREEN TAN
OPERATIONS
CREWING SUPERINTENDENT
SRIDHARANDHAS RENUKA
MARINE MANAGER
+65 9835 6811
CAPT MONIRUZZAMAN KHAN
MARINE
SUPERINTENDENT
+65 9339 2930
CAPT RAHUL LIMAYE
ALTERNATE
+65 9456 2582
DPA/ CSO/MEDIA
SPOKESPERSON
TECHNICAL
SUPERINTENDENT
SENIOR TECHNICAL
SUPERINTENDENT
MAHMUD FAZLE
M. E. M. ZAIDI
TECHNICAL
SUPERINTENDENT
+65 9060 1336
+65 9169 3543
SHAMIM ADIL SIDDIQUI
MARINE CO-ORDINATOR
SONIA SINGH
+65 9487 5051
OFFICE CONTACT NUMBER +65 6223 8553
CONF ROOM +65 6580 7330 / 6580 7331 (EMERG) / FAX +65 6223 8559 (EMERG)
TECHNICAL COORDINATOR
VANITA / +65 9067 7929
23
WHO IS ???????
NITA
Nita is our Technical Co-ordinator at Green Wave Shipping
Singapore.
She was born on the 11th of November in Singapore.
She has worked in other Ship management companies prior to Green
Wave. Nita has more than 8 years of experience in this field.
She joined GWS in June 2011 and is presently looking after
requisitions, purchasing, invoicing and other vessel matters.
Apart from working and looking after her little princess, Nita loves to
read books, watch movies and swimming.
Technical
Co-coordinator
She is married and lives in Singapore with her parents, husband and
daughter. She is a devoted mother and ensures time is set aside for
family bonding. On weekends, the family of trio goes to places of
interest for kids to spend quality time with their only child Sharnita.
Nita has a lovely little
daughter Sharnita Trish ell
who just turned 3 years old.
“Family is the highest value in our lives. It means love and support; it is where your roots are and
where you grow from. Without realizing, we go to our first school at home, while being with our
family. It depends on that academy how we will recognize what is good and what is bad.”
24

JUN 2013 - Green Wave Shipping Pte. Ltd.

Transcription

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