REFLECTIONS

MONTHLY BULLETIN

SEP 2018

CMS DESK ALERTS NEAR MISS REPORTS INJURY REPORTS DAMAGE REPORTS REVISITING PAST LFI LARP BEST PRACTISES NEW REGULATIONS

Risk comes from not knowing what

you are doing !

Mooring stations

It’s concerning to note the regularity with which negative findings are still found in and around the ship’s

mooring station.

The most common findings are:

1. Lack of anti-skid deck paint in key areas

2. Lack of hazard marking of protruding objects and platforms

3. Low awareness of the dangers of snap-back zones

With respect to anti-skid coatings, it is recommended that the ship’s officers conduct a risk assessment of

their mooring stations to establish the best location for such areas. The use of the prescribed additive to

the deck paint, which can usually be found in the ship’s Coating Technical File is also recommended. Good

surface preparation is key to a long life as it is a widely-held belief that 70% of premature coating break-

down on ships is attributable to poor surface preparation. Hazard markings make trip hazards more visible,

and officers should also not overlook dangers at head height when conducting a risk assessment of a moor-

ing station.

Poor awareness of snap-back zones continues to feature as a regular negative finding during audits and in-

spections. Auditors are required to determine the awareness of ship’s crews who are involved in mooring

operations as a part of the inspection process. The intention is to speak directly to ship’s crews when mak-

ing their assessment.

It is always encouraging to observe the ship’s crews engaged in ‘toolbox’ meetings prior to operations as a

best practice. This ensures all participating crew members are aware of the hazards of snap-back and prob-

able areas of the mooring deck that are not safe when mooring lines are under load. Crew are encouraged

to consider each individual mooring operation, and specifically the planned mooring arrangement, in good

time.

Also, the latest (2015) edition of the Code of Safe Working Practices for Merchant Seaman makes clear ref-

erence to a particular industry-wide confusion over the area of snap-back zones being marked on the deck.

26.3.2 Owing to the design of mooring decks, the entire area should be considered a potential snap-back

zone. All crew working on a mooring deck should be made aware of this with clear visible signage.

26.3.3 – The painting of snap-back zones on mooring decks should be avoided because they may give a false

sense of security.

Page 2

CMS DESK—ALERTS!

Page 3

Near Miss: 1 Bosun along with Deck crew went to make fast the sludge barge. In the meantime, Duty engineer start-ed using the monorail to pick up the hose for sludge disposal at Ningbo, mono rail crane wire slipped from the wire drum . What to do? Crew to be briefed that only the trained and author-ized personnel to operate monorail. Severity : Minor

_______

Near Miss: 2 After vessel was made all fast, Pilot advised Master to let go Tugs. While Casting off the Fwd Tug's Line, the correct procedure was not followed and the Wire rope was released without taking a turn of messenger on the bits. This led to an uncontrolled running out of the tug's wire into the water What to do? Training to be carried out for all crew members on safe practices during mooring station. Proper proce-dure to be explained to crew. Severity : Medium

_______

Near Miss: 3 Crew member found plastic in the food he was con-suming. What to do? The galley crew responsible for food management to ensure that food is prepared hould pay more atten-tion / increased vigilance when cutting plastic pouch-es to remove food items. Small pieces of cut plastic should be carefully removed and disposed off re-sponsibly. Housekeeping standards should be strictly maintained at all times . Severity : Medium

_______

NEAR MISS REPORTS

Page 4

Take a moment to….

Near misses reported today stops accident tomorrow!!!

Total no of Near misses received (Aug)

92

No of vessels reported (Aug

63

No of vessels Not re-ported (Aug)

34

NEAR MISS STATISTICS

VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS

BULK ASIA 5 ORIENT STAR 2 EMERALD EXPRESS 1

BW MESSINA 4 SEROJA EMPAT 2 EMILIE BULKER 1

BW FLAX 3 TRAMMO CORNEL 2 ESHIPS COBIA 1

D&K ABDUL RAZZAK 3 TRAMMO PARIS 2 FREJA HAFNIA 1

GLOBE ATLAS 3 VINAYAK 2 GARNET EXPRESS 1

ANNE METTE BULKER 2 ADITIYA 1 GAS STELLA 1

APL OREGON 2 AL BETROLEYA 1 GRACE VICTORIA 1

ASIA DAWN 2 APL ANTWERP 1 HISUI 1

BRIGHT DAWN 2 Australia Maru 1 JUBILANT EXCELLENCE 1

C DREAM 2 BW BIRCH 1 KAILASH GAS 1

CITRUS EXPRESS 2 BW CANOLA 1 LILAC VICTORIA 1

D&K YUSUF 2 BW CEDAR 1 MAERSK EMERALD 1

EHIME QUEEN 2 BW HAZEL 1 MAERSK ESMERALDAS 1

MAERSK EDIRNE 2 BW LORD 1 NANYANG STAR 1

NAVE CELESTE 2 BW TYR 1 NAVE ELECTRON 1

NEW DAWN 2 CEZANNE 1 NAVE EQUINOX 1

Page 5

INJURY REPORTS

VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS

NEAR MISS STATISTICS

NAVE NEUTRINO 1 BERGE WEISSHORN 0 NICOLINE BULKER 0

NAVE PULSAR 1 BW ACORN 0 NINGBO DAWN 0

NAVE QUASAR 1 BW BARLEY 0 OCCITAN BARSAC 0

NAVE SYNERGY 1 BW EINKORN 0 OCCITAN KEY 0

NAVIOS FELIX 1 BW THOR 0 OCCITAN PAUILLAC 0

NAVIOS OBELIKS 1 COMPASS 0 OCCITAN SKY 0

NEUTRINO 1 COMPASSION 0 OCCITAN STAR 0

PICO BASILE 1 D & K1 0 ORCHARD BULKER 0

SEROJA ENAM 1 FRONTIER LEADER 0 PACIFIC DAWN 0

SETO EXPRESS 1 IRIS VICTORIA 0 SENTOSA BULKER 0

SHANGHAI DAWN 1 MAERSK ENSENADA 0 SEROJA TIGA 0

SHINYO OCEAN 1 MAERSK ENSHI 0 SIGNE BULKER 0

SOUTHERN ROSE 1 MAERSK EUREKA 0 SOUTHERN REVER-ENCE

0

TH SYMPHONY 1 MAERSK SALTORO 0 TRISTAR COURAGE 0

TRAMMO DIETLIN 1 MOL PRESENCE 0 TRISTAR LEGEND 0

APL CALIFORNIA 0 NAVE DORADO 0

APL FLORIDA 0 NEO 0

Note : KPI for Near miss is set to1 per month

Highlighted vessels No of reports are below KPI

Injury Incident No 1

While shifting stores from Upper deck To A-deck. G.S. right hand thumb was caught in between the U-deck staircase door. What must be done?

Crew briefed on the safe working practices and the precautions to take to reduce the risk of injury. _______

Injury Incident No 2

In order to carry out maintenance of the 'BE AWARE OF PROPELLER " board fitted at main deck aft, the crew member was trying to remove bolt. While doing so, the screw driver slipped and hit his face near left side eyebrow and lower part of left eye resulting in minor cut near to his eyebrow and swelling in lower part of the left eye. What must be done?

Crew should review the hazards involves during tool box meeting. Appropriate methods to do the job is to be identified. Responsible person. Overall incharge to allocate duties to experienced seaman. _______

Injury Incident No 3

During mooring operation at SPM, the pick up rope was being collected on the drum. The rope started piling up in one side of the drum. As the crew mem-ber tried to guide the rope towards the empty side of the drum, his fingers got stuck between the rope and the pedestal roller. His little finger got a deep cut and small cut in the middle finger. What must be done?

Crew members to be briefed and trained on safe mooring operations. All hazards related to the job to be reviewed and discussed. Crew to watch VIDEOTEL safety movie on Safe mooring operations.

_______

Injury Incident No 4

While preparing all lashing materials on deck, a sud-den gust of wind caused dust/light objects to flow into the crew member’s eyes. He instinctively rubbed his eyes and causing redness in the eyes What must be done? All crew to be briefed to use safety goggles that com-pletely cover the eyes. The first action should be to try to wash the eye as thoroughly as possible with plenty of clean water.

_______

Injury Incident No 5

While lowering plywood through the steering gear

room door using ropes, it slid causing the crew mem-

ber’s left hand middle finger to be caught between

railing and plywood.

What must be done?

Crew should review the hazards involves during tool box meeting. Correct procedure and proper commu-nication among the team members should be fol-lowed.

_________

Page 6

INJURY REPORTS

Damage Incident No 1 After drop of pilot, it was noticed that the last rubber step was hanging to one side What must be done? The ladder step to be immediately replaced with the new one. Diligent periodic checks on the pilot ladder to be carried out as per PMS schedule. Crew to en-sure the ladder is rigged properly for safer transfer of personnel.

_______

Damage Incident No 2 While the water level was dropping in the locks dur-ing Panama transit, the shore fender which was pro-truding outside caused damage to ships railings and structure on starboard side main deck forward of res-cue boat area.

What must be done? During master pilot info exchange, all likely protru-sions/obstructions should be identified. In addition, the crew at stations should identify possible obstruc-tions in the locks. Use of adequate fendering and tugs to be considered to keep the vessel clear of the lock sidewalls.

_______

Damage Incident No 3 While lifting the remaining cargo from cargo hold boat, the De-mucking winch broke down. The inner side bearing was observed to have failed causing the drive shaft to misalign and the cover to break. What must be done? Diligent checks prior each operation of the winch to be carried out. Overhaul to be carried out annually and maintenance should be in accordance with the maker’s instructions.

_______

Damage Incident No 4 Due to malfunction of the automatic feed water valve, water overflow was observed from cascade tank. On inspection, observed the valve seat to be damaged.

What must be done? Overhaul to be carried out annually and maintenance should be in accordance with the maker’s instruc-tions. Crew to advised of possible failures arising out of damaged seat.

_______

Damage Incident No 5 While mooring to CBM buoys, one of the mooring lines on the Port Quarter parted due to excessive ten-sion. At the time of berthing, there was strong off-shore wind felt on vessel's Port quarter. Due to strong wind condition, there was additional tension on the Port Quarter lines . What must be done? All mooring ropes to be checked for wear and tear prior putting into use. All mooring ropes suspected of wear and tear shall be removed from service .

_______

Page 7

DAMAGE REPORTS

Main Engine Unit No.5 Cylinder cover jacket crack

Incident:

While vessel was enroute, ship staff got ME cooling water low pressure alarm and noticed cooling water leak-

ing from Main Engine #5 unit cylinder cover jacket. Water was gushing out as jacket was completely cracked

axially.

Main engine was stopped immediately by ship staff after confirming there was no other vessel in the vicinity

and safe to drift. No: 5-unit jacket cooling water line valves were shut. Cylinder head was removed and

standby cylinder head which was fitted with new jacket was assembled on no. 5 unit. The vessel resumed her

passage on the following day. The stoppage was 8 hours in total.

Direct Cause:

The main cause for the crack on the cylinder cover jacket is corroded surface on both O-ring’s mating area.

The hoop stress due to cylinder cover’s heat expansion and combustion gas pressure was directly transferred

to the cooling jacket through the adhered scale.

Indirect Causes:

1. Possible contamination of cooling water system with shore water that is not distilled water. However, the

usage of shore water is prevalent in the industry. The tests that are carried out regularly did not identify any

abnormal parameters.

2. Possible use of out of spec cooling water in the cooling system during the previous management.

3. Vessels did not drain the cooling water completely from the system since take over (1.8 years), where the

requirement was to do the same once in a year.

Page 8

LEARNING FROM INCIDENTS

Root Cause:

1. The job for cooling water annual draining and renewal including chemical dosing was not included in PMS

since the time of take over into our management.

2. Failure to identify the risk involved because of poor cooling water quality at the time of take over of

vessel from other management.

How to prevent reoccurrence:

1. All remaining main engine units – cylinder head jacket to be removed for internal cleaning and

inspection and O ring replacement.

2. The cooling water to be drained completely from the system and to be replenished with fresh distilled wa-

ter. Corrosion inhibitor to be added as recommended by maker. The Nitrite level in the cooling water to be

maintained in between recommended range.

3. PMS to be reviewed for all vessels to include the cooling water maintenance routines. Yearly draining of

cooling water and addition of fresh inhibitor.

Page 9

LEARNING FROM INCIDENTS

Contact with Shore Crane

Vessel arrived at the pilot station. Two pilots boarded the vessel. Master-Pilot information exchange was car-

ried out and pilot card was handed over to pilots. Pilot advised vessel would be berthing to Berth No 101 port

side with one tug made fast aft stbd quarter and will be using the Bow thruster. Wind was slight (NEx2), good

visibility and current was negligible near the berth.

Once vessel was alongside in position with the mooring lines still being sent ashore fwd & aft , Pilots informed

they are leaving and went inside the wheel house. Master requested the pilots to wait till the vessel was made

fast but found that they were in a hurry to disembark.

Meanwhile, the Master observed that the aft tug had stopped pushing and backed off. The stern came off the

berth (approx 40-50 mtrs) and bow swung inwards. Bow thruster was put full to stbd and the pilots were re-

quested to advise the tug to start pushing again. No vibration or unusual noise was heard by bridge team, ford

and aft mooring team. Tug started pushing again to bring vessel alongside the berth . All lines were made fast

fwd and aft. Pilots disembarked vessel.

After the vessel was made fast, agents informed that the vessel had made contact with shore gantry crane

(during mooring) and there is some damage to shore crane. The Master & Ch Off went on the Shore gantry

along with terminal representative and witnessed the contact damage. They were shown the dent on the

electrical cable guide roller.

No letter of protest was issued by Master as the agent informed it is a minor issue and same had been sorted

out with the terminal. The cargo operation was however delayed for approx. 6 hours.

The terminal eventually issued a damage report. Office was contacted and P&I attendance was arranged

Direct Cause: At the time of mooring operations, vessel’s bow turned inwards towards jetty making slight contact with the

shore gantry crane.

Indirect Cause: • The Tug at the starboard quarter stopped pushing the vessel prior the lines were made fast.

• Pilot left the bridge even before the first lines were made fast.

• Pilot did not discuss his intention about the use of tug and the bow thruster with Master before he left the

bridge

Page 10

REVISITING THE PAST

• Communication between Pilot and tug / port control was carried out in local language and a translation

was not provided to the bridge team. Master was left to guess the action by tug. There is a possibility that

when the tug eased off from push position, the tug line would have pulled a bit causing the stern to come

out abruptly.

• Poor communication between Pilot and Tug. Reason for tug ceasing to push cannot be ascertained.

• Position of vessel was not closely monitored from first line ashore till a few lines are made fast forward

and aft. Forward and aft mooring teams were busy in passing other lines and did not monitor the vessel

movement. Bridge team also did not continuously monitor the vessel position.

• Lighting was insufficient in the jetty, making it difficult for the ship’s crew to identify bow swinging to port.

• Shore gantry crane was not shifted from a position where it is likely that the bow or stern can reach the

structure when the heading of the vessel is not aligned with the jetty.

Corrective Action: Include the hazards regarding presence of shore crane in critical area and poor lighting at jetty in RA for

berthing / mooring operation.

More emphasis on Master Pilot information exchange and the exercising of Master’s authority to be ad-

dressed in Command orientation program.

3. Industry practices on addressing communication issues with Pilots, ways to address master’s concerns to

P&I, port control etc. to be adopted and ship’s staff to be briefed accordingly.

Page 11

REVISITING THE PAST

Page 12

Total no of LARP cards Received (Aug)

987

No of vessels Partici-pated (Aug)

83

No of vessels not Re-ported (Aug)

14

LARP CARD STATISTICS

VESSEL NAME No Of LARPS VESSEL NAME No Of LARPS

SEROJA EMPAT 50 LILAC VICTORIA 16

C DREAM 36 MOL PRESENCE 16

ORIENT STAR 35 SEROJA TIGA 16

PICO BASILE 30 CEZANNE 15

BRIGHT DAWN 26 CITRUS EXPRESS 15

NAVE NEUTRINO 26 GRACE VICTORIA 15

SEROJA ENAM 26 NAVE SYNERGY 15

NAVE CELESTE 23 APL OREGON 14

SOUTHERN REVERENCE 22 GLOBE ATLAS 13

BW BIRCH 21 TRAMMO DIETLIN 13

MAERSK EDIRNE 21 GAS STELLA 12

APL FLORIDA 19 MAERSK ENSENADA 12

GARNET EXPRESS 19 NAVE PULSAR 12

FREJA HAFNIA 18 AL BETROLEYA 11

BW MESSINA 17 BW TYR 11

MAERSK ESMERALDAS 17 D&K ABDUL RAZZAK 11

NANYANG STAR 17 ASIA DAWN 10

NAVE EQUINOX 17 EMERALD EXPRESS 10

NEW DAWN 17 IRIS VICTORIA 10

Page 13

LARP CARD STATISTICS

Highlighted vessels No of reports are below KPI

Note : KPI for LARP is now set to 7 per month

VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS

NAVE QUASAR 10 MAERSK EMERALD 7 JUBILANT EXCEL-LENCE

2

NAVIOS OBELIKS 10 NAVE ELECTRON 7 EHIME QUEEN 1

SHANGHAI DAWN 10 NICOLINE BULKER 7 OCCITAN KEY 1

VINAYAK 10 OCCITAN PAUILLAC 7 BERGE WEISSHORN 0

D&K YUSUF 9 PACIFIC DAWN 7 BW THOR 0

ESHIPS COBIA 9 Australia Maru 6 D & K1 0

KAILASH GAS 9 BW CANOLA 6 FRONTIER LEADER 0

MAERSK EUREKA 9 NAVIOS FELIX 6 MAERSK ENSHI 0

ANNE METTE BULKER 8 TRAMMO PARIS 6 NAVE DORADO 0

APL ANTWERP 8 APL CALIFORNIA 5 NEO 0

BW HAZEL 8 BW EINKORN 5 NINGBO DAWN 0

EMILIE BULKER 8 BW LORD 5 OCCITAN BARSAC 0

MAERSK SALTORO 8 COMPASS 5 ORCHARD BULKER 0

SOUTHERN ROSE 8 NEUTRINO 5 SENTOSA BULKER 0

TH SYMPHONY 8 OCCITAN SKY 4 SHINYO OCEAN 0

TRAMMO CORNEL 8 SETO EXPRESS 4 SIGNE BULKER 0

ADITIYA 7 OCCITAN STAR 3 TRISTAR COURAGE 0

BW ACORN 7 TRISTAR LEGEND 3

BW CEDAR 7 BULK ASIA 2

BW FLAX 7 BW BARLEY 2

HISUI 7 COMPASSION 2

LARPS AWARDEES—1st PRIZE

Name Rogelio Jr Manuel Rivera :

Rank Oiler :

Vessel BW Canola :

LARP While preparing to take bunkers, observed the Sopep pump's air line was not connected. The pump was not in a state of readi-ness in case of spill.

:

Action The air hose was connected and the pump was tested for opera-tion.

:

Name Somarajan Pirapadikal Veluthakunju :

Rank Bosun :

Vessel Compass :

LARP No proper communication during berthing - unberthing, loading- discharging operations due to lack of good walkie-talkies.

:

Action HOD informed. PA system to be used for efficient communica-tion

:

Page 15

Name Arockia Bernard Jesunazaren :

Rank Chief Cook :

Vessel Seroja Empat :

LARP Found garbage stored inside an alleyway fire hose box. :

Action The garbage was immediately removed and informed C/off. Crew was briefed.

:

Name Deepak Gopi :

Rank Deck Cadet :

Vessel Gas Stella :

LARP Midship Crane Hook's Safety pin was found Jammed due to rust. This is a potential hazard as any sling or wire can slip off the hook during operation.

:

Action Same was de-rusted, lubricated and made operational. :

Name Aristeo Magpantay Escobal :

Rank Bosun :

Vessel Nicoline Bulker :

LARP While rigging collapsible stanchion post, one crew member was found standing near the pulling wire.

:

Action The crew was warned to stay clear of the pulling wire. Team leader to identify and discuss job hazard with other crew.

:

LARPS AWARDEES—1st PRIZE LARPS AWARDEES—2nd PRIZE

Page 16

Name Md Haroon Rashid :

Rank Ordinary Seaman :

Vessel Maersk Eureka :

LARP One natural vent flap of Bosun Store not closing properly due to rusty surface leading to loss of weathertightness.

:

Action Bosun informed. The surface was de-rusted and flap was made

weathertight.

:

Name Ajit Ramdas Gore :

Rank Oiler :

Vessel Iris Victoria :

LARP One crew member carrying two buckets in hand while climbing up the ladder. There is no three point contact.

:

Action Crew member is instructed to maintain three point contact while climbing up the ladder and explained about the conse-quences.

:

LARPS AWARDEES—3rd PRIZE

We thank Master and crew of Seroja Tiga for their

efforts

Vessels lashing plan photocopy had been made in size of pocket note book kept in gangway and ships office, so it can be easily referred When foreman or planner asks for it. We thank Master and crew of Asia Dawn for their

efforts:

Vessel used "FINGER SAVER" Tool to hold spanners while hammering instead of holding spanner with fin-gers.

We thank Master and crew of Freja Hafnia for their

efforts

Familiarisation of LSA/FFA/ Emg Steering/ Emg gener-

ator was taken place effectively by dividing crew into

four groups appointing mentors for each equipment

which ensured crew could bring out their queries and

have a better understanding.

We thank Master and crew of BW Messina for their

efforts:

1.Water absorbent booms fabricated from sleeves of old boiler suits to channel the deck water near fish plates into the scuppers. 2.Water draining arrangement made for drainage of SW from Fire line relief valve to ship side scupper on poop deck in order to minimise the formation of weep marks on poop deck caused by accumulation of this SW from the fire line relief valve drain.

Page 17

BEST PRACTISES

Shanghai and Zhejiang MSA Require Vessels Use Low Sulphur Content Fuel (Not Exceeding

0.5%mm) in Yangtze River Delta ECA from 01.10.2018

Background: Shanghai MSA issued a formal notice on implementing requirement of using low Sulphur con-tent fuel (not exceeding 0.5%mm) for ships navigating in Shanghai port area from 01.10.2018, which can be interpreted as an early adoption of requirement that had been planned to become effective from 01.01.2019. Summary:

Zhejiang MSA issued a similar notice to the effect that vessels with destinations of Ningbo or Zhoushan will

be required to use low Sulphur fuel once they enter Yangtze River Delta ECA as from 01.10.2018.

According to the notice, the requirement applies to all ships which are navigating, berthing, or operating in

Shanghai port, excluding ships or crafts to be used for military or sporting purpose and fishing boats .

Implication:

From 01.10.2018, ships with shore power receiving facilities shall use shore power when berthing at terminal

which is equipped with shore power facilities in Shanghai. Ships berthing at Ningbo-Zhoushan and Jiaxing

port shall prioritize using shore power if condition allows.

After recognized by Maritime Administration, ships can take alternative measures, such as using clean

energy, exhaust gas cleaning system and etc. to satisfy the emission control requirement.

Ships can apply for immunity or exemption under certain circumstances, such as using low Sulphur fuel

oil is unsafe to ships or failure to obtain fuel oil with Sulphur content not exceeding 0.5%mm to

Maritime administration in advance.

Given the above, Masters are recommended to take appropriate measures when calling Shanghai,

Ningbo-Zhoushan and Jiaxing port as from 01.10.2018 to ensure satisfaction of relevant requirements

and to avoid any delay or penalty to the ship.

Page 18

NEW UPCOMING REGULATIONS

END OF DOCUMENT