Dear seafarers and shore staff of K -ENE & KLSM.

With the continued impact of COVID-19, I would like to thank all the crew involved in safe navigation.COVID-19 is entering a new stage as crew changes have resumed on board and office staffs are returning to the office.On the other hand, even though the peak of the infection has passed, there is a possibility of a second wave of the infec-tion.Let's continue to pay attention to COVID -19 measures as we are doing now.

In this QSHE Bulletin, we featured everyday language in each language.To survive such an unprecedented crisis like COVID -19, we all need to be one.I think this daily language table will help bring together the people who work on the ship and in the office. Please try it!

Volume 51 30th June, 2020 1

Issues Inside

“K” Line Energy Ship Management Co., Ltd.15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome Chiyoda-ku, Tokyo, 100-0011, Japanwww.klsm.com.sgwww.klsm.india.comwww.klsm.co.jp/en_index.html

Dear Staff both On-board and Ashore,I, Capt Shoji Fukuda director of K-ENE, got transferred in April 2019 from KLSM Singa-pore. Expressing my gratitude to all of our sailing staff for performing safe ships’ operations not only at sea but also in ports, despite in under unpredictable circumstances wide-spreading pandemic of COVID-19.Japanese call “San-mitsu” means three Cs. Now you may be wondering “What is this three Cs and how is it related to us?” Allow me to express, today, not only Japan but entire World have come together to minimize human contact, imposing long lockdown and cancelling public gathering to prevent infection associated with COVID-19. Three Cs stands for “Closed spaces”, “Crowded places” and “Close contact settings”. World immediately learned this lesson and adopted concept of three Cs understanding “Less contact ~ less infection”. We agree that COVID-19 cases are still adding up every day but no denial, with the above formula of three Cs we have control on the situation.Current Status: Date: 25th June (WHO) infected:9,296,202, Death:479,133.In my perception, there are some similarity in preventing infection and avoiding ships collision: In both cases, we have to simply fol-low our aforementioned avoiding three Cs.As it goes without saying for our navigators; do not approach in the no-way-out or congested area and keep a safe distance from all navigational hazards.Wondering, the above statement is applicable only when ships are at open, wide, blue seas but what once ships need to enter/leave harbor? Maybe not a suitable statement for them but our “San-mitsu” or three Cs will caution the areas where we have to focus in mitigating the risk.It’s an honor to announce that at our shore organization K-ENE, we have no cases of COVID-19 so far and this is because of our good planning considering our three Cs. We have taken positive steps at right time by adjusting commuting hours, by making essential shop-ping hours at the supermarket, by detouring from people assem-blage and by maintaining safe distance (physical distance) among the minimum numbers of participants for an unavoidable important meeting.On ships, that is precisely what good navigation plan does. By planning appropriate passage plan from berth to berth, by as-sessing the risks and adjusting the time of safe passage, by col-lecting information as much as possible and along with all timely input we execute a safe voyage.Why does it need to set the abort point, no go area, parallel index etc. on ECDIS? The abort point at sea may be cancellation point of entering train station onshore, no go area can be crowded spac-es, a parallel index is a safe distance from the people as well.

Today media and social networking service (SNS) is overflowing with unsubstantiated information for makes readers judgmental. It’s advisable to strictly stick to reliable sources of information and we have always taken this responsibility to keep our fleet updated with current situation.Many passage plans for the same route are similar. Generally fol-lowing our predecessors content is sufficient but we never forget that all information in the last passage plan is dynamic, which keeps changing. A prudent navigator always grasps useful and relevant information before making an appropriate plan. Prevention of spreading infection and collision avoidance rules are very simi-lar, we all agree.Pease draw up effective navigation plan for peace and safety in the world ocean. Safety First !!!Sincerely,

Capt Shoji FukudaDirector of K-ENE

EDITOR: Capt M. Morohara (Chief-QCG)klsmqcg@klsm.jp.kline.com

Vol. 51

Page 1 Message from the Director of K-ENE2-3 K-ENE & KLSM Awards & Timely article4-5 Near Miss Reports6 Healthy Living7 Hot Topic 8-9 Best Practices Reported10-11 Sea Breeze 12 Environmental Issue13 Notable PSC and Vetting Findings14 Q.S.H.E. Events & Exercises & CCC

Message from Capt Shoji Fukuda,

the Director of K-ENE

2 Quality, Safety, Health & Environment Bulletin

K-ENE & KLSM AWARDS

<Oil & Gas Carriers Fleet>

INJURY FREE MILEAGE — as of 31st March 2020

Vetting Inspection “ZERO OBSERVATIONS” AwardeesOCEANA RIVER

PACIFIC BREEZE

TEDORIGAWA

23rd January 2020 by JXTG at port Mizushima, Japan 30th January 2020 by Shell at port of Kikuma, Japan

11th March 2020 by BP at port of Yung An, Taiwan

Vessel Last Injury Injury free mileage1 TANGGUH JAYA 27-Oct-11 8 years, 5 months, 4 days2 SUMMIT RIVER 24-Dec-13 6 years, 3 months, 7 days3 TANGGUH PALUNG 10-Mar-14 6 years, 0 months, 21 days4 SAKURAGAWA 27-Nov-14 5 years, 4 months, 4 days5 TANGGUH FOJA 24-Feb-15 5 years, 1 months, 7 days

GENUINE GALAXY

3rd January 2020 by Petronas at port of Qasim, Pakistan

Awarded to “Marking on tug pushing area”

practiced by “PACIFIC BREEZE”

Best-Best Practice Award (Vol.50)

“TANGGUH FOJA” has reached 5 years of zero injury period on 23rd Febru-ary 2020.

SPECIAL AWARD

5 years zero injuries award

3Volume 51 30th June, 2020

The vessels’ achievement was recognized as grade A+ to protect the North Atlantic right whale through commitment to speed restrictions in seasonal management areas transiting the National Oceanic and Atmospheric Administration’s Stellwagen Bank National Marine Sanctuary between January 1, 2019 and May 15, 2019.

RIGHT WHALE PROTECTION

ONE HOUSTON HANGZHOU BAY BRIDGE

Good decision making is the foundation for continued safety of ship and everyone on board. For every successful completion of voyage at every stage, we must always recall our training and experience. At sea, the environment is dynamic, unfavorable and unpredictable situation can develop rapidly. We always work alongside other seafarer, whom we don't know very well, who may have a different culture and may work different from us. Hence, for this reason we must always develop our skills in decision mak­ing. This will help us to evaluate our decisions made for dealing with situation effectively.To understand the importance of decision making, let's consider in 2012 case of Costa Concordia grounding incident. The Cap­tain made several decision­making errors that could have been avoided. Repeatedly, he required no strict implementation of watch changeover procedure, officer came late for watch, and had no handover or adjustment of eyes to dark condition on bridge. He had turned off alarm of navigational equipment, in misplaced self­overconfidence. He misjudged the distance off navigational hazard. Also correct scale of chart was not in use. He forgot his glasses, so could not read off RADAR. Non required personel were allowed to come on bridge. He kept the speed of vessel more than the planned safe speed.Most of the decisions the Captain made were his own. There was no group discussion and interventions involved. Each of these mistakes had distracted Captain's focus and although each individual element may seem understandable, added together led to disaster. A proficient bridge team should be able to guide a ship to safety. However, the team would need to consider multiple information available on bridge for taking the correct decision. Our brains have limits and seafaring constantly makes demands beyond those limits. Human being is only capable of having, around four pieces of information in mind, at a time. So, considering the amount of all the things we attend on bridge at sea, it will put us at or beyond our limits at certain times.In all circumstances effective decision is vital. By taking time to consider the complexity and seriousness of our job, we can al­ways avoid adverse consequences.In BRM and ERM, the effective teamwork and group decision making can provide synergy to complete job safely. But sometimes working in team brings challenges, which can impair decision making process. We should be aware of the different components of our team to ensure the best performance.At sea, crew may be often new or temporary. There is no time for team development before start of voyage. In spite of STCW, crew of different cultural backgrounds, standard level of education, training and experience will vary. All this affects social conduct and communication. Therefore, it is important to know the basics of group behavior and how to make best use of our team. So, let’s try out these few:KNOW YOUR CREW­ Composition of a group plays an important role in mitigating errors such as “group thinking”. Well integrat­ed, diverse groups are known to outperform homogeneous groups at decision making. Consider human element, as we all have different ways of thinking about same things based on our experience and personality. In term of size, teams of four to five people are most effective because our mind can only process information coming from 2 or 3 people at a time.SET THE RIGHT TONE­ Almost every time crew would not get lot of time to know each other. Encourage open communication from the beginning. This is partly Captain’s responsibility but is also a good practice for all team members. Avoid leading or suggestive questions, use open questions instead.Leading question ­ He said 5 miles, didn't he?Suggestive question ­ Did he say 5miles?Open question­ What distance did he tell us is remaining?HAVE STANDARD PRACTISES- As shipping is an international industry, crew would always have to work with diverse cultural team. Following the standard practices and procedures will help increasing familiarity, building confidence, trust for a cohesive and effective team.COMMUNICATION- This has the biggest impact on group decision making. Crew members are advised to use familiar phrases, sequencing and standard operational terms. One of the methods used in aviation is PACE system.Probe- Sir, what other options are you considering if we can't stop the ship soon enough?Alert- Sir, the speed is 16 knots and hasn't dropped in the last 7 minutes. Should we make a turn.Challenge- Sir, we need to make a turn now or we will collide with the other ship.Emergency- I am alerting the Engine room and am going to manual steering to carry out the turn.This process suggests questions are graded according to seriousness of the consequences. The language is clear and should be recognized by captain and all crew. To summarize the key information that we can improve as a seafarer, we should understand that diversity of thinking in a team gives a greater perspective and helps to improve decisions. We can improve our decisions as groups by creating a comfortable and open atmosphere. We can avoid mistakes by creating an environment where reporting mistakes and discussing them is wel­comed. We should also train our intuitive decision making, make learning easier and improve our understanding of our training.

MAKING CRITICAL DECISIONS AT SEA By Capt Pradip Bhaumik

Near-Miss Reports4 Quality, Safety, Health & Environment Bulletin

Outline of the incident:Man entry was made for cleaning waste oil tank. Portable blower was in use for ventilation during cleaning of waste oil tank. While the work was in progress, the link man noticed the blower suddenly stopped. Immediately the work was stopped and crew member were asked to evacuate the waste oil tank. On investigation, blower was found broken. The portable blower was replaced with another blower in good condition.What could have happened? Human casualty.What should have been done? Inspection of equipment to be done and tried out prior commencement of work. Any equipment's defects notice must be replaced or repaired immediately. Onsite risk assessment to be conducted prior work.

Portable blower stoppedOutline of the incident:Upon berthing, 3/O started to send aft spring lines to the shore. Unfortunately pilot used the engine “dead slow astern”, while her aft spring lines were still in the water (picking up by mooring man). What could have happened? The lines may be get caught by the propeller which can cause damage to the equipment. Human casualty due to snap back.What should have been done? During mooring operations, efficient means of communi­cation should be established between the bridge team and the mooring stations. All mooring line movements/status should be reported to bridge for monitoring and avoiding such actions. All crew members must be aware of ongoing situation in order to act accordingly and avoid any untoward incidents.

Potential damage to mooring rope

Outline of the incident:While checking the loading reefer container in port of Rotterdam, it was found that the gantry crane operator offloaded one reefer container without taking off the reef­er power plug from ship's socket and didn't inform this to ship's staff. As a result that power cable was torn apart and hanging beside the lashing bridge railing with at­tached plug in the power socket and 440V A.C was alive in that cable. Luckily that live cable was not touched by any personnel.What could have happened? Electric shock.What should have been done? While checking the loading reefer container always be very cautious regarding the power cable condition and surrounding atmosphere. During night time loading al­ways make sure that sufficient amount of lighting is pre­sent in lashing bridge side.

Container discharged without disconnecting power cable

Outline of the incident:A crew member was operating electric rod cutters which tripped off suddenly due to overload trip. The trigger switch got stuck in ON position. The concerned person overlooked the position of trigger switch and reset over­load trip without disconnecting the power cable. Thus, the equipment started instantly. Nobody was nearby and there were no incidents. Power source was immediately disconnected to avoid any injury. What could have happened? Injury. What should have been done? To avoid such kind of occurrences, make sure that trig­ger switch to return back to OFF position and power ca­ble is taken out from power supply or switch off the pow­er before resetting any tripped power cutting tools.

Power tool not secured when tripped

Outline of the incident:During departure, a newly joined OS was standing in Snap­back Zone around the mooring station forward, where the mooring line was under tension. The responsi­ble officer noticed it and immediately removed him from dangerous area.What could have happened? Injury, fatality.What should have been done? New crew members should have been familiarized imme­diately before stations. The situational awareness and encouraged to develop emergency situation handling.

Standing in snap back zoneOutline of the incident:During fire drill, crew members were on standby for boundary cooling at A­deck starboard side area. When the command team ordered to start boundary cooling, one crew tried to open the fire hydrant. The hydrant was too tight that he couldn’t open it easily, additionally there was no F­spanner tool on standby that caused a delay.What could have happened? Fire and heated surface.What should have been done? All fire hydrants should have be secured by hand­tight only. During weekly routine inspection of FFE, the re­sponsible officer should include moving of fire hydrant valves to ascertain its condition. F­spanners should be made available on or near the hydrants for immediate use. Remind your staff not to use the F­spanners for oth­er purpose and should keep it place.

Fire hydrant valve secured too tight

5Volume 51 30th June, 2020

Near-Miss Reports

Outline of the incident:During mooring operation at port, after the mooring boat took the lowered mooring line, the mooring boat immedi­ately started moving away from the vessel with high speed. Duty officer reported the bridge and shouted/whistled to the mooring gang. However, by that time ten­sion came on the mooring rope and it got stuck in the underneath the layer of the rope and started winding in other direction. Immediately bridge/pilot informed to the mooring boat and stopped pulling the mooring rope.What could have happened? Damage to jetty and/or injury.What should have been done? Duty officer shall immediately inform the bridge in case the mooring boat personnel start pulling the rope without sufficient slack on pulled mooring lines. The duty officer at station should continuously monitor the slack on the mooring rope and inform mooring personnel not to pull the rope until there is sufficient slack on the mooring rope. The mooring boat should have checked if there was sufficient slack of rope and move slowly. Make sure that the mooring boat monitor duty officer’s signal at pilot information exchange.

Mooring boat’s immediate move

Outline of the incident:In order to carry out LO low pressure trip test of emer­gency D/G, the drain plug for 3­way valve (one is for LO press transmitter and another is for draining) was re­moved.When emergency D/G was started, LO was coming out from drain line of 3­way valve, so it was colosed immedi­ately. Because it is mentioned as "3­way valve" on the drawing, the mechanism of it was misunderstood and LO was not coming out from drain line (3­way valve was opened to LO Transmitter side) was assumed.What could have happened? Machinery damage and/or fire accident.What should have been done? Before carry out inexperienced job, he should have con­firmed the procedure of the job. Due to the complicated drawing, it will be recurred in the future to other junior staff. To prevent the same, should be done marking near the 3­way valve clearly, further­more, should be done revise the manual immediately.

LO leak at EDG

Outline of the incident:After vessel got alongside in the terminal, routine safety round was being taken by duty officer to check readiness of LSA, FFA & SOPEP equipment. One of the deck crew was handling EEBD to keep it in the vicinity of the mani­fold. Due to improper carriage of EEBD, the firing pin came off and EEBD started discharging which was noted by duty officer who immediately placed back firing pin in correct position to stop discharge and confirmed EEBD still showed pressure in green zone and ready for use.

What could have happened? LSA, FFA equipment damage and inspec­tion fail.What should have been done? EEBD should have been lifted/carried as per the instruc­tions & images pasted on the top cover. Same explained to all crew immediately.

Incorrect handling of EEBD

Outline of the incident:After maintenance work on fuel oil supply pump, it was observed that the pumps suction and discharge connec­tion flanges were exposed. What could have happened? As these lines are hot and contains high pressure fuel oil, they could have caused burns if personnel come in con­tact with pipe or hot oil can spray from the flange connec­tions.What should have been done? All pumps connections which are left exposed should be identified and provided with anti­splash tape and to be discussed in tool box meeting.

Incorrect way of lifting/carrying EEBD for transfer as this causes firing pin of EEBD to operate.

Correct way of lifting/carrying EEBD for transfer.

F.O supply pump flange connections exposed

Fuel oil supply pump flange connections exposed.

Fuel oil supply pump flange connec­tions covered with anti­splash tapes.

Outline of the incident:During inspection, frozen of MOB markers release mech­anism was observed due to minor rust formation at the base of the lifebuoy storage cage. Maintenance for rust removal was carried out and the frozen parts was freed. What could have happened? LSA equipment not in state of readiness.What should have been done? All LSA/FFA items must always be in state of readiness. Regular routine inspection must be conducted as per SOCL and LSA code requirement.Maintenance plan to be made as per the outcome of the inspection along with scheduled routine maintenance plan. Safety officer also should confirm status during in­spections.

MOB marker holder frozen due to rust

6 Quality, Safety, Health & Environment Bulletin

Healthy Living

Keep good hand hygieneHand hygiene is the most important measure to avoid the transmission of harmful germs and prevent health care-associated infections. In this occasion, let’s accustom ourselves hand washing method and sanitizing with alcohol-based formulation.

Washing hand (dura on 40-60 seconds)

Rubbing hands with an alcohol-based formula on (dura on 20-30 seconds)

When should I wash my hands?In the context of COVID-19 prevention, you should make sure to wash your hands at the following times:＊ After blowing your nose, coughing or sneezing＊ After visiting a public space, including public

transportation, markets and places of worship＊ After touching surfaces outside of the home,

including money＊ Before, during and after caring for a sick person＊ Before and after eatingIn general, you should always wash your hands at the following times:＊ After using the toilet＊ Before and after eating＊ After handling garbage＊ When your hands are visibly dirtyDo I need to use warm water to wash my hands?No, you can use any temperature of water to wash your hands. Cold water and warm water are equally effective at killing germs and viruses – as long as you use soap!Do I need to dry my hands with a towel?Germs spread more easily from wet skin than from dry skin, so drying your hands completely is an im-portant step. Paper towels or clean cloths are the most effective way to remove germs without spread-ing them to other surfaces.Which is better: washing your hands or using hand sanitizer?In general, both handwashing with soap and water and hand sanitizer, when practiced/used correctly, are highly effective at killing most germs and patho-gens. Hand sanitizer is often more convenient when you are outside of the home, but can be difficult to find in emergency contexts. Also, alcohol-based hand sanitizer kills the coronavirus, but it does not kill all kinds of bacteria and viruses. For example, it is relatively ineffective against the norovirus and rota-virus.What if I don’t have soap?Using chlorinated water or hand sanitizer that con-tains at least 60 per cent alcohol are the best second options if you do not have soap and running water. In cases where these are not available, using soapy water or ash may help remove bacteria, though not as effectively. If these methods are used, it is im-portant to wash your hands as soon as possible when you do have access to handwashing facilities, and avoid contact with people and surfaces in the meantime.How else can I help stop the spread of the coro­navirus?＊ Use proper sneezing and coughing etiquette:

Cover your mouth and nose with a flexed elbow or tissue when coughing or sneezing, dispose of used tissue immediately, and wash your hands

＊ Avoid touching your face (mouth, nose, eyes)＊ Practice social distancing: Avoiding shaking

hands, hugging or kissing people, sharing food, utensils, cups and towels

＊ Avoid close contact with anyone who has cold or flu-like symptoms

＊ Seek medical care early if you have a fever, cough or difficulty breathing

＊ Clean surfaces that might have come in touch with the virus, and generally clean surfaces more frequently (especially in public spaces)

Reference: WHO and unicef

7Volume 51 30th June, 2020

Hot Topic

The TV/Telephone meeting with all vessels under management of K-ENE and KLSM SGP were carried out in April 2020 as company’s measures with ships against COVID-19. In this meeting, safety and crew change related to COVID-19 was discussed. We appreciate that all crew members onboard understood this tough situation well and make efforts for safe navigation as usual.

Owner Support Group (OSG)“K” Line Energy Ship Management has established Owner Support Group (OSG) since 1st April 2020, which consists of TNK/LPG and LNG teams, and all functions in the MTEC and LNGTEC in the “K” Line have transferred to K-ENE TNK/LPG and LNG teams.Outline of the duty of OSG TNK/LPG and LNGBasically all functions/works in the MTEC and LNGTEC in the “K” Line have been transferred to K-ENE OSG. The outline is as follows;

-Technical assistance for cargo handling on the “K” Line -Cargo damage prevention -Contribute work for owner’s business-Study and consult new project/ ship building-Effort to improve productivity /updating port information -Act emergency response team in “K” Line

The Member of the OSG Group Leader - Captain Tsutomu Ueyama – supervises Owner Support Group. <TNK LPG>

MSI Capt Tsuyoshi Arai - Senior marine superintendent MSI Capt Keishi Nishioka - Senior marine superintendent

<LNG>Capt Yasufumi Nakamura – Senior MSI Mr Tetsuya Kunito – TSI, advisor of technical issue which is based of marine background as Marine engi-neer. Capt Tomoyuki Kato – MSI, specified to initiate Ship-shore -compatibility study (SSCS) and advisor of tech-nical issue which is based on marine background as chief officer.Mr Tabisola John – MSI, assistance of SSCS duty – most of time allocated in OSG, he is belongs to “K” Line SQMG.

- Against COVID-19 - TV meeting with all vessels (K-ENE & KLSM SGP)

Introduction of new group in K-ENE: Owner Support Group (OSG)

Capt Arai Mr KunitoCapt Nakamura Capt KatoCapt Nishioka

GL, Capt Ueyama

OSG

TNK LPG LNG

Capt Tabisola(KL SQMG)

K-ENEPresident meeting

KLSM Singapore →MD meeting

Introduction of Best Practices ReportedQuality, Safety, Health & Environment Bulletin8

The iPad holder was made for the convenience and for easy use to the crew onboard. It also helps preserving the equip­ment from falling and works as safeguard from any damages This iPad holder was installed in ECR and CCR. It can be used standing, open the application for alcohol test, log­in their accounts including their position onboard, facing to the iPad's camera and do the blow for alcohol test and the users don't need to hold the equipment while doing the alcohol test.

1. iPAD holder for onboard alcohol tester

Originated by Mr Marlon P. Lopez ,

Oiler of “GENUINE GALAXY ”

Engine stores should have a pleasant storage area, so that the crew members can easily locate the things they need for a certain job and return it properly after use.

2. Engine storage space

On chemical tanker, we carry various tank cleaning chemical agents. There are instances that crew are confused because each chemical drums has faded labels which caused by all weather conditions. The newly created tank cleaning chemical gents label board nearby the chemical drums indicates the number and name for each chemical drums to be easily identi­fied.

3. Label board for tank cleaning chemical agents

Originated by Mr Julius P. Dimaano ,

AB of “GENUINE HERCULES ”

ESD or Emergency Stopping Device is critical for our cargo operation in terms of safety and pollution prevention. On deck, they are position where anyone can access them easily. One on each side of manifold and one in front of accommodation. Of course our well trained and experienced crew is well famil­iar with ESD onboard but person from terminal and other visi­tors are not. Taking this into consideration, ESD should be visible and easily identified so I made this plate with ESD sym­

bol. Now anyone will notice where the ESD is.

Originated by Mr Arnold P. Raymundo ,

Pman of “GENUINE HERCULES ”

4. Plate with symbol for ESD

Originated by Mr Joey P. Vacunawa

Fitter of “GENUINE HERCULES”

Display settings marked on each ECDIS and ARPA for navi­gators’ quick reference. In the passage plan reference is made to the display settings required for each legs so that

navigators can easily know which settings are applicable.

5. Nav settings clearly marked on all radar and ECDIS for quick reference on radar

and mentioned in passage plan

Practiced by “GRACE RIVER”

Introduction of Best Practices Reported9Volume 51 30th June, 2020

Fabricated navbox cover made of GI sheet to protect navbox and it’s accessories from possible damage.

When engaging turning gear, it was heavy and couldn't be engaged with solo due to unbalance position. So some mem­bers assist for engaging from opposite side. There is risk of falling to tank top. Then fabricated suitable step was fabricated for easy access and engaging operation safely.

6. Navbox cover

Condition of navbox without cover prone from any possible damage

Fully secured by stainless steel lock

Originated by Mr Leo F. Salgado,

2/O of “ONE HONOLULU”

7. Turning gear step

It is difficult to en­gage with solo

It has the possibility to drop on tank

After set up the step, it is easy and safe to ac­cess.

Engage

Originated by Mr Rodel M. Mamiloto 1/OLR of

“ONE MINA­TO”

This marking enables the operating crew to operate the ac­commodation ladder within its allowable (sage) operating an­gles at all times.

1) PURPOSE : To give a ready reference of min. & max. oper­ating angles to the crew member's engaged in operating (heaving or lowering) accommodation ladder's.2) EXPLANATION : There are 2 Markings on handrail (A&B) and 2 Markings on deck plating (A&B).

(i) When the accommodation ladder is lowered, the min. operating angle (15 Deg) is when the handrail Mark­A gets alligned with Deck Marking­A.(ii) Similarly upon further lowering of accommodation ladder when the Handrail Mark­B gets alligned with deck Marking­B, the accommodation ladder is at its maximum operating angle (65 Deg).

8. Markings on accommodation laddersfor Maximum & minimum lowering

Practiced by “GALAXY RIVER”

9. Anti-skid paint on main deck below the lashing bridge ladders

Originated by Mr Md. Ismail Hossain,

C/O of “HANOI BRIDGE”

12. “AED LOCATED IN SHIP’S OFFICE” stenciled at various locations on hatch for

awareness of stevedores

Originated by Mr Md. Anamul Hasan,

Master of “HANOI BRIDGE”

Originated by Mr Md. Mo­haiminul Islam, 2/O of “HANOI BRIDGE”

10. Procedure and routine for charging of portable GMDSS radio posted at bridge

11. Fire fighter’s fire line nicely coiled on a reel to avoid entangling

Originated by Mr Aranya Khan, 3/O of “ONE

HOUSTON”

Sea BreezeQuality, Safety, Health & Environment Bulletin10

CRYSTAL RIVER ///Against COVID-19 /// “CRYSTAL RIVER” sent us this message work against COVID-19 “If we can stay onboard for six month why can’t you stay home?”We collected some more from your contribution to “K” Line’s “Against COVID-19: Encouraging Video Project”

Fitness

Are you physically AND mentally fit? Overall well-being leads to rational

decision making.

Situational Awareness

Always ask yourself and others –What have I missed?

Update your awareness! Know the BIG picture and FINEST detail.

Alerting

Speak up when you should!Propose solutions. Everyone’s

opinion matters. WE ARE A TEAM!

Communication

Fully understood or just assumed?Always ASK to confirm. Differentcultures interpret things differently.

Complacency Use checklists, follow procedures,

seek input from others. Never assume “All is OK”. A genius may solve problems, however a wise

person prevents them.

- By Capt Rodney E. Noronha, Master, “ONE HONG KONG” Part reference to MCA MGN 520 (M)

CultureHow good is your safety culture?Do all individuals AND teams really recognize importance of safety.

Always strive for continual improvement!

Fatigue

Tired or dangerously fatigued? May lead to precarious human errorscosting lives of self and crew, jeopardiz-ing vessel and cargo. Recognize it, re-

port it, manage it -effectively.

Distraction

Whether personal of professional.Use check-lists. Be assertive. If distract-

ed, do not hesitate to seek help.

Pressure

Busy or overloaded?Good stress may improve performance, however bad stress can lead to bad decisions and dangerous shortcuts.

Capability

Ensure updated training and certification.

Assess capability. Train, mentor and coach. Seek feedback from your seniors and others around you,

for practical improvement.

Local Practices

Efficiency vs Short cutsDon’t cut corners. Procedures have been

put in place for a reason. Follow procedures. If you find anything inadequate - report them!

Teamwork

How well do really work together?Encourage challenges. You can be more than one team at a time.

ONE HONG KONG

11Volume 51 30th June, 2020

Sea BreezeNAV PUZZLE

M H J Y G R A S T E R F C

E D S I M P L I F I E D L

F I E L D Q S F G H P P UI R T X T Y J S D C N K TL A T T R I B U T E M Z T

E R W D O Q A Z C L G S E

I M Y V T C S C A L E Q R

X V G U J D E P T H C U A

C X S P E E D A F I N A D

R J W I Z U A S A E V T SR E A D M E T X T C H K OO V E R S C A L E W I P S

HORIZONTAL ROWS1. _____ is a regular array with information per­

taining to each element (pixel) or group of elements in ECDIS.

2. _____ is a type of symbol in ECDIS designed specifically for fast draw and to give the maxi­mum clarity under all conditions of viewing the CRT. They are less complex than the equivalent paper chart symbols.

3. _____ is a named collection of labelled sub­field(s) in ECDIS. For example, IHO attribute label/code and IHO attribute value are col­lected into a field named feature record attrib­ute.

4. _____ is a characteristic of an object, usually of a charted feature in ECDIS. These are ei­ther qualitative or quantitative.

5. _____ is a graduated line on a map, plan, photograph, or mosaic, by means of which actual ground distances may be determined.

6. _____ is used to define vertical distance be­tween sea floor and still water level.

7. _____ is the distance covered per hour meas­ured in Knots.

8. _____ is traffic management system deployed in certain congested waters for monitoring and assisting vessel movements.

9. _____ contains the latest information availa­ble on the use of ENC in Admiralty services.

10. _____ is to display the chart information at a display scale larger than the compilation scale in ECDIS.

VERTICAL ROWS1. _____ is an identified set if S­57 records col­

lected together for a specific purpose in EC­DIS.

2. _____ is a feature of radar used to determine relative distance to any target seen on the screen.

3. _____ is referred to as the current’s direction, expressed in degrees.

4. _____ is the distance, port or starboard, from the plotted course line. It triggers an alarm when ships crosses the line.

5. _____ is the rate at which ship is turning in de­grees per minute.

6. _____ is the S­57 confirming data in ECDIS, which is available at the data producer’s site. It does not contain any update records. Once this data is exchanged it becomes target data at the Appliers site.

7. _____ is the basic unit of ENC data in ECDIS covering a defined geographical area bound­ed by two meridians and two parallels

8. _____ is as short name for the preliminary no­tice to mariner published by admiralty for the ENC.

9. _____ is a hydrodynamic phenomenon by which a vessel moving quickly through a shal­low water creates an area of lowered pressure that causes the ship to be closer to the sea­bed than would otherwise expected.

10. _____ is an excess information or noise data on a ECDIS display or chart, reducing legibil­ity.

（Answers p.15)

Environmental Issue12 Quality, Safety, Health & Environment Bulletin

The Albedo EffectAstronomers define the reflectivity of an object in space using a term called albedo. This is the amount of electromagnetic radiation that reflects away, compared to the amount that gets absorbed. A perfectly reflective surface would get an albedo score of 1, while a compl etely dark object would have an albedo of 0. All objects have an albedo score that ranges between 0 and 1.Here on Earth, the albedo effect has a significant impact on our climate. The lower the albedo, the more radiation from the S un that gets absorbed by the planet, and temperatures will rise. If the albedo is higher, and the Earth is more reflective, more of the radiation i s returned to space, and the planet cools.An example of this albedo effect is the snow temperature feedback. A snow -covered area reflects a lot of radiation. Therefore, one can get terrible sunburns while doing outdoor activities like skiing. But then when the snow -covered area warms and melts, the albedo goes down. More sunlight is absorbed in the area and the temperatures increase. Climate scientists are concerned that global warming will cause the po lar ice caps to melt. With these melting caps, dark ocean water will absorb more sunlight, and contribute even more to global warming.In addition to melting ice, which lowers albedo, the conditions caused as a result of the greenhouse effect can also change the albedo of the Earth. The greenhouse effect can lower the albedo of the Earth by trapping in more infrared radiation with the increased number of greenhouse gases in the atmosphere, allowing less energy to bounce off of the atmosphere. Since the greenhouse effect can lower the albedo of the Ea rth and a changing albedo can result in a change in the equilibrium temperature of the Earth, a change in albedo can contribute to clim ate change. The albedo effect is one of the most complicated factors in climate science, and scientists are working hard to develop bette r models to estimate its impact in the future.The Earth's climate depends on a balance of incoming and outgoing energy from the sun, which is determined by albedo. The ove rall albedo of the Earth - measured to be 0.30 - has a significant effect on the equilibrium temperature of the Earth.As the world warms the Earth's albedo shifts. The amount of ice covering the planet is dropping as a result of increased tempera tures from global warming. This causes a decrease in the area of white surfaces, leading to less energy to be reflected and more to be absorbed. This process warms the Earth even more. The melting of Arctic ice is especially concerning as it triggers a positive feedback (a feedback cycle that drives the climate out of control).

The effect on the earth due to Arctic WarmingOcean CurrentsOne of the ways the sun's energy is transported from the equator toward the poles is through the globally interconnected movement of ocean waters primarily driven by differences in heat and salt content, known as the thermohaline circulation (“thermo” for heat and “haline” for salt). A good example would be the Gulf Stream current that flows from the Gulf of Mexico to the coasts of Europe that warms the winds and provides much of the moisture that falls as precipitation over north -western Europe. As the water moves northward, it becomes cooler, saltier and denser. As a result, surface water eventually becomes heavier than the water(s) below it and sinks deep into the ocean. This process drives the global seawater “thermohaline circulation” (sometimes referred to as the “conveyor belt”) which pulls warm waters northward.Melting of the Arctic ice caused by Climate change has started to interfere with the formation of the cold, dense water that dri ves oceanic circula-tion and thus bring about further changes in climate. Slowing the thermohaline circulation would have several major global effects:

The decreasing transport of CO2, contained in water from the surface to the deep ocean. This would contribute to further increases in the level of CO2 in the atmosphere and thus to further warming (due to CO 2).

Regional cooling, for instance in Europe. This could result from the slowing of the northward transport of heat by Atlantic O cean currents, even while the rest of the planet warms rapidly.

Reduced sinking of cold, dense water in the Arctic. This would, in turn, reduce the amount of nutrients carried back toward the surface else-where in the world that sustain marine life living near the surface.

Rising Sea LevelRising air temperatures over the open Arctic Waters in summer are also heating up the Greenland ice sheet. The meltwater at G reenland ice sheet does not remain on the surface to refreeze in autumn. It plunges into ice sheet through large holes called moulins, lubricating the ice sheet bed and causing glacial advance to accelerate, doubling in speed as glaciers calve more icebergs into the ocean.Greenland is now the largest single contributor to global sea level rise, its melting ice cap adding some 300 cubic kilometre s per year to the ocean. The Intergovernmental Panel on Climate Change (IPCC) predicts by the end of the century sea level rise could be 60 to 90 cm i f the rate of global warming is not reversed. This would have serious implications on low lying coastal areas such as Bangladesh and cities like M iami, New Orleans, London, Venice and Shanghai.

Thawing PermafrostArctic ice and the permafrost – ground that is permanently frozen, stores large amount of methane. When it thaws, methane is released, increas-ing the rate of warming. This in turn causes more melting. Continued Arctic ocean ice loss and rising temperatures could caus e massive methane releases into the atmosphere.

Extreme Weather PatternResearches shows that when Arctic is unusually warm winter weather is two to four times more likely in eastern US. This happe ns because the Arctic warming disrupts the jet stream, “a river of fast-moving wind high over our heads” that basically controls and creates all the weather that we experience. The difference in temperature between the Arctic and the mid latitudes is one of the driving forces of the jet st ream. But as the vanish-ing ice is causing the Arctic to warm twice as fast as the rest of the world, that temperature difference is diminishing. And that’s weakening the winds in the jet stream. A weaker jet stream also has more waves, and that means more extreme weather that lingers for longe r.As we see above, the melting of the Arctic sea ice will lead to further climate change. This is a problem because climate change affects almost everything important to humans, like plants, animals, the weather, and commerce. All these things, in turn, affect our food supplies and livelihood.

Capt. Amit Bhattacharya

Source: Various articles on the internet

20% Reflected by vegetation and dark soil

10% Reflected by ocean water

86-90% Reflect-ed by snow

©2004, ACIA

GlacierLake ice

Ice caps

Surface Reflectivity

Fast ice

Iceberg

Sea ice

1330th June, 2020Volume 51

Notable PSC and Vetting Findings

TYPE MJR CHPTR SIRE OBSERVATION

VLCC

2.13A review of ballast water management plan indicated that #6 WBT (P/S) was part of water ballast tank constructions; however, it was observed that stability and strength calculation of each case of the ballast exchange operation provided in ballast water management plan was not included.

6.9

It was observed that the saveall fitted around air vent of fuel oil tank for the emergency generator located on funnel deck port was not plugged. The Third Officer immediately tightened up the same once the inspector pointed it out.Master's comment: The duty AB on prior discharge deck rounds had opened the drain plug for draining out rain water. He did not completed his round.

6.3 A portable spill pump placed at starboard side upper deck aft was not in operation at the time of inspection. It was made operational during the inspection.

10.29 Hydraulic oil was observed bleed dripping down from no.2 & 4 ram shaft seals of steering gear at the time of inspection. Seal nuts were tightened during the inspection.

LNG

10.32Steam leakage was observed from the valve bonnet of the by-pass valve of the 0.23 MPa steam reducing valve (for deaerator). Reportedly, the steam leak was due to deterioration of the packing. - The Chief Engineer reported that it was planned for repaired in the forthcoming dry dock.

11.8 It was observed that the antenna cable of the weather facsimile receiver was broken and cut on the compass deck port side.

5.25 No electrical arc welding safety guidelines was available in the engine room designated hot work station. - Safety guidelines was posted in the hot work station before the closing meeting.

5.30 Starboard side lifeboat was designated as rescue boat. However, lifeboat recovery procedures in rough sea was not posted at location. - This was rectified before the closing meeting.

BP 4.8 The upper starboard side light, upper stern light and port NUC lights were burnt out.

IMT 10.8

A review of the safety checklist for IFO bunkering dated 14 October 2019 indicated that the code letter 'R" indicated item in the bunkering safety checklist was agreed to recheck at interval of 30 min. However, it was checked with more than 30 minutes interval by ship's crew (i.e. Records in-dicated that 1245 hours and 1330 hours / 1715 hours and 1850 hours - 14 October 2019).

Shell

2.10The ORB entry correction after wrong entry on 14 January 2020 and 20 January 2020 in ORB part 1 was not dated by responsible officer required as per the guideline of ORB entry in MEPC/C 736. – This observation was rectified during this inspection.

4.7

Main control panel of BNWAS was installed inside chart room, during hours of darkness, whilst in such spaces, OOW could rest the alarm and thus continue being/ working inside such space be-yond the reset interval without having to maintain a proper look out and/or check navigational con-ditions. Hence maintaining a proper look out at all times was obstructed.

AFRA 4.12 Guidance Manual for tanker Structures (2018 edition) available on-board was of old addition.

LPG

No PSC deficiency was reported in 1st quarter 2020

VERTICAL ROWS

1. FILE2. VRM3. SET4. XTD5. ROT6. BASEDATA7. CELL8. EPNM9. SQUAT10. CLUTTER

HORIZONTAL ROWS

1. RASTER2. SIMPLIFIED3. FIELD4. ATTRIBUTE5. SCALE6. DEPTH7. SPEED8. VTS9. READMETXT10. OVERSCALE

Answers of NAV Puzzle (P.13)

Idem

itsu

Q.S.H.E. Events & Exercise & CCCQuality, Safety, Health & Environment Bulletin14

As a requirement of the ISM Code, a ship-shore drill has to be conducted in order to ensure that the shore-based and shipboard organization can respond effectively to any emer-gency and at the same to be able to test and improve their capacities to deal with real incidents.On the 16th of Jan 2020, KLSM Sin-gapore Chemical conducted a drill scenario involving a partly loaded Chemical tanker transiting the Dover strait on her voyage from Bordeaux to Rotterdam. “GENUINE HERCU-

LES” in Partly loaded condition, lost steering in Dover strait, before vessel could regain control collided with coastal ferry vessel “CALAIS SEAWAYS”. Vessel sustained hull damage aft of break of accommodation on stbd side. Vessel could also see oil traces overboard and suspect penetration to extend up to 2S FO tank and damaged FOT bulkhead. One person injured onboard (Pump man) fell

down from stairs near the break of accommodation and sustained injury on head and suspect fractured left leg. Both the vessels are floating and casualty on opponent vessel is unknown. The vessel responded to the incident properly and made necessary reports to KLSM Singapore Chemical office and external parties. Vessel activated their NTVRP while the KLSM Singapore has activated the ERT (Emergency Response Team). External parties also participated in the drill such as H&M insurer, P&I, KLPL, and Class NK.

The drill was done in a realistic manner. Vessel’s Master and ship’s staff responded to the drill properly with some inquiry from media and handling of salvage operations role-played by office personnel. Some of the office staff were also tested in their capability to respond on media inquiry and the result was satisfactory.As the drill was concluded, shortcomings and points of improvement were discussed and resolved. The Vessel and external parties involved were notified for the completion of the drill. The drill was finally concluded, and it was successful and satisfactory.

KLSM CHEMICAL / Ship-Shore Major Exercise on 16 Jan 2020

GHC

CALAIS

English Japanese Hindi Bengal Tagalog Indonesian Croatian

Good morning Ohayo shubh prabhaat Suprobhāat Magandang umaga Selamat pagi Dobro jutro!

Good night Oyasumi shubh raatri Śubho rātri Magandang gabi Selamat malam Laku noć!

Thank you Arigato dhanyavaad Dhon'nobād Salamat Terima kasih Hvala vam!

Sorry Gomen-nasai Maaf karana Khoma korben Pasensya Maaf Oprosti

Hot, Cold Asui, Samui Garam, Sardee Gorom, Thānḍā Mainit, Malamig Panas, Dingin Vruće, Hladno

delicious Oishii Svaadisht Susādu Masarap Lezat Ukusno

fun, pleasant Tanoshii Suhaanee Monorom Kaaya-aya Nyaman Zabavan, Prijatan

sad Kanashii Udaas Du: khito Malungkot Sedih Tužan

painful Itai Dardanaak Bēthito Masakit Menyakitkan Bolan

Are you okay? Daijobu? Aap theek hai na Aapni bhalo āchen Ayos ka lang ba? Apakah kamu baik-baik saja Jesi li dobro?

Let's do our best. Gambaro Chalo apana behatar dete hain

Aamrā āamaadēr sērāṭā kori

Gawin natin ang ating makakaya

Ayo lakukan yang terbaik Dajmo sve od sebe

Thank you for your work. Otsukare sama Tumhaare kaam ke

lie dhanyavaadĀpanār kājēr jonno

dhon'nobādSalamat sa iyong

trabahoTerima kasih atas

kerjamu.Hvala vam na vašem

radu.

CROSS CULTURE CORNER - Basic phrases in other languages -

In K-ENE and KLSM SGP fleets and organizations, peoples with diverse cultures and backgrounds are working throughout the world under our ultimate goal of the safe operation. There is no doubt that this diversity is one of the strengths of K-ENE / KLSM SGP organization!At this time, I have tried to collect the everyday words in seven main languages in our organization.I believe that these words will give you the opportunity to understand your member’s culture and back ground further.Let's talk in your member’s words for deeper teamwork! Let ’s try!

(By Capt M. Morohara)