3Q-2016

Quality, Safety,

Health & Environment Bulletin

Page 1 Message from Representative of KLSM Indonesia 2-3 Safety Achievements: KLSM Awards 4-5 Near-Miss Reports 6-7 Safety Improvements 8-9 Introduction of Best Practices Reported 10-11 Sea Breeze 12 Winter News 13 Notable PSC and Vetting Findings 14 Q.S.H.E. Events & Exercises

Inside This Issue

NEW EDITOR: Ms Shiho FUJIMOTO

“K” LINE SHIP MANAGEMENT Co., Ltd. 15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome Chiyoda-ku, Tokyo, 100-0011, Japan www.klsm.com.sg www.klsm.india.com www.klsm.co.jp/en_index.html

Message from the Chief Representative of KLSM Indonesia, Capt Mitsutoshi Tabe

Dear Staff both on-board and ashore, Thank you very much for giv-ing me an opportunity to write the introduction of this Bulle-tin. I have been assigning Jakarta Representative Office since September in 2016 and meet-ing with Indonesian crew so often, before sign in and after sign off at office. I always concern their safety life onboard and am hoping safe arrival at their home after disembarkation, because I remember my sad story dur-ing onboard, i.e. I was actually injured on board on my younger seaman days. This is the case that the tip of my finger was damaged while I was main-taining the lifeboat. It was so old accident and it had not been established Safety Management System at that time. After completion of the Abandon ship station drill, I was engaging the maintenance job for the lifeboat and boat’s davit as a routine mainte-nance. The wind was not so strong but sometimes we could observe a slightly high swell. However, the Abandon ship station drill and mainte-nance of lifeboat were carried out due to no rolling and pitching of the ship In order to apply wire rope’s grease to the boat fall wires, I was working at a height of about 1 m from the deck using a stepladder. This work was carried out every month by me since I boarded the ship and it should had been familiarized. Then I was greasing up the boat fall wires by grease gun while winding up the lifeboat. At that time, suddenly the ship rolled about 10 degrees to the sea side due to the high swell. I grabbed boat fall wire un willingly, which is under winding, with my left hand to hold my body, but the wire was continue winding up vertically towards the rope sheave and my left hand was ris-ing up to the rope sheave with fall wire. My left ring finger and Wire sheave touched and at the same time I shook off my left hand reflexively. It was happened a momentary event. My cotton glove that I was wearing stained with blood. I found a lacera-tion damage at the tip of my ring finger when I removed the glove. If it was a bit late to shake my left hand off, my ring finger might be gone, but fortunately it was done with a small laceration I still remember this awful event when I look at my finger tip. And I remind this accident could have been prevented if I follow the SMS, KYT and KYT-Plus which currently using every day in our fleet vessels and imple-mented Risk assessment at that time. Before starting any work and task, it was necessary to objectively judge-ment one by one about the followings. Was it in a situation where we can lower the Lifeboat safely at Station drill? Even if we lowered Lifeboat, was it necessary to maintain the lifeboat as usual? Even if this work was done, did the number of workers at the time and the posture of workers were properly? We must give top priority to safety before everything al-ways. It is really important for each crew to be keenly sensitive to hazardous and to share the information about all hazardous and to rectify them. If you can realize it is hazardous, it is important to immediately improve it and take measures to avoid creating a similar dangerous environment. From my short story, I am sincerely hoping safe navigation to all and safe back in your home for your family. I wish to contribute any effort to realize that!

3Q-2016 31st December, 2016 1

Dear all Seafarers and Shore Staff in KLSM,

I am so pleased to send you my greetings. From this issue onward, I am taking up a new post, the chief editor. I little thought that I would be the editor even though I have engaged in editing our QSHE Bulletin from the first issue. We, the editorial desk, receive huge effort from our seafarers as Best Practices, Safety Articles, Health activity reports and so on. They make the QSHE Bulletin much nicer, and we really thank you. New Year’s day is a good opportunity to start something new and look back on last year’s experi-ence. Happy New Year wishes to you and your family. Let the year 2017 bring brighter opportuni-ties and moments of happiness into your life.

Have a happy New Year!

Capt Mitsutoshi Tabe, The Chief Representative, KLSM-Indonesia

2 Quality, Safety, Health & Environment Bulletin

Safety Achievements : KLSM AWARDS- as of the 30th of September, 2016 <Oil & Gas Carrier Fleet>

“PAINTED WALKWAY UNDER FLAP FOR HIGH SUCTION”Contributor : Mr Austria RonaldShip : “ISUZUGAWA” Rank : PumpmanIt was a constructive corrective action to a near-miss. A fine display of PDCA cycle working onboard.

Name of vessel Last Injury Till the date Injury free period/Mileage Injury free days/ mileage

1 VIKING RIVER 09-Jun-11 30-Sep-16 5 years, 3 months, 21 days 1940

2 SENTOSA RIVER 06-Jul-11 30-Sep-16 5 years, 2 months, 24 days 1913

3 TANGGUH JAYA 27-Oct-11 30-Sep-16 4 years, 11 months, 3 days 1800

Best-Best Practice Award (Vol.36)

INJURY FREE MILEAGE

ZERO OBSERVATIONS AWARD

GALAXY RIVER did it very well in the CDI Inspec-tion on the 7th of June at Houston.

SINGAPORE RIVER received it in the SHELL Inspection on the 21st of November at Ulsan. They celebrated their 2nd

zero observations of the year with the lovely cake!

SETAGAWA received the award in the IDEMITSU Inspection on the 19th of September at Yokkaichi.

AL RAYYAN received in the IDEMITSU Inspec-tion on the 24th of September at Nagoya.

“FOUNTAIN RIVER”“HELSINKI BRIDGE”Thank you for many BEST PRAC-TICE REPORTS every time. We received lots of reports from all ves-sels, and especially above two ves-sels contributed quite a few. KLSM goods will be sent to the vessels by way of appreciation.

GXY

ALR

SINR

3Volume 37 31st December, 2016

GRACE RIVER achieved in the SHELL Inspection on the 19th of September at Incheon.

NAGARAGAWA by SHELL on the 20th of October at Chiba.

NORDIC RIVER received the award in the SHELL Inspection on the 11th

of November at Kwinana. We, the editorial desk, would like to give them “NICE SMILE AWARD” as well.

【a Traveler’s column】- Capt Kinoshita visited IndiaResponding to a request from my old friend since kindergarten, who wanted to visit and see Taj Mahal at least once be-fore leaving this world, I left for India with him in the evening of the 7th of October.The trip was for three days. The mornings were spent for sightseeing, 8th for Delhi, 9th

for Jaipur, 10th for Agra, and afternoons spent for transportations between the cities in a micro-bus.Having seen many photos of scenic spots and places of historic interest in India, I felt I was already familiar with them, but the most impressive experiences I had this time was the micro-bus transportation. This presented me to see real living of Indian people up and close. Cows, dogs and camels (rare) were all living along the so-called high way i.e. coexisting. Now I realize and would like to admire heartily the huge and mighty stomach of the Great India and the Culture of Indian people.Since back to Japan in the 11th of October 2016 till today, I am living in a peaceful mind which was brought from the travel this time. I have started saving money for a next travel to India.

ZERO OBSERVATIONS AWARD Below 5 vessels be awarded twice this year, 2016.

TAMAGAWA received the award in the SHELL Inspection on the 9th of August at Rotterdam.

TANGGUH PALUNG also achieved this wonderful re-sult in the BP Inspection carried out at Samcheok on the 2nd of September.

GRR

TAMA

NORD

Taj Mahal from Agra castle

Near-Miss Reports

4 Quality, Safety, Health & Environmental Bulletin

Outline of the incident: During daylight hours Duty AB was working on deck. He entered in pumproom without informing Duty Of-ficer. Duty Officer tried to call AB on walkie-talkie and also by sounding one short blast on ship’s whistle. AB didn’t hear the calls due to noisy surrounding in pumproom. What could have happened? Unnecessary concern for searching crew. What should have been done? Proper communication before going down to any en-closed space. Radio check prior to work is also im-portant.

Outline of the incident: During handing over the Watch, red light blinked at the right side of ECDIS. However, no sound was heard. The buzzer volume found to be set to zero. What could have happened? Navigational accident. What should have been done? Safety setting of ECDIS should always be confirmed during watch.

ECDIS alarm buzzer volume set zero

Outline of the incident: Ship was transiting Malacca Straits, inbound for berthing at Singapore. At Singapore strait the plotted course was leading ship across the opposite lane in the TSS. This course was drawn almost parallel to opposite direction of traffic in the lane in TSS. What could have happened? Navigational accident. This would have led ship to encounter a lot of close quarter situations, including head on and or crossing situations. What should have been done? The course should have been planned rectangular to TSS .Planning and validating ahead of time can elimi-nate possible errors and decrease the risk of collision. Marks shall verify all plotted at passage planning stage.

Passage plan led ship to opposite traffic when crossing TSS

Outline of the incident: Vessel started using crane after loading operation was completed at port. However, loading arm was not dis-connected at the time. Vessel received a complaint from terminal for not complying with the safety agree-ment of not to use crane, while loading arm was still connected. What could have happened? Threaten to safety of ship and terminal facility. Bad impression to 3rd party (Loss of reputation). What should have been done? Any machinery movement should have been informed to duty officer especially at port. Shore restrictions must be clearly understood by all officers, so that they can advise to deck crew.

Midship crane operation without terminal permission

Outline of the incident: Messman was going to throw uncommuted food waste in MARPOL special area. What could have happened? Breaching environmental regulation and company policy. What should have been done? Ship’s location should have been confirmed if in the special area. Galley staff should be informed about passage requirement. Crew’s awareness should be

No response from duty AB

Outline of the incident: While checking navigational equipment as per check-list, Chief Officer found that the contour setting of one of the ECDIS had not been set. 2nd Officer forgot to do it. What could have happened? Grounding. ECDIS could not have alarmed for shallow contour. What should have been done? ECDIS checklist to be usefully completed not just by ticking at watch transfer. Any change in setting to be informed to next OOW.

Contour setting of ECDIS not set properly

Course line bring Ship to opposite side of TSS

Attempted food waste disposal in unpermitted area

Course line should be rectan-gular when crossing TSS

Correct Incorrect

Outline of the incident: In engine room workshop, an empty chemical drum was being cut for general use after washed. The drum had not been drained completely. At the same time, welding work being carried out close-by. What could have happened? Electric shock if water dropped from the drum and flew on the floor . What should have been done? The other job being done in the same location should have been considered. It is important to be well aware of changing the circumstances and asso-ciated additional unexpected hazards.

Outline of the incident: An OS tried to climb up the forward mast without in-forming Bridge, to remove Saudi Arabian national flag stuck in the swivel of flag line. What could have happened? Disorientation due to sudden use of forward horn. What should have been done? Climbing up any high place such as cranes or mast should be informed beforehand. So that the proper procedure laid down as per permit to work system “working alert” can be followed.

Possible electric shock in workshop

Trying to climb up Forward mast without notice

Outline of the incident: All walkie-talkies for Engine department personnel were kept in ECR before M0 operation where battery chargers were located. What could have happened? Inability of walkie-talkie communication among engine department personnel in case of fire in ECR at night.

What should have been done? To keep own walkie-talkie in each cabin instead of ECR outside working hour. Safety shoes, safe-ty helmet and carrying items in Muster list should be kept in ap-propriate location too.

Outline of the incident: During the removal of motor of lifeboat starter for maintenance work, starter started suddenly for an in-stant. This was due to short circuit between positive and negative poles. Battery switches were not turned off after trying the engine out during station drill carried out a few days ago. Maintenance crew thought starting system is completely separated. What could have happened? Injury to crew members engaged in the work. Damage to the battery equipment. What should have been done? Cutting off the power should have been confirmed pri-or to the work. Checking condition and situation should be always done before maintenance work.

Unforeseen start of lifeboat starter

5 31st December, 2016 3Q-2016

Outline of the incident: Drum was being cut using cutting disc. However, there was unsecured rag nearby. The rag was directly being hit by flux during the job. What could have happened? Fire. What should have been done? The job should have been commenced after confirm-ing that there is no combustible materials around the working area. The onsite toolbox meeting to be carried out to ensure hazard identification.

Potential cause of fire due to unsecured rag while cutting a drum

Outline of the incident: During a drill, a deck crew secured FPD. However, he didn’t follow the recommended securing way. What could have happened? Lifeboat fall. Injury to crew inside. What should have been done? The crew should have asked deck officer the correct way of securing, if he was unsure.

Possible inability of communication in emergency

Rag

Flux made by cutting disc

Improper securing of lifeboat FPD

FIRE !

Improper way

Near-Miss Reports

 

6 Quality, Safety, Health & Environment Bulletin

Safety Improvements QSHE Navigational Campaign - “Bridge Team Management” Aim: “Enhance awareness of good voyage planning and Bridge Team Management.” Objective: Understanding of available Bridge resources and practical implementation of Bridge Team Management Section Section Section ---1 1 1 【Analysis】- Passage plan meeting attendance

Section Section Section ---2 2 2 【Feedback】- Condition on Board 1- Satisfactory performance by all participants. All were encouraged to follow company procedures. 2- Through the campaign for this voyage, we learned that we should use our Passage Plan more proac-tively to understand what were important points at each timing. 3- Bridge team management had been satisfactorily carried out. All the members actively participated in

the discussions. 4- The Navigating officers are proactively participating. 5- Bridge team operating successfully. 6- The purpose of Bridge Team Management is to support and supplement each other for avoiding errors. It is necessary for safe-ty of navigation to gather information of circumstances to Master.

7- Bridge team is very effective. Risk Assessment to be properly understood by all junior officers.

Suggestion for Improvement Training 1- Some members reported difficulty in visual recognition of fishing gear in Japanese water. This was further discussed using Safety Alert Message 2015-17. 2- Master stressed on the importance of call Master points. Safety depth/ contours for different legs were discussed. 3- More training required to ABs and OSs so they can increase their knowledge and function better to improve the Bridge team. They especially require more training on ECDIS, AIS & Radar operation. 4- Have asked 3rd &4th off to take extra interest in learning intricacies of ECDIS...especially related to user map etc. 5- Juniors should actively take part in learning the digital media with the advancement of upgrades undergoing with the Naviga-tional equipment. 6- Officer and crew are required to be more confident in reporting when navigating with pilot on board. 7- Regular Training, Drills & Discussions to be carried out, including discussions on accidents which have taken place due to lack of Bridge team work. This is important as Bridge work becomes a routine & complacent job after few months of watch. 8- Such kind of training should be conducted at shore before boarding. We need to have enough skill for member of bridge team to comply with what company requested.

Communication 1- Effective communication between the team members should be carried. Cross check the actions taken to avoid error chain reaction.

2- For that gathering of information, Bridge Team member should report whatever without hesitation to Master and share information between each members.

3- And at same time, we understood that it was important that we should update the Passages plan timely for maintaining safe navigation.

4- Japanese officer and pilot might share commander's decisions/actions. OOW should share the information with helmsman & additional lookout.

5- Encouragement of juniors to actively report any shortcomings during the course of passage by senior members.

6- Junior Officers are encouraged to be active participants in BTM.

Safety Management suggestion 1- Vessel did not have additional navigating officer on board. Request was made for extra officer on board for managing Work and rest hours especially in High traffic density area/ Low visibility/ Long narrow pilot passages/ approaching and departing ports. 2- Support required from office to provide Templates for passage plan. ECDIS failure training to be done more frequently. 3- For vessel with fixed port rotation and calling same port every voyage, if possible BRM/BTM meeting for departure can be included in the pre-arrival BRM/BTM meeting and any additional information will be disseminated by UHF radio before depar-ture stations.

Master 100% Chief Officer 100% 2nd Officer 100% 3rd Officer 100% Deck Cadet 60% AB 70% OS 60% Other 30%

Comment :- There was 100% attendance from all the officers in the Bridge team. Observation:- Need to encourage more attendance of Deck cadets (60%)and Nav Crew (AB-70%, OS-60%, Others 30%) in the Passage plan discussion for their training and knowledge.

This is Report for 2nd part of campaign which was conducted by Masters on their vessel from 1 July 2016 to 31 Aug 2016.

Procedure followed in campaign - The Navigation campaign on board vessel was divided into 3 sessions. First Session was about Voyage planning – P.I.C to conduct this campaign was 2nd Officer. Second session was about Loss Prevention- Person in charge to conduct this was Chief officer. Third session was about Navigational Emergency response- Person in charge was 3rd Officer.

Safety Improvements 7 31st December, 2016 3Q-2016

Section Section Section ---3 3 3 【【【QuestionsQuestionsQuestions】】】- questions were asked and graded into following categories   

Conclusion The Navigational campaign was a successful. Some BTM members commented --- QUOTE “Through the campaign for this voyage, we learned that we should use our Passage Plan more proactively to understand what were important points at each timing” UNQUOTE

For further improvement- ● BTM needs to be encouraged to carry out Risk assessment and Hazard mitigation at every occasion.

● Main Engine and its associated requirements are not clearly understood by some BT Members. This needs to be considered for further training and advice.

● Some important items of BTM activity needs to be followed up like-

a- Safe Speed consideration and application

b- Finger pointing exercise during watch taking /handing over, for clear understanding.

c- Awareness of on board Navigational equipment limitations

d- “Call Master “procedure.

● Some LPG carriers observed that they needed extra Navigation officers during pilotage/ heavy density traffic area for MLC.

● Attendance of Deck cadets and Crew members should be encouraged during BT Meetings.

● Shore based passage plan trainings at KLMA.

A Over and above the company requirement (Proactive)

B Meeting the company requirement

C Need more training to meet the company requirement

D Not acceptable

Report by Capt Bhaumik (NAVRES)

Q 1-Passage plan expla-nation- Did the mem-bers respond with ques-tions and input, showing their clear understand-ing.

Q 2-Did the members discuss about HAZARDS in the passage, under-stood the Risk Assess-ment and the mitigation procedure?

Q 3-Is the application of “safe speed” clearly understood and applied during various stages of passage by the members?

Q 4-Was the Engine and associated re-quirement for the voyage discussed and understood?

Q 5- Members under-stand the importance to “Call Master” especially during critical parts of the passage.

Q 6-Is the bridge team aware of limitations and defects of Naviga-tional equipment, if any?

Q 7- Did the bridge team comply with the watch handing over and taking over procedure? Was the “Finger pointing exercise

Q 8-Is the ECDIS being operated satis-factorily?

Q 9- Did the members understand importance of navigational Alarms such as CPA/TCPA/BCR. Were the Alarms kept at reason-able audible level?

Q 10-Was the im-portance of Lookout correctly identified by junior bridge team members?

Q 11- Did the members understand importance of navigational Alarms such as CPA/TCPA/BCR. Were the Alarms kept at reason-able audible level?

Q 12-Was the im-portance of Lookout correctly identified by junior bridge team members?

Q 13- Were the alarms and safety depth settings correctly done by the bridge team, and it was monitored correctly?

Q 14-Were the Bridge team members aware of usage of Emergency communication equip-ment on bridge?

Q 15 - Evaluation of the Navigational Drills carried out.

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

1. EMERGENCY RESPONSE COMMUNICATION BOX

The Best Practice No.2 is a contribution from Mr Isagani A. Lopez Jr, 3E (left) and Mr Robert Carl C. Madronero, Oiler (right) of “HELSINKI BRIDGE”.

2. ELEVATOR MAINTENANCE FALL PREVENTER DEVICE (FPD)

The Best Practice No.1 is a contribution from Mr Yukinori Urakami, Jr 3O of “HELSINKI BRIDGE”

3. DG ROTOCAP ROTATION CHECK

The Best Practice No.4 is a contribution from Mr Prabakaran Diwakar, Gas Engineer of “GALAXY RIVER”

4. ADJUSTABLE HOSE SUPPORT

In case of Emergency, need to find original template in "J"File then make photo copies...

Only original templates were filed in KLQSMS "J"File on Nav. Bridge. (Not ready for immediate in-use condition)

Prepared shelf for Em'cy Communi-cation & Necessary templates se-cured in each drawers. (Same Arrangement in KLSM Em'cy Response Room)

During inspection & mainte-nance of elevator there are hazard to be considered such as gravity and unex-pected motion of vessel. It is risky to the person who carry out the maintenance though he is wearing proper PPE, because there are no other safety barriers at the top of elevator cage aside from safety belt.

The "FPD" is additional protect-ing device for the person who carry out the elevator mainte-nance and inspection . After the job "FPD" will be taken out before the elevator put into auto or in service position. Note: this FPD is not for hooking safety belt.

UNIT NO :

BEFORE AFTER COUNTER-

CHECK Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

1 11 1 11 1 11 1

2 4 7 8 7

3 11 12 4 12 9 12

4 6 6 5 12

5 11 9 11 1 11 1

6 5 6 6 11

7 6 7 6 6

8 2 12 10 10

UNIT NO :

BEFORE AFTER COUNTER-

CHECK Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

Exh VV -

Mani-fold Side

Exh VV - Fuel PP

Side

1 4 3 9 2

2 8 4 11 9

3 6 4 6 9

4 6 9 12 11

5 4 12 8 11

6 3 1 5 3

7 9 3 6 1

8 6 10 11 8

BEFORE Rotocap position noted before starting engine.

AFTER Rotocap position after running DG for 5 min at full RPM .

Reading given as per clock position (from1 to 12)

Numbers marked in red colour indicat-ing rotocap is not rotating

Marking on top of the DG valve rotator

The Best Practice No.3 is a contribution from “FOUNTAIN RIVER”

Supporting hose during STS operations, gas freeing operation or bunkering operations

Since the hose is supported by this stand, the midship crane can be used for another operation or can be secured back. Also this hose support is made by scrap material which was to be landed. During the entire gas freeing operation (7 days sailing) due to the use of this hose support, the crane was not required to support the hose thereby pre-venting any damage to the crane due to weather conditions.

Supporting hose during gas freeing operation. Hose support plate with soft rubber base to avoid damage to hose.

Supporting H.F.O. bunker hose during bunker operation.

400mm adjustable height

Height adjustment handle

9. COLOUR MARKING TO PENEUMATIC CONNECTIONS FOR GANGWAY AND PILOT LADDER

3Q-2016 9 31st December, 2016

5. COAMING FOR BOOST PUMP OF WHEEL HOUSE WINDOW WASHER

Thankfully, we received a lot of contributions this time. We encourage vessels to practice the Best Practices on board. Every idea is worth practicing onboard and we really want to place all of them on this issue. However, too many Best Practices to introduce here, a wonderful problem! Other inventions will be brought to you as Circular.

6. SPECIAL FILTER ELEMENTS CLEANING TOOL

8. ADD STEP TO BREATHER VALVE

If there's a leakage of the pipe of the Boost Pump of Wheel House Win-dow Washer, water may go into the pipe and duct space which can cause electrical hazard.

To avoid such hazard, we put coaming surrounding the boost pump by using cement which was easy and safe to process compared to welding. And this room is covered by insulation, couldn’t use welding. If leakage happens, water will only be in the coaming and directly goes to the drain.

Best Practice No.5 is a contribution from Mr Ivan June Tumampos, Wiper of “HELSINKI BRIDGE”.

PROBLEM: We had our traditional cleaning stand for cleaning Filter ele-ments that is very heavy, messy to use, and hard to clean after use. Plus when using this cleaning stand, the fumes from the filter elements fly freely. This fumes when the job is being done in the Workshop could be sucked by the Workshop Unit Cooler and would be accumulated in the fins of the air suction side. Thus reducing the efficiency of the cooler and may cause frost-ing to the evaporator side.

filter

Sponge for absorb-ing the fumes from the filter element.

Cover the top part with rags so that no fumes could escape.

Just squeeze this special tool to remove excess kerosene from the filter elements.

7. ADDITIONAL GUARD FOR CUTTING DISC TOOL

The Best Practice No.8 is a contribution from Mr Minoru Sugisawa, 3O of “YAMATOGAWA”

The Best Practice No.9 is a contribution from Mr Carmelo P. Cabael, Bosun of “SUMMIT RIVER”.

When the step is installed. Best Practice No.6 & 7 are contributions from Mr Elton John Dullas, Wiper of “HELSINKI BRIDGE”.

90cm

When cutting metal with the use of electric cutting disc, the person operating is in the risk if the disc accidentally shatters, pieces could hit the operator at the same time the flux from the metal being cut goes directly to the personnel. Even though a guard is already made for the tool, it does not protect the person carrying out the job.

SOLUTION: The MV Helsinki Bridge Fabricated a "SPECIAL FILTER ELE-MENTS CLEANING TOOL" for the job. This state of the art invention is very light, compact, easy to use, not messy to clean, does not let the fumes to fly freely and very portable. It is made up of four metal plates with sponge to absorbed the fumes directly. When the sponge absorbed too much kero-sene, it can be easily squeezed because the metal plate is just connected by hinges.

The Helsinki Bridge Engine Depart-ment fabricated an additional guard to protect the operator of the cutting tool in any event that the disk suddenly shatters and the flux made by the metal being cut.

① Control stand

② ③

⑤ ④

⑤

④

③

②

①

Sea Breeze Quality, Safety, Health & Environment Bulletin 10

First Transit of Neopanama Canal We had opportunity to pass new Panama Canal (Neopanama Canal) on the 10th of Sept. 2016. Before a transit of this new canal, we had to modify mooring fittings in the ship yard to satisfy the Neopana-ma Canal requirements. The new canal is completely different from the conventional canal. In any event, new Panama Canal does not have locomotive system in each chamber. Hence, vessels have to control her heading, speed and po-sition by own rudder, main engine and bow thrusters. Two tug boats (Fore and Aft.) assisted our vessel maneuver during this period. Also, one of the biggest difference from the old Panama Canal, the vessel has to be moored by own ropes in each chamber. Let’s look back our first transit of new Panama Canal. (*Our initial transit was east bound, that is to say, from Pacific side to Atlantic Side) “Helsinki Bridge” arrived at Balboa Anchorage at 2015LT on the 9th of Sept. 2016. Then, we had to wait for Panama Canal Inspec-tor who will conduct “Canal Inspection”. At 0155LT on the 10th of Sept. 2016, the long day was touched off by Canal Inspection. After cleared this Inspection, vessel started to proceed to the first lock, “Cocoli Lock” which is located in Pacific side. When we saw the first lock gate for the first time, we felt that the passage, approach and the corridor for lock gate were remarkably narrow. Canal Pilot maneuvered her always very carefully and gently. Besides, in order to control her heading, distance adjustment forward, midship & aft from chamber wall, we needed to use bow thruster, rudder, M/Eng and once all fast to the chamber wall, we had to monitor and control mooring tension very frequently. This Cocoli Lock has three (3) chambers & duration of transit would be generally about 3 hours. The new Canal as well as the conventional Canal, Panama Mooring Crew members will come on board during tie-up operation. Apart from the operation - we must confess - when we heard their sunny local language, for a moment we could feel we were in Latin America . After cleared out Cocoli Lock, we proceeded to “Gaillard Channel” and “Gatun Lake” Passage. It took almost 5 hours. In the Gaillard Channel, we had many opportunities to see many crocodiles lying down ashore. After passing Gatun Lake Passage, we can see the next lock Gate in Atlantic side, “Agua Clara Lock”.

Same like Cocoli Lock, this Agua Clara Lock has three (3) chambers. Operation is almost same proce-dure but the difference is we need to descend the height in order to be the same level with Atlantic Wa-ters. Another major difference with Cocoli Lock, there is an observatory in west side of hill and tourists of the various nations of the world were enjoying the magnificent view of Panama Canal. Duration of transit Agua Clara Lock was also about 3 hours.

The new challenge like this initial transit of Neopanama is always attended with some difficulties, how-ever, we trust it also can improve our carrier if we practice efficiently.

Agua Clara Lock ‐ Entrance Contributed by Capt T. Tomaru, the master and Mr H. Yamada, the CO of “HELSINKI BRIDGE”.

Plant Trees to Save Out Future >“K” LINE Shipping Company< world’s renowned Company known for its inclination towards Work Safety and Customer Satisfac-tion are also highly concerned for impact created towards planet and have been continuously trying to contribute towards greener earth by pollution control mechanism in all operations led by the organization. HKGB and its crew have initiated remarkable activities towards Pollution, Global Warming, and its impact towards ecosystem and our planet. Global warming, Sea levels rising, glaciers retreating, decrease in amount of water flowing streams are the biggest challenges today, deforestation has led to multiple ecological problems such as floods, storms, global temp. rise and many more diverse im-pacts. Climate change is one of the most critical global challenges of our times, recent events have emphatically demonstrated our growing vulnerability to same. Climate change from affecting agriculture, further endangering food security to rise in sea level and the accelerated erosion of coastal areas, increasing intensity of natural disasters, species extinct, this issue is of immense importance for every global citizen, and hence requires a global initiative against it. Early interest in the environment was a feature of the romantic movement in early 19th century. The poet William Wordsworth wrote that it is a “part of national property”, in which every man has a right and interest who has an eye to perceive and a heart to enjoy. To resolve all the environmental problems, while we have to control pollution and also have to work towards increasing positivity into the system by TREE PLANTATION. There are lots of benefits of planting trees, from health to environment and psychological effects, it helps lower energy costs, reduces pollution, surroundings improve with green ambience; also as green is the soothing color it helps to recover from strain quickly. Trees contribute to the environment by providing oxygen, improving air quality, climate amelioration, conserving water, preserving soil and supporting wild life. During the process of photosynthesis; trees take in CO2 and produces Oxygen we breathe. According to USDA “one acre forests absorbs 6 tons of CO2 and emits 4 tons of oxygen, which is enough to meet annual needs of 18 peo-ple. Trees shrubs and turf also filter air by removing dust and absorbing other pollutants like CO, SOX,NOX; after trees intercepts unhealthy particles rain washes them to the ground. Trees control climate by moderating the effects of the sun, rain and wind; leaves absorb and filter the sun’s radiant energy keeping cool in summer. Trees also preserve warmth by providing a screen from harsh wind; in addition to influencing wind speed and direction, they shield us from the downfall of rain and hail. Trees also lower the air temperature and reduces the heat intensity of the greenhouse effect by maintaining low levels of CO2. Many animals eat leaves for nourishment and flowers eaten by them and of course hundreds of living creatures call trees their home. We have 7.4 billion people around the world, 1 tree for everyone just think what change we can achieve, while typing and printing avoid using big fonts, so that we can save paper and hence save our trees, instead of using your personal profile in Whatsapp and Facebook put awareness to the people TO PLANT TREES. We have to inculcate culture to plant trees, as we might initiate activities for tree plantations which will exist for few days, months ↗

3Q-2016 11 31st December, 2016

Sea Breeze

or years however if the culture is developed and entire world starts contributing in it, we will get permanent solution and we will be able to safeguard our future and our planet permanently. Initiative to prevent environment changes are started but most importantly these initiatives must be continuous, sustainable and every individual of all countries will need to contribute to prevent environment change.

PLANT TREES for many reasons; Trees teaches us “It’s not special to be special it’s special to be ordinary”.

SLOGAN: ENVIRONMENT IS LIFE, POLLUTION IS DEATH.

Contributed by Mr Sunil Shaw, a wiper of “HONGKONG BRIDGE”.

Efforts to achieve “ZERO ACCIDENTS” We have to realize that shipping is one of the largest and most perilous industries in the world. Needless to say, it is recognized

that the best way of improving safety at sea is by developing international regulations and company safety management system.

To focus on our safety management system, KLSM has good systems; ○ Daily Tool Box Meeting ○ Informal Risk Assessment ○ Formal Risk Assessment ○ Permit to Work System ○ Near Miss Report

It must be emphatically said that we should emphasize counter measures when we find it in Near Miss Report. Basically these findings were highlighted and were discussed to avoid any recurrence and any untoward Near Miss which can harm our on-board life. Hence, we would like to share and highlight this kind of good improvement by reporting “Best Practice” on-board in order to get rid of any kind of potential risks & hazards. The purpose here is to identify what risks are involved and if those risks or hazards are mitigated / managed to an acceptable level. It is not to find fault, attach blame or to carry out “Near Miss” investigations. We trust that continuous reporting of our “Best Practice” is also some kind of safety tool that can be used for the promotion and acknowledgment of safe behaviours & processes. Below tables are just common sense in KLSM, however, we would like to introduce as a memorandum what we think or prioritize when we draw up and build up “Best Practice” on-board;

Working safely is everyone’s object in our industry. Typically, seafarers learn practical seamanship and various kinds of work from seniors, mainly through on board working, like OJT. We think Best Practice is a kind of guide for safe working. If crew increase their knowledge and skills not only by OJT on scene, the vessel performance and effectiveness of on-board work will improve, adding to safety and helping to reduce some operational costs, as well.

We trust Best Practice will help us to build upon our existing skills & abilities for avoiding serious incident. Our unique seafaring advantage is in asking queries as response to learning the answers to prior questions, and so on. This is not only for crew, but also for senior officers, it will be useful for planning and supervising jobs safely & effectively.

Equipment & Machinery What to Look For??? 1. Energy sources controlled Sources of energy are recognised & adequately controlled. (Heat, Cold, Press., Electricity, Chemical, Radiation, Biological, Motion, Gravity, etc.)

2. Equipment well maintained The condition of the equipment is good. (The equipment is maintained in line with schedule.)

3. Leaks / spills contained The potential for leaks & spills are thoroughly understood. Proper steps are in place to prevent leaks & spills.

4. Protection from hazards People working on (or near) equipment are adequately protected from hazards.

5. Access Means of access; egress & em’cy evacuation are clear & understood by all crew or no.

6. Layout & work locations Layout of the equipment & work places do not create unnecessary hazards.

7. Housekeeping The standard of housekeeping, including the absence of hazards & storage of tools & materials is high.

Crew What to Look For??? 1. Work location protected The work location of crew provides adequate protection from hazards

2. Work positions safe Crew members are working in safe positions

3. People competent Crew members have received proper training & are competent to carry out their tasks

4. Hazards understood Crew members recognise the hazards & are aware of what error-provoking conditions to look out for

5. PPE appropriate Crew members are wearing appropriate PPE

6. Risk to others avoided Crew members understand the potential risk to others in their tasks & avoid placing others at risk

7. Distractions absent Crew members are able to concentrate on work tasks without unnecessary distraction

Contributed by Mr H. Yamada, the CO of “HELSINKI BRIDGE”.

HALLOWEEN CELEBRATION ON BOARD “GENUINE GALAXY” On the 30th of October 2016, the crew rushed to prepare their self-made costumes for our Halloween celebration. At 2000 hrs., the parade of the scariest costumes began, and the five finalists were chosen. This was followed by the traditional Question and Answer portion where they were asked to identify their costumes and justify their choices. Although with much difficulty, the judges composed of Master, Chief Engineer, Chief Officer and First Assistant Engineer made their ultimate se-lection. The moment of truth resulted to consolation prizes given to the crew members. On my last contract, I came up with a Sports Festival which I believe, created a healthy and productive atmosphere on board that vessel. Now on board “Genuine Galaxy”, a banal event like so opened windows to manifest talents, skills, cooperation, artistry, and other relevant traits that are usually unnoticed when these crew members are merely at work. I am fortunate to witness the positive qualities of my Galaxy family, and for this guys, I am proud to be working with you, most of all, grateful!

1st prize - “KAPRE”, Mr Jhunlee Jake Singco

2nd prize - “THE DEAD”, Mr Salvador Molina

3rd prize - “Dracula”, “Zombie” & “Lucifer” (3 in 1), Mr Oiler Mark Joseph Baltazar Contributed by Capt Joonee M. Quevedo, the Master of “GENUINE GALAXY”

Winter News

★★★ VENTIS Christmas Party with Family ★★★

12 Quality, Safety, Health & Environment Bulletin

Warm Welcome to M.T “RIVER ETERNITY” into KLSM Tokyo Family

Recently KLSM took over management of an Oil tanker increasing the fleet size to 21 ships. The name of the latest entry to the fleet is “RIVER ETERNITY”. Details of the “RIVER ETERNITY” is as

follows.

“RIVER ETERNITY” joined KLSM Tokyo Oil fleet on the 14th of Novem-ber 2016. The full comple-ment of Indian seafarer under the able command of Capt Rakesh Rai joined the ship at Yeosu, South Korea.

The vessel proceeded to dry-dock at Singapore after taking over by KLSM. Vessel’s condition required drastic upgrade to bring her up-to KLSM standards. Hard work of Seafarers on board under efficient management of their team leaders Mr Anil Jacob, CE and Mr Shisir Patange, CO and good guidance from office PICs were able to execute the task in hand safely. Although on the 16th of December 2016 she sailed out of Singapore Yard with most of the repair plan completed and a fresh coat of paint on her hull. There is still lot more to do. Together with ship staff and office staff, we will make “RIVER ETERNITY” a success. We raise a toast to the Hard working seafarers on “RIVER ETERNITY” Happy New Year! Bon Voyage.

“We all want to go home safely”. It’s a common wish for all seafarers serving onboard, and also a key message in the SIFSC campaign against personal injury in the 3rd quarter this year. “We all want you to come back safely” This is what family members are wishing while at the same time. VENTIS hold the Christmas party on the 10th of De-cember in Manila and on the 17th in Iloilo for Filipino seafarers and their family to celebrate Christmas and safe homecoming for the loved ones.

Papa, Thank you always for being a perfect father in spite you thought of your

imperfections. Thank you for being our provider & being a selfless person just to give what we need. Thank you for appreciating our accomplish-ments even our smallest achievements in spite of our endeavors. Thank you for giving us the best family that anyone could ask for. Your endless love for us can’t deny that we grew up in a harmonious life with respect, spiritually uplifted & humble. My gratitude for you is a timeless piece I want you to know. I will give in my efforts to make you proud of & no matter what life brings us I would be the best daughter of the greatest dad. We always wish you good health & long lasting life. I love you, Papa. April Anne T. Bacolod

///Speech by President, Capt. Saito/// Being a seafarer, my worst time was leaving home before joining a ship, the best time was returning home to the family. Your goal is to return home in the same good condition as the time you left home.

To my amazing dad,

“Dad, thank you for teaching me what it means to be strong; that it has little to do with muscle tone and everything to do with the ability to conquer the daily tribulations that life throws our way. Thank you for showing me that having strength means that we never stop trying, even though the struggles. You told me that I needed to kick it back harder because the universe doesn’t throw pity parties. You helped me find new dreams when the others didn’t work out —bigger ones, even — and taught me to never look back. Good things don’t come to those who wait, they come to those who don’t quit. Thanks for all you’ve taught me. Thank you for always encouraging me to follow my passions and to be my best self. Your gentle reassurance gave me the confidence to speak my mind and find my voice. Your son, Mico Blancaflor

LETTERS FROM KIDS

Name- “RIVER ETERNITY” Call Sign- 3EIC3 Flag- Panama LOA- 230.67 m Deadweight- 105,445 mt Type- Oil tanker (Product carrier) Year of built- 2006

Notable PSC and Vetting Findings PSC INSPECTIONS

VETTINGS (3rd Quarter) SIRE

13 31st December, 2016 3Q-2016

CDI

PORT CATEGORY DEFICIENCY CODE

SOLAS The battery room (The battery is for emergency light and radio equipment) on navigation deck not provided with the portable fire extinguisher.

7110

Mtce (Eng) Self-closing device on the terminal of sounding pipe of F.O. overflow T.K. of B.S.O.T. unable to be closed by itself.

7199

Mtce (Dk) The limit switch of No.1 lifeboat david not in good order. 11112

Xiamen Docs Captain can not show maintenance record of cargo securing device after May-2016. 6101

Rotterdam Safety VIQ

Chp 5 Found the embarkation ladder on SB lifeboat / liferaft deteriorated. 11124

Ras Laffan Others L.O and F.O Leakage, main and auxillary engines, purifiers & air compressors 1410

Kozmino

Others Hydraulic oil leakage from steering gear mechanism. 1499

LSA Chief Officer not clear, how to test portable gas detector . 15105

FFA One breathing apparatus of Fireman's outfit not ready for immediate use-air pressure not enough and has lair leak.

07111

FFA Maintenance of fire equipment not satisfactory, as evidence above deficiency. 15109

Yangshan

TYPE MAJOR OBSERVATION IN DETAIL

VLCC

SHELL 4 7 Speeds of loaded condition entered in Pilot Card were not correspondent with the speeds described in Wheel House Poster.

SHELL 9 6 Brakes of two mooring winches on poop deck and five mooring winches on main deck were not tightened up to rendering point.

SHELL 8 81 All pad eyes constructed at the entire cargo pump room, were not marked with SWL.

SHELL 11 34 The lifting bar above the emergency generator at the emergency generator room, was not marked with SWL..

IDEMITSU 5 20 Some enclosed entry permits for engine room places did not specify Name of the toxic gas monitored (H2S) & (CO).

IDEMITSU 5 68 Accommodation and Pilot ladders on both side were inspected monthly or before use, however the inspection sheets were recorded with good condition only. The inspection items were not mentioned in accordance with the guidelines in MSC/Cird.1331.

IDEMITSU 11 33 It was observed that the safety guard of grinding machine in engine room work shop were used with the plastic plate. They were not original safety guards. The ship raised requisition for original grinder guard (Spark breaker) before inspector disembarked.

LPG

IDEMITSU 4 19 There were no evidence / proof indicating that Readme.txt and section VIII of weekly notice to mariners were regularly obtained / understood and when IHO data presentation & performance check was last done.

SHELL 4 13 The overhaul service of a gyro compass was overdue in August 2016. Manufacturer recommended that gyro compass to be shore serviced annually but the last shore service was dated in August 2015.

VIQ NO.

TYPE CDI NO. OBSERVATION IN DETAIL

1 3 11 Ship Handling Training Certificate. The ship's Chief Officer, does not hold a Ship Handling training certificate.

1 3 16 Advanced Chemical / Oil Training Certificate. The ship's senior fitter does not hold an Advanced Chemical / Oil Training Certificate

3 1 66 IHO Data Presentation and Performance Check. Last record of a DPP check: 25 October 2015.

7 1 19

Enclosed Space Entry Certificates. Al Jubail, 15:20, 26 July 2016; the ship's records report that a cargo surveyor, in-spected and wall washed the bulkheads of 1W, 2W, 3W, 4W, 5W, 6W, 7W, 8W, 9W, prior to accepting the ship for a full load of Methyl Alcohol. While the ship maintains an extensive file of enclosed space entry certificates, a permit, for this evolution, could not be located.

CHEM

Quality, Safety, Health & Environment Bulletin 14

Q.S.H.E. Events & Exercises

In a cool sunny day of the 6th of September, 2016, the 3rd Annual KLSM Chemical Seminar was held in Tagaytay, the Philippines. This is one day seminar attended by the officers and the engineers of the KLSM Chemical fleet. Though it was only held for a fleeting day, it was however jam packed with the latest up-dates in the fleet, ideas that need to be

shared and a simulated scenario exercise of recent accident. In the exercise, media training was also held. Amidst the pressure of dealing the said emergency, all the participants calmly and correctly addressed each and every situation they have encountered during such situation. The event was completed with the “open barbeque party” wherein guest, crew and wife of some participants enjoy the warm gath-ering in a cool night breeze of Tagaytay.

Annual seminar for KLSM Croatian crew was held on the 4th and 5th of October 2016 in the beautiful city Split in Croatia. The Semi-nar started off with a keynote address by our President Capt Saito explaining the gathering about his interesting journey with “K” line/KLSM which actually conveyed the participants a brief history about the good and bad times of our company. The first day continued with discussions on below Topics: Vetting Excellence / Reflective learning: Navigation Incident / LNG Cargo leak incident/ OSM Presentation about Company

activities / Review of Working & Rest Hours / Future Plan for KLSM LNG Fleet / DFDE Fuel Pump Spring failure / Q & A Session. The Day ended with Cocktails and Dinner on the Beach facing restaurant. Second Day: Injury and Illness Analysis of KLSM Fleet / Sharing of on board experiences by Officers / Exchange of ideas and suggestions between Seafarer and KLSM staff for overall improvement of Safety, Crew welfare, Management, Performance on Tangguh Fleet. There was good interaction and exchange of ideas during the Seminar between Croatian Crew, OSM Staff and KLSM Staff. The day ended with lavish Traditional Croatian lunch. Participants said good bye to each other with a new resolve and commitment to do more hard work and to achieve better perfor-mance in Tangguh fleet, Aim Zero Injuries, Zero Illness cases and Zero observation during Third party inspections.

Croatian Crew Seminar on the 4th & 5th of October

3rd KLSM Chemical Seminar “Gearing Towards Excellence in Safety”

Crew seminar in Indonesia was held on the 6th and 7thof September 2016 at Yogyakarta, Indonesia with 20 of crew, 5 staff from Tokyo head office and Indonesia local office staff. The Seminar kicked off with the Opening speech presented by KLSM Director Mr Tsukasa Hasegawa. The topics of lecture are follows : Injury and illness / National certifi-cates & seaman’s book process / Team Activity “NASA Exercise” / Session Second Injury continued with discussions on below Topics : Review of Working & Rest Hours / Incident Sharing (Collision, DFDE Fuel Pump Spring Failure, LNG Leak). Most of the crew were nervous before starting the seminar, but everyone was concentrating after the lecture started. Team building NASA game seemed to teach the importance of team work on board, while being enjoyable. Prior to the end of the seminar, the Open forum was held between crew and administrator, and concluded with a lively exchange of opinions. The seminar was closed while taking a dinner with crew member and all staff who joined this seminar. This seminar was very productive and all member spent the valuable time.

TTX on the 21th of October

As per the OPA 90 requirement KLSM Tokyo carried out two emergency response Table-top Exercises (TTXs) with QI, GMS on the 21st of October and the scenario included “TAMAGAWA” incident of collision with a barge while she was proceeding inbound on the Delaware River, just after completion of lightering operations. The impact covered injury to Master, 2O & 3E and missing AB with Crude OIL SPILL from damaged area of No.2 WBT (P) & COT (p) breaching double hull. This gave good opportunity for next in command to demonstrate his capability. The situation

developed much quicker than the reality due to the lim-ited timescale, both shore and ship staff took measures to mitigate the impact of the accident, as well as responding requirements placed by (mock) USCG, SMFF,P &I , H & M, Media and other external parties. Since 2013 KLSM Tokyo conducted the com-pany oriented TTX in this manner, and the members of ERT have successfully extended their knowledge and grown more confident, although each time they found area for improvement.

Indonesia Seminar on the 6th & 7th of September