Quality, Safety, Health & Environment

Bulletin Board 2Q/2015 Volume 31 30th June, 2015

Message from Mr Iwane Ogawara, the Managing Director of KLSM

Singapore Dear Staff, both On-board and Ashore, Year 2015 will be a memorable year of change for us, KLSM Singapore. First of all, we moved to Octagon Building leaving “K” LINE Singapore’s premise, our dear old office. In coming August, the country will have the 50th anniversary of foundation, for which various ceremonies are being planned. Our local staff look forward to them immensely. Next, it is our greatest concern, is KLSM Singapore having the 10th anniversary since the inauguration in September, 2005. In the last decade, the situation of global maritime market, which couldn’t be more turbulent, needless to mention the Lehman Cri-sis in 2008, has transformed our container fleet completely. The vessels constructed in and before 1990’s were all sold out and the ship size and loadable amount have also changed dramatically: from 2800TEU and 3500TEU, which were the mainstream in 1990’s, to 8000TEU through the over-Panamax size, i.e. 5500TEU. Now we are managing nine 8000TEU container carriers and to receive two 14000TEUs later this year. It shows how rapidly the cargo value in our fleet has expanded, and in line with it, our responsibility as a ship manager has been tremendously getting heavier. Although we have regrettably experienced some serious accidents such as collision, grounding, and engine room fire, our cus-tomers (“K” LINE container business section and KLPL) have evaluated our performance more than average. It is a result of collective efforts among seafarers and shore staff, and which I sincerely appreciate. Now, I would like to introduce my motto as a founding member of KLSM Singapore office: Keep the “Focus on On-the-Spot Activities” Attitude It only takes 30 minutes to visit a vessel from our office, so I visit ves-sels as often as possible, believing as one of “K” LINE’s technical staff, the best way to improve our performance is to support on-site staff. Swift Decision We hold a daily meeting attended by all SIs and senior female staff for about 20 minutes every morning. Bring-ing present status of each vessel into the discussion make us possible to solve most problems and to decide policies and ac-tions without delay. It shall be remembered that a good part of daily works on board needs quick decision, like a master steers his ship in the right direction amid a congested water in a moment, or a chief engineer determines stopping/starting engine in a emergency situation. Work hard but Enjoy it Being superintendent is a hard work with 24/7 vigilance and frequent business trips. However, it is a privileged status only the skilled and experienced technicians may enjoy. Without feeling responsibility awareness and pride that a huge container ship valued USD100M with cargoes worth USD2,000M depends on him, one cannot get the great sense of achievement. This exciting feeling helps people to deepen their technical knowledge, as well as to enrich their character. It is important for us to work with poise however hard the situation is. I also asked clerical staff in our office to keep this attitude to-ward their work. My last day in Singapore is drawing nearer. After my departure please remain supporting our efficient, loyal and diligent staff including Capt Fukuda (Director), Mr Nath (GM) who has been working with KLSM-Singapore for 9 years, Capt Murad (AGM), Capt Juvale (AGM), Capt Bhattacharya (AGM) all of them have been here for 7 years, and moreover, Ms Serena, Ms Celine, and Ms Fiona who have worked with us since the beginning. Thank you and Have a safe Voyage! Mr Iwane Ogawara, Managing Director of KLSM Singapore

KLSM AWARDS

“ZERO OBSERVATIONS” AWARDEES (Vetting Inspection)

SAKURAGAWA received Zero Observations Award in the IDEMITSU vetting on the 14th of Apr 2015 at Ningbo, and Capt Deguchi and Mr Tamura have visited the vessel to convey our appreciation for their effort. (left)

Mr Seth visited SENTOSA RIVER and presented the award and the prize for ship’s achievement from the BP Vetting on the 5th of Feb 2015 at Ulsan.(above)

GRACE RIVER already received the award twice in the year 2015. This achievement was from the PETRONAS Vetting carried out on the 19th of Feb 2015 at Mizushima. (right)

TANGGUH PALUNG received the same award in the BP Vetting carried out on the 24th of Feb 2015 at Gwangyang. (below)

SAKU

TPL SENR

GRR

More KLSM AWARDS

Vessel Performance Award (1st July to 31st December 2014)

Runner-ups:

2 ZEKREET 3 GRACE RIVER 4 AL RAYYAN 5 SUMMIT RIVER

Runner-ups:

2 VICTORIA BRIDGE 3 HAMBURG BRIDGE 4 VALENCIA BRIDGE 5 HELSINKI BRIDGE

Awarded to : M.V. GOLDEN GATE BRIDGE

Awarded to : M.T. NORDIC RIVER

Excellent Seamanship Award GENUINE VENUS had a rescue operation in Southern Red Sea on the 29th of March 2015. To award their excellent seamanship, the company presented a special prize for all seafarers on the vessel. (See more detailed report on the “Sea Breeze” page )

INJURY FREE MILEAGE - as of 31st March 2015 <Oil & Gas Carriers Fleet>

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

days/ mileage

1 FOUNTAIN RIVER 25-Apr-11 31-Mar-15 3 years, 11 months, 6 days 1436

2 VIKING RIVER 09-Jun-11 31-Mar-15 3 years, 9 months, 22 days 1391

3 SENTOSA RIVER 06-Jul-11 31-Mar-15 3 years, 8 months, 25 days 1364

Also, the company and the crew members were given the public recognition award and congratulatory notes by MPA.

Near-Miss Reports

Outline of the incident: New life rafts were received and ship’s staff replaced the old ones with them. During the operation, it was observed that an angle support, which is supposed to fall outboard once the release pin is removed, has frozen. What was the problem? With the angle support in this condition, the life raft cannot be released properly in case of emergency. In present procedure, the inspection and maintenance to the system are carried out only at the time of renewal of the rafts. Corrective action: The inspection inter-val was reviewed (semi-annually) and same to be included in PMS.

Life Raft Releasing Mechanism

Outline of the incident: The monthly LSA training was carried out on a chemical tanker. After the session they left the lifeboat without closing the door. The second offi-cer noticed sometime after that the door was left open. What was the problem? If it was left unattended, the rain would flood the lifeboat. The lack of sense of respon-sibility of the person who opened the hatch was the root cause. Corrective action: The incident was discussed in the following Safety & Health Committee meeting, and it was reminded the person who opened the hatch should close it with responsibility. Also, it was emphasized that the routine round at the end of the day has to find any abnor-malities on deck, equipment and machineries.

Lifeboat’s Forward Hatch left open

Outline of the incident: A dish covered with aluminum foil was being heated in a microwave oven in the officer’s pantry. After a few seconds an officer noticed sparks in-side the oven chamber. He immediately turned off the microwave oven. What was the problem? Sparks could have developed in fire if remained unnoticed. The officer who put the dish for heating was in hurry and forgot to remove the alumi-num foil. Corrective action: The incident was discussed in the Safety & Health Committee meeting, and caution plac-ards were posted near microwave ovens.

Sparks in Microwave Oven

Outline of the incident: On a chemical tanker, an AB tried to opening a cargo hatch cover of tank. He forgot to release the pressure in the tank through P/V valve in ad-vance, thus there remained high pressure inside. As he opened the cover, the high pressure released immedi-ately, and after such sudden release of the pressure a vacuum condition appeared, by which a gasket on the hatch cover was removed and fell into the tank. What was the problem? He should have released the pressure using P/V valve before opening the hatch cover. Corrective action: During the toolbox meeting all crew and duty officers must be reminded the possible danger during opening of cargo tank, either by pressure or vac-uum.

Gasket fell in the Tank

Outline of the incident: During the loading operation , 4 units of container were loaded up to the 10th tier. How-ever, according to the IMO visibility standard the maxi-mum height of the container on the vessel was 8 tiers. A deck officer in his round found this improper stowage and informed the concerned parties. The 4 containers were re-stowed to slots that would not affect the visibility from the bridge. What was the problem? The terminal had not paid proper attention where to load these containers. Corrective action: The regular rounds by deck officers should be main-tained so that the vessel can immedi-ately report the ir-regularities in due time.

Improper Container Stowage

Outline of the incident: Container loading operation was taken place in a port. A container at 2nd tier on deck did not seat properly, never-theless, another container was put on top of it. While the crane operator try to ad-just it, one of twist locks got stuck. The operator tried to pull it forcefully, thus the container was hanging and almost fell on deck. What was the problem? The deck officer was not informed properly. Had the fore-man informed the deck officer, the situation could have amended using emergency tools. Corrective action: The master reminded all concerned ship staff to follow the company procedure and be vigi-lant all the times. Also, to keep proper communication with the foreman is essential, so that the emergency tool can be used to amend the situation timely.

Container hanging on Deck

More Near-Miss Reports

Outline of the incident: As the 3rd Officer entered a public toilet, he stepped on a floor mat which was a waste rag. His foot slipped and he almost fell onto the floor. What was the problem? Waste rag can not hold the step on a slippery floor. It can cause a serious injury. Corrective action: The rag was replaced with a proper door mat, and the matter was discussed in the next Safety & Health Committee meeting.

Waste Rag used as Door Mat

Outline of the incident: Around 1400LT the strong wind with 25-30kts gushed at port of Fos-sur-mer, when a container vessel was carrying out the cargo operation alongside to the jetty with 3 cargo cranes. The vessel started moving away from the jetty, about 5 to 6 metres. Immediately the staff at FWD and AFT station tightened all ropes. Cargo operation was momentarily. What was the problem? Loading cargoes changes a ship’s draft as well as mooring rope tightness. Container vessels, who cannot take breast lines in order to make cranes run along, are more easily affected. The deck staff shall always take attention to such changes in ship’s position and keep monitoring the condition of mooring ropes. Corrective action: In toolbox meeting it was discussed about the importance of checking and monitoring ropes (FWD & AFT) at regular interval.

Strong Wind pushed Container Vessel away

Outline of the incident: While a tanker was sailing at sea it was found that a cargo line reducer was not prop-erly secured in the cargo gear locker. During sea pas-sage, a ship may roll about 10 to 15 degrees to port and to starboard. What was the problem? Such a heavy object being loose under rough weather may injure crew members or damage ship’s equipment. Corrective action: In the next Safety & Health Commit-tee meeting, it was discussed and confirmed that all equipment shall be properly secured after use. In addi-tion, all deck staff are to check the securing condition of deck equipment before encountering bad weather.

Cargo Reducer not secured during Voyage

Outline of the incident: An unannounced cabin in-spection was conducted by the Chief Officer and the 2nd Officer on a container vessel. When they entered an oiler’s cabin, they noticed that an ashtray was hidden in a drawer with lit cigarette in it. The oiler and an engine ca-det were smoking in the oiler’s cabin at the time of in-spection. They thought they might be scolded if the offi-cers found they were smoking. What was the problem? The individual cabin is not designated smoking area on board. Moreover, the lit cigarettes in a drawer may have caused an onboard fire. Corrective action: Everybody on board was informed not to smoke in cabin but in the designated smoking area.

Ashtray in Cabin Drawer with Cigarette lit

Outline of the incident: As a container carrier was preparing departure from a berth at Port Said with pilot on board, a tug boat started pulling the stern in full force without any orders from the pilot. At that time, all the vessel stern lines and spring lines were still tight and made fast. Strong cracking sounds were heard all over from AFT. What was the problem? The mooring lines could have severed, and the snapback of lines would cause serious casualties of deck personnel. Corrective action: The terminal is known being infa-mous for its unsafe act. During the departure operation, all ship staff engaged in the operation should be alert in order to detect any unsafe un-mooring operation at the earliest possible stage.

Tug Boat pulled Stern While all Lines still made fast

Unsafe Chain Guard (P/S)

Outline of the incident: During the last dry-docking the railings had been replaced to give access to the cable for cold ironing. However, ordinary chains were used to connect railings instead of detachable railings. What was the problem? For chains can only provide weak support, someone who lost balance he would fall downwards, or even worse be thrown overboard. Corrective action: The ship staff replaced all chains with detachable railings.

<Before> Ordinary chains used

<After> Detachable railings installed

Healthy Living

The life expectancy in most countries has been risen sharply in past decades, which means you’ll have enough time to enjoy your life after retirement. You can spend your endless time reflecting sweet memories, or engaging activities you had to missed while working. However, there is a big condition you cannot forget: IF you are healthy. There are a lot of conditions and diseases which disturb your peaceful life, and cancer is definitely one of them. It is said that in some countries, such as Japan or the UK, one in two will get cancer in their lifetime, and almost two third (63%) of cancers are diagnosed in people aged 65 and over. Cancer starts with a mutation, or miscopied genes within cells. As far as genes work properly, our body reproduce right kind of cells in right timing in order to keep the body healthy. Sometimes a change happens in the genes when a cell divides. The change is called a mutation. It means that a gene has been damaged or lost or copied twice. Mutations can happen by chance when a cell is dividing. Some mutations mean that the cell no longer understands its instructions and starts to grow out of control. There have to be about half a dozen different mutations before a normal cell turns into a cancer cell. Some genes get damaged every day and cells are very good at repairing them. But over time, the damage may build up, and once cells start growing too fast, they are more likely to pick up further mutations and less likely to be able to repair the damaged genes. Such mutations can happen by chance, but they can be caused by things coming from outside the body, called carcinogen, such as the chemicals in tobacco smoke, nuclear radiation, X-rays, asbestos, arsenic, etc. or some infections from bacteria, parasites, or viruses (e.g. Hepatitis B and C are known as risk factors for some cancers). Fortunately, the treatment of cancer has advanced greatly in recent times, and more kinds of cancer are getting curable, if they are detected in an early stage. In the first stages of the disease, cancer usually has no symptoms, but any of the followings may be a signal for seeking medical guidance. Change in bowel/bladder habits A sore that does not heal Unusual bleeding or discharge Indigestion or difficulty swallowing Obvious change in the size, colour, shape or thickness

of a wart, mole or mouth sore Nagging cough or hoarseness Persistent headache

Unexplained loss of weight or appetite Persistent fatigue, nausea or vomiting Persistent low-grade fever, either constant or

intermittent Repeated instance of infection According to the WHO, around 30% of cancer deaths could have been

prevented if the five “Golden Rules” were followed, because diet and lifestyle are important contributing factors towards your chances of getting cancer. Such “Golden Rules” are: Quitting smoking Tobacco, according to the WHO, is the most important risk factor for cancer, causing over 20% of global cancer deaths and about 70% of global lung cancer deaths. Losing weight and Exercising regularly It is difficult to separate the effects of physical inactivity from those of increased body weight, but there is consistent evidence to show that people with higher levels of physical activity have a lower risk of colon, breast and womb cancer, while those with excess body weight are more at risk for cancers of the kidney, oesophagus, colon, gallbladder, pancreas and womb among others. Drinking less alcohol Risk of cancers of the upper aero-digestive tract (oesophagus, oral cavity, pharynx and larynx) increases with the amount of alcohol consumed. Eating more fruit and vegetables Fruits and vegetables contain cancer-fighting antioxidant nutrients such as vitamin C and carotenoids. People who eat more than five portions of fruits and vegetables a day have lower risk of oral, oesophageal, stomach, lung and laryngeal cancers.

If you have any symptoms written on this page or any worries, it would be better to ask for medical advice. The earlier the cancer is found, the more effective the medical treatment is.

No Cure better than Early Detection

In 2014 the injury frequency was found a little increased from preceding years. Thus, it was planned to study injury cases over past four years (2011-2014) and to draw out meaningful sum-mary to take necessary actions. The result of such study, “Injury Impact Analysis”, has come out with many facts and suggestions which were necessary for improving the safety system. The Be-haviours Base Safety (BBS) was further introduced in the sys-tem from the last year end. The “Injury Impact Analysis” is based on total six parameters and concluded the “Risk value” for each factor as per following table.

Each Risk factor and results (“Risk Value”) are explained below:

1.Age of the Seafarer: Fresher between age 20-25 at high rate, followed by middle age risk takers age 31-40.

Suggestion: For KYT plus observations, select the crew be-tween the age range of 20-25 & 31-40.

2.Time of Injury: One hour before the tea and/or meal is the critical time zone for injury. Suggestions: Senior officer shall take their supervision rounds during such time slot (1 hour before tea & meals). They shall select such time slot for KYTplus observa-tions.

3.Months on board: The most of injury took placed after seafarer has completed 6 months on board. Suggestion: On the completion of 6 month on board for a crew, Senior officer to carry out a special safety training session and should plan more KYT plus observations till the completion of his/her contract.

4.Years in Company : After 6 years in the company (calendar year) almost no injury for an individual. This 6 year period fos-

ters an individual with the company’s “Safety Culture” to be-come “KLSM’s Safety Bearer”. 5.Injury per rank per crew: Rank of No.1 oiler is at high risk of Injury followed by AB.

Suggestion: No.1 oiler & AB should know about the facts of “Injury high risk Ranks” and ensure the PPE compliance at all times. More KYT plus observa-tions should be planned for them.

6.Body parts: There are maximum injuries on arm reported followed by Legs. The company now reviewing PPE matrix and trying to add more work-hazard-type specific PPE in Matrix. Suggestion: “ZERO tolerance order for Hand gloves” for Non-compliance and appropriate PPE as per type of work.

Overall Suggestions: 1. Senior officers shall choose the time “1 hour before tea & meals” for their supervision rounds and KYT plus observations. 2. A special safety training session for crew who completed 6 month onboard shall be carried out by senior officers. More KYT plus observations till the completion of his/her contract. 3. AB & No.1 oiler should know that they’re “Injury High risk Ranks” and ensure the PPE compliance at all times and more KYT plus observations should be planned for them. 4.“ZERO tolerance order for Hand gloves” for Non-compliance and appropriate PPE as per type of work.

We wish the staff “Safe ship & safe voyage”.

Risk factor Risk Value

1 Age of the seafarer 20-25 & 31-40

2 Time of TRC Accident 1 hour before tea and meals

3 Number of Months on board 6 months on board

4 Number of Years with the company 3 years & 15-20 years

5 Ranks AB & No.1 oiler

6 Body parts Arm & Leg

“Injury Impact Analysis 2011-2014 Review”

6m : normally crew with 9 month con-tract, complacency

3y: normally a time to promote 

Safety Improvements

Maximum injuries on

Arm

Environmental Issue

“K” LINE Environmental Group (KL-EMG) has introduced a new awarding scheme which is called “K” LINE Group Environmental Award. It is aimed at identifying and com-mending environment preservation efforts in every corner of “K” LINE group, in order to strive for “Sustainable Fu-ture”. The activities in the scope of this awarding system are as follows: ● Efforts to Marine Environment preservation ● Efforts to Reduction of Green House Gases, Preven-

tion of Atmospheric pollution ● Efforts to Biodiversity conservation ● In other activities for environmental protection Upon receiving the information, we disseminated it across the fleet, and received a valuable application from one of the LNG Carriers in our fleet, TANGGUH PALUNG. Some of you may remember that we intro-duced their unique and selfless activity of beach cleaning on the QSHE Bulletin vol.29. A group of officers and crew engaged themselves voluntarily in cleaning up the white sand beach on a resort island of Lembeh, Indone-sia, dedicating their free time, more than once. To save the white sand beach with outstanding natural beauty was covered with litter was their direct motivation, but at the same time they tried to change the attitude of local people toward the environment conservation. It was a good display of their high environmental awareness, and we were pleased to have such opportunity to make their effort visible across the organization. Now, we are very proud to announce that the activity was recognised by the “K” LINE Group Environmental Award Evaluation Committee, and was presented with the “2015 Special Award”. On the 15th of June 2015, our president, Capt Toshikazu Saito, received the award, on behalf of the master of the vessel, from the president of “K” LINE, Mr Eizo Mura-kami.

This Environmental Award was introduced as a part of “K”LINE Environmental Vision 2050, whose objective is to minimize the environmental impacts generated through the group companies’ activity, and to contribute the sustainable future. The marine transport is the most environmental friendly mode comparing land, air and even rail transport. Also, over 99% of international cargoes is conveyed by ships. Ships can transport almost anything; grain, clothes, en-ergy resources, heavy machinery, you name it. That is to say, we have contributed for environmental pro-tection by supporting and promoting marine transport all those years. On the other hand, we are taking great responsibility on our shoulder, how we can pass the blue sea to the next generation while transporting even more cargoes in the course of population growth and expansion of global eco-nomic activity. In this connection, “K” LINE has set the Environmental Vision with slogan of “Securing Blue Seas for Tomorrow”. Firstly, they assessed the risks surrounding our industry: Air Pollution from marine and land transport: Genera-

tion of SOx, NOx, PM, etc. Global Warming: Emission of CO2, CFC, etc. Consumption of Energy Resources and Impact on

other natural resources (Mineral Resources, Water Re-sources, Forest Resources, Fishery Resources…)

Based on the assessment, “K” LINE set the goal for 2050 as follows: *Prevention of Marine Pollution and Protection of Ecosys-tem: To continue and maintain of “No serious Accidents” and to be the industry’s leader in protection of the eco-system *Energy Conservation Effort: To diversify energy re-sources (LNG, hydrogen, fuel cells and renewable en-ergy), and to encourage energy-efficient operations *Against Global Warming: Reducing CO2 emissions by half *Prevention of Air Pollution: Zero emissions In near future, you may witness the “K” LINE’s Environ-mental Flagships with solar panels and full of environ-mental friendly technologies (it’s a shame for us that they will be PCC carriers). You may find these goals are quite ambitious and not easy to achieve. However, without imagining to hit the summit, you cannot climb a mountain. And, without showing our attitude toward environmental protection we cannot make others follow us. Remember the activity by Tangguh Palung staff. Their noble action inspired the local people and some of them have succeeded the task. Shall we take the first step together for "Securing Blue Seas for Tomorrow"?

“K”LINE Environmental Award and Vision 2050

Introduction of Best Practices Reported Volume 31 11 30th June, 2015

3. LIGHT AND SMOKE SIGNAL Light and smoke signal – quick release arrangement. The line from life ring to smoke signal hanging free – there is no provision to secure on safe way yet to be ready for immediate use in emergency.

1. PROTECTIVE GUARD ON BUNKER MANIFOLD

The line will easily entangle with construction around arrangement, driven by strong wind and may prevent deployment in an emergency.

Plastic tube provided for easy and neat stowing excess of the line, yet ready for emergency use any time.

During bunkering in event of any oil leak from the flange chances of oil spray and oil falling on the deck plate.

If a guard is placed on the flange, in event of any leakage from flange oil will not spray and get contained in manifold drip tray.

<Editorial desk comment> The protective guard shall be removed to check for oil leakage at the periodical check (every 30 min).

5. STENCILS FOR LADDER LOCATION In the engine room at the bottom platform ladders are provided to go to the tank top. All the ladders are covered by floor plates and it is difficult to locate the ladder at first instance. It would save valuable time and efforts while locating the ladder specially for new person in the engine room . Therefor vessel has made stencils on the floor plate with" LADDER" symbol for easy identification of the floor plate below which the ladder is located .

4. TO PREVENT DETERIORATION OF HMSR MOORING ROPE

Mooring winch drum covered with canvas and rope coiled.

2. A FIRE HOSE BOX It was observed, the fire hose box getting damaged due to the weight of the hose. The fiber surrounding the hose holding rod getting damaged & the rod giving way, as the holding rod is only secured to the fiber body.

The holding rod secured to the center of flat bar ,as additional support.

The flat bar secured to the bolts, used for securing hose box.

The flat bar secured to the securing point of the hose box.

The Best Practice No.2 is contribution from Mr Shishir

Patange, C/O on MT SETAGAWA.

The Best Practice No.5 is contribution from Mr Ajinkya Dhamale, Wiper on MV SENTOSA RIVER.

The Best Practice No.4 is contribution from Mr Cabael

Carmelo, Bosun on MV GRACE RIVER.

The Best Practice No.1 is contribution from Mr Alberto

Garcia, No.1 Oiler on MT SETAGAWA.

It is usually found that the rope is di-rectly wound on the drum. The winch drum had rusted sections which were transferred to the rope. To prevent the rope from deteriorat-ing by the rust the winch drum was chipped, primered/pained, and finally a canvas cover was put on the drum be-fore coiling the rope.

The Best Practice No.3 is contribution from Mr MB Amalil Aziz, 3/O on MV TANGGUH PALUNG.

SEA BREEZE - contribution from our seafarers

We Are The Seabourne We are the people who play with storms, fight with wind and live in unlimited seas….. Away from our parents, relations and our would be wife; doing hardwork and aspiring our dreams to come true. Having no fear , we are the explorers doing adventures in daily life. We are the men of what people call ‘merchant navy’. But we call it LIFE….

My dream is my signature There are lives without dreams. But sometimes a dream is the only reason for living. Each one of us has a dream in the heart. Never give up on your dreams. Fight for your dreams. Live in your dreams…..

The poem is written by Mr Anil S. Bilurkar, AB of MV LIONS GATE BRIDGE.

The poem is written by Mr Shilu Varghese, AB of MV LIONS GATE BRIDGE.

Our story may be similar or even worthless comparing others who saved hundreds of miserable souls from the fury of mighty ocean, so I find it extraneous to recapitulate our short but most expeditious voyage to date. But as our efforts came to ears of new acquaintances, it appeared essential that good deeds should be shared and never left untold. Saving life at sea is something that my crew can extremely be proud of and may also inspire those who wish to sail the high seas for leisure or work. In Southern Red Sea, on the 29th of March 2015, our ship was laden with Phosphoric Acid from Morocco bound for Pakistan, with complement of twenty-four and addi-tional three security personnel she was on schedule to join Indian Naval convoy in the next morning to cross IRTC in Gulf of Aden. At 11:10 my attention was called in bridge port wing and obliged to check the target, apparently it was a floating object with three persons waiving desper-ately. Visibility was good but at estimated distance of two miles with high waves and strong winds it was not easy to

see them as they submerge in the water almost every ten to fifteen seconds. All hands alarmed, broadcasted to all ships an approximate Man Overboard position, and called nearest MRCC. Risk assessment ran through question and answer which my bridge team responded perfectly. Using life-boat to recover MOB will be very dangerous and options are to wait for other vessels that are equipped to conduct rescue in all sea conditions or to approach them close enough to send rescue lines. Considering rough seas, the last option is the hardest and dangerous to carry out. 11:20 our ship’s heading reversed while continued broadcasting to all stations. An US-coalition warship ac-knowledged our call and confirmed she is proceeding to MOB position. The nearest MRCC cannot be contacted, some ships returned call but none were able to assist and some became nuisances and irrelevant.

(Continues to next page…)

SAVE THE LIFE! - GENUINE VENUS’S RESCUE OPERATION AT SWELLING RED SEA-

SEA BREEZE - contribution from our seafarers

(Continued from page 12) At 11:30 after confirmation of engine’s readiness to manoeuvre I took a brief check of ship’s preparedness to stop in pirates infested area. Engine was prepared quickly, from wheelhouse down to main deck my crew were assembled and all gears with own PPE, they move synchronously as if this is a routine job and have been in this situation many times before, our security team mus-tered on the bridge, remained alert and ready for their primary duties, everyone knew what they were doing and I can’t see any reason to abort. I took company’s emer-gency contact list and informed Company’s DPA that I deviated ship’s course to render assistance to a capsized fishing boat. Our operations manager Capt Hideaki Ni-shio was very supportive and immediately sent helpful guidelines right after confirmation of our ship’s situation. As we keep our sight to the sunken boat, it was ap-palling to watch how menacing waves repeatedly plunged them into the water. They clung to empty con-tainers and tried to be as close as possible to their flipped over boat. I wanted to give them a lee to lessen their bur-den but the sea was difficult with strong current and high waves. It wasn't even easy shaping up a safe approach to bring them close to our ship’s side. It was indeed heart-breaking to watch them drown before our eyes, only thirty minutes from their detection and one was lost to sea already, hampered by merciless waves the two may lose their grips in any minute. I find it inhumane to wait until they are all drowned, I assessed they cannot survive if we will wait for arrival of coalition warship so I decided to try a rescue operation as safe as we can before they are all lost to sea. I ordered my crew to stand by for picking-up man overboard on starboard side and in the next minutes I witnessed the best seamanship I have ever seen in my seafaring life, displayed by my own crew. From my conning position I silently watched their exemplary actions, from the time I ordered to prepare re-covery of MOB, everything went perfectly easy against unfavourable seas, all I did was very few engine and helm orders, kept the MOB in sight then counted down the dis-tance off my mark at 300m, 200m, 100m, unfortunately only one man remained afloat, one failed to resurface af-ter a large wave crashed on them again. Roughly our ship’s width off, my strongest crew was able to send a heaving line to MOB, then at about 20m a set of lifebuoys followed. It was 12:06 or twenty-six minutes from the time I decided to rescue, my crew had successfully brought one survivor safely on board our ship. He was later identi-fied as a 22 year old fisherman from Al-Hassab-Hais, Yemen. Sun burned and bruised all over his unclothed body, shocked and grieving for his lost comrades, but knew now he was safe from dangerous waves that almost claimed his own life should we came a little late. Undoubtedly, God has his own way of saving one’s life, without his interventions I knew we would not be able to get this man that fast and easy amidst the weather and

tempestuous sea. At 12:50 the USS New York arrived on scene and updated with the situation, one male survivor recovered but two were missing. They deployed rescue boat and checked the stricken boat, but the sea was very rough and not much can be done to see if someone was trapped underneath. They also deployed a helicopter to carry out search and rescue for missing persons but two hours of search did not result a body. We requested for medical advice and asked if they will take the survivor from our vessel, they gave prescriptions but found it unnecessary to take the survivor as he was no longer in imminent danger and

the sea condition is very dangerous for transfer opera-tion. At 14:50 SAR operation ceased without any success and our vessel was released to re-sume her voyage.

Our most dedicated crew, supportive company and good management team have just successfully dealt with one of the most important challenge at sea, saving a life in distress. We then realized that it wasn’t that hard to conduct a rescue at sea. But, transfer of survivor back to a safe port is one more challenging, different and a life-learning story. With the conflicts occurring in his country being attacked by sea, land and air, it was not safe for our vessel to enter his country’s territorial waters, then it became more diffi-cult to arrange the survivor's return to his country. One of my crew asked, if given the same situation, would I proceed to rescue again? I still felt that it was not me who saved his life and said I would never wish to see anybody to be in that same helpless situation again.

I salute the crew of Genuine Venus, it was only my fourth day on board with them when this incident hap-pened but they won my ad-miration for their unparal-leled dedication and exem-plary conduct of a seaman. Next to God, it is them who deserve the credit for saving life of one Yemeni fisher-man. I wish to convey my gratitude to everyone who shared their benevolent support in our pursuit to accomplish our duty to save life at sea. Contributed by Capt Joseph Barrios Campita, The Master of M/V “Genuine Venus”

SAVE THE LIFE! - GENUINE VENUS’S RESCUE OPERATION AT SWELLING RED SEA-

What’s New in Our Fleet?

Recently, one of our managed vessels encountered sud-den drop of suction pressure of main cooling sea water pumps to negative thereby difficult to run Main Cooling Sea Water (MCSW) pumps. On the 12th of June 2015 after departure from Ulsan port, vessel’s No.1 MCSW Pump and No.2 Cargo cooling sea water pumps were running and No.1 LT cooler was in use. At RFA (Full Ahead), ship staff started No. 2 MCSW pump and put No.2 LT cooler in use. (Normally two MCSW pumps and two LT coolers are in use at Full Ahead to maintain LT temperature). As soon as No. 2 MCSW pump started following things happened--- * No.1 MCSW pump discharge pressure reduced from 2.4 to 0.9 bar, suction pressure reduced from +0.6 to -0.6 bar. Ship Staff stopped No .2 MCSW pump and isolated No.2 LT cooler also. Still the No.1 MCSW pump suction & dis-charge pressure did not increase. At this condition all other Engine Room pumps suction pressure was showing +0.4~ +0.6 bar. Except MCSW Pumps No.1, 2 & 3 suction pressure was -0.6 bar. * No.2 MCSW Pump started individually, found discharge ~0.9bar, suction -0.6 bar. * No.3 MCSW Pump started individually, found discharge ~0.9bar, suction -0.6 bar. Inspection Carried Out: Ship Staff opened both the sea chest filters and found clean (did not found any abnormali-ties). Action Taken: For maintaining LT cooling water tempera-ture, Ship Staff connected fire line to No.2 LT cooler Sea water inlet line and started No.2 LT Cooler along with No.1 MCSW pump supplying to No.1 LT Cooler. At this condition the LT temperature was maintaining (found this condition suitable to run the M/E without any problem as a part of temporary measures). Vessel reached next port Kwangyang Anchorage (on the13th of June 2015, awaiting for pilot). Investigation: Investigation carried out at anchorage to find out the reason why suction pressure was going nega-tive. Ship Staff tried all permutations of running different pumps in combination and finally concluded that there is some problem between No.1 Cargo Cooling Sea Water Pump suction and Main Cooling Sea Water suction line. Suspected “rubber lining” of the sea chest manifold line

may be damaged near area of MCSW and No.1 CCSW suction line, which may be shifting according to the water flow quantity. Temporary action and measures: Vessel continuously ran No.1 & 2 CCSW pumps for creating more flow to-wards CCSW pump side and kept No.1 MCSW pump run-ning with suction +0.6 bar and discharge pressure 2.2 bar (supplying to No.1 LT cooler) and fire line was supplying to No.2 LT cooler (with fire hose connection). This tempo-rary action was taken to maintain machinery operating temperature (LT) until safe anchorage for further inspec-tion. Investigation after Departure from Kwangyang: After departure from port and reaching safe anchorage area ( prior permission from office and port authorities ), Ship Staff carried out further inspection of the sea chest mani-fold line by isolating both the sea chest, closing all pump suctions , thereby draining sea chest main sea water line and running one LT cooler using emergency fire pump. Result of Investigation and preventive measures taken: During inspection Ship Staff found large quantity of sea chest manifold inside coating was peeled off, entered and choking the suction lines of the following pumps: 1) No.1 cargo cooling sea water pump suction line. 2) No.2 cargo cooling sea water pump suction line. 3) MCSW pumps suction line. Ship staff removed the peeled off/damaged lining (hard & plastic type material) parts as much as possible. Almost from high sea chest (S) inboard valve to up to 3 metres towards port side, the inside lining of the sea chest mani-fold has been removed. Rest found intact. After this, Ship staff boxed back everything & tried out all pumps in En-gine Room found normal working pressure. Also two MCSW pumps were running (normal sea condition) with normal parameters. The on time detection of the sea water manifold lining damage and removal of damaged lining by the ship staff has prevented further major damage which would have caused serious impact on the sea water cooling system.

Accident Prevention — Ship’s staff successfully detected the Problem with MCSW Pump Suction

Line and No.1 CCSW Suction Line —

High Sea Chest Filter Valve (S)

Sea Chest Manifold Pipe connecting between High & Low Sea Chest

MCSW Pumps Suction Line (main line going to all 3 MCSW Pumps)

IG Scrubber Pump Suction Line

#1 CCSW Pump Suction Line

#2 CCSW Pump Suction Line

Q.S.H.E. Events & Exercise

The KLSM 10th Crew Seminar in Manila, Philippines was held on the 21st & 22nd of April, 2015 in “K”LINE Building mini-auditorium. The attendees of this seminar were from Container, Chemical and LPG Pool. The event began with the usual registration of participants. Welcome address was delivered by the President of VENTIS Maritime Corp, Mr. Monchu Garcia, and an opening speech was given by the President of KLSM, Capt Toshikazu Saito. Presentations focused on object of educating, creating awareness, train-ing, and discussing crew concerns were presented in inter-active manner. The participation from the attendees in the interactive sessions showed the high interest level amongst our seafarers pre-sent. The lively interaction filled the room and much of its objectives were success-fully met. The two day event filled many gaps on many aspects of seafaring career of Filipino KLSM seafarers from learning regulatory compliance, awareness on environment, media handling, current trends on safety and health and

the case study of accidents in the fleet, etc., Capt Hiroto Nakazono (Chief Representative KLSM Ma-nila) ended this two day educational seminar with his closing speech and thanked all present for their active participation. The Seminar ended with a gala dinner attended by dele-gates, officers and VENTIS staff. The venue of the dinner was at the “La Fiesta” Restaurant where sumptuous food was served.

10th “KLSM CREW SEMINAT” at MANILA the 21st and 22nd of April 2015

The annual major emergency response exercise with “K” LINE was carried out on the 22nd of May 2015. The most conspicuous change from the previous exercises was that the assumption of accident was set in Singapore Strait, outside of Japan Waters for the first time. On this as-sumption, KLSM Singapore was also involved in the exer-cise through the video meeting system. Although our KLQSMS mentions the inter-office co-operation at the time of an accident (of tankers/gas carriers in Singapore area and of containers in coastal Japan), it was the first ever attempt to test such co-operation scheme. The scenario of the exercise was that a VLCC, while transit-

ing the ever congested Singapore Strait with restricted visibility of about 2 NM, collided with a container vessel, re-sulted in leakage of FO from the VLCC. Upon receiving the initial call from the master, KLSM Emergency Response

Team was immediately summoned, and then the video com-munication channels between Tokyo and Singapore, as well as between the ship’s master (thank for VSAT system!) and Tokyo office, were opened within a few minutes. With close communication with both the vessel and Singa-pore Office, each personnel in ERT played their role effi-ciently; picked up information from other parties, checking documents such as GA and Charts, summing the informa-tion gathered, etc. After the hectic hours of emergency re-sponse, the president, Capt Saito was called for the mock-press conference in which he answered all questions from (mock) media people sincerely, yet successfully evading harsh reaction from them. The exercise was a very good review for our emergency procedures reflecting the latest communication technology to make it even more realistic.

Joint Major Exercise with “K” LINE on the 22nd of May

As a step towards continual improvement , on the 13th of April 2015, a training session on Media Handling was con-ducted at the KLSM Singapore office by Mr. Edward Ion from Helix Media. The training was attended by all the KLSM Staff members and focused on the various aspects of media handling during a crisis situation. Some of the topics covered were:

The role of social media in a crisis. Effect of delayed or no media statement in a crisis. The standard and most suitable responses to media in a crisis. Preparing a media statement after a crisis. Handling of difficult and aggressive reporters. Precautions when divulging information to media. How public opinion is influenced by media .

Some of the important Do’s and Don’ts highlighted during the training were:

DO Work with the designated media consultants in a crisis. Prepare messages conveying sympathy. Have all information available at hand before talking to media. Stick to the facts.

DON’T Say “No Comment” Speculate or discuss the cause Estimate costs Divulge names of casualties. Give statements which impact litigation.

All the attendees were handed over a Priority Do’s and Don’ts card by Helix Media as a guidance. The training session has helped us further enhance our Emergency preparedness in KLSM and make the staff more aware of media impact in a crisis situation and procedures on interacting with the media.

MEDIA HANDLING TRAINING AT KLSM SINGAPORE