2Q-2016

Quality, Safety,

Health & Environment

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

Inside This Issue

EDITOR: Ms Masako TSURUTA

“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 Mr Tsukasa Hasegawa, Director of KLSM Tokyo Dear Colleagues and Fellow Seafarers, How are you getting along? I am glad to greet you here, and taking this opportunity to express my gratitude for your cooperation and sup-port for the safe operations. As for me, I guess you don’t know me well, so I would like to intro-duce myself briefly. I originally worked as a Ship’s Engineer and have experience on Diesel ships including DFDE, and on Steam Turbine ships, includ-ing a state-owned Nuclear-powered project ship, as an Engineer and Chief Engineer. Then I joined KLSM Tokyo in September 2012, and was assigned as Group Leader of TSG which manages VLCCs and LPG carri-ers, and at the end of this June, I was assigned as Group Leader of LNG Group and took over the duty of supervising LNG carriers from Mr Iwaki, who is now General Manager. Since I joined KLSM, I feel the awareness and recognition to safety and to the environment in our organization has been im-proving, thanks for your efforts. In fact, the total number of acci-dents has been reducing while “Zero Observations” from SIRE inspections increasing. Also as to Shell Time Charter Rating, KLSM was placed in the 1st quartile in 2016. We are proud of these achievements that we have reached in collaboration with you, and we hope that you keep providing the best service to our customers with no accidents. Of course, it is not easy to completely avoid accidents, as some of them are quite unforeseeable, like natural disasters Japan suf-fered this year, such as earthquakes and typhoons accompanied by heavy rain. Nevertheless, I believe we can achieve the compa-ny’s mission of “Zero Accidents” through minimizing them with your cooperation and support and I’d appreciate if you do your bit. Now, from a ship’s engineer’s point of view, in order to minimize trouble: “What can we do? What must we do?” As you know well, we should have good maintenance periodical-ly, good monitoring, good operation and well-planned docking as per PMS and SMS. Though it’s quite simple and easy to say, we know how hard to perform that way. However, I ask you to keep going with interest in continuing your training in engineering and engine plant issues for the sake of yourself and your family during your time on board. Then, please enjoy yourself with your family, friends, and your colleagues after disembarking the ship. To transport cargo is to contribute to people and their life in the world. In this respect you may be proud of playing a positive part in the global community. Lastly I would like to say, please remember your family needs you. Your family, friends and colleagues are waiting for your safe return. Thus, you always have to think safety first and to achieve zero accidents. “Safety first” has priority to all other things and brings you good fortune. Thank you, and Wishing you Safe Voyages,

Mr Tsukasa Hasegawa Director, KLSM Tokyo

2Q-2016 30th September, 2016 1

Dear Colleagues on board and ashore, 2016 was an Olympic year. Some of you have probably watched and applauded the fine achieve-ments of your compatriots and of the top athletes. The Olympians show us how far the human ability can reach, while the Paralympians tell us how strong one can be. When you feel you are trapped in a dead end, there is always a way out. Stop weeping and look around yourself for it. If you’re knocked down, you have a chance to get up with more strength. Don’t indulge in too much self-pity. That’s the message they send to us, and, I think it is the meaning of “resilience”, which we hear so often today. You can never be happy when you stop making effort. Bon Voyage!

2 Quality, Safety, Health & Environment Bulletin

Safety Achievements : KLSM AWARDS

INJURY FREE MILEAGE - as of the 30th of June, 2016 <Oil & Gas Carrier Fleet>

Name of vessel Last Injury Till the

date Injury free period/Mileage

Injury free days/ mileage

1 VIKING RIVER 09-Jun-11 30-Jun-16 5 years, 0 months, 21 days  1848 

2 SENTOSA RIVER 06-Jul-11 30-Jun-16 4 years, 11 months, 24 days  1821 

3 TANGGUH JAYA 27-Oct-11 30-Jun-16 4 years, 8 months, 3 days  1708 

Awarded to “Sign Board of the Fire Extinguisher Location” contributed by Mr John R.G. Ollanas the 3rd officer(left) & Mr Laurennce R. Abordaje, the OS (right) of “HANGZHOU BAY BRIDGE”

Best-Best Practice Award (Vol.35)

Vessel Performance Award (1st January to 30th June, 2016)

Awarded to : M.T. NORDIC RIVER Awarded to : M.V. HANGZHOU BAY BRIDGE

Runner-ups:

2 TANGGUH FOJA 3 SUMMIT RIVER 4 AL RAYYAN 5 SENTOSA RIVER

Plaque design con-tributed by our tal-ented designer Capt Higashijima (Mumbai Office).

Runner-ups:

2 HAMBURG BRIDGE 3 HELSINKI BRIDGE 4 HONOLULU BRIDGE 5 SWAN RIVER BRIDGE

The new prize we chose for the award

is a mobile pouch with a carabiner! Why don’t you achieve it and carry your smartphone or passport hanging at your side?

KLSM new award prize

Team “VIKING RIVER” has made it!!! Injury-free for over 5 years !!! It’s due to the excellent safety management and application collectively by all officers and crew who have been onboard in the past 5 years. Bravo!

K-LINE SR Award ( 1st October to 31st December, 2015 )

The Near Miss reports contributed by following friends of ours were chosen for “IMPORTANT award” at “K”LINE 53rd SR committee! The original “K” goods for the prize look very nice! ★“Improper lashing rods arrangement” by Mr Hideto Hatanaka. ★“Lifeboat stopped before touching the water” by Mr Gaku Kishi ★“Cyl oil inlet of ME cylinder lubricator, partially shut by mop handle” by Mr Kamal Kaliyappan & Mr Ashutosh Kumar. ★“Steam blow ME scavenging drain line” by Mr Jatin Rustagi & Mr Barun Gupta.

3 2Q-2016 30th September, 2016

SENTOSA RIVER also achieved this wonderful result in the Shell Inspection carried out at Qingdao on the 25th of June.

SINGAPORE RIVER did it very well in the Petronas In-spection on the 27th of June, at Port Dixon.

Mr Ogawara, Director and Capt Tanetani, CMSI, praised ISUZUGAWA‘s great performance in Idemitsu Inspection on the 12th of July at Yokkaichi.

Thank you the crew members of NAGARAGAWA for conveying us happy news of ZERO at Idemitsu inspec-tion on the 27th of July at Shimotsu.

GENUINE HERCULES’ by Chevron on the 4th of June at the port of Jorf Lasfar, Moroc-co was the very first Zero Ob-servations award among Chemical tankers! Capt Iguchi visited and awarded this excel-lent achievement.

Congratulations TAMAGAWA for the result of IMT in-spection on the 24th of April at Yosu.

“Zero Observations” Awards Update (Vetting Inspection) GRACE RIVER who won 4 times of Zero Observations award in the last year made it the first one this year! In the SHELL vetting carried out at Kashima on the 20th of April.

GENUINE HERCULES

Near-Miss Reports

4 Quality, Safety, Health & Environmental Bulletin

Failure of Communication

Outline of the incident: A crew was in the tank and an-other crew acting as a linkman was on the top of the tank. The crew inside the tank called the linkman by a portable radio, however no response came from the linkman. What was the problem? The linkman was trying to re-spond the crew inside the tank, but the radio inside could not receive the signal. Corrective action: Prior to starting any job, carry out a test and make sure the portable radio condition is in good order.

Being in hazardous Area may cause an Accident

Outline of the incident: During lowering the starboard side lifeboat, a crew was standing near the swinging area of securing cable for the lifeboat. What was the problem? The team leader did not inform the crew in charge of lowering lifeboat to clear the area or keep people away when the lifeboat is being released. Corrective action: All instruction manuals on board read, the maker’s pre-cautionary measures during the operation of the particular equipment understood. Contin-ue learning of safety onboard.

Outline of the incident: During weekly inspec-tion, port side lifeboat was found very hard to turn rudder. What was the problem? Age, natural detritions and paint & rust caused the rud-der stock not to move freely in the bearing. Corrective action: Lifeboat steering to be tested weekly during inspection rounds. Any difficulty in carrying out tests to be reported.

<Above pictures show rudder stock assembly from inside of lifeboat, dismantled, cleaned and lubricated.>

Accident? caused by Hardness of Lifeboat Steering

Inadequate v/v Operation resulted in Water Level to drop below Hyper Mist Suction.

Outline of the incident: Cascade water tank low level alarm was indicated. The duty Engineer tried to fill the cascade tank with distilled water, then mistakenly opened the valve(FR320VE) causing the water from FW tank to move to distilled water tank. Finally, FW tank be-come almost empty. What was the problem? The Engineer didn’t confirm with C/E if the valve opened was correct. Corrective action: Any difficulty is found or unsure about the actions to be taken, always ask assistance to senior officer to avoid any undesirable results.

Nearly injured by Broken Halogen Lamp

Outline of the incident: Replacing the broken halogen lamp, the still hot bulb was resulted in burn dam-age to the gloves. What was the problem? The con-cerned person did not check if the lamp was still hot, he touched it not expecting that it could burn his gloves. Had he not worn gloves it’d result in burn injury. Corrective action: Make sure that Halogen lamps are no longer hot when replacing them, or use heat resistant gloves and a face shield etc. as PPE.

Overloaded or burnt? by Plastic Covering

Outline of the incident: Drops of condensate water on No.2 ballast pump motor from one condensate return valve was found. The motor was covered with plastic. What was the problem? It was forgotten to lock/isolate the starting switch to prevent accidental start-ing of the pump. Corrective action: Starting switch should be isolated and placard should be displayed as per KYT procedure. Discussed in the tool box meeting. Always think about consequences and do the job accordingly in safe manner.

Ballast pump No.2 motor covered with plas c.

Star ng switch posi on: Normal There is NO PLACARD(KYT)

Insufficient Draining and LO Overflow

Outline of the incident: A maintenance for M/E LO back wash filter: replacing elements was carried out. Af-ter inlet and outlet valves closed, opened air vent valve and drain valve. Then confirmed no more pressure in-side of chamber on pressure gauges and started to open the cover of back wash filter. All nuts of top cover made a little loosen and confirmed no oil overflowing. LO over-flowed from back wash chamber. What was the problem? Draining was not sufficient. Even if confirmed no pressure, there are still oil re-mained in the top of cover. Corrective action: More time should be taken to drain off the oil. Open the air vent valve then dis-charge oil drain and con-firmed no oil remains. Discussed in tool box meeting.

Cover shape No pressure but there are s ll remaining oil

No Pressure

Rudder stock was found not turning easily

Wear and tear with dirt and rust accumula on in the areas caused the rudder stock to not turn freely in the bearing. 

Dirt and rust accumulated in the gap.

Had he not worn co on gloves, his finger might have been injured, though co on gloves were not proper PPE.

Near-Miss Reports

Outline of the incident: During bunkering operation, Engineer in-charge ordered a duty oiler to slowly open the HFO bunker flowmeter by-pass valve to regulate the pressure. What was the problem? The crew wrongly opened the M/E FO inlet pressure by-pass valve which is near sup-posing it to be opened. Corrective action: Immediately, Engineer in-charge rushed to the valve location and secured the wrongly opened valve. The Engineer informed duty watch with proper valve to be opened. For safety reasons, if anyone is in doubt, he/she shouldn’t do not hesitate to approach and ask Senior Officers.

Fire Hazard by Clogged Laundry Dryer Filter

Outline of the incident: During drying clothes, it was observed that the dryer filter was clogged with dust.

What was the problem? Dryer unit produces very high static electricity which could ignite the dust caught by the filter. This should be checked and cleaned every time by whoever use it. Corrective action: Remind to check and clean the dryer unit filter at every use. Crew in charge for cleaning the laundry rooms are also advised to include the filter in cleaning.

Overlooking of Socket Spec. resulted in Electrical Spark

Outline of the incident: Abrupt electrical spark was ob-served by OS at the back of sound system (subwoofer) where the current convertor was located. The matter was immediately reported to the engineer in charge because of burnt smell. What was the problem? Upon investigation it was found out that 220V socket was taken off for personal use and being changed with lower voltage socket, disregarding of the socket specification the socket was returned. Corrective action: All crew are educated regarding the importance of voltage. This matter included in accommo-dation inspection checklist, daily monitoring of crew and proper sockets used at all times. Marking was indicated near plugs.

Potential Blackout by starting Bow Thruster Motor without Informing Duty Officer

Outline of the incident: During synchronizing the diesel generator for starting bow thruster motor with ACB closed, the load of the running generators suddenly in-creased wherein the newly run generator might cause an abnormal effect to D/G governor because of sudden in-crease of load and might result in blackout. Nothing hap-pened seriously to the machineries involved. What was the problem? The instruction given by the duty engineer to the duty crew was by-passed which might cause serious problem in future. Corrective action: The instruction to be posted at the bow thruster power switch located on the bridge console.

Lack of Attention led Leaking Oil from FO Purifier

Wrong Tools bring Machinery Damage

Outline of the incident: Metal rod was used to push clogged waste in running machinery which would dam-age the blades and motor of comminutor. What was the problem? Permanent damage of equipment if rod makes contact with cutting blades. Probable injury to person operating the machin-ery. Corrective action: Use soft tool (broom) to push food waste down in comminutor. Galley staff should be properly familiarized with galley equip-ment and proper training should be carried out for use of them.

×

○

Outline of the incident: During unmanned operation, the sludge tank high level alarm sounded. What was the problem? After changed of FO purifier, FO flowed into the sludge tank since the heavy liquid cir-culation line was a little opened. Before starting, it wasn’t ensured the valve had been closed. Corrective action: Make sure all valves are proper position before starting FO purifier even if easy operation or routine maintenance. Carry out KYT training.

To sludge tank

Heavy liquid circ valve

Pollution by Oil Flowing from Strainer of Stripper Pump

Outline of the incident: Opening the strainer of stripper pump for routine cleaning, remained oil flowed over from the strainer. What was the problem? Before opening the strainer, the inside pressure wasn’t checked by air cock. Corrective action: Confirm working procedure with crew and give the detailed instruction at the tool box meeting even for a routine work. KYT training should be carried out.

Mis-operation of Valve during Bunkering

5 30th September, 2016 2Q-2016

Healthy Living

Plumpness is a symbol of wealth and in some culture, directly means beauty. In fact, the Chinese character for “beauty (美)” indicates a fat sheep. If you would encounter a vessel which is manned with all plump seafarers, you might think “The owner of that ship may be very profitable and pay a generous wage to their seafarers!”, well, in the past. Today you’d rather think “The diet balance on the ship is not quite right, or maybe their work environment is too stressful. I’d better avoid to join that company!”, as the modern medicine casts a shadow on plumpness, or overweight, from a different angle. The obesity is, as many medical sources say, a main cause of many non-infectious disease, for instance, heart disease, type 2 diabetes, brain haemorrhage, arthropathy, lumbago, hypertension, you name it. In our organization, there have been reported several emergency disembarkations for medical reasons, and some of them were due to chronic diseases closely connected with obesity. Considering the matter seriously, CWG in Tokyo Office has been promoting a health campaign called “War on Obesity” since June 2016. The objective of this campaign is to introduce healthy lifestyle on board so that every crew member can work in good physical condition until their disembarkation and safe return to their family.

It targets all seafarers in KLSM fleet, and the goal is to keep one’s BMI within the “Healthy” range (19 to 24, see above table). People whose BMI is over 33 are strongly recommended to take a positive participation in the campaign, and the result of individuals effort is to be reported to the office through KLQSMS-Y-C-11 “Crew Health Log” monthly. In the office, the PIC monitor the change in one’s weight, and prizes to be given to those who reduced their weight effectively. Everybody knows that the key to be fit is the combination of balanced diet, regular exercise and keeping regular hours. However, it’s not so easy if you tackle such a task by yourself. So, this campaign will help you to get through it with your colleagues, or, more likely your comrades in the fight against obesity. The awarding scheme started in July, and some people were already commended for their

achievements in losing weight, the first prize in July was given to an Engineer who lost 6.4kg in a month! To lose weight momentarily is of course quite a result, however, it is more important to keep it for longer period, without rebound weight gain. Because, if you lose your weight through diet (or more radically through fasting), your body’s metabolism has been slowed down, and the gained weight afterwards are harder to get rid of. Therefore, you have to keep the healthier habit for a period of time. Again, it is desirable for you to have mates to go along the long path of healthy living together. On board a vessel, the way of exercise may be limited to: machine exercise in the ship’s gym, or manual training in your cabin, etc. When you get ashore, however, you’ll have a variety of activities to take part in with your friends. You’ll find the fine example from KLSM-SGP staff who took part in an Ekiden race on page 16, and below, a night running race participated by some CWG members in KLSM-TYO. We’re pleased to introduce you the pictures and comment from Capt Otsuda, Chief CWG:

“I beat Capt. O (you may know who) finally! As one of the results of my jogging for last six months, five company staff (including two ladies and Capt. O)

and myself joined the jogging competition “Tokyo Bay Area Night Run” on the 9th of September. The competition was held at Odaiba, one of the popular areas for sightseeing, using the jogging course there. I entered 10 km Run which started at 19:20 with more than 500 runners including guys wearing Masks, ladies wearing colorful lights and some serious runners like Capt. O and myself … Although I had terrible muscle ache after the competition, I didn’t see Capt. O’s back at all and won finally with a record time of 54 min 23 sec.” 

Burn the fat! — a health campaign

6 Quality, Safety, Health & Environment Bulletin

Various Activities in Office— how your ship’s performance is monitored

Safety Improvements 7 30th September, 2016 2Q-2016

A various reports have been submitted to shore offices from our managed vessels monthly, quarterly and occasionally. From those reports we pick up essential data, opinion and trend with-in our fleets. They are

vital for our organization to grasp each vessel’s and fleet condition, performance and achievements against our KPI targets. Maybe it’ll be good for our seafarers to know how this da-ta are processed, analyzed and reviewed at shore side. Annual Management Review (AMR)

AMR is held once a year in each DOC holding office, usually at the end of January. The aim of this meeting is to review the overall activity in the organization in the previous year, in order to set the new targets and action plan for the year. Each KPI is reviewed in detail, wheth-er it was achieved or any weakness was found. It is the most important meeting in order to have the PDCA (Plan-Do-Check-Act) cycle work. (ref. ISM Code 12)

Quarterly Management Review (QMR) As per indicated in the name, QMR is held quarterly, usually in April, July and October. It is to review the activities in the last 3 months. If there are any obstacles identified to achieve the yearly targets, the immediate action plan to amend the situation is to be decided. The typical KPIs reviewed include injury frequency, external inspection results, such as SIRE vetting, PSC inspec-tion and other mandatory audits; Masters’ review com-ments and suggestions, etc. As you know, the minutes of QMR and AMR are circu-lated across the organization including fleet vessels, in order to share the information about the latest situation.

Monthly Management Meeting This meeting is more likely to handle the matters in hand; such like upcoming issues, new rules & regula-tions which may affect the organization, the new tech-nology to be introduced, information sharing about the forthcoming events, any troubles which need discus-sion, etc. Thanks to today’s information technology, there’re hun-dreds of e-mail messages transmitted daily within the organization only. We need to find the way out from such a flood of information, by discussing face to face, once in a while.

Monthly Accident Analysis Meeting The aim of this meeting is to share the information about the accidents/defects took place in the previous month, and it is usually held just before the Monthly Management Meeting. In this meeting, Superintendent in charge of troubled vessel explain the detail of the inci-dent, and summoned members review whether the countermeasures taken by the concerned party were

appropriate or any other solution from higher level is required. Also, the lessons learnt from the incident are discussed and disseminated across the fleet, if neces-sary. During this meeting, we decide the accident cases to be introduced in the next QSHE bulletin.

Daily Meeting Departmental Heads, i.e. board members, group lead-ers and chief superintendents meet every morning be-fore commencing daily work. It is like a tool box meeting on board. They discuss the work schedule of the day, and check if there’re any pressing matters arisen, or any important matters which require the board approval.

ATSI Meeting ATSIs, who sail on board each vessel per year, know well about the needs of awareness training as a trend in our fleets. Thus, they meet at least once a year with the senior management, to relay their information and to help the management building up realistic and effective training plans.

Crewing Meeting Taking opportunity of officers seminar at each manning base, the crewing officers, manning agent representa-tive and management meet to discuss the various mat-ter regarding crewing. Seafarers welfare and training are some of the most important topics discussed there.

Weekly Tokyo-Mumbai Video Meeting Especially for tankers and gas carriers, it is important that the crew matrix of each vessel is meeting the char-terers requirements. Thus, the representative from Mumbai office and Tokyo office meet almost weekly through TV conference system to check and discuss the latest manning plan. Since MLC2006 has come into ef-fect, the manning plan which provides sufficient rest hours to each ship’s staff is requiring greater attention.

Crew Evaluation Meeting Promotion is always a matter not only for individuals, but also for the company. The efforts you made during the last assignment, your skill and training needs are minutely reviewed, in order to draw fair and effective career path plan matching to each individual.

Meetings are of course just a part of various office activi-ties, but the importance of meeting your colleagues in per-son and exchange views and opinions never decreases. Please find out how the office staff work to re-alize more safe and comfortable working environ-ment on board, as well as ashore.

- Shades of Nature - TANGGUH FOJA staff have contributed wonderful pic-tures which only people living on a ship can provide. Feel the awe to our mother nature . . .

Sea Breeze Quality, Safety, Health & Environment Bulletin 8

Your hands are complex pieces of engineering that combine strength and sensitivity with intricate dexterity. This short Article will come away with an awareness of the work place hazards associated with hand injuries and what precautions can be taken to lower the risk of acquiring a hand injury. There are 27 bones, 20 muscles and dozens of tendons and ligaments in the human hand. Add blood vessels and nerves to feed and control the moving parts, and you have one of the more intricate and important parts of your body. Controlled by more brain power than other body parts, your hands are involved in almost everything you do. Yet many things are done without any deliberate thought or anticipation of danger. Workplace injuries are generally not life-threatening but they can seriously impede your day-to-day activities. We’ll dis-cuss workplace hazards, resulting injuries and preventative actions as well as examine the more common hand injuries caused by repetitive strain. Because it is so well designed and useful, the hand is usual-ly where the action is, and the part of the body most likely to be injured. Onboard ship all hand and finger injuries are cuts or puncture wounds. One out of every 10 hand injuries re-sults from the improper use of hand tools and four out of ten occur in the handling of materials. Among the leading caus-es of hand and finger injuries are failure to follow proce-dures, using the wrong tool for the job, inattention, and fail-ure to wear personal protective equipment. Generally speaking most of the injuries, 51%, are caused by being struck by an object during handling, being struck by an object or a falling object. 9% are caused by being struck against a stationary object, while 8% are caused by being caught in, under or between an object. The remainder of injuries involves overexertion, rubs and abrasions, temperature extremes and vehicle accidents. Traumatic injuries, contact injuries and repetitive motion injuries are the most common types of hand injuries. Traumatic injuries can occur from the careless use of tools or machinery. Hands and fingers may get caught, pinched or crushed in chains, wheels, rollers, or gears. They may be punctured, torn or cut by spiked or jagged tools and edges that shear or chop. Safety precautions include using guards, shields, gloves or safety locks. Handle sharp objects with care and keep hands, jewelry and clothing away from any moving mechani-cal parts. Contact injuries can occur from contact with solvents, ac-ids, cleaning solutions, flammable liquids and other sub-stances that burn or injure tissue.

Safety precautions to minimize contact injuries include read-ing product labels and Material Safety Data Sheets, using the correct gloves or barrier cream, and washing your hands frequently. When tasks require repeated, rapid hand movements for long periods of time, repetitive motion injuries can occur. These injuries often disable the soft tissue and joints of the body. Examples of repetitive motion injuries include Tendini-tis, Tenosynovitis, “Tennis Elbow,” carpal tunnel syndrome and white finger. To avoid muscle strain in your hands, change your grip, hand position or motion. If possible, alternate tasks to give your hands a rest. Early symptoms of Repetitive Strain Injuries include: • Stiffness or pain in the wrist, hand or fingers • Numbness in the hand • Swelling in the wrist • Tingling or burning sensation in the wrist, hand or fingers • Weakness of grip By following basic safety rules, you can protect yourself from hand Injuries: • Avoid shortcuts • Stay alert and anticipate hazards • Follow safety rules and safe working procedures • Analyze each job before you do it • Wear the right gloves for the job • Practice good housekeeping In general, 25% of all workplace injuries happen to our hands and fingers. Hazards can be broken down into 4 categories. Mechanical Hazards include cutting surfaces, sharp points, pinch points, moving parts an vibrating equipment. Personal Hazards include jewelry, loose fitting clothing and improper or defective personal protective equipment. Contact Hazards are hot or cold surfaces, chemicals, sol-vents or liquids and electrical current. Housekeeping Hazards include the improper storage of equipment and materials and slippery conditions. You only have one pair of hands. By recognizing potential hazards and dangerous situations and following basic safety rules, you can keep your hands healthy and active for your lifetime. There are numerous websites that can provide more infor-mation on hand safety and diseases. Check them out, and remember to keep your hands safe. Think about the safekeeping of your hands - you only have one set, meant to last a lifetime.

(Contributed by Mr Santosh .H. Kattimani, Chief Engineer of ISUZUGAWA)

Hand Injuries — Keeping Your Hands Safe

Sea Breeze

Life is a mixture of experiences comprising lot of unfor-gettable events. We live that very moment, carrying all our experiences to share with. Out of all, living for others and serving the distressed is a rare opportunity. We on board TAMAGAWA are thankful to Almighty that we had one to share with a good conclusion. On 21st May, 2016, 0715 LT “TAMAGAWA” received dis-tress call on VHF from MSV “Shahe Al Bhukari” who was flooding and requested passing vessels to render assis-tance. TAMAGAWA responded to the call from “Shahe Al Bhukari”. Wind force at that time was Beaufort scale 7 and gusting to 8, with heavy swell. With no time delay, the Master, navigating officers, engineers and crew were summoned to their respective stations. MRCC Mumbai surveillance aircraft, on hearing our com-munication over the air, requested TAMAGAWA to up-date on the conversation. TAMAGAWA relayed infor-mation to MRCC regarding the distressed vessel. MRCC Mumbai requested us to render assistance and stay in vicinity of distressed vessel. On board TAMAGAWA all crew were briefed about the situation. The Master contacted KLSM Tokyo and ex-plained the situation. As always, without hesitation, Com-pany gave nod to go ahead to help the distressed and follow the orders of MRCC Mumbai. Vessel deviated from her original course to stay in vicinity of distressed vessel with the approval from MSI Capt Miyake from KLSM To-kyo. Vessel initiated communication with the distressed ves-sel and assured her that she will stay in her vicinity and provide assistance if situation arises. TAMAGAWA acted as a relaying station between distressed vessel and MRCC Mumbai as latter were unable to contact “Shahe Al Bhukari” directly. In the meantime Vessel made all ar-rangements in case to rescue injured persons. TAMAGAWA confirmed that “Shahe Al Bhukari” was complement of 10 members and was en route to Gujarat from Sharjah with no injured person on board. Meanwhile MRCC Mumbai communicated to the owners of “Shahe Al Bhukari” in India, regarding the rescuing of “Shahe Al Bhukari”. The owners confirmed MRCC that assistance was underway and will reach in about 4 hours to the loca-tion. TAMAGAWA asked the ill fated vessel if any assistance was required. “Shahe Al Bhukari” confirmed that they were able to cope up with the water ingress with availa-ble pumps, but will be forced to abandon the vessel in case any pump fails or situation deteriorates. They also confirmed that if assistance from the other vessel reach-es them in time, they can overcome the situation and can bring the flooding under control. TAMAGAWA initiated contact with the vessel which were en route to the distressed position for rescue/rendering assistance. They confirmed that they will reach the scene in about 2 hour’s time. TAMAGAWA, in the mean time was on continuous lookout for any un-wanted situation onboard “Shahe Al Bhukari”, and kept on relaying the same to MRCC. Meanwhile TAMAGAWA received mail from Salaya Boat Owners Association, requesting us to render assistance

until the other rescue vessels reaches the location. TAMAGAWA assured them to the best of her ability will render assistance as required until help arrives. Two vessels from the same company “Shahe Al Bhu-kari” reached the distress position, and started assisting the distressed vessel. Spare additional pumps were pro-vided to pump out water. TAMAGAWA monitored the assistance progress by main-taining communication with the rescue vessels. It took about an hour before situation came under control. Same information was relayed to MRCC Mumbai via VHF/ mail. Once MRCC Mumbai confirmed situation under control from Salaya Boat Owners Association, sent release mail to TAMAGAWA from rendering assistance. Thus our own vessel was released from operations for resuming our intended passage. Same message was sent to Company regarding the release of vessel by MRCC Mumbai. I, Master of TAMAGAWA thank my officers and crew on board who rendered support in this operation without hesitation and always grateful for the wonderful support from KLSM Tokyo who stood by me all the time. Our per-sonal experience suggests that, a minor help can change the course of lives. Humanity takes precedence over eve-rything. No matter what hurdles may come in, never stop helping the needed. Bon voyage…Have safe sailing…..May the Almighty bless us with safe waters to navigate.

(Contributed by Capt Sudiptya Bose,

Master of TAMAGAWA)

9 30th September, 2016 2Q-2016

Heeding the Call — How TAMAGAWA responded to a Distress call

Letter of Appreciation re-ceived from Indian Coast Guard

Introduction of Best Practices Reported Quality, Safety, Health & Environment Bulletin 10

3. MARKING OF SAFE LIFTING AREA FOR PROVISION CRANE

Contributor: Mr Idrus R. Baragbah, the 2nd officer of “TANGGUH PALUNG”

2. HOLSTER FOR TURNBUCKLE

Contributors: Mr Silava D. Prades, the Bosun (right) & Mr Ulit A. Mallari, No.1 Oiler (left) of “HELSINKI BRIDGE”

1. PAINTED WALKWAY UNDER FLAP FOR HIGH SUCTION

In pumproom, the crew working under the flap is able to be cautious for the accidental opening of the flap by placarding or marking of the area.

Contributor: Mr Austria Ronald, the Pumpman of “ISUZUGAWA”

When climbing the vertical ladder with lashing turnbuckle handle on hand, you have the risk to drop the tool or fall from the ladder. A holster for the turnbuckle handle on the waist belt sets your both hands free and enable you to keep a firm grip on the rungs.

Mmm unfirm.

Hands free!

The lifting and landing area for provision crane is clearly identified on deck in order to give the crew a clear idea.

This will help in avoiding accidents while using provi-sion crane and also help the new joiner crew to know where the usual working area for such operation.

Editorial Comment: It was a constructive corrective action to a near-miss. A fine display of PDCA cycle working.

2Q-2016 11 30th September, 2016

More Best Practices Reported 4. MARKING OF LEVEL GAUGE OF

HYDRAULIC OIL TANK

5. BOX FOR O2 RESUSCITATOR

6. ILLUSTRATIONAL PROCEDURES FOR HYDRAULIC VALVE OPERATION IN EMERGENCY

Editorial Comment: It’d be even better to laminate and keep them in convenient place, like CCR, for handy use .

Contributors: Mr Ishan Suri, the 2nd officer, Mr Ritchie Rodriques & Mr Ravi Tewari, the 3rd officers.

Contributor: Mr Ishan Suri,

2nd officer of “NAGARAGAWA”

Contributors: Mr Tudias J. L. Polon, the AB (Left) & Mr Galino R. Cepe (Right), the AB of “HELSINKI BRIDGE”

It prevents the damage from the rolling during the rough sea movement.

Marking of the level gauge with percentage(%) helps to mon-itor the level for any level drop. It’s also helpful to indicate the level when communicating with others.

50%

90%

10%

Hourly checklist to be recorded in % manner too, for the ease of the com-parison with the reading of previ-ous hour.

The operation procedures have been prepared for the emergency that valves need to be manually operated.

Environmental Issue

Several years have passed since IMO adopted “The In-ternational Convention for the Control and Management of Ships Ballast Water and Sediments, 2004 (BWM Con-vention)”, and eventually it was announced in September 2016 that the convention will enter into force on 8th Sep-tember 2017, 12 months after the ratification by Finland, which satisfies the condition of threshold. What is the aim of the convention? While ballast water is essential for ships to maintain safe operating conditions throughout a voyage, its exchange operations often result in carrying migrant marine species to distant area. Such transferred species may survive to establish a reproductive population in the host environ-ment, becoming invasive and a threat to native eco sys-tem. It has become a global concern as the expanding global economy depends on the seaborne transportation more and more in the last decades. To minimize such a serious impact on marine eco sys-tem, a global framework of agreement, thus, after several MEPC solutions, IMO adopted BWM Convention in 2004. At the time of adoption, the Secretary General of IMO stated that the new convention will represent a significant step towards protecting the marine environment for this and future generations. What is required? All ships constructed before the date of effectuation shall have a Ballast Water Treatment System (BWTS) installed at their first renewal survey associated with the Interna-tional Oil Pollution Prevention (IOPP) certificate after 8th September 2017. New building vessels, keel laid after

that date shall have a BWTS upon delivery. For the time being, until the installation of BWTS, vessels shall follow their ship-specific Ballast Water Management Plan thoroughly. Meanwhile, USCG applies their local rules to vessels op-erating within US waters, as per 33CFR151.2025 and 2050. The vessel shall either: Install USCG approved type BWTS (presently there’s none); Use only waters from US public water system; No ballast water exchange within 200miles from shore; Discharge water into onshore facility. The latest Technology: Although so far no type-approval has been issued by USCG, IMO already approved quite a few BWTS. Most of them use one of combination of following methods: Filtering Electrolyze UV- or Photo-catalyst Chemical Inert Gas Ozone Gas Flocculation Magnetic Separator Centrifugal Separator Every method has its strength and weakness, and selec-tion of the system and assessment shall be carried out carefully, taking ship-specific structure and its condition, ship’s service pattern, etc., into account.

Ballast Water Management Convention coming into force

12 Quality, Safety, Health & Environment Bulletin

KLSM’s Top 13 SIRE Ques ons for the repeated Observa ons up to 2nd QTR 2016

VIQ No.  Poten al Risk Level 

Ques on 

1 12.5 High

Is the general condition of service pipework satisfactory and is it free from significant corrosion and pitting and soft patches or other temporary repairs?

2 11.47  High Are switchboards free of significant earth faults?

3 4.1  High Is navigation equipment appropriate for the size of the vessel and in good order?

4 4.26 High

Was position fixing including the use of parallel indexing satisfactory throughout the previous voyage and the frequency of plotted fixes in accordance with the passage plan?

5 4.18 High

Has a system been established to ensure that all Charts, nautical publications (Paper and Electronic) and other publications are on board, current and maintained up to date and is it being implemented?

6 5.2  High Has the vessel adequate enclosed space entry procedures?

7 11.6 High

Are there documented procedures that address engine room entry requirements when operating in the UMS mode, and are the personnel on-board aware of these requirements?

8 12.13  High Are light fittings in gas-hazardous areas Ex 'd' rated and in good order?

9 5.59 High

Are the main deck, pump room, engine room and other fixed fire extinguishing systems, where fitted, in good order and are clear operating instructions posted?

10 8.79 LNG  Low Is the forward mast vent always operated in automatic mode?

11 8.25 OIL Low

Are the remote and local temperature and pressure sensors and gauges in good order and is there recorded evidence of regular testing?

12 5.15  Low Is regular training in the use of life-saving equipment being undertaken?

13 5.54 Low

Is a fire control plan exhibited within the accommodation, is a copy also available externally and is equipment correctly marked on it?

Notable Vetting Findings

Notable PSC and Vetting Findings

PSC INSPECTIONS

VETTINGS - SIRE

13 30th September, 2016 2Q-2016

PORT Category Description CODE

Guangzhou MARPOL Electrical box for oil level detect system of O.F.E (Oil Filtering Equipment) out of power 14104

Safety Insulation putty for cable penetration from corridor to E/R on upper deck not be fitted partially. 07103

Mangalore ISM Fixed gas detecting system defective. -

Safety Gangway net found not covering the enough length. -

Shanghai Others Gyro compass of the master gyro (118 degree) not consistent with the P/S gyro repeater (133 Degree) 10104

Nav Voyage plan(077E from Qingdao to Shanghai made on 1st May 2016) not included sailing direction NP 32 10127

Australia Safety Portable stanchions for temporary fencing in way of hatch openings and ship side on main deck work platform - socket slot on lower end of stanchions many found deformed.

-

Ningbo ISM Permit of entry not issued during enclosed space drill carried out on 26th Feb 2016 4118

Nav Passage plan not renewed after anchoring outside Ningbo port this voyage. 10127

Yantian MARPOL ORB record for bunkering not satisfactory. -

Hong Kong LSA One light with lifebuoy (p'side) unlit. Repaired immediately. -

TYPE MAJOR VIQ No. Observation in Detail

LNG

IDEMITSU 5 20 Some enclosed space entry permits for forward fuel oil transfer pump room did not specify name of the toxic gas moni-tored.

12 5 Spot hard rust was observed underside of hydraulic line for mooring winches head tank on the forward mast. BP 8 79 Forward mast vent automatic mode was inhibited condition at the time of inspection.

11 47 An earth fault of 2.0 mega-ohms was observed on the 440 V #1 feeder panel in cargo switch board room.

LPG

4 10

It was observed that the ship's heading of #1 gyro compass at the time of inspection was showing 236 degrees, while #2 gyro compass was showing 240 degrees. The #2 gyro compass was adjusted to the correct heading once the in-spector pointed it out.

SHELL 4 25

A review of ECDIS present passage used to cover the voyage route from Chiba to berth (Kashima, Japan) did not in-clude 'No go area' marks in ECDIS units.

6 23

It was observed that the save all fitted around air vent of emergency generator diesel oil tank located on 1st deck (port side) was not plugged. Immediately rectified once the inspector pointed it out.

12 5

It was observed that 'U' clamps, pipe supports and flanges of deck steam line inlet/outlets at least 10 locations were covered with hard rust / scale.

NH3 PETRONAS

5 54 The content inside fire control plan exhibited at port and starboard entrance of accommodation deck were found illegi-ble.

11 44

The quick closing valve for fuel system of emergency generator has not been set to a remote mode, therefore fuel can-not be closed from outside space concerned in th event of a fire.

VLCC

4 10

The VDR COC (Certificate of Compliance) certificate was not available on-board. The VDR annual performance test was carried out on 27th Nov 2015.

SHELL 5 11 The tool box and the 20 litres fresh water pail located inside the S’side Lifeboat were not secured. It was rectified during the inspection.

7 5

The fire door located at Port-side accommodation main deck entrance was not able to close and the self-locking mech-anism was also defective.

8 25

One local pressure gauge for discharging pressure of NO.2 Cargo Pump fitted at cargo pump turbine in engine room was not working correctly

11 47

Insulation gauge fitted on 100 V feeder panel in emergency generator room was out of order. The vessel sent the requi-sition in Nov. 2015. However, new gauge was not supplied yet.

5 15 The responsible medical officer was not fully familiar with the use of Oxygen Resuscitator in the hospital.

8 16

The cargo operation plan (discharging) for present port did not contain UKC (under keel clearance) limitations. There was no objective evidence that vessel was monitoring UKC during the cargo operations.

5 41

It was observed that illustrated operating instruction for "Operation instruction for recovery strop and pendant" of the lifeboats (Port & Starboard) were not posted in the vicinity of an emergency light.

IMT 4 18

he vessel had old edition of Bridge Procedure Guide (4th edition 2007). New edition (5th edition) of Bridge Procedure Guide was not on board the vessel.

5 54

Graphical symbols for shipboard fire control plan posted at accommodation area were not provided as per IMO Resolu-tion A 952 (23). The plan was printed by black colour.

IDEMITSU 5 21 It was observed that the communication system to provide links between the pump room and navigation bridge was not available.

CHEM BP 3 3 Enclosed space entry drill conducted 21st Mar 2016 and lifeboat drill 30th Mar 2016 in both cases several members of the crew including officers records of rest hours indicated them off duty at this time.

Quality, Safety, Health & Environment Bulletin 14

Q.S.H.E. Events & Exercises

2016’s first segment of Annual Seminar in India was held in Mum-bai’s posh Waterstones Hotel on 12th and 13th of July by KLSM with the motto of “Value for Next Century- Action for Future”. After customary introductions, welcome address and safety instructions, the opening speech was delivered by the KLSM President, Capt T. Saito. He was appreciative of the good work done by the Indian which has contributed to overall improvement in KPIs. First day session had an interesting presentation from Dr Santosh Bhatia on Basal Metabolic Index (BMI) and its significance to health. Then the delegates were addressed by Capt L.K.Panda, Nautical Advi-sor to Government of India and Capt M.C. Yadav, Director of FOS-MA regarding various aspect of Indian Shipping Industry and im-plementation of MLC 2006 in India. In Seminar various topics were covered on Re-

flective learning, case studies on ECDIS imple-mentation, Cargo related incidents. Engineers were engaged case study on Equipment failure, Ma-chinery incident investigation. 2nd day session in-cluded TTX with Media workshop, Injury prevention, Hazard identification, KYT. Company performance in TMSA audit and Vetting was discussed. Capt Rai and C/E Chanchan gave presentation on their valu-able experiences. Awards and certificates were pre-sented by the senior management to the delegates. The 16th Indian concluded on a successful note.

EKIDEN is a long-distance relay running race. In Singapore, around MARINA BAY SANDS, one EKIDEN event was held in June. The total distance of that race was 21km, and it was relayed by 3 people. So, it means each participant must run 7 km to the goal.

12 KLSM-SGP staff attended this event. That number of the participants is al-most all of MSI & TSI in KLSM-SGP. Now, KLSM-SGP staff are trying hard to improve health condi-tion. It is because we are considering the office staff also should be more strictly for keeping their health if we want to appeal an importance of health to the vessels. Recently, we published one circular which is promoted DIET on each vessel. It was just started on this June. We hope this effort become successful both on the vessels and in the office for keeping our health and our safety voyage.

EKIDEN in Singapore in June 2016

Mumbai Seminar on the 12th and 13th of July 2016

ISO14001 : 2015 training on the 8th, 9th, 23rd & 24th of August 2016

“K”LINE as Organization is granted a three-year transition period after the revision has been published to mi-grate their environmental management system to the new edition of the standard. “K”LINE arranged external training on understanding of new requirement and inter-nal auditor skill for their office staff of various ship management companies, con-ducted by DNV-GL. Some QCG members attended it in August representing KLSM. The training was excellent and with exercise which assisted for good under-standing of the revisions and extremely helpful for the implementation.