gws newsletter 1q2012

GWS NEWSLETTERSPRING 2012

A QUARTERLY NEWSLETTER FROM

GREEN WAVE SHIPPING PTE. LTD.

Dear Readers,

Welcome to the SPRING 2012 issue of Green Wave News Letter.

We trust that you will find the contents informative.

Please circulate the newsletter and discuss the articles there-in during your safety meetings onboard encouraging all staff to participate by providing us feedback.

Your contributions and suggestions are most welcome.

Gurcharan Sachdeva

BREAK OPEN A CHERRY TREE AND THERE ARE NO FLOWERS.

BUT THE SPRING BREEZE BRINGS FORTH MYRIAD BLOSSOMS

- IKKYU SOJUN

DID YOU KNOW?

SPRING IS THAT TIME OF THE YEAR, WHEN TOURISTS FLOCK TO JAPAN TO VIEW THE CHERRY TREES BLOSSOM.

THE CHERRY BLOSSOMS ARE REVERED HIGHLY IN CHINA AND JAPAN, BUT THEY HAVE DIFFERENT MEANINGS IN BOTH CULTURES.

CHINESE CHERRY BLOSSOMS ARE A SYMBOL OF POWER, FEMININE BEAUTY OR FEMALE DOMINANCE. IT REPRESENTS GREAT POWER AND LOVE.

JAPANESE CHERRY BLOSSOMS ARE ESTABLISHED AROUND SPIRITUAL BELIEFS. THE NATURE OF LIFE IS VERY SHORT LIVED AND IT IS CONSIDERED SENSIBLE NOT TO BE TOO CLOSELY CONNECTED TO ANYTHING AS IT WILL EVENTUALLY END. IN ANCIENT JAPANESE CULTURE THE WARRIORS CARRIED THESE

IN THIS ISSUE –

MESSAGE FROM THE PRESIDENT MR FUJIO SEKIGUCHI

GREENWAVE – MISSION AND VISION STATEMENT

STAFF PROFILE – CAPT MANOJ GAIROLA

SHIPSTAFF PROFILE – CH OFFICER YAMAGUCHI

ACCIDENTS AND INCIDENTS IN THE INDUSTRY

NEAR MISS SUMMARY – GWS VESSELS

PSC / VETTING INSPECTION SUMMARY

COMPANY CIRCULARS

REGULATORY UPDATE – WORK HOURS

MY SAY – STAFF OPINIONS

STAFF BIRTHDAYS THIS QUARTER

BACK TO BASICS – BY CAPT MONIRUZZIN KHAN

TECHNICAL MATTERS – CAPPUCCINO BUNKERS

CASE STUDY – ANCHORING IN HEAVY WEATHER

02

02

03

03

04

05

07

08

09

10

14

15

17

19

1




SYMBOLS BY THE HEART AS IN THE BUSHIDO CODE OF HONOUR AND LOYALTY.

GWS ORGANISATION CHART 20

COMPANY MISSION AND

VISION STATEMENT

Our vision is to be a leader in Quality Ship-management with market reputation for Zero accidents, Zero spills and an Environmentally friendly approach

Our Mission is to provide expertise in the fields of Ship management and Ship operations to our principal to enable them uphold their market dominance and reputation by focussing on -.

Safety - Our priority is to ensure all shipboard operations are carried out in a safe and efficient manner. Our target is Zero Spills, Zero Accidents and Zero Environmental damage.

Service – We maintain a team of dedicated staff and will constantly upgrade their technical capabilities to ensure excellent service to our principal.

Satisfaction – By open and honest communication with

MESSAGE FROM THE PRESIDENTMR FUJIO SEKIGUCHI, KOYO KAIUN CO. LTD. JAPAN

The last three years have been very trying for the Shipping Industry in general, and we have seen some established Industry players faltering and taking desperate measures..

At Koyo, we too have suffered, but, seem to have put the worst behind us. Our strength comes from the reliability of our operations and continued trust from partners in the Industry. None of this would be possible without the full support and dedication of our teams. I thank you all, for Operating our ships safely and would like you to continue this trend so we emerge even stronger than before.

As many of you may recall, August 2008 saw one of our ships fall hostage to Somali Pirates. Our teams worked around the clock to get vessel released in a record 49 days. During all this time, our focus was the well being of our Crew and their families back home. We took a bold decision at that time, not to send any of our ships back to the GoA area and I am pleased to say that despite the tough economical climate, we have remained committed to our Staff and have

2




all Industry stakeholders we aim to preserve our principal’s reputation and his assets

stayed out of GoA. At Koyo and GWS, Safety and Well-being of our sea faring community remains our Number One priority.

“TOGETHER, WE CAN DO IT”

OFFICE STAFF PROFILE - CAPT MANOJ GAIROLA

Capt Manoj Gairola, has recently joined the team at GWS as General

Manager (Shipping). He comes to us from Anglo Eastern where for the

previous five years he was engaged in building up the chemical tanker fleet

and in charge of the operations of a group of 24 Chemical , Oil/chemical

tanker fleet (SUS 316 L Type 2 and 3, MR oil/chemical) handling complex

range of Chemicals and oil products.

The understanding of maritime economics and transportation gained over

15 years at sea was further enhanced during this period due to

simultaneously managing complex multiple operations and individuals.

We welcome you, Capt Manoj to our team at GWS. CAPT MANOJ GAIROLA

MASTER MARINER, MICS, MBA

SHIP STAFF PROFILE – CH OFF YAMAGUCHI TAKASHI

Born & raised in Tokyo, the younger of the two sons, he did 3 years of high school and 5 years in University at Shimonoseki to get his Seaman License.

His first taste of sea came onboard Adoko, a customized 255 tonne Coral catcher with 9 crew compliment using robotics to cut corals from seabed & hand picking each piece using same techniques to avoid damages. After a stint on Ocean Tugs he worked for the next 2 years on Reefer vessels and joined Koyo Kaiun to embark on his new journey on Chemical Tankers.

He recollects the initial hiccups & incompatibility he faced to survive the requirements on a Chemical ship. He picked up the cords over the next five years & by end of 2005, became Chief Officer onboard Justine. 11 contracts later, he has merged as one of the finest Officers in terms of performance.

Young & loving the status of being Single, he belongs to the emerging generation of free thinkers of Japan .In his view, being a Chief Officer is

CH OFF YAMAGUCHI TAKASHI

3




very Stressful as your mind keeps worrying. Like many others, Mr. Yamaguchi also pointed shyly that he would have preferred less paper work. Yet, he loves the Ships & the call of the high seas.

4




Accidents / IncidentsNAVIGATION INCIDENTS

1) There were no Navigation Incidents reported during the quarter.

OTHER INCIDENTS

1) Alongside Chiba for discharging Palm Oil, Framo Engineer was conducting the performance test of cargo pumps when duty AB noted a minor oil leak on the hydraulic line. The drip was contained and collected till completion of cargo operations. The pipe was repaired after departure.

2) During routine under piston space inspection, Main Engine piston crown stud on one unit was found broken. This was renewed and all units checked.

3) Prior loading Acetone and MEG, attending Cargo Surveyor noted moisture on the ceiling inside cargo tanks. This had to be dried resulting in delay to vessels operations.

ACCIDENT/ INCIDENT/ INJURY RELATED INCIDENTS

1) Pumpman Espinosa suffered Phenol burns on neck and shoulder area during blowing through lines near manifold. He was not wearing full protection despite safety meeting conducted onboard the previous evening by attending training Superintendent. A total disregard for one’s own safety and lack of supervision from Senior Officers appear to be casual factors for this injury.

THE PHOTO ABOVE IS NOT FROM ANY SHIP, BUT A GENERIC PHOTO DOWNLOADED FROM THE WEB TO

SHOW THE SERIOUSNESS OF CHEMICAL BURNS. NONE OF US WANT THIS. DO WE?

5




FLEET SUMMARY OF NEAR MISS REPORTS FROM VESSELS:

The near-misses have kept on pouring in and this shows the continued commitment our ship-staff have towards safe operations onboard.

The most near misses were in the PPE category with our staff taking it easy with their own protection. This lack of attention is causing us concerns as we had one of our Engineer’s hurting his head during a fall on deck, and this quarter we had a pumpman suffering Phenol burns on his neck and shoulder. The questions we must ask ourselves and our colleagues everyday are – why are we behaving like this?

POTENTIAL FOR INJURY:

Galley and Mess room utensils and crockery etc not secured in rough weather x 2

Opening purifier peep hole when purifier desludges, causing sludge to spray out x 2

Not using proper PPE, during descaling in E/R, chipping on deck, work on manifold x 15

Fire door kept lashed in open position x 3 (repeated)

Standing within KEEP-CLEAR zone during mooring operations x 2

Inadequate check of lifting equipment / tools prior use in engine room x 3.

Slippage on deck wet during mooring operations / wet tiles inside accomm etc x 2.

Not replacing catwalk plates back in place after deck maintenance x 2.

Unsecured drums / chemicals / stores in engine room during bad weather x 2

Low electrical insulation in galley equipment / hand lamps / tools in engine room x 4

Sharp objects stores carelessly on upper shelf in stores / galley etc. x 2

Disconnecting flanges / tank cleaning hoses / filter covers prior releasing contents x 2

POTENTIAL FOR MACHINERY BREAKDOWN:

Pump / purifier running dry in engine room due closed valves / loss of suction x 3

POTENTIAL FOR OIL SPILL

Scupper plug on deck not secured properly during cargo ops / bunkering x 2

6




Cargo hose Y-Piece connection nut cracked reported by watchful duty AB Sedric Tabo

POTENTIAL FOR PROPERTY DAMAGE

Doubts over ECDIS’ non-compliance not rectified and vessel continued without paper charts.

Weather-tight door found open / not tight on forecastle at sea / bad wx on completion of work X 4

Slight damage to Pilot ladder from ship chandler’s shore boat / ladder not secured after use x 2.

Sewage tank continuously filling in from toiler flush valve stuck in open condition x 2.

Not paying attention to tank pressure during loading / discharging operation.

Portion of ENC faded leaving chart area blank during approach to Singapore.

Moisture inside Navigation light reported by AB Christopher Tabala.

Use of Tagalog language between CCR and Deck during cargo ops.

Master took over command from nervous Pilot when unberthing in heavy swell at Vopak Merak.

Both Officer on watch and lookout mistook buoy light for fishing vessel light.

Galley hotplate not switched off after completion of evening dinner, frying oil found overheated.

OTHER – MISCELLANEOUS

Bosun connected forward fire hose to another line instead of fire line during testing by Panama Surveyor.

Paint Room door on poop deck / Steering Compartment door not secured with padlock in port x 2.

Loading Master was seen using gas lighter in CCR (gangway checks and notices?)

Duty Officer forgot to give One Hour notice to Engineers, to have engine crew standby prior arrival port.

7




INJURIES, 41,28%

MACHDAMAGE, 26,

18%

OTHERS, 53,37%

injury

spill

propertydamagemachinerydamageothers

Justine and Zoey consistently reported a steady number of near misses, averaging 6+ NM per month. Valentine, Whitney and Phoebe turned in less than 4 near misses per month, which needs improving.

Keep it up Capt Ushirone and Capt Gatoteo.

Some of the best NM during the 1st Quarter 2012, have come from Yelena and our thanks go out to Capt Joncic Ivo for his exemplary efforts.

PSC / VETTINGS INSPECTIONS DURING 1Q 2012

4 PSC inspections were conducted on board our ships (Kelsey, Phoebe and Whitney) with NIL deficiencies and Justine with 4 Observations, these being -

1) Allowing visitors onboard without proper ID check.

2) IMO Symbols missing on Fireboxes.

3) One piece of Self Igniting light at boat deck noted busted.

4) Oil record book was not signed by Master.

The above highlights gaps in our Safety / ISPS controls which should never be repeated on any vessel.

There were 8 Vetting Inspections during the 1Q 2012, all resulting in vessels being approved by Oil Majors. The average number of observation was 5.4 per vessel. This is below our target of 6, but there is room for further improvement and we should strive to do better.

The best show with 1 observation was from Yelena under the leadership of Capt Joncic Ivo. Good show, please keep it up.

8




SAFETY MEETING HELD ONBOARD DURING RECENT VISIT BY MR SACHDEVA AND MR SHAMIM AT ALGAS SINGAPORE.

THE CREW WERE INTRODUCED TO BEHAVIOR BASED SAFETY INITIATIVE WHICH HAS BEEN PILOTED ON THIS SHIP UNDER THE LEADERSHIP OF CAPT JONCIC IVO.

9




COMPANY CIRCULARS AND BULLETINS

The following circulars have been issued during the quarter and are in force at this time.

Please let us know if any of these are NOT on board.

COMPANY Circular No

Issue Date TO Subject

Status (in force/

Cancelled)01/2012 10-Jan-12 Vsl, Off Company Procedure, Issuing of Circulars & Bulletins,

List of Circulars in Force.in-force

02/2012 16-Jan-12 Vsl, Off Company Hot Work Procedure in-force

03/2012 27-Jan-12 Vsl, Off Revision on Contractor Familiarization, Supt. Visit Checklist, Promotion of Master, Safety Officer Checklist, Audit, Alcohol policy

in-force

04/2012 20-Feb-12 Vsl, Off Openings in Cargo tanks during cargo operations in-force

05/2012 23-Feb-12 Vsl, Off Changes in Company Procedure on: Nav Audit, Superintendent’s visit, Crew Evaluation report, Wall Wash Test procedure

in-force

COMPANYBulletin No

Issue Date TO Subject

Status (in force/

Cancelled)

01/2012 17Jan-12 Vsl, Off Maritime Security Info / Piracy Update in-force

02/201227-Feb-12

Vsl, Off Maritime Security Info / Piracy Update in-force

03/2012 5-Mar-12 Vsl, Off Monitoring of Cargo Tank pressure in-force

04/2012 14-Mar-12 Vsl, Off Guidance for use of ECDIS in Australia region in-force

05/2012 26-Mar-12 Vsl, Off Port State Detention Items in-force

06/2012 26-Mar-12 Vsl. Off Change of Navigation in Kanmon Channel japan In-force

PANAMA Circular No TO Subject

Status (in force/

Cancelled)

238 VSL Ship protection measures – High Risk Areas in-force

239VSL

Segumar Korea and Segumar Singapore in-force

240VSL

CSR Application forms 1, 2 and 3 in-force

241VSL

Civil Liability Convention certificate in-force

10




REGULATORY UPDATE AND NEW REGULATIONS

Stringent rest hour regime now in place

The International Chamber of Shipping is advising shipping companies to ensure they comply with the Manila amendments to STCW, particularly in relation to seafarers' rest hours and the more stringent requirements for preventing drug and alcohol abuse that came into effect worldwide on 1 January 2011.

The new STCW minimum rest hour requirements will be vigorously enforced by Port State Control Officers who will have the authority to check that ships maintain accurate records for individual seafarers which demonstrate they have been provided with the required minimum rest. For example, seafarers must now always have at least 10 hours rest in any 24 hour period. The new STCW rest hour requirements were developed to ensure that they were compatible with those stipulated in the ILO Maritime Labour Convention (MLC) which is expected to enter into force in 2013.

Apart from the importance of preventing fatigue, Port State Control can be expected to begin checking the authenticity and accuracy of any records by comparing them with other vessel documentation. Seafarers must also confirm that their hours are accurately recorded."

In practice, from January 2012 it is therefore expected that STCW 2010 will become the principal regime for rest hours that will be checked by Port State Control. For the first time under STCW, mandatory limits for alcohol consumption are also being introduced (a limit of not greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l alcohol in the breath), although individual flag states may choose to apply stricter limits.

At Green Wave Shipping, we have supplied all our vessels with ISF Watch keeper 3 and we hope that this software proves to be a useful tool in guiding our ship staff to ensure these violations do not occur.

11




MY SAYTHIS SECTION IS DEVOTED TO THE VOICE OF OUR SEAGOING COMMUNITY AND THEIR FAMILIES. PLEASE LET US KNOW ANYTHING OF INTEREST THAT YOU WOULD LIKE TO SHARE WITH YOUR COLLEAGUES. Health Tips for avoiding High Blood Pressure, High Blood Sugar & to remove High Cholesterol of the Body

a. Salt- take minimum saltb. Water- drink at least 1.5 to 2.0 litres water per day. This removes toxins.c. Banana- to be eaten everydayd. Red Onion-helps ease constriction of bronchial tubese. Ampalaya- to reduce high blood sugarf. Oyster and shellfish-promote mental functioning by supplying zinc.g. Olive Oil, celery-reduce high blood pressureh. Avoid too much rice and fatty foodsi. Maintain a good exercise pattern daily.j. Tea- prevent build up of fatty deposit on artery walls with regular doses of tea

everyday.k. Quit unhealthy stuff like smoking, alcohol and get plenty of exercise.l. Laugh often as this relieves stress. Create an environment that promotes

happiness by positive thinking and remembering better moments.

Submitted & contributed by; 2nd Officer David Estoesta / MT Justine

12




LIFE OF A SAILOR

Waking up in the morning without your wife or family besides you is sad but true, Only your daily routine jobs await you. Homesickness and Sea sickness are a few challenges encountered by a sailor on board.

Spending more time on board than in your home, your relationship with your children slowly getting apart, sometimes they do not even notice that all your hard work is for their future. There are cases where a happy family becomes a broken family, that’s why few sailors make mistake to end their misery, but still so many people go for this profession because of high salary.

If you are unlucky, you may encounter pirates that will hold you for months, This piracy is still the biggest problem to the shipping business around the world.

The only relief to the sad moment on board ship is when you contact your family through mobile phone calls or text by SMS or face-book. That is one of the best thing to happen to the new generation of a seaman.

You can sleep well, when your contract is over with good evaluation from superior officers. Thinking of shopping at duty free, buying presents for our loved ones, are fleeting happy moments of a sailor.

By : 3/O Joel P. Libanan

MT ORALIA“

13




THE GREAT TITANIC AND THE RISING OF SOLAS”

By 2nd Officer Henry P Estanisiao / MT Oralia. .

Everyone believed that the creation of the first ever built Super luxury floating hotel was an unthinkable creation of mankind. She was the largest most luxurious ocean liner of her time. Some even boasted that God himself could not sink this mighty ship. The floating sensation sailed from Southampton England bound for New York City. She inspired awe and wonder in the hearts of all who gazed upon her. Passengers came from all walks of life. Poor immigrants pursuing their American dream boarded her decks as did prosperous elitist flaunting their lavish lifestyles.

For several days of smooth sailing, everybody enjoyed elegant dinners and non-stop festivities in surroundings fit for loyalty. Those onboard were making history and in style. On the evening of April 14 1912 the Titanic received numerous warnings of icebergs formation ahead. Throwing caution aside, the Capt. pushed the mighty ship to her top speed attempting to arrive earlier in New York Harbour.

At 2340hrs of the same date the ship sideswiped a huge iceberg gashing the hull.

No one was prepared for what followed. Water begun pouring in. Many passengers refused to believe disaster was upon them as they continued their pursuit of pleasure. Warm and comfortable in their lavish stateroom, they were unaware of the brutal reality soon to confront them. As the ship begun to sink, people scrambled to find space on the limited number of lifeboats. Those unwilling or unable to escape were dumped from the lap of luxury into the North Atlantic’s icy grip. Of the estimated 2,231 passengers onboard that night, two-thirds plunged to their watery graves including the Capt. and two millionaires.

The world greatest ocean liner descended 12,500ft straight to the ocean floor in diamonds, jewellery and fine arts. Rich passengers perished beside poor crew members. Dreams of the downtrodden and fortunes of the upper crust drowned together. Death came swiftly that night to 1,517 unsuspecting people.

With this historic accident, people sitting inside closed air-conditioned rooms and some top Maritime brains awaken and start to construct the Bible of the Seas called “SOLAS.” How many more Titanics around the world will sink to the bottom of the ocean floor in order to define and follow the regulations of SOLAS?????

14




I have been with Koyo Kaiun Tanker fleet since 1990.

I would like to stay on in this company till I retire because I like the way this company treats their crew, with the Kindness of all Koyo Kaiun management staff.

Last year, the management was takeover by GWS and more improvement for management system have been applied by Green Wave. Therefore I encourage my fellow crew to stay in this company for good.

To the management and Staff of KKT, GWS, Kyokutoh Kaiun and to all

fellow seafarers of the fleet, On behalf of M/T Zoey officers and crews, May More success and blessing comes your way.

Thank you, God bless!

Best Regards,

Roy T.Morin / Buson MT Zoey

15




Roy T.Morin with his wife Maybelle and children

Roi Vincent, Justine Mae and John Carlo.

Roy finished 21 years with Koyo this year and will be celebrating his marriage anniversary on 21st May. Please join me in Congratulating him for his devotion to the Group and wishing him the very best for his forthcoming birthday on 23rd June and Wedding Anniversary on 21st May 1991.

16




OUR BEST WISHES GO OUT TO STAFF CELEBRATING THEIR BIRTHDAY THIS QUARTER21 APR – YANCY D LABBUANAN

24 APR – ARIS ARON G ALAVERA

25 APR – BRAGA FRED SUDAYON

28 APR - PELAYO ROMEO

30 APR – VIGILLA ARIEL ORTIZ

04 MAY – GILBERT L ELARIOG AND LOUIGI PAGDANGANAN

05 MAY – WENDELL G CABANEZ AND JUNINE KENN B SABADO

12 MAY – TAKASHI YAMAGUCHI AND KARLO DOMINIC V FORMACION

15 MAY – JOHNREL D GRAGASIN AND CAPT KIM HWAN

20 MAY – NUNEZ MATEO JR DE ASIS AND MALVIN L VICENIO AND

EGPAS ALBERT BARRAMEDA

27 MAY – JOSE R VERGERA JR AND CASTA NEDA MONOLITO ZIPAGAN

30 MAY – REYNALDO P JIMENA AND ISAGANI DAVA

01 JUN – DOMINADOR M ABAD

02 JUN – AQUINO ALVIN DELA CRUZ

08 JUN – TAGO CLAUDIO BALAGTAS

11JUN – DERMOT PATRICK G AVARICIO

14 JUN – ELISEO G MASO AND CH ENGR BENEDICTO R AUSTRIA

15 JUN – CAPT JOVITO R LONGHAY19 JUN – ZIVKOVIC VLADIMIR AND DELA CRUZ JOSE PACOMA

23 JUN – MORIN ROY TIZO AND 2/ENGR CUTIN RUFINO DANO

24 JUN – ORENCIA EMIL JON CASTILLO

26 JUN – CAPT CHEL KEUN KANG

27 JUN – CAPT JONCIC IVO AND 3/E GADIAZA RICKY GALANO AND

ESTIMADA ANTHONY ROY TAYO

28 JUN – RICARDO ESPINOSA JR AND WILFREDO CABARLO

17




SAFETY MATTERSBack To Basics - Why do accidents happen?

By Capt. Moniruzzaman Khan

After the “air blow”, the pressure inside the line was not completely released and when the pump man removed the air hose, the mixture of air and phenol vapour sprayed into his face. His face was protected by the face shield but he suffered burns in the neck area. We will use this case to analyse “Why does an accident occur”.

Hazard is everywhere and will remain around us. We are living with hazards, where we do not have much choice, but we do have the option to protect ourselves by building a barrier between the hazards and our work. As an example, let us assume that we have to protect our crops from cattle.We start by building a fence around the field. Cattle is Hazard, fence is the barrier to protect crops. A single barrier is not always sufficient to mitigate all hazards. Have we eliminated all hazards after single fencing? Not really! The fence is capable to protect the crops from Cattle, but what about Rats, Birds etc which could pass through the fence! So the fence we built, is not a complete protection against all hazards. Our fence has a few limitations which allows pests such as Rats and Birds to pass through it. I would like to call them ‘Holes’ (weakness, limitations) in the barrier. To prevent Rats and small animals we need to place an additional fence (2nd barrier), a net with small holes. Our corps are now protected from rats and other small animals. But this is not the end of it.

18

To Cargo Tank

Stbd ManifoldAir

Recently, a pump man on one of our vessels suffered mild burns by Phenol while he was disconnecting the air hose, after blowing through the lines. The burns were in the neck area.




Our crops are still exposed to birds for damage. So now, we need to place a net or a ‘Bird Scare’ which is 3rd barrier.There might still be some unknown risks, but, by assessing different risks and placing adequate barriers to ‘mitigate’ these risks, we have reduced the ‘Risk’ of crop damage ‘to as low as possible (ALAP)’. A ‘Risk Assessment’ is a process to identify hazards and holes in a barrier. We must identify all hazards and plug holes by way of secondary barriers prior commencement of work onboard. But an Accident may still takes place. We study it to find the ‘Root Causes’ so that we can implement additional barriers and plug holes in existing barriers to avoid an accident in future. This is known as ‘Corrective action’. Back to the Pump man’s phenol burn incident, from below sketch, the first barrier to protect release of Phenol vapour was the air valve. However there were ‘holes’ (weakness, limitations) such as the valve was not fully closed, or leaking etc. In this case, PPE was the 2nd barrier to protect the seaman from burn. Here again, the hole in the barrier was the incomplete PPE. A face shield was not enough and the pumpman should have donned a full Chemical suit. If the Pump Man had used the chemical suits, even after penetrating the first barrier, the second barrier would have effectively protected the pumpman from Phenol burns. The ‘hole’ of 2nd barrier led to an accident.To Summarise, placing barriers against all identified hazards will minimize the chances of an injury or an accident.

The more barriers are in place the lesser are the chances of accident. A barrier can be in form of a procedure, Awareness, Knowledge, PPE, Working condition, Team work etc. Think about safety before you start your work; and, remain safe at your work place.

No Job is so urgent that it cannot be done Safely.

19

1st BarrierValve

2nd BarrierPPE

HAZARD

Accident




20




TECHNICAL MATTERSCAPPUCCINO BUNKERS - Quantity cheating by mixing bubbles

1) Cappuccino bunker “Cappuccino bunker” means the bunker fuel sold fraudulently, with its volume increased through foaming by injecting air or chemicals into the bunker fuel. If a ship takes cappuccino bunker, bunker volume decreases over time after the foam produced by the injected air or chemicals disappears. It takes several hours to one week until the bubbles fully disappear.

2) Surface bubbles Sometimes the bunker containing bubbles has always been considered to be “Cappuccino Bunker”. However, in some cases it may be caused by stripping by the bunker barge or hose cleaning, and is called “Surface Bubbles”. Stripping of bunker fuel by barge is considered to be the main reasons for the surface bubble. These actions are common and not prohibited by any regulation in most ports. Surface bubbles tend to be bigger than cappuccino bubbles, and always disappear within a very short time (a few hours).

<Suggested action> <Active witness on bunker barge before bunkering>

If practicable, take the sounding of each tank by bottom sounding with banker barge representative and make sure the weight of sounding scale touches at the bottom by feel. Check the bubbles on the sounding tape for prevent cappuccino bunker.

<Active witness after bunkering> a) Sounding shall be taken more than once and the mean value will be the measured value.b) The sounding tape shall be dipped a sufficient time.c) If practicable, take the last sounding of each tank by bottom sounding and make sure the weight

21




of sounding scale touches at the bottom by feel. Check the bubbles on the sounding tape for

prevent cappuccino bunker. (See Photos of Sounding Tape with bubble trace)

22




The following data should be prepared for the claim when the bubbles in the bunker tank is suspected

1. 1. Picture of bubbles found in the bunker tank or the sounding tape with the date. 2. Tank condition report of all tanks including other bunker tanks not bunkered at the port.

-Before bunkering-After bunkering-24hrs and 48hrs after sailing from the bunkering port-On arrival at the next port after the bunker port

3. Record of accurate F.O. Consumption after completion of bunker operation until next port.

23




24




GENERAL- GARD CASE STUDY

During the 1st quarter 2012, we had initiated a case study by GARD and asked all our officers to analyses what went wrong and could have been improved. The case study involved a vessel anchoring and grounding in rough weather.

We are pleased to advise that the best response to the case study was received from Valentine. Chief Officer Mr Antonino Milano together with his team onboard submitted the best response.

Ch. Off A Milano.

The idea of the case study was to familiarise sea staff with the correct way of doing risk assessments.

A hazard is a situation that poses a level of threat to life, health, property, or environment. Most hazards are dormant or potential, with only a theoretical risk of harm; however, once a hazard becomes "active", it can create an emergency situation.

Risk is the potential that a chosen action or activity (including the choice of inaction) will lead to a loss (an undesirable outcome). Potential losses themselves may also be called "risks". A hazard is the reason for the presence of a RISK. Most risks identified, can be accepted with the correct Countermeasures. However, certain risks, may sometimes, be present, even after taking the measures to reduce them. When such a situation arises, it is necessary to inform the company and take approval, or employ more countermeasures to reduce the risks to an acceptable level.

Risk Treatment by C/Officer Milano:

1. Obtain forecast for current NAVAREA.

2. Familiarize crew with Bridge Equipment.

3. Ballast Plan for heavy weather.

4. Anchoring procedure review and Pre- anchoring meeting.

5. Anchor watch maintained as per company guidelines and maintain Safe procedures.

25

Case Details –

Bulk Carrier anchored outside port limits. Gale warning is in effect.

Ships Officers decide “Gale is too far from vessel” no special precautions needed. Normal watch keeping and ballast continues.

Weather deteriorated, vessel found to be off by 1.4 Nm from its anchored position. Vessel re-anchored and Master instructed watch keepers to call him if needed.

Weather deteriorates further, vessel unable to proceed away due heavy rolling and pitching,. Vessel goes aground.

http://en.wikipedia.org/wiki/Emergency

http://en.wikipedia.org/wiki/Risk

http://en.wikipedia.org/wiki/Natural_environment

http://en.wikipedia.org/wiki/Property

http://en.wikipedia.org/wiki/Health

http://en.wikipedia.org/wiki/Life




6. Follow company emergency procedures.

26




2012/4/122012/4/1230th 30th October 2010 October 2010 30th October 30th October 2010 2010 by: G Sachdevaby: G Sachdeva 11

MANAGING DIRECTOR

GURCHARAN SACHDEVA

+65 9182 6775 / +65 6641 9916

GENERAL MANAGER

TECHNICAL

DAICHI HATANAKA

+65 9026 4222

GENERAL MANAGER

MARINE

CAPT SHIN SONG HO+65 9182 6990

ASST MANAGER

ACCTS & ADMIN

DOREEN TAN

GREEN WAVE SHIPPING PTE. LTD.ORGANISATION CHART

TECHNICAL SUPERINTENDENT

M. E. M. ZAIDI

+65 9169 3543

GENERAL MANAGER

SHIPPINGCAPT MANOJ GAIROLA

+65 9456 2582

MARINE MANAGER

CAPT MONIRUZZAMAN KHAN+65 9339 2930


MAHMUD FAZLE

+65 9060 1336


SHAMIM ADIL SIDDIQUI

+65 9487 5051

PMS COORDINATOR ANIMESH BASSI

+65 8468 7050

MARINE CO-ORDINATOR SRIDHARANDHAS RENUKA

+65 9835 6811

DPA & CSO

ALTERNATE

DPA & CSO

MEDIA

SPOKESPERSON

TECHNICAL COORDINATOR

VANITA / +65 9067 7929

OFFICE CONTACT NUMBER +65 6223 8553

CONF ROOM +65 6580 / 6580 7331 (EMERG)

ALT MEDIA

SPOKESPERSON

27

gws newsletter 1q2012

Documents

japanese cherry blossoms

shipping industry

chinese cherry blossoms

ship operations

industry stakeholders

green wave shipping

established industry

market reputation