Dear seafarers and shore staff of K-ENE & KLSM, In this year, two big changes affecting to our jobs were noticed, they are TMSA3 and VIQ7. Both of them looks focusing on process of the job itself not procedure and record only. One of the KPI in TMSA3 is carrier development including shore-based assignment for vessel person-nel. It has been maintained our company so long time and the person assigned to shore will back to sea. Myself, DPA, is also one of seafarers and will back to sea to comply with the KPI and best practic-es. Mr Yamauchi, assigned as CTSI/TSG now (see right article) will be assigned as DPA from 1st July, 2018. I wish continuous safety operation under new DPA. Thanks all and see you.

1Q-2018 30th June, 2018 1

Issues Inside

EDITOR: Mr T. Fukuzawa (Chief-QCG) “K” Line Energy 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

klsmqcg@klsm.jp.kline.com

Message from Mr Hideki Yamauchi,

the Chief TSI / the future DPA, in K-ENE Tokyo

Dear Staff onboard, ashore and families,

I joined “K” Line as a 3A/E in 1986. In this era, the Japanese shipping industry was suffering from the long recession, and it endeavoured to operate a ves-sel with small numbers of Japa-nese crew. I was, therefore, educated and trained to be an officer with two licenses, both of a navigator and an engineer. I worked onboard those vessels

operated by 13 to 18 seafarers such as cape size bulkers and container carriers for a few years. Experiences as a deck officer in those days still help me today. It lasted until the latter half of ‘90s, then was replaced with a mixed crew vessel with Filipinos. I was promoted to a chief engineer in 2005. After then, I was assigned to a land based work where I had jurisdic-tion over planning of a new vessel and supervising its building project. After working onshore for 6 years, I went back to the sea and worked on some container carriers, a VLCC and an LPGC. However, while I was in the office, the company’s Safety Management System was developed to the Quali-ty Safety Management System by taking ISO9001 and ISO14001. What made me confused was too many pro-cedures and check lists compared to 6 years before. By receiving trainings by the ATSI onboard, I realized that a check list was not only a result of “paper work”, but also a tool verifying that the job was executed safely in ac-cordance with procedures. Most of the procedures were based on “marine practices” which had been continued by our predecessors for decades, and some safety pre-cautions were added to them. After then, I read through all manuals and procedures to tell my crew a chapter or a section to follow before they started a specific task. I believe that every captain and chief engineer who su-pervises many crew members onboard is feeling that manuals and procedures in our QSMS are useful “tools” to execute safe operations. I repeatedly want to say that the check list shall be evidence of safe operation. Now, in the office, I have opportunities to review accident reports and investigation reports. And I also believe that every report is not made for only a report, but also it is utilized as a tool for discussing preventive measures among concerned crew onboard. Wishing you safe voyages, always. Mr Hideki Yamauchi, Chief TSI/the future DPA, K-ENE Tokyo Office

3 1Q-2018 30th June, 2018

SPECIAL AWARD

Awarded for innovative efforts on enhancing safety culture by making a safety training video “Engine room crane safety” by creating own story and acting, during QSHE cam-paign "Safe operation during usage of Crane/Davit/Gantry".

RIVER ETERNITY

Best-Best Practice Award

(Vol.42)

Awarded to “Knowledge sharing” practiced by “HUMBURG BRIDGE“

Mr Lucky B. Fremista, WPR (-7.0kg)

Mr Joco Montano, OS (-7.5kg)

Mr Ernest Marc G. Cantos, OS (-8.0kg)

Tokyo Fleet (monthly)

Singapore Fleet (monthly)

Mr Jefferson C. Fajardo, 3A/E (-6.0kg)

Mr Leonilo C. Baloca Jr., 4A/E (-6.2kg)

Mr Ramecis P. Crisostomo, OS (-6.0kg)

Mr Atienza, Jonathan F., C/CK (-8.0kg) (5mnths)

Chemical Fleet (Counted from the month joined)

Mr Gimperoso, Mar Jun S. , 2/AE (-8.0kg) (5mnths), (-9.0kg) (6mnths),

(-9.0kg) (7mnths)

HOUSTON BRIDGE & HONOLULU BRIDGE

North Atlantic Right Whales are more vulnerable to ship strikes than other whales because right whales spend more time in coastal areas at the surface of the ocean and do not exhibit vessel-avoidance behaviour. In addition, majority of ship strike victims are females. Although it is uncertain why this is so, it is hy-pothesized that it is because pregnant females and females with calves spend more time at the surface where they are more vulnerable to ship strikes. As per reports, 91 North Atlantic Right Whale deaths had occurred in the period 1971-2011, and 31 of them were as a result of collision with ships. In October 2008, US National Marine Fisheries Services (NMFS) and National Oceanic and Atmospheric Administration (NOAA) implemented regulations to reduce the mortality of ship strikes to North Atlantic Right Whales. The rule would prevent ships 65 ft (20 m) or longer from traveling 10 knots or faster along specified locations. These rules are designed to reduce the likelihood of deaths and serious injuries to these endangered whales that result from colli-sions with ships. Vessels are being monitored while transiting the Seasonal Management Areas (SMAs) and actions taken against violators and fines imposed. To the date, NO-AA has issued penalty assessments ranging from USD 11,500 to USD 92,000 to ships violating speed restrictions in designated Seasonal Management Areas (SMAs).

Two of our managed container vessels calling Boston and trans-iting Off Race Point and Cape Cod Bay SMA, were awarded the “Certificate of Corporate Responsibility” for abiding by the man-datory speed reduction rule for the period 1st January to 15th May, 2017. “Background of the recognition North Atlantic Right Whales are highly endangered species. Mortalities caused by ship strikes are one of the main threats right whales face. A collision with a vessel may result in fractured bones, crushed skulls, severed tail stocks, internal haemorrhaging, and deep propeller wounds.

“HOUSTON BRIDGE” awarded Grade A+ for 100% compliance “HONOLULU BRIDGE” awarded Grade A for 98.61% compliance Certificate is only issued to ship’s that receive A+ or A rating.

LESSONS LEARNT

Near-Miss Reports

4 Quality, Safety, Health & Environment Bulletin

Outline of the incident: During cleaning his own cabin, he found the end of the tape which covered the head lamp was almost burned.

What could have happened? Fire.

What should have been done? Any lamp should not have been covered, such as col-ored tape, sheet, cloth, etc. which causes fire.

Headlamp covered with tape Outline of the incident: During ATSI inspection, it was found that the painter of FWD castle life-raft was fixed on the deck.

What could have happened? Life-raft could not have been ready for emergency use.

What should have been done? The life-raft painter should not be fixed directly on ship structure. Follow maker’s guidance.

Life-raft painter rigged directly on deck

Outline of the incident: Waste oil tank was filled and heated up to reduce the water content. The vent was kept open but during heat-ing operation the seal pressure was not maintained as per practice. Thus the vaporized content recirculated back to Bilge Separate Oil (BSO) tank from which sludge was initially transferred. The tank sounding remained unchanged, i.e. volume was not reduced and whole heating and transfer operation end up in vain.

What could have happened? Wastage of steam, manpower and time. The sludge was transferred from BSO tank to waste oil tank and heated only.

What should have been done? Discuss the correct procedure in tool box meeting. At thee onsite meeting check and confirm if the line up is correct. Department in charge should assess at random if the procedure followed is correct.

Waste oil heating without maintaining seal pressure

×

✓

Outline of the incident: During navigational watch in open waters, the standing orders for navigation watch was not followed by a duty officer. When an another vessel in crossing situation the CPA was 1.2 nm. (2 nm had been written in standing orders) The Master arrived at the bridge when the situa-tion happened before the duty officer informed to him.

What could have happened? Collision.

What should have been done? Standing orders must be followed by OOW. Proper monitoring and planning of the situation is important to know when risk of collision arises.

Critical CPA against standing orders

Outline of the incident: While the annual inspection on portable fire extinguish-ers, all seal were tensile and difficult to cut by hand (The inspectors had to use scissors and cutters to remove.)

What could have happened? Delay to use fire extinguishers due to could not tear off the seal in emergency case.

What should have been done? A proper maintenance such as physical and thorough inspection. At every annual service of portable fire extin-guishers, check and confirm with SE that specific seals are to be used for immediate operation in emergency.

Tensile fire extinguisher seal

Outline of the incident: Engine crew was assisting engineer testing/checking the overhauled No.1 diesel feed pump. The engine crew’s hand was resting on the standby service pump when it started in remote side by other crew. His hand was nearly caught in the rotating part of the pump.

What could have happened? Injury.

What should have been done? The standby service pump should be switched to the lo-cal side because it is adjacent to the pump that was be-ing checked. The breaker should be off and removed. Lockout Tagout should be done. Job to be discussed in tool box meeting and how long the machinery will be inoperational should be informed.

Possibility of injury near rotating parts

5 30th June, 2018 1Q-2018

Outline of the incident: During M0 rounds a duty engineer noticed bilge tank level suddenly increased by 3 m3 since morning. On in-vestigation it was found the fresh water filling valve of cooling water expansion tank was not tightly shut, hence the expansion tank water was overflowing into bilge tank.

What could have hap-pened? Flooding and aux. machinery could have been damaged.

What should have been done? A duty engineer and oilers should be attentive during engine room rounds and never leave any tank filling valves unattended. Caution placard also posted near the valve and the filling valve lashed with wire.

Near-Miss Reports Expansion tank water overflowed

Outline of the incident: When the turbine generator was started, turning gear was disengaged to open the main stop valve, however, the main stop valve was stuck. The valve handle was used to open and it caused the valve to be opened too much. As a result, a large amount of steam flew into the turbine and turbine’s rpm rose quickly.

What could have happened? Aux. machinery damage could have happened.

What should have been done? When operating the main stop valve, the valve should have been opened slowly and carefully to avoid quick rising of turbine generator’s revolution.

Sudden rise in turbine’s rpm

Outline of the incident: During routine provision chamber rounds, a sound com-ing from veg. room was heard. Upon closer inspection, it was found that a plastic bag was sucked toward the evaporator fan and was touching the fan blades, also the bag passed through the fan guard. The plastic bag was sucked in the evaporator suction side by the air draft.

What could have happened? It could have entangled with the fan rotor and caused damage to the fan and even evaporator itself.

What should have been done? There should have been no unsecured items especially light weight items like paper or plastic bags in the provi-sion rooms.

Plastic bag sucked toward evaporator fan

Outline of the incident: An engineer stopped air compressor on manual mode and he started tipping up oil of crankcase during his morning duty rounds. He continued his rounds without putting it back on auto mode. Meanwhile air bottle low pressure alarm activated which was accepted by oiler and was not informed to a duty engineer immediately. When the duty engineer entered the ECR, he found the alarm condition and put back main air compressors on auto mode.

What could have happened? Electric equipment could have been damaged.

What should have been done? Engineer should have put it on auto mode before pro-ceeding with his work. If any alarms are activated, it should be reported to duly officer/engineer immediately. Do not rush in the job. Follow correct procedure and fin-ish the job athand before proceeding the next job.

Forgetting to put back auto mode of air compressor

Outline of the incident: During port departure operation, a duty officer was sta-tioned to slack the aft spring lines to let it go off the bol-lard. When he was about to slack the mooring line, it got stuck underneath and made the line to heave instead. He tried to pull the line to remove it and he almost fall from the platform.

What could have happened? An injury accident.

What should have been done? Normal procedure for departure from a port should be checked and mooring line to be recoiled again on the drum. If it is inevitable to rearrange it due to short notice, the winch operator must be careful. Otherwise, he might fall off the platform thus cause an injury.

Stuck mooring line

Outline of the incident: Wet cotton gloves were dried up using portable cargo lamp.

What could have hap-pened? Fire.

What should have been done? Ship’s laundry drier should have been used. Drying cot-ton gloves near cargo light is a fire hazard. Always think twice and use safety sense.

Portable cargo lamp was used as dryer

PEASE SHUT THE VALVE AFTER FILLING THE EXPANTION TANK

6 Quality, Safety, Health & Environment Bulletin

Healthy Living

“I SLEPT WELL LAST NIGHT” Sleep is so essential, because in sleep, especially deep sleep, when dreams are not there, you touch your innermost core of aloneness, you rejuvenate yourself, and you make yourself young and fresh. Sleep is a byproduct, it is not an activity, and language gives a wrong Im-pression, because to sleep means to do something. As Seafarers we face lot of troubles for a deep sleep. We have to adjust to

1. Direction of Magnetic Force: To use to that magnetic force one has to lie in a particular direction - then this force in the earth will magnetize you the whole night. If one is lying opposite to the magnetic force once energy will be destroyed, in the morning he will feel very depressed, very weakened,

2. Changing Time-Zones: Because of changing time zones one has to adjust to advancing/retarding time during voyages,

3. Changing Sea Conditions/Atmospheric Temperatures: Changing sea conditions will changing the calmness of the sea, suddenly ship will start rolling and pitching etc., Cabin temperature changes,

4. Vibration/Noise: The amount of vibration and noise in cabin, even a tick-tock of the clock (Seiko clocks in cabin ticks for every 30secs.) sometimes disturbs sleep,

5. Engine Room watch keeping at ports, and attending UMS alarms at sea. What I do actually practice to overcome all the above troubles to get deep sleep. Like other seafarers it was also difficult for me to have a deep sleep, often use to get disturbed, to solve this trouble in sleeping, did lot of experiments with my sleep and finally practicing

1. Whenever I go to bed I ensure that bladder is empty, take little amount of water (should not feel thirsty in sleep) and lie down in “savaassana (dead man) posture” on the bed keeping my palm facing upwards on the sides and just look at the whole day and see what is incomplete, will complete psychologically, and be finished with it. Now I will wait for sleep to descend. Slowly the chattering of mind reduces, I am starting to sleep or dozing, and then the sleep becomes deep sleep for me.

2. I adjust myself to the bed cushion, by finding a right posture in the bed, posture is important to

me, as I don’t want to change posture often, I would like to sleep in a particular posture and try to get in the same posture (during short term rests), by the way everybody does not need the same length of sleep either. A few people can do with three hours, two hours, four hours, six, eight hours. People differ. Seafarers should learn to sleep for short term rests efficiently.

3. Forget all about sleep, if it is not coming, it means it is not needed. Just close your eyes and

don’t make any effort to sleep, just wait for it. There is no need to be worried. Work it out, use the energy that is coming up, walk up and down, go for run, go for long walk, use the situation in a creative way, I take my camera and start to capture imag-es. Try new setting in camera, Capture same shots in different perspective, an-gles and composition. Do something else. Get involved in something so deeply that you are not at all concerned with sleep and it will start coming. …“DEEP SLEEP IS THE THRESHOLD”...

Mr Srinivasan Chakrapani Chief Engineer

“CRYSTAL RIVER”

Z Z Z Your tips on healthy sleep Z Z Z While good quality of sleep is essential for seafarers who have to recover from fatigue to be flexible enough about the work schedule and the environment, onboard a ship may be a difficult place to have such sleep where time-zones and climates are rapidly changing. Here are some tips our colleagues have shared to get over with it !

7 1Q-2018 30th June, 2018

Hot Topic

On behalf of “K” Line Energy Ship management, “K” Line, and Charterer (ITMT) it’s an honour and a proud moment to take the command of such a beautiful lady. It is a milestone that have been accomplished only after converting lot of hard work of technical drawing, calculation, energetic meaningful discussion and ex-change of view points into a physical floating of world’s largest Moss LNG vessel with tri fuel engine. The construction of “PACIFIC BREEZE” has been only possi-ble due to experienced and diligent team of KHI. “PACIFIC BREEZE” has been constructed by KHI with a vision, that the vessel becomes a game changer and instrumental in LNG supply and transportation. The construction phase of

“PACIFIC BREEZE” was closely monitored by “K” Line and Charterer site team. LNG trade has been crucial in the natural gas supply chain for many nations where the domestic demand outstrips available supply. Ships transporting LNG in liquid state at -161 deg C, achieving a volume reduction of approximately 600 to one, which upon delivery can be stored in liquid state until the market demands, whereupon it enters re-gasification process.

“PACIFIC BREEZE” is a perfect combination of aging technology being inte-grated with new technology proactively to achieve operational excellence. Team “PACIFIC BREEZE” has competent, experienced and dedicated crew, who have been handpicked and trained with a sprit of endeavor and ready to accept the inevitability of trials and tribulations. Crew of “PACIFIC BREEZE” believe, that excellence can be achieved only when one steps outside the com-fort zone, where the team’s core motto is to give noble purpose and meaning to every individual’s effort. “PACIFIC BREEZE” has opened doors of opportunities and lots of responsibilities. We firmly believe that operational excellence can be achieved if there is systematic integration of safety, health, environment, perfor-mance and efficiency. “PACIFIC BREEZE” is moving in to a new phase, wish-ing her best of luck in all her endeavors with fair winds and following seas.

Recently K-ENE Tokyo fleet had some new deliveries including LPG, VLCC and LNG. Each new delivery comes with lot of excitement to the shore staff and ship staff alike. It also gives all of us added responsibility to work hard ensuring safety operation all the time and to the satisfaction of the Owner and Charterer. High level of precision, technological and engineering expertise, material quality and highly skilled craftsmanship are involved in the making of a ship to ensure that she is finally delivered to take on the mighty ocean head on and to conduct safe voyages. In addition to all these a vessel needs the blessings of the almighty and the divine power which controls everything around us. Many of you might have witnessed or heard about a worship - “PUJA” being done on new delivery vessels and recently I had a chance to witness this holy ceremony of our newly delivered LNG vessel “PACIFIC BREEZE” – which also happens to be the world’s largest Moss-type LNG vessel. This Ceremony is known as Nyūkon-shiki 入魂式 - Consecration Ceremony and can be roughly translated as “Sprits Injection Ceremony”. A priest from a shrine conducts this ceremony on board. The entire worship was conducted in a highly spiritual and sacred manner. All the attendees were taken to a different level of mindset with the sacred chanting by the priest. The ceremony has the following rituals conducted in a highly divine atmosphere.

1. 修祓（しゅうばつ）-Shūbatsu : Purification of ceremonial altar 2. 献餞（けんせん）- Kensen : Offering of sacred foods to Deities 3. 祝詞奏上（のりとそうじょう）- Norito sōjō : Reciting 4. 清祓（きよはらい）- Kiyoharai : Purification of hull erection blocks 5. 斎主玉串奉奠（さいしゅたまぐしほうてん）- Saishu tamagushihōten : Offering

sacred Sakaki branch to Deities 6. 参列者玉串奉奠（さんれつしゃたまぐしほうてん）- Sanretsusha tamagushihōten : Offering sacred Sakaki branch to Deities by the attendants Representative of the K-ENE, Vessel crew, Charterer and Owner K-Line offered Sakaki leaf branches to the Deities with

sincere prayers to ensure safety to the vessel and all connected with it for the years to come. 7. 撤餞（てっせん）- Tessen : Removal of sacred of offerings

Finally, Sacred Sake was served to the attendees to complete the ritual of Consecration ceremony for “PACIFIC BREEZE”.

Nyūkon-shiki 入魂式 - Consecration Ceremony

Welcome “PACIFIC BREEZE” to our fleet Introduction by Capt Bansal (Worked as construction SI & delivery Master )

Type: Moss type LNG carrier Call Sign: V7LZ9 Flag: Marshall Islands LOA: 299.94 m Deadweight: 92,471 tons Tank capacity: 182887.165m3 Powered by: MAN 8L51/60 DF into 5sets Built at: KHI Sakaide Keel laid: 26th January 2015 Delivered: 08th March 2018

Report by Capt Rajakumar, Chief MSI in K-ENE MLNG

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

Transparent acrylic guard to C.F.W pumps

The guard can prevent water splashing  in case of me­chanical seal leak.

Practiced onboard “KISOGAWA”

It can easily be read before operating. 

Posting fire extinguisher instructions

Practiced onboard  “FOUNTAIN RIVER”

Originated  by: Mr Fumiaki Toyoshi­ma, 3/E of “YAMATOGAWA”

Landry user indication board

These are two washing machines and dryers on each officer’s laundry room. After duty, it will be congested and sometimes need to wait. To avoid leaving cloths for a long time and minimize the waiting time, indication board was made to show who is using. After this board was set, we can specify the user and take washing cloths sooner.

Grab handle for suspension link of life boat

Originated by: Mr Jose S. Paghacian Jr., Wiper of “BISHU MARU”

L-shape to avoid setting FPDon grab handle

Finger may be pinched due to LB rolling

Easy & safe!

In addition, it is contributed to “Prevention of Fire” caused by cloths left inside the dryer and “Energy Save” as it can reduce the running time of the dryer.

Hose filter for tank top bilge wells

“Everyday, we used to face the same challenge and experi­enced oil floating in bilge wells. Sometimes we used absor­bent pads just to take out the oil but it bore for a short period, we had to do it again and again.”

1. Cut the hose horizontally2. Drill holes for water inlet section

3. Drill holes for wa­ter outlet section 4. Mount the hose filter to the edge of bilge wall

Originated by: Mr Jorge P. Trojello, G/OLR (center) of “BISHU MARU”

Let’s make hose filter then !!

FilterClean water passing

It’s very unfortunate that all of practices can’t be introduced here. Thank you for the initiatives that you are taking in the form of many best practices!

1Q-2018 9 30th June, 2018

Introduction of Best Practices Reported

Restricted access around mooring winches

Modification of emergency D/G room footstep

During the routine check/maintenance we ob-served it’s uncomfortable to step on the second step of footstep in emer-gency D/G room, as it’s short and narrow cut not providing support for the ball of the foot for safe forward-facing position.

Modified to enlarge the short step as a counter-measure to eliminate such possible hazard that might cause injury.

Originated by: Mr Jabay Marvin R. 1/AE & Grade Tee Jay M, No.1 OLR of “HANGZHOUBAY BRIDGE”

Marked Navtex station selection and de-selection position on ECDIS

The advantage is : 1) The Navtex stations are selected and deselected at the correct range hence to avoid the unnecessary error messages because of early selection of stations. 2) Missing out of sta-tion selection can be avoided. The markings are done as per details given in the ALRS volume for individual Navtex sta tion .The marking done by taking the range of Navtex station +20NM from the position of Navtex station .

Initiated by Mr Kishore Kumar, 2/O (left) & Mr Aman Kumar, 2/O (right) of “VIKING RIVER”

Around mooring winches between ac-commodation and the gang way are sur-rounded by a rope to restrict access.

Berthing speed control guidelines

Recommended berthing speeds are posted in vi-cinity of BT controller. Ready reference anytime whilst berthing on bridge wings.

Prepared by: Mr Rodney E. Noronha, Master of “HONG KONG BRIDGE”

Metallic bucket for holding SCBA bottle with water while charging

Bucket kept in the vicinity and properly marked.

Practiced onboard “HONG KONG BRIDGE”

SELECT NAVTEX STATION “V”

UNSELECT NAVTEX STATION “G” AND “P”

Quality, Safety, Health & Environment Bulletin 10

What's "good maintenance" for a ship to engage in long service?

- Proper Maintenance of Fire Hydrant -

Article contributed by team “HANNOBER BRIDGE”

Disk Ring

Seat Ring

Nowadays fire hydrant issues seems becoming common onboard ship, particularly with hydrant leaking even on fire hydrants of ship with age 4 to 5 years old in service. Common supply of hydrant on container ship is made of cast iron which has poor corrosion resistance in sea water thus become vulnerable to galvanic corrosion, graphitization and also accumulation of marine organism. Sufficient application of paint inside the valve helps to protect rust formation and accumulation of marine organ-ism.

Heavy rust formation inside globe valve fire hydrant

Spindle disc valve shows heavy rust for-mation which is the usual cause of leak-age.

If the seat ring and disc ring are not yet damaged, remove rust and apply paint coat 3x to prevent further damage.

New valve con-firmed no paint inside

Apply paint coating with nova light grey epoxy ( Ballast tank paint) 3x

Final coat with nova white paint then assemble back ready for installation. Ensure the seat ring and disc ring are not painted. They should be free from paint to preserve air lock tight.

Flat form base for hydrant easy maintenance.

Hydrant should be fixed on the flat form base for easy removal of bolt and nuts.

Recently our fleet has added with more new vessels and average age of the fleet is going younger and younger. But the older vessels are still required to be managed as per the customer’s requirements. Our vessels are designed at very higher standards and they can be performed very well even if they are aged although the key formula for safe operation of older vessel is “preventive maintenance”. Once the breakdown maintenance starts at race it will be very difficult for everyone to focus on preventive maintenance. So we should all think about new outlook to manage our ships for longer duration of the ship’s life through new maintenance strategies. We highlight some of such efforts here to share the ideas to all vessels to reduce breakdown and strengthen preventive maintenance for our success in longer term sustainability.

Safety Culture - Wearing Helmet

Article by Mr Yamauchi, Chief TSI

I have been assigned as Chief Technical Superintendent (CTSI) and I’m always considering and addressing safety culture, including removing the tendency of tacit acceptance of no helmet in engine room in old days. Decades ago, working without helmet was commonly seen in engine room during my young engineer days.

The young engineer grew up and was working onboard as C/E. There was an initiative by ATSI to have us wear helmet at all time while working, just as required. They emphasized the importance of taking care of our own safety, and brought up the example of insurance coverage in case unfit by injuries, comparing with the amount we could earn onboard, that was much more. As C/E, I also made an intense effort to encour-age my fellow engine team to comply but I remember it was such a struggle to make it permeated. As CTSI now, after a few years since then, I found out that wearing helmet among engine staff has become normal practice onboard. On “SUMMIT RIVER”, no special measures were taken but it’s due to the continu-ous efforts by ATSI and successive C/Es, said the C/E at the time. The vessel even installed the storage hanger for the helmets on upper deck to prevent the crew joining the work on 2nd deck directly from the changing room while helmets are stored in ECR. This safety culture took such a long time and required a lot of efforts to be confirmed as staying firmly. I do hope that the same level of safety culture has been established on all vessels. Now the matter we have to handle is how to keep this culture stayed. Let’s continue striving togeth-er for zero injury onboard!

1Q-2018 11 30th June, 2018

Sea Breeze

We are working with colleagues with various nationalities, generations and different gen-der. Have you ever faced any difficulties caused by cultural background, especially on board or in your office? Being aware of differences of the cultural background of others is important to develop a better working relationship with your colleagues. Otherwise the sit-uation may appear stressful. Have you ever experienced becoming aware of the differ-ences in unexpected situation? If you have any interesting episodes, we appreciate you to share your expe-riences in this “Cross Culture Corner”, if possible.

CROSS CULTURE CORNER

Spirit of hospitality This is one of my episodes during working in a country in the South-East Asia more than ten years ago. I was working with the colleagues from Japan, Myanmar and Thailand in my working place. One day, I was invited to a home-party hosted by Burmese colleagues. We were talking about each culture such as traditional food and cosmetics. We really enjoyed conversation and delicious Burmese food, however, it happened just be-fore the party ended. I tried to eat everything left in my plate because leaving food in the plate is not favorable manner in Japanese culture. I almost reached to my goal. Guess what happened next.

The answer is that additional scoops of foods were given again on my plate. The host did it even though I turned down for my refill. When I was at loss not knowing what should I do, my senior Japanese colleague taught me that it was Burmese hospitality that they consider it something not good to let the guests empty their plates at any time of the party. Then I realized why she kept filling my plate. Having realized the differ-ence of culture, I could leave some food on my plate and could adopt their manner without stressing them and without making my self stressed. If I didn’t come to know this cultural difference, I would have tried to eat much more food against my wish. And they must have misunderstood me as such a big eater.

I realized importance of cross-cultural awareness through interaction with the foreign people. My senior col-league’s little guidance was very helpful for me to behave in an appropriate manner.

Experience shared by K. Asano/K-ENE, QCG

Environmental Issue

12 Quality, Safety, Health & Environment Bulletin

What will Life be in 2050 What will life be in 2050? What does the future hold? What will life be like for our children—and their children? These are perhaps some of the biggest questions that confront humanity. Almost everyone at some point in life contemplates them. Majority of the people believe that advancement of scientific developments will make life easier, communication will be superfast and computers will probably be able to converse like humans. Some even believe that technology could read people’s thought and space travel could be a commonplace in 2050. All that sounds exciting but there are other issues which will pose challenges to humankind. There is no denial that since the dawn of human history, we have been destroying the natural world at an ever-increasing rate. Now, as human numbers grow, we face an ecological crisis. To understand where the world is headed, we must examine how many human beings are on Earth today—and how many will be in 2050. We are currently growing at a rate of 1 billion people every 12 years! And by 2050, the United Nations estimates that there will be over 9 billion people living, working, trading and travelling on our planet. The global economy will rapidly grow and will use more and more energy, food, water, transportation services and raw materials. The rise in population and the human influence is also believed to be the dominant cause of Global Warming since the mid-20th Century. Globally-averaged temperatures in 2017 was reported to be 0.90 degrees Celsius warmer than the mid-20th Century mean. Reportedly most of the warming has taken place in the last 36 years with seven-teen of the eighteen warmest year have all occurred since 2001. Global warming is primarily caused by increases in the greenhouse gases (GHG) and chief contributor being car-bon dioxide (CO2). Global Warming is a global issues. All countries are affected by and also in some way or the other are contributing to the build up of greenhouse gases in the atmosphere. Greenhouse gases emitted by human activities alter Earth’s energy balance and thus its climate. Humans also affect climate by changing the nature of the land surfaces (for ex-ample by clearing forests for farming) and through the emission of pollutants that affect the amount and type of particles in the atmosphere. The effects of global warming and climate change is already being felt with extreme weather conditions, extremes of drought and flooding are becoming more common causing challenges to the man-agement of water resources, shortage of drinking water, rising sea level, public health issues with rising tempera-tures, food security, challenges in energy supply etc. Actions taken to tackle global warming and climate change At the United Nations Climate Change Conference held in Paris in Dec 2015, attended by representatives of 196 countries, the main topic of discussion was the rising global temperature and the key result of the conference was an agreement to set a goal to limiting global warming to well below 2deg Celsius compared to pre industrial levels. Shipping falls outside the ambit of “Paris Agreement”. Shipping although has a relatively less negative impact at 2.6% of Global CO2 emission, if it was a country then it would have ranked 7th highest in CO2 emission in the world, comparable to Germany’s national emission. The growing global transportation will significantly increase ship move-ments and the third IMO GHG study forecasts shipping CO2 emission to increase by 50% - 250% by 2050, which would then represent 6% - 14% of global emission. In April this year the IMO Marine Environment Protection Committee (MEPC) announced that member state delegates have agreed on a target to cut the shipping sector's overall CO2 output by 50 percent by 2050. The agreement includes a reference to bringing shipping in line with the Paris Climate Agreement's temperature goal, which seeks to limit global warming to "well below" two degrees Celsius. As a world-leading marine transport operator “K” Line has also set Goals for 2050. (1) The interim milestone being to reduce CO2 emission by 10% from 2011 level by 2019 (already accomplished in

2015) (2) Setting a new CO2 emission reduction target of 25% for 2030 against 2011 level (3) Reducing CO2 emission by half in 2050

And finally, we need to realize that each one of us makes a difference every day. If each one of us spends a few moments thinking about the consequences of our activi-ties and the choices we make, the cumulative impact on the planet will be huge. Then hopefully in 2050, the world will be a much better place than it is today.

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 13

As part of fulfilling the requirements of increasing number of our “K” Line Filipino seafarers, to further strengthen and expand company’s training program, enhance healthcare service to assist them better, a new eleven storey adjacent to “K” Line building, named “Ocean Breeze” was built and inaugurated on 2nd March 2018 led by top executives from “K” Line group and Philippine Government and Maritime Officials.

This new facility is replete with bigger space for in-house clinic with its latest and state of the art medi-cal equipment able to cater all seafarers, and hotel room-like dormitory that can accommodate 225 trainees wherein a study/library room was provided for them. It also houses logistics and marine shipping agent firms and soon to have a gymna-sium equipped with various

exercise instru-ments for the seafarers to use while staying in the dormitory.

Located on the ground floor of the new building is the inhouse manning agency, Ventis Maritime Corpora-tion, wherein the seafarers have a comfortable, spacious and cozy waiting lounge when reporting and of-fice departments are arranged by section for the ease of everyone and better service. Crew briefing, meetings and video conference will now be easy and comfort-able due to the new and bigger conference room inside Ventis office. “K” Line Energy Ship Management (Manila Rep. Office) is lo-cated at the ground floor.

Ocean Breeze Inauguration in Manila, Philippines - 2nd March 2018-

Lobby of Dormitory

KL Clinic

Dormitory: 5-6th Floor Dormitory: 7th Floor

“K” Line Energy Ship Management (Manila Rep. Office)

I believe your visit will be more comfortable. Please come the new building “Ocean Breeze”, we look forward to seeing you in our new office.

14 30th June, 2018 1Q-2018

Notable PSC and Vetting Findings

TYP

MJR

CHPTR OBSERVATION

V L CC

SHELL

11.14

A review of the computerized planned maintenance system (BASS) indicated that 35 items of jobs were overdue at the time of inspection. However, there was no information regard-ing these overdue items were acceptable range as per the SMS, otherwise or operator's correspondence of agreement for deferment and reasons were available.

IDEMITSU

5.49 IMO symbol marked at the location of the fwd embarkation access on both side (P&S) was incorrect.

5.4 It was observed that the canopy light cover of the rescue boat was broken. - It was replaced with a spare one before the closing meeting.

6.35 It was observed that the time in the 15 ppm bilge oily water monitor was not set correctly. It was corrected after the inspector pointed out.

L NG

12.4 Non-slip paint was applied not fully covering around all bollards on deck but applied cover-ing only one side of bollards.

6.8 Contact number of local P&I correspondent was not included in the contact list at last load-ing port.

5.35 Cylinders were stored in the oxygen locker with a clear mark, however they were not segre-gated with full and empty cylinders.

L PG

11.46 There were no cover or guard to protect the light bulbs of 3 work lights of Grinding machine, lathe machine and working table in the engine workshop.

CHMC

BP

6.3 Vessel was provided with an approved Ballast water treatment system (BWTS) in addition to Exchange methods. However the BWTS was not operational.

8.86 IBC 15.11.7 required provision to be made for suitable apparatus to detect leakage of cargo into adjacent spaces. However there were no records of this being carried out.

SIRE

TYPE CHPTR OBSERVATION

CHEMICAL 3.1.22 Small charts, small scale not available for use when total loss of electrical power.

CDI

PORT TYP CTGRY DEFECIENCY

Fremantle LSA Various immersion suits provided onboard not suitable size for most of the current crew.

Ningbo

Marpol Monitor alert of 15PPM of O.F.E. not activated when sample water pipe cock closed.

IMDG

Segregation of DG container no. NYKU4398545 (UN NO. 2735, Class 8, Pos. 180216), No. TCLU2651191 (UN NO. 2820, Class 8, Pos. 170104) and No. UACU3506622 (UN NO. 2820, Class 8, Pos. 170204) and No. HAMU1030914 (UN NO. 2820, Class 8, Pos. 170404) not comply with IMDG Code.

Ningbo

LSA Four life rafts can't keep float freely due to painter not connected with weak link. LSAC/CIV/4.1.6

LSA Both lifeboats hook not restored properly due to stop lever C and handle A not in stop po-sition. LSAC/CIV/4.4

Shanghai Nav

The record of on board training from time 1445H to 1645H ON 13-Mar-2018 shows all crews participated in training when the ship is navigating which endangered ship safety. (Remark for action code 90 rectify from now follow up inspection needed)

Marpol The spare replenish sterilizing agent tablets for sewage treatment plant expired.

Yokkaichi LPG Nav BNWAS reset button located in position where a proper lookout can not be maintained.

C o n t a i n e r

PSC