Quality, Safety,

Health & Environment

Issues Inside

Dear seafarers and shore staff of KLSM, I have returned to this column again, nice to see you again! During my absence from this bulletin, I’ve been engaging in another job developing a new IT system and network onboard. Considering recent technological advances and service, we hope this work will enable ship operation to become more safe, comfortable, convenient and helpful to enable both shipboard and office staff to be freed from some of the more time consuming jobs. Newly built ships that will be delivered this year, will be introduced in the such concept of course, and I believe it will be welcomed by those who work onboard. If you have any ideas for best practice in order to improve our quality and safe operation , please let us know. Hoping for safe voyages for everyone as always. Thanks!

 

1Q-2017 30th June, 2017

Message from Capt Shoji Fukuda, the manag-ing director of KLSM Singapore What I like about the culture in “K” LINE SHIP MANAGEMENT is that every-one considers the seafarers as our most precious asset. I am hon-oured and pleased to see how every single shore employee always consider our seafarers and how we can support them better and develop their competencies. We have committed ourselves to a shared set of values that are binding on all employees. Every-thing we do is based on our strong values: Cour-age, Achievement, Respect, Responsibility, Integ-rity and Transparency. However, challenges still exist as number of re-cent incidents of injury and serious case affecting to ship operation in Singapore fleet, It suggests that fully implementation of safety culture is al-ways a key issue and we need to address with ad-ditional rigour. Crew safety is always most im-portant. The Japanese big 3s are on the way to establish a new container company by this July and it will start service from April next year; still our prime task and target remain unchanged i.e. protection of the marine environment and the enhancement of personal safety of crew on board ships. We believe in slogan “health is wealth”. Nowa-days Seafarers face growing health challenges due to lifestyle risk factors such as obesity and physical inactivity increasing the risk of diseases. We KLSM SGP/Chemical office, encourage all our staff to get your body and mentality healthier through sports exercise. Healthy, safe and secure ships can be guaranteed only after our safety and health culture is en-sured. Bon Voyage!

1

Page 1 Message from MD of KLSM Singaporeof KLSM Singaporeof KLSM Singapore 2-3 KLSM Awards 4-5 Near Miss Reports 6 Healthy Living & Sharing of Experience 7 Sharing of Experience 8-9 Introduction of Best Practices Reported 10-11 Sea Breeze 12 Environmental Issue 13 Notable PSC and Vetting Findings 14 Q.S.H.E. Events & Exercises

EDITOR: Mr T. Fukuzawa (Chief-QCG) “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

klsmqcg@klsm.jp.kline.com Capt Shoji Fukuda, The managing director of KLSM Singapore

Vol. 39

2 Quality, Safety, Health & Environment Bulletin

<Oil & Gas Carriers Fleet>

KLSM AWARDS

VETTING Inspection “ZERO OBSERVATIONS” AWARDEES

INJURY FREE MILEAGE — as of 31 Mar 2017

Vessel Last Injury Injury free Mileage

1 VIKING RIVER 09-Jun-11 5 years, 9 months, 22 days = 2122 days

2 SENTOSA RIVER 06-Jul-11 5 years, 8 months, 25 days = 2095 days

3 TANGGUH-JAYA 27-Oct-11 5 years, 5 months, 4 days = 1982 days

Big applause to “ZEKREET” who received their first Zero Observa-tions Award in Idemitsu inspec-tion on the 4th of February 2017 at Higashiogishima.

“TANGGUH PALUNG” accomplished Perfect Zero Observations in BP inspection on the 27th of February 2017 at Incheon. Capt Kanda and Mr Saji were happy to recognize the great result.

“GALAXY RIVER” has made it in Shell inspection on the 25th of February 2017 at Sakai by member’s high morale and the con-certed effort! Look at their smiley faces!

Mr Hasegawa expressed our appreciation for the record. Congrats!

“Croatia” what a wonderful country to visit - beautiful sea, Dalmatian coast, amazing park Plitvice, delicious food and nice people are there. We can enjoy beautiful pictures on the web and books even though we are staying at home so I want to tell you about how won-derful Croatian people and food are. I stayed at a service apartment “Sove” during my visit. All landowners are very kind and so helping. An owner invited me to have lunch and dinner, took me to the market and bus terminal for free. Others gave me a map which was marked with recommendation to visit with explanations, and supported me to buy transportation ticket and to rent a mobile etc.. As for food, I enjoyed beautiful sunset with local beer outside the castle wall in Dubrovnik (left). A Simple baked sardine with potato is unforgettable one in spirit. Right picture is a tradi-tional cutlet which was served with full of gravy in a classical

restaurant in Zagreb. I truly want to go back and wish to visit the northern part next time.

A Visit to Your Home Country -Croatia- Traveler’s column by Ms. Maki Inoue (MLNG, KLSM- TYO)

“SENTOSA RIVER” has well done in this quarter too in Petronas inspection on the 13th of March 2017 at Laizhou. It’s nothing but a product of mem-ber’s continuous hard work .

Best-Best Practice Award (Vol.38)

Awarded to “Rubber Protection in F-Spanner” contributed by Mr Md. Sarour Millad, the 3O(left) and Mr Mohaiminul Islam the AO(right) of “HOUSTON BRIDGE”.

Another appreciation goes to “SUMMIT RIVER” for their zero observations in Shell inspection on the 10th of April 2017 Sendai. Bravo!

“ISUZUGAWA” was praised by Capt Tanetani for their success made in Shell inspection on the 22nd of March 2017 at Ube.

3 1Q-2017 30th June, 2017

Near-Miss Reports

4 Quality, Safety, Health & Environmental Bulletin

Outline of the incident: While an officer was inside a water ballast tank for inspection, the torch light lost its battery suddenly and the light dropped. He had not checked the condi-tion of the battery beforehand. Therefore he didn’t carry an additional light, he could not move anymore in the darkness until external assistance was ar-ranged. What could have happened? A falling injury. What should have been done? Check the battery condition of torch lights prior to entering any dark or enclosed compartments. Consideration should be given to arrange addi-tional light, e.g. pneumatic type if possible.

Outline of the incident: During transiting at Singapore Strait, one of the fish-ing boats suddenly crossed the vessel’s bow a dis-tance of less than1 cable. Vessel attempted to use air horn but it did not activate. The whistle air source valve in E/R was in the closed condition since the maintenance of the drain line valve had been done the previous day. What could have happened? Collision in the worst case. What should have been done? Whistle should have been tested at least prior to en-try into confined waters. Horn/Whistle must be tried out daily as per KLQSMS procedures upon discus-sion with OOW.

Outline of the incident: Vessel could not pump out the bilge water during dis-charging from No.4 Cargo hold bilge tank (S). Several rags were found wrapped around the strum box that were left during dry dock. Luckily, the water level was not that high and crew were able to remove the rags. What could have happened? Cargo could have been damaged in case of strong rain or flooding. What should have been done? Routine inspection should have been done properly. Bilge well should be included in the routine inspection and testing to ensure that the bilge strum box and suction mouth are free from obstructions.

No suction on cargo hold bilge Supply air for ship’s air horn was shut

Outline of the incident: A de-rusting air tool was left the “ON” position by mistake after use as there was no “ON” & “OFF” marking on it. What could have happened? Injury to the next person using it when connecting the charged air hose. What should have been done? Although it was poor in design, the user should have made sure it was in the OFF position. Hence the marking of “ON” or “OFF” should be made clearly on air tools for easy recognition.

Air tool kept “ON” position after use

Light battery down during water ballast tank inspection

Used rags blocking the suc-tion pipe of cargo hold

Outline of the incident: An officer found a crew member engaging in chipping work wearing sunglasses instead of safety goggles as it was unpleasant with accumulated moisture in the gog-gles. What could have happened? Injury to eyes by rust particles. What should have been done? Strict compliance to proper PPE as specified. If some safety goggles are too uncomfortable to use, replace-ment must be considered.

Chipping without proper PPE

Outline of the incident: M/E exhaust valve was being replaced using E/R crane. Although the L.O. high pressure pipe reached its fixed position, the crane continued lifting the pipe as the button was continued to be pressed until anoth-er crew member shouted to stop. What could have happened? Breaking pipe or crane wire. Injury of the crew in the vicinity in the worst scenario. What should have been done? The operator must have been attentive enough while operat-ing the crane. He must be sure of what purpose the crane is being operated for.

Operation mistake of crane while replacing M/E exhaust valve

5 30th June, 2017 1Q-2017

Outline of the incident: During a garbage lowering operation to the service boat, a crew member threw the heaving line as in-formed by a boat man. Then it was noticed that there was another boat man standing in the direction of the line thrown. What could have happened? The thrown heaving line could have hit the boat man. What should have been done? Confirming that the situation was safe enough to throw the line. Keeping good communication with boat men. Use of whistle could be effective to warn shore workers.

Near-Miss Reports

Outline of the incident: Incorrect information regarding ship’s outlet voltage for Suez Canal search light was mistakenly reported to the canal authority. Therefore the light, the electrician from the authority brought was not suitable for the ship. The suitable light was delivered later. What could have happened? Delay. Penalty. What should have been done? Information given to 3rd party should have been double-checked. Placard with the voltage information near VHF or adding voltage information on VHF communi-cation card for SUEZ can be effective.

Outline of the incident: During annual inspection of EEBD, the cap holding the firing pin was found damaged with a streamline crack and broken. What could have happened? It could lead to triggering of the firing pin and draining of air from the EEBD cylinder. What should have been done? Safety equipment should have been handled with special care. Routine inspection must be carried out thoroughly to detect any defects as per SOCL.

EEBD cylinder cap found broken

Incorrect information given to an authority

Throwing the heaving line without noticing a boat man

Outline of the incident: Masks that are suitable only as a dust mask were considered as chemical outfit masks. The guidance was not available since the instruction manual sup-plied was not in the appropriate working language. The masks also look like the ones used for chemical handling. What could have happened? Possibility of inhalation of toxic fume in case of use at chemical handling. What should have been done? Inspection as per SOCL requirement． If the instruction is in a language other than English, ask the office for assistance in translating for easy under-standing.

Dust mask mistakenly considered as chemical outfit mask

6 Quality, Safety, Health & Environment Bulletin

Healthy Living

JOURNEY TO ETERNITY……… - Article from Team “RIVER ETERNITY”-

Firstly, thank you for giving us the opportunity to write an article “Journey to Eternity” in the bulletin.

River Eternity Product Carrier, 10 years old ship, was initially under a different management group. It was well known that the condition of the ship required several expenditure before it reaches to KLSM standards. The ship, which was roaming across the Persian Gulf to South East Asian routes since the past 10 years with more or less the same cargo, was now sailing through shorter voyages with different cargo. In the past few months, the ship went to several ports, including Oman to Pakistan, Pakistan to Sikka, Sikka to Fujairah and finally Fujairah to Aqaba. The voyages are short and unpredicted and operations are carried out quite differently/unsystematically from VLCC/AFRAMAX. Often, those are not mentioned within the “voyage orders”.

The voyage while at Fujairah awaiting for next voyage, normal routine maintenance was underway, the vessel was asked to prepare tanks in the shortest time possible in order to tender NOR at Sohar, Oman. After the completion of the purging operation around midnight, a message came that the vessel needed to take 45 drums on board and carry out additive injection through the manifold! After loading following night, another message comes to circulate cargo Slop Port to Slop Port. The vessel was to be prepared for the Shell Sire inspection that took place at Karachi. The enormous amounts of effort put in by the crewmembers eventually paid off, as the inspection results flaunted that ZERO Observation was achieved!! Despite such short voyage and many port calling, our MSI and TSI were absolutely impeccable in arranging necessary stores/spares. All stores were arranged timely and their level of cooperation was deeply appreciated and commended!

For all crew on board it’s good to observe these points: 1. Difference between other management company and KLSM. 2. Organized VLCC/Aframax business and tricky product carrier routine.

And finally on a lighter note it reminded old 1D1P program (One day one problem).

River Eternity Product Carrier went through of several challenges, the vessel has managed to sail swiftly through the thunderstorms. As the name suggests, the vessel is bound for eternity! After all, a smooth sea never made a skillful sailor!

-Team River Eternity-

Sharing the Experience

A cup of tea, either black or green, is one of the most common refreshments. After a long and hard working day it soothes your nerve and relaxes you. You may think it’s good enough, but, how do you feel if it would cure your ailment? Tea contains catechin, a kind of flavonoid, which is known to have various health effect to human: anti hyper-tension, control of blood cholesterol level, antiphlogistic effect, antioxidation, some reports say it even prevents cancer! Gargling with black tea is effective to prevent flu. Actually

it’s much more effective than using a mouthwash! On the other hand, rinsing out the mouth with green tea at night kills malignant bacteria, such as mycoplasma, in your mouth. Keeping your mouth cleaner with green tea will bring you many favorable effects.

It’ll prevent periodontal disease, bad teeth, and save you from foul breath. Moreover, it might save your life! Perio-dontal disease bacteria can be life threatening when it contaminates your blood, quite rarely, though. It is my personal impression, thus very subjective opinion, that tea masters in Japan who teach tea ceremony man-ners, thus inevitably drink strong green tea (“matcha”) customary, seem to enjoy longevity. When you mingle with those tea masters/mistresses, it’s not hard to find old ladies in their eighties or nineties with straight back and clear mind. It may be a great display of green tea effect. What most appealing in it is, however, it does not require any effort from you. All you need to do is to enjoy a cup of tea every day. Why do you hesitate to start it today? - Ms M. Tsuruta, CWG, KLSM-TYO

Find your cuppa and how it’ll improve your health!

RIVER ETERNITY

7 1Q-2017 30th June 2017

28th of February 2016: Karachi Shell vetting Inspection

The efforts and hard work by the vessel was rewarded. She received zero observation at the Shell vetting inspec-tion carried out at Karachi.

14th of November 2016: Korea Owner change from Fukujin Kisen to K-Line and Management change from Fleet management to KLSM.

The first batch joined the vessel at Korea and set sail for Keppel Shipyard Singapore. Even though we anticipated and knew that the condition of the vessel was very different from KLSM vessels, it was only after our seafarers took charge of the vessel and started operating the machinery and equipment was the enormity of the work needed to bring her up to KLSM standard was realised. Apart from suspicious functioning of the safety systems on board and the unstable condition of the equipment, our seafarers had to endure unsatisfactory living conditions with patience and limited fresh water.

We at KLSM would like to express our appreciation and gratitude to the hard work, efforts and dedication of our seafarers in enduring this journey, overcoming the odds and ensuring the vessels wellbeing for eternity… Dhanyavad!

After an eventful voyage full of surprises but with safety as their main criteria our seafarers brought the vessel to Keppel shipyard without any untoward incident. The scope of the work to be carried out had drastically increased since the vessel was taken over, but it just multiplied after equipment was opened up at the yard. We were in a real shock and it was unbelievable how differently the vessel had been maintained from the way KLSM vessels do. Finally it all boiled down to the limitation of our budget and the time needed for the repairs which meant offhire time for our owners. We had to prioritise and the vessel’s officers and crew supported us whole heartedly assuring us that the jobs which had to be cancelled would be done by them once the vessel sailed out. It was this support , dedication and very hard work which enabled the vessel to complete the repairs and sail out on the 21st day of her docking . The vessel was earlier scheduled to be at the dockyard for 28 days.

Master, Rakesh Rai / CO, Manish Chunilal Bariya / 2O, Udayakumar Gnanaprakasam / 2O, Vi-yagulam Maria John Soosai / 3O, Ravi Tewari / CE, Anan-tha Panakaje Shenoy / 1AE, Ananth Kumar Meenak-shisundaram / 2AE, Shyam Hansraj Matheril / 3AE, Vivek Goswami / EO, Sathi-yan Thirugnanam

Followed by

Master, Bhavin Devshankar Upadhyay / CO, Omprakash Isanji Yesansure / 1AE, Jacob Varkey Reny

BSN, Ali Altaf / PMN, Ram-sevak Gopichand Loniya / AB, Venukumaran Vaniya / AB, Bhavyeshkumar Lax-man Baria / AB, Morley Jerson Vaz / OS, Yogesh Rajendra Singh / OS, Mithil Shrinivas Sutar / 1OLR, Mukesh Mohan Bamania / OLR, Ponnambath Abhilash Muliyil / OLR, Ashutosh Kumar Saxena / WPR, Manikandan Vaniya / WPR, Keven Myron Juliao / CCK, Mahendrakumar Gun-vantbhai Tandel / MSN, Anant Kumar Shaw / MSN, Tushar Kanti Acharya

1st batch ...Appreciation to each one of you...

24th of November 2016: Keppel shipyard, Singapore

A prayer for eternity…

...before an arduous voyage

…… OUR THANKS AND GRATITUDE FOR THAT JOURNEY -Introduction & appreciation from office to “RIVER ETERNITY”-

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

1. Wide plastic tape in between flanges of SW pipings in E/R

Applied around stern tube area for prevent-ing splashing and dam-age to machineries.

2. ECDIS Placards during port stay

“CAUTION ECDIS BUZZER MUTED” All bridge team members can be aware that buzzer is muted and to reactivate it before depar-ture. “DO NOT SWITH OFF ECDIS IN PORT” To prevent ECDIS gets switched off by mistake and fail for NAVTEX messages to get plotted.

3. Protection for sounding pipes

Contributed by Mr Noor M. Salique the 2 AE of “ TAMAGAWA”.

Concealed by denso tape and paint.

Around dehumidifier

Other areas: around I/O box, back of I/O box, around fire pump, around No.1 & 2 FWG ejector pump, around water spray pump.

The gap between sounding pipe and protecting guard was covered with denso tape. The gap at the bottom was blocked by the coating of paint with no provision for draining any trapped water. The corrosion in the area was not evident. Rust deposit between

the guard and the pipe.

Gap for water to get drained.

Adequate space without denso tape.

Guard with raised legs and additional cham-fer was newly fabricated.

Additional chamfer

Contributed Mr Shingo Kameyama, the CE(left) & Mr Yusuke Suzuki (right), Jr 1AE of “ ZEKREET”.

Contributed by Mr Shourya Sharma, the 2O of “ FOUNTAIN RIVER”.

Office is distributing many circulars for safety, navigation, security, etc.. While shipboard staff needs to peruse the circulars coming one after another, no uniform display board is provided to make the control and sharing easier. Thus the ideas depend on the ships. These best practices enable you to identify what’s new easily. Office may draw these ideas. 

Familiarization for important things to keep in mind during cargo operation is ef-fective to conduct the operation smoothly and prevent improper handling. Similarly, information sharing for cargo itself and cargo work relating must be

shared among every crew member attending the cargo watch. These best practices were recognized during SI visit and could be introduced in our procedure to achieve safe cargo operation. We would like to

share such ideas from all fleet vessels, not only tanker ship but also container carrier, toward “ZERO acci-dent”. Please let us know your best prac-tice any time.

1Q-2017 9 30th June, 2017

4. Sheet for cargo work familiarization and information sharing

Piracy Circulars

Safety Circulars

Navigation Circulars

5. Circular Board

5 & 6 are contributed by Mr Rajat Chandani, the CO of “FOUNTAIN RIVER”.

Contribution from Mr Cadavedo R. Caneda , the SC of “YAMATOGAWA”.

Contribution from Mr Karan Budhiraja , the 3O of “GRACE RIVER”.

Familiarization checklist for loading/discharging

For Chief Officer

For 2nd Officer / 3rd Officer

Cargo information and work record

Introduction of Best Practices Reported

Sea Breeze Quality, Safety, Health & Environment Bulletin 10

Good Housekeeping Practices

Merchant Shipping regulations require every dangerous part of a ship's machinery to be securely guarded unless it is so positioned or constructed that it is as safe as if it were securely guarded or is otherwise safeguarded. Good housekeeping implies that a workplace is kept in an organized, uncluttered, and hazard-free condition. It is not just about cleanliness; it lays the basic foundation for accident and fire prevention. It can also improve the health and safety of ship staff by reducing exposure to hazardous chemicals and unsafe conditions, including fires or explosions.

Here are some of the many benefits that can be gained when implementing good workplace housekeeping: Improved ship staff Safety ◇ Fewer trip and slip incidents where walkways and working surfaces are free of clutter and spills. ◇ Decreased fire hazards as a result of the reduction or elimination of waste, dust, debris, and other flammable

materials. ◇ Reduced number of crew being struck by objects through organized and careful storage of materials, tools, and

equipment. ◇ Fewer crew injuries as a result of defective or malfunctioning parts through timely maintenance of machinery,

equipment, or systems. Improved ship staff Health ◇ Reduced crew exposure to hazardous substances, such as dust and vapor buildup, by following a regular

cleaning schedule. ◇ Improved working conditions and ship staff health through regular servicing, cleaning, and supplying sanitation

facilities. Increased ship staff Productivity ◇ Safe work environments lead to healthier ship staff, higher crew morale, and increased productivity. ◇ Workplace cleanup and maintenance, including crew training, will ensure better control over tools and materials

as well as the inventory of supplies. ◇ Tidy and clean work areas allow for more effective use of space. ◇ Improved preventive maintenance can reduce property damage.

Increased ship staff participation in general housekeeping helps reduce the workload. Housekeeping and safety in engine room ◇ Oily contaminated materials, such as oily rags and other materials shall be placed in metal containers with met-

al lid as per GMP. ◇ Engine Room Workshop shall be kept tidy, no storage of flammable materials is permitted and PPE shall be

prepared in place. ◇ Engine rooms by their very design are hazard areas to the unwary or unfamiliar for all sorts of reasons automat-

ically starting machinery, loud noises, loud alarms, 'blind' areas with no exit, etc. ◇ Any door that leads out from the engine room is effectively an 'Emergency Exit'. It is suggested that engine

room emergency escape doors and exit routes should be clearly highlighted using a fluorescent color such as 'Day Glow' Orange or Yellow or painting the door with 'Tiger Stripes'.

◇ Clutter in the workplace can obstruct walkways, which could make it more difficult to exit during a fire or other emergency.

Some ladders in an engine room lead only to half decks where measurement equipment or gauges are located and these areas may not lead to an escape route and therefore they should be marked with a conspicuous NO EXIT sign. These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship. The appearance of a vessel reflects not only the standard of the management and customer service that a shipping line offers, but also indicates that a high level of safety, efficiency, solid organization and good seamanship is main-tained at all times.

!!! REMEMBER !!! SAFETY IS GAINFULL

ACCIDENT IS PAINFULL

Good Housekeeping Practices

Merchant Shipping regulations require every dangerous part of a ship's machinery to be securely guarded un-less it is so positioned or constructed that it is as safe as if it were securely guarded or is otherwise safeguarded. Good housekeeping implies that a workplace is kept in an organized, uncluttered, and hazard-free condition. It is not just about cleanliness; it lays the basic foundation for accident and fire prevention. It can also improve the health and safety of ship staff by reducing exposure to hazardous chemicals and unsafe conditions, includ-ing fires or explosions.

Here are some of the many benefits that can be gained when implementing good workplace housekeeping:

Improved ship staff Safety Fewer trip and slip incidents where walkways and working surfaces are free of clutter and spills. Decreased fire hazards as a result of the reduction or elimination of waste, dust, debris, and other flamma-

ble materials. Reduced number of crew being struck by objects through organized and careful storage of materials, tools,

and equipment. Fewer crew injuries as a result of defective or malfunctioning parts through timely maintenance of machin-

ery, equipment, or systems.

Improved ship staff Health Reduced crew exposure to hazardous substances, such as dust and vapor buildup, by following a regular

cleaning schedule. Improved working conditions and ship staff health through regular servicing, cleaning, and supplying sanita-

tion facilities.

Increased ship staff Productivity Safe work environments lead to healthier ship staff, higher crew morale, and increased productivity. Workplace cleanup and maintenance, including crew training, will ensure better control over tools and ma-

terials as well as the inventory of supplies. Tidy and clean work areas allow for more effective use of space. Improved preventive maintenance can reduce property damage. Increased ship staff participation in general housekeeping helps reduce the workload.

The improvement of ship staffs’ attitude & behavior is another advantage to maintaining good housekeep-ing. It practices help ensure neat, organized and safe workspaces, which can reduce stress and improve moral.

<<Housekeeping and safety in engine room>> The engine room shall be kept tidy to allow hot work when required. No storage of flammable material is permit-ted. The personal protective equipment (PPE) shall be prepared and stored in place. Engine rooms by their very design are hazardous areas to the unwary or unfamiliar for all sorts of reasons au-tomatically starting machinery, loud noises, loud alarms, 'blind' areas with no exit, etc. Any door that leads out from the engine room is effectively an 'Emergency Exit'. It is suggested that engine room emergency escape doors and exit routes should be clearly highlighted using a fluorescent color such as 'Day Glow' Orange or Yel-low or painting the door with 'Tiger Stripes'. Clutter in the workplace can obstruct walkways, which could make it more difficult to exit during a fire or other emergency. Some ladders in an engine room lead only to half decks where measurement equipment or gauges are located and these areas may not lead to an escape route and therefore they should be marked with a conspicuous NO EXIT sign. These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship.

The appearance of a vessel reflects not only the standard of the management and customer service that a ship-ping line offers, but also indicates that a high level of safety, efficiency, solid organization and good seamanship is maintained at all times.

Contributed by Mr H. Kattimani, the C/E of “ISUZUGAWA”.

!!! REMEMBER !!! SAFETY IS GAINFULL

ACCIDENT IS PAINFULL

1Q-2017 11 30th June, 2017

Sea Breeze It’s More SADYA in “FUJIKAWA”

“SADYA” is what you feel when you get hired for a job, when you got in the ship for the very first time or when you get home to see your family and loved ones. It is an Ilonggo term that means fun. Even the waves feel it as they play with each other and against our very own “FUJIKAWA”. “FUJIKAWA” is not just a fleet for work but is also filled with programs and activities to ensure a balanced lifestyle. First is the “biggest loser FUJIKAWA edition” that everybody looks for-ward to every month during the monthly health check up. The person with the largest weight loss in proportion to his height (BMI) for the month receives a prize of 200 USD. The main reason for this program is to promote healthy life-

style, since researchers have found out that seafarers have a high risk of being obese. Commonly, the stress from being away from family and loved ones encourages eating and overeating unconsciously while watching movies during breaks results in being overweight and eventually getting obese. Obesity does not only signal personal danger but also a huge risk in the overall operation of the vessel. The “biggest loser” program also keeps seafarers away from diseases and makes them physically fit to work especially during cargo operation. Aside from the cash incentive, this monthly program will also eventually develop the habit of exercising and being health conscious among seafarers whether on or off board. K-line understands that health is our biggest asset and so when seafarers are healthy they can continue working and earning to ensure a better future for the family. Although “FUJIKAWA” may need some gym equipment for example, leg machines, easy bar curl or set of plates for lifting, our vessel houses a basketball court that keeps us active during our vacant time and helps us lose weight and maintain our fitness. According to the proverb “ a bamboo that bends is stronger than an oak that resists.” To be like a bamboo that dances with the wind is to be that person who is ready to face a challenging world. For us to be resili-ent like the bamboo, the chief officer conducts training on resiliency to help seafarers cope with various difficulties in work and in our personal lives. Finally, we are served the best balanced meals by the Chief cook and 2nd cook. Considering the workload when on board, being served a great meal gives inspiration to work harder. Also, not everyday is a good one but whenever those days come we get to eat comfort food by request to uplift our spirits and forget our worries.

These programs and activities makes “FUJIKAWA” more SADYA. We do not just earn money for our family but we are kept physically and mentally healthy for a better tomorrow.

Contributed by Mr I. S. Divinagracia, the O/S of “FUJIKAWA”.

Environmental Issue

12 Quality, Safety, Health & Environmental Bulletin

Nowadays more and more shipping companies are going for the ISO 14001 certification. There could be various reasons as to why such move is taken but the main intention is to demonstrate the Company’s commitment towards environment management and have an En-vironment Management System in place. “K” Line adopted ISO 14001 in 2003. Understanding the requirements of ISO 14001 is not difficult as there are lot of similarities with the ISM Code. We are all aware of the three basic purpose ISM Code serves – (1) To ensure safety at sea, (2) Prevent human injury or loss of life (3) Avoid damage to the environment and to the ship. In order to comply with the ISM Code, each Ship Owner / Manager and the Ship must have a working SMS (Safety Management System). ISO 14001 on the other hand is a standard related to environmental management that exists to help organizations (a) minimize how their operations (processes, etc.) negatively affect the environment (i.e., cause adverse changes to air, water, or land); (b) comply with applicable laws, regulations, and other environmentally oriented require-ments; and (c) continually improve in the above. ISO 14001 is process based, which means how a product is produced (service is rendered), rather than to the product (service) itself. One of the key factors of the ISM code is to avoid damage to the environment which is similar to the ISO 14001 which primarily deals with Environment Management. ISO 14001 requires compliance with applicable laws, regulations, and other environmentally oriented requirements. IMO over the years, adopted a wide range of measures to prevent and control pollution caused by ships and to mitigate the effects of any damage to the environment, human health, property and resources that may occur as a result of maritime operations. About 50%, of all the treaty instruments for the regulation of international shipping that IMO has adopted are directly related to the environment. The recent ones being emission control and energy efficiency, which are measures to curb GHG emissions and minimize Global Warming & Climate Change. Compliance with the ISO 14001 standards revolves around the EMS (Environmental Management System) which refers to the management of an organization's environmental programs in a comprehensive, systematic, planned and documented manner. To draw a similarity with ISM Code, merchant ships comply with various IMO as well as local regulations pertaining to environment protection and for doing that various management plans are required. The best example will be the Ballast Water Management Plan, Biofouling Management Plan, Garbage Manage-ment Plan and Ship Energy Efficiency Management Plan. Apart from the “Compliances Obligations”, “Management System Documentation” other factors common to both ISM Code and ISO 14001 are “Resource, Roles, Responsibility, Accountability and Authority”, “Competence, Train-ing, and Awareness”, “Control of Documents”, “Operational Control” and “Emergency Preparedness”. The main differences between the ISM Code and ISO 14001 is that (1) ISM Code deals with protection of the envi-ronment whereas ISO 14001 deals with Management of the Environment and (2) ISM Code is a must for merchant ships whereas ISO 14001 is voluntary.

ISM Code of environment and ISO 14001 –What difference? How related?-

Ballast Water Management Convention - The current status & trend -

Due date of BWMS installation (Ships with keel laid before 8th Sep. 2017) By the first renewal survey associated with the IOPP certificate after 8th Sep. 2017. I.e. the next special survey after 8th Sep. 2017.

Reg. D-1: Ballast water exchange offshore (From the date of effect until BWMS installation)

EXISTING SHIPS

Entry into force 8th Sep 2017

Next Special survey

Reg. D-1 Reg. D-2

BWM Convention, which will enter into force on 8th September 2017, was adopted in 2004 in order to prevent the adverse effects to the marine environment caused by the transfer of ballast water.

However, in the last Marine Environment Protection Committee (MEPC 70) held in October 2016, additional ex-tension to existing ships for BWMS installation was proposed. Further deliberation to consider the proposal will be taken place at MEPC 71 in July 2017.

※Some authorities have set their own requirement

UNTIL Due date of BWMS installation (Ships with keel laid before 8th Sep. 2017) By the first renewal survey associated with the IOPP certificate after 8th Sep. 2017. I.e. the next special survey after 8th Sep. 2017.

Reg. D-2: BWMS installation (Ballast water must be discharged in the condition to meet the convention standard )

13 30th June, 2017 1Q-2017

Notable PSC and Vetting Findings

VETTINGS (1st Quarter)

PSC INSPECTION PORT  CATEGORY  DIFICIENCY  CODE 

Yan an Others  Gangway safety net holed.  18499 

Mtce (Eng)  One electric light for engine room emergency exit out of work.  04103 

Felixstowe  Nav 

No evidence of route monitoring/posi on fixing during arrival felixstowe passage (as required by on board pas-sage plan) available. 

10135 

GMDSS personnel not familiar with distress, urgency & safety func on opera on of NBDP tlx.  05118 

Aspects of enclosed space entry drill not fully covered by vessel in its drills / training programme.  04118 

Vancouver 

LSA   Life boats and life ra s launching instruc on at sta ons. / FADED OFF NOT AS SOLAS REQUIRED  17131 

SOLAS  Fire dampers for Engine Control room. / NOT OPERATIONAL  07115 

MARPOL  Informa on provided on INT Sewage Pollu on cer ficate. / NOT AS MARPOL REQUIRED ANNX IV  14499 

Qingdao  LSA 

The lifebuoy with self igni ng light and buoyant lifeline not available for immediate use in the vicinity of STBD side gang way use. 

09223 

The loca on symbol of fire control plans stored in weather  ght enclosure outside the deckhouse not IMO stand-ard type. 

07122 

Xiamen 

Mtce (Eng)  E/R boiler high pressure steam drum found steam leaking near water level gauge.  13102 

Mtce (Dk)  Sewage treatment plant UV sterilizer indicated light out of work.  14402 

Others  No IMO standard exit symbol for escape in steering gear room.  07120 

TYPE  MAJOR  VIQ NO.  OBSERVATION IN DETAIL 

LNG  IDEMITSU 

5  61  The date of hydrosta c test was not marked on the cylinder of all portable dry powder fire ex nguishers. 

5  20 It was not included in the enclosed space entry permit that atmosphere in the space should be tested at many different levels by porta-ble gas and oxygen analyzers before entering the space according to IMO A 27 / Res.1050 7.7.1 and there was no evidence that the at-mosphere was tested at different levels before entering all enclosed spaces in the past. 

11  41  Some oil leakages were observed from #1 and #3 pump units of steering gear. Oil accumula on no ced in pump unit save all. 

LPG 

SHELL 

8  122 Cargo educ ng system was provided as emergency discharging method on board, and portable hoses were to be used for cargo educ ng systems. However, there was no evidence that pressure test was carried out for those portable hoses. 

3  3 The hours of rest records for the last three months were reviewed, and found more than 3 breaches per month by ship’s crew noted as follows;  1. Third officer – 5 breaches in January 2017 / 2. Second Officer- 4 breaches in January 2017 

5  11 There were some spare steel pipes stored in steering gear room. However, the pipes were not properly secured and there was no pro-tec on in case the pipe loosen due to ship’s movement though the pipes were stored near the No.2 steering pilot pump unit. This was rec fied during the inspec on. 

5  52 The fire doors for engine room entrance door (A-60), cargo control room (A-0), engine control room(A-0) and ship’s office (A-0) were unable to close fully by self-closing device.  And the access door from galley to crew mess room was inhibited to close by wooden block. Rec fied during the inspec on. 

PETRONAS  8  110 Canisters of the filter type respirators (Gas Mask) on board were exceeded six months from the date its were in used since July 2016. Operator procedures and canister’s manufacture requires these canisters to be discarded a er six months in used. 

OIL TNK 

SHELL  5  26 Ballast tanks and cargo pump room was fi ed fixed system to monitor flammable atmospheres in the space; however; LCD display unit which was fi ed inside CCR to readout the atmosphere found out of order. Defect report has been raised and sighted during inspec on. 

PETRONAS  6  21 No documented evidence that the pressure tes ng of bunker & cargo pipelines were "hydrosta c tests". (As per tes ng cer ficates/ records, latest pressure tests were carried out during the last dry-dock on 20 Apr 2016, not men oned it were hydrosta c tests/ the medium used). 

BP  4  11  Evidence showed that two of the four closing devices of the a  anchor light were broken and one was repaired with plas c pu y. 

BP  4  25 As per operator procedures, a er each completed voyage, the voyage plan has to be discussed / reviewed with bridge team manage-ment and to be signed at the special box on the voyage plan. There was no evidence available that those reviews were performed or recorded. 

BP  8  81  Evidence showed on the poop deck situated crane/davit, which was in use during the inspec on, the safety latch of the hook was missing. 

BP  10  10 Evidence showed the steel post / bracket of the UHF antenna on top of the Monkey Island was broken and the antenna pointed down to the deck. 

SHELL  8  25  Local pressure gauge in E/R for discharging pressure of Tank Cleaning Pump was not working correctly. 

SHELL  9  12  Gear covers of two mooring winches on poop deck were partly corroded. 

SHELL  5  15 At the  me of the inspec on there was no objec ve evidence to indicate that every crew member was training for use of the ship's life-saving appliances in severe weather and severe sea condi ons, problem of hypothermia, first aid treatment for hypothermia and other appropriate first-aid procedure (within 2 month period) 

SHELL  11  10 Lube oil analysis report dated 18 October 2016 for mooring winches #1 and #2 indicated "The viscosity is under the lower limit of the relevant viscosity grade and the oil should therefore be replaced." However there was no clear objec ve evidence of ac ons taken that took into account the analysis results / recommenda ons. 

CHEMICHAL  BP  4   1 

There was no guidance in the Operator's SMS as to the applica on of CATZOCs to the UKC policy with regard to any addi onal allowanc-es that may be required to be made. The depth error range of each CATZOC was programmed into the UKC calcula on sheet and this value could be seen on the sheet, but this was not applied to the calcula on so the UKC, if greater than 0.50 metre, which was the Oper-ator's minimum required UKC for this vessel at all  mes, was stated as being acceptable. ECDIS was the primary means of naviga on. 

TYPE  CDI NO.  OBSERVATION IN DETAIL 

CHEMICHAL  3  1  2  There was no evidence that so ware of naviga on equipment other than ECDIS have been updated. 

SIRE

CDI

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 14

The 9th KLSM Seminar for Indian, Bangladesh and Myanmar Container staff was held on the 2nd and the 3rd of February 2017 at Johor Bahru in Malaysia. While the 8th Seminar was unique in bringing together 3 nationalities for the first time, this seminar created its own identity by breaking away from traditional seminar regimes. The Seminar began with the President, Capt Saito’s opening address, followed by presentations on Social Media, CMS, tackling the rest hours, accident review, regulation updates and the Operator’s viewpoints. The next day, group interactive sessions were kept and workshops were conducted on navigational accidents, machinery break-downs, Port State Control and ECDIS. The guest speaker from NKM Coatings presented good tips on ‘Onboard Maintenance’ while Capt Anisul (Container fleet Master) spoke about his experiences with KLSM. The 7-years and 15-years loyalty awards were given out to the eligible staff by KLSM Management. Certificates for participations were given out to all attendees and Capt Fukuda brought the proceedings to an end with his closing speech. During this seminar, various activities; golf, cricket, and two dinner parties, were held in the evening as Team Build-ing Activities with the sole aim to make the Seminar a thoroughly enjoyable outing for the staff. A gala barbecue accompanied by live music pre-sented by KLSM office staff along with enthusiastic participation of the attending officers was the high-light of the evening. Our very own multi-talented President, Capt Saito in both the vocals and Instru-mentals led for the music session. With the excite-ment at a high level already, it will indeed be a chal-lenging task to keep raising the bar for the upcom-ing seminars.

The 9th KLSM Seminar for Container Crewmenber

Company Security Exercise Report on the 13th of December 2016

KLSM Tokyo carried out a company security Exercise on the 13th of December. The scenario was that six pirates carrying automatic rifles boarded via speed boat. The pirates stole personal belongings, kidnapped 3O & AB and escaped. During the headcount observed that CCK was missing and later found that CE is seriously injured with a broken leg. All crew and officers well versed with security duties for this type of event and crew carried out their du-ties satisfactorily. All security related equipment (SSAS, IRRIDIUM PHONE, safe space laptop) were tested satisfactorily. VDR data saving was done. The assembly and muster by crew in safe space could be improved by carrying out in an orderly manner. In the office, the squads carried out their duties effectively considering scope of the exercise. Some of findings were discussed in our office re-view meeting and will enhanced the procedure.

The 12th KLSM Crew Seminar in Philippines

The 12th KLSM Crew Seminar, facilitated by Ventis Maritime, was held on the 20th and the 21st of April 2017 in Iloilo City, a place located in central Philippines and a hometown of many Filipino seafarers. Along with the seafaring staff from all over the region, the event was graced by the attendance of K-LINE and KLSM staff from Japan, Singapore, India, and Jakarta. Some staff from allied organizations like KLPL and Class NK were also present to participate. It was highlighted by various presentations of key individuals to keep the organization abreast of the current status and trends of the company in terms its performance with respect to quality, safety, health and environmental stand-ards. Various topics were also presented to train, educate and create awareness amongst the sea going staff. The culmination and the much awaited part of the seminar was the presentation of loyalty awards where the recipients of

15-years and 7-years service awards were given plaques along with TAG Heu-er and Timex watches, respectively. The event was also made enjoyable as many team building and merrymaking activities were organized. All in all, the two day seminar was both enlightening and an unwinding experience to everyone.