Quality, Safety, Health & Environment

Bulletin Board 3Q-2015

Volume 32 30th September, 2015

Message from Mr Hiroyuki Iwaki, the General Manager of KLSM Tokyo Dear Staff, both On-board and Ashore, It has been muggy and scorching hot with temperatures over 35 degrees Celsius for 7 days in a row in Tokyo as of 7th Aug. Some say that the summer in Japan is hotter than that in Southeast Asia, and it seems like a global cli-matic trend, due to major meandering of subtropical westerlies. In the morning news, temperature reads 40 ℃ in Germany, 45 ℃ in northwest of India, then it rises to 53 ℃ in Iraq. The people of Iraq are allowed to take public holiday in such severe heat as the constitution guarantees. How are you getting along? I hope you have been attending to your duties in good condition regardless whether it’s hot or not. For those who are on vacation, please enjoy your holidays, though it’s too enviable for those who work in office. First I express my delight in having the opportunity to communicate my message in our QHSE bulletin. I was as-signed as the General Manager at the board held in the end of last June. Therein, I have thought what must be done to achieve the company objectives which approach our ultimate goal as our SMS mentioned. ●Quality Assurance ●Customer satisfaction ●Safety of Operations ●Environmental excellence We need to foster KLSM internal consensus of safety culture by following our SMS uncompromisingly; and our SMS will be updated and improved in accordance with international shipping industry demands without any com-promise even if it might be far from being welcomed for us occasionally. I say with confidence, that if you are prepared, you don't have to worry. Watch your thoughts; they become words. Watch your words; they become actions. Watch your actions; they be-come habits. Watch your habits; they become character. Watch your character; it becomes your destiny. Please develop your ability to give the first warnings of all aspects. Please brush up your technique of early predic-tion of all risks. In order to perform the same, we have to know present situation and normal condition. Then we will implement full-scale preparation, which is called professionalism. Let’s think of professionalism with each other. Let’s run towards our destination without the limit by keeping good communication between sea and shore at all times. It gives shore staff the greatest satisfaction to support and assist sea staff. Bon voyage hoping No incidents, No accidents and No injury  Mr Hiroyuki Iwaki, General Manager of KLSM Tokyo

KLSM AWARDS

FUJIKAWA has received the same award in SHELL inspection on the 5th of May. Capt Mukherjee brought the certificate to FUJUKAWA.

VIKING RIVER received “Perfect” Zero Observations in BHP inspection on the 11th of May.

SETAGAWA has been awarded the Zero Observations in SHELL inspection on the 15th of June . Capt Saito visited the vessel and ex-pressed our appreciation for their effort.

VIKING RIVER

“ZERO OBSERVATIONS” AWARDEES (Vetting Inspection)

SETAGAWA

Mr Sunish visited ISUZUGAWA and presented “Zero Observations Award” in SHELL inspection on

the 30th of April .

KLSM AWARDS

Awarded to : M.V. HAMBURG BRIDGE

BEST QUALITY SHIP 2014

TANGGUH FOJA has been selected as the “BEST QUALITY SHIP 2014” by Japan Federation of Pilots’ As-sociations. We’d like to appreciate their excellent performance and effort for safe navigation.

Runner-ups: 2 GEORGE W. BRIDGE 3 HANGZHOU BAY BRIDGE 4 JAMES RIVER BRIDGE 5 HANOI BRIDGE

Runner-ups: 2 SAKURAGAWA 3 AL RAYYAN 4 SENTOSA RIVER 5 SINGAPORE RIVER

Awarded to : M.T. VIKING RIVER

Vessel Performance Award (1st Jan to 30th Jun 2015)

INJURY FREE MILEAGE - as of 30th June 2015 <Oil & Gas Carriers Fleet>

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

mileage

1 FOUNTAIN RIVER 25-Apr-11 30-Jun-15 4 years, 2 months, 5 days 1527

2 VIKING RIVER 09-Jun-11 30-Jun-15 4 years, 0 months, 21 days 1482

3 SENTOSA RIVER 06-Jul-11 30-Jun-15 3 years, 11 months, 24 days 1455

Near-Miss Reports

Outline of the incident: While approaching the pilot station, the Master noticed that the course line was passing through the area full of buoys. The 2/O checked on the paper chart and found out that he did not enter one waypoint in the ECDIS.

What was the problem? The 2/O did not recheck the waypoints he entered on the ECDIS.

Corrective action: Entered the missing waypoint on the ECDIS route and all officers were advised to cross check the course and position in ECDIS against paper chart. Discussed during BTM.

One waypoint not entered on the ECDIS

Much mud in water ballast tank bottom

Outline of the incident: While replacing the v/v cot-ters of both inlet and exhaust v/vs on all cylinder heads, the possibility of D/G breakdown was adverted if operated with these v/vs. Crew observed grinding marks on the valve stems of all exhaust v/vs, which was overhauled by yard staff during previous drydock.

What was the problem? Improper cleaning proce-dure followed by yard staff during over-hauling. Corrective action: Replaced all exhaust valves including cotters with new spare.

Grinding marks observed on the exhaust

Outline of the incident: A deck crew applied deter-gent chemicals into a cargo tank through main hatch while tank cleaning. Nothing had gone wrong but this situation is dangerous and may lead to accident.

What was the problem? Lack of preparedness for tank cleaning. Detergent should have been applied in cargo tank before starting tank cleaning machine. To follow the safety procedures must be reminded.

Corrective action: Before starting the tank cleaning, relevant preparation should be done properly.

Applying detergent chemicals into cargo tank while tank-cleaning in progress

Outline of the incident: While onboard training for starting emergency generator, fuel shut off valve was not properly set and the emergency generator failed to start. What was the problem? The last person who touched the fuel shut off valve failed to bring it back to its original setting.

Corrective action: This near miss was mentioned during TBM and will be discussed in Safety Health En-vironment Committee Meeting.

Emergency generator

ECDIS wrong waypoint

Outline of the incident: A duty officer was fixing posi-tion in paper chart, following intended navigable water on course line per passage plan. Ship position from ECDIS and paper chart were not the same; it was found after fixing position on paper chart that the actu-al ship position was off course to port. What was the problem? Lack of advance planning and cross checking of plan, taking into consideration the limitations of navigational equipment.

Corrective action: Immediately correct the course line in paper chart and double check all other course line in paper chart and ECDIS.

Outline of the incident: During ballast tank inspec-tion, there were so much mud accumulated in tank bottom and it was very slippy condition. A crew mem-

ber had lost balance several times. No proper anti-slip equipment was prepared. He wore normal safety shoes and had normal torch lump. (which could not be hung from the neck, so one hand was always occupied to grip the lamp)

What was the problem? The ship's last discharging port was China and very dirty sea water was observed so, it is assumed that the mud came from China sea water during cargo work (ballasting).

Corrective action: Prepare a torch lamp which can be slung from one's neck a part of rubber boots in ad-vance.

View on chart

Discrepancy of lay out course on chart & ECDIS

Way point on ECDIS.

Way point on chart.

Course line appear on chart.

Course line appear on ECDIS

View on ECDIS

Near-Miss Reports

Outline of the incident: An AB about to standby in aft butterworth hatch while nitrogen blanketting in pro-gress, he felt dizzy due to the nitrogen released in the area. When exposed to nitrogen under the manifold area, as the access of fresh air is limited, it feels hard to breathe and may feel dizzy. What was the problem? He needed to follow the proper procedures and should have used proper equipment in performing the job. Self improvement in working abilities is needed. Corrective action: He reported to duty officer, imme-diately evacuated to open area. The matter was dis-cussed in Safety Meetings.

Exposure to high N2 concentration

Outline of the incident: While about to pass Yusi Shima island, it was observed that the parallel index distance marked on ECDIS was 1.33 miles wherein the actual distance was only 0.6 miles. The passing distance (P.I) marked on ECDIS was wrong which caused confusion to the navigating officer and master. What was the problem? Lack of sense of responsibility and safety awareness. Corrective action: Corrected the parallel index dis-tance from the island. Changed from 1.33 miles to 0.6 miles to be discussed on next Safety Meeting.

Wrong parallel index distance marked on ECDIS

Outline of the incident: While routine inspection, the grinding stone of workshop grinding machine was found without the protective shield, which could have caused injury while in operation. What was the problem? Lack of awareness about the safety requirement on machines. Corrective action: Proper procedures explained in Tool Box Meeting. The protective shield was fitted.

The protective shield of workshop grinding machine was found missing

Outline of the incident: A crew member found tissue paper inside the food waste garbage bin. Throwing tissue paper in food waste garbage bin is serious vio-lation on GMP, it may be discharged into sea along with food waste. What was the problem? Inattentive to notice and not following the procedure. Corrective action: The near miss was discussed in the Tool Box Meeting and crew training carried out, explaining con-tents of GMP.

Tissue paper in food waste garbage bin

Outline of the incident: During routine maintenance work in E/R workshop, grinder disc was replaced. Af-ter replacement of the disc, grinder guard loosened when grinder started. Immediately stopped grinder and rectified loose bolt. What was the problem? No recheck of brushguard was conducted and vibration loosened it. Corrective action: The grinder guard was removed from the emergency fire pump mountings and we car-ried out overhaul and cleaning. Oil was applied to the rotating parts and removed the clogs.

Loose guard of grinder machine

Bunker barge davit accidentally hooked on ship's railing while bunkering

Outline of the incident: During bunkering, the barge davit hook left unattended and hooked on the railings. The vessel was discharging which caused it to rise and the davit hook caught the railings and caused a dent. What was the problem? Lack of safety awareness, supervision and knowledge.

Corrective action: It was advised for bunker barge to slacken their davit hook and release the hook from ship rail. The accident shall be discussed on next Safety Meeting.

Protective shield was missing

Accommodation ladder limit switch was inoperative

Protective shield was fitted.

Outline of the incident: When securing the accom-modation ladder to stowing position, the limit switch did not work and caused fall wire jam / stuck up. What was the problem? Lack of careful watching and unawareness of operation procedure. Corrective action: Ensure assigning a person to watch the movement careful whilst the operation.

Healthy Living

According to WHO, in 2014 it was estimated 9% of adults (aged 18+) suffered from diabetes, and it is projected to be the 7th leading cause of death in 2030. Diabetes is one of common chronic diseases, and sometimes regarded not fatal. In fact, however, diabetes killed 1.5 million people directly in 2012, and can trigger a lot of serious, often fatal diseases, such as stroke, heart attack, kidney failure, etc. Even though not losing their lives, many people go blind or undergo limb amputation due to diabetes. What is Diabetes? Diabetes occurs either when the pancreas does not produce enough insulin or when the body cannot effectively use the insulin it produces. Insulin is a hormone that regulates blood sugar. Hyperglycaemia, or raised blood sugar, is a common effect of uncontrolled diabetes and over time leads to serious damage to many of the body’s system, especially the nerves and blood vessels. There are 2 types of diabetes, i.e. type-1 and type-2 diabetes. Type-1 diabetes, usually juvenile or childhood-onset, is characterized by deficient insulin production and requires daily administration of insulin. The cause of this type is still unknown and it is not preventable with current knowledge. On the other hand, type-2 diabetes result from the body’s ineffective use of insulin, and is largely the result of excess body weight and physical inactivity. Almost 90% of people with diabetes are categorized into this type. Symptoms of both types are similar: excessive excretion of urine (polyuria), thirst (polydipsia), constant hunger, weight loss, vision changes and fatigue. They are often less marked with type-2 diabetes, thus, the disease (type-1 diabetes) may be diagnosed several years after onset, when complications have already arisen. Consequences: Being left unattended over time, diabetes can damage the heart, blood vessels, eyes, kidneys and nerves. Therefore: Diabetes

increases the risk of heart disease and stroke. A multinational study revealed that about 50% of people with diabetes die of cardiovascular disease.

Diabetic retinopathy is an important cause of blindness, and occurs as a result of long-term accumulated damage to the small blood vessels in the retina.

Glomerulus, a cluster of capillaries around the end of a kidney tubule which filters waste material from blood, is damaged by diabetes, which may result in kidney failure.

Neuropathy (nerve damage) often starts with numbness of feet, then spreads to upper limb, especially fingers. With such numbness, patient doesn’t notice a small wound until it got infected and badly festered, eventually it needs to be amputated.

Among those risks of diabetes there is also the risk of infection. High blood sugar means the blood is very nutritious for bacteria, viruses and fungi. In the meantime diabetes weakens immune system. This combination creates a perfect pitch for infections to develop quickly and critically. Thus, a common cold may develop into bronchitis and then into pneumonia which can be fatal. Or, a slight cut on hand or foot could be infected easily and worsen unnoticed with help of neuropathy, until you have to undergo amputation. Warning Signs of Diabetes Sometimes type-2 diabetes can develop without any warning signs. In fact, about a third of all people who have type-2 diabetes don't know they have it. That's why it's important to talk to your doctor about your risk for diabetes and determine if you should be tested. Common warning signs of diabetes include: Increased thirst Increased hunger (especially after eating) Dry mouth Frequent urination or urine infections Unexplained weight loss (even though you are eating

and feel hungry) Fatigue (weak, tired feeling) Blurred vision Headaches If you have any of the above mentioned warning signs of diabetes, you’d better to have a diabetes test. Prevention: Diabetes is a so-called lifestyle-related disease, therefore, healthy lifestyle is the best measures for preventing or delaying the onset of type-2 diabetes. Followings are recommended measures:

achieve and maintain healthy body weight;

be physically active – at least 30 minutes of regular, moderate-intensity activity on most days. More activity is required for weight control;

eat a healthy diet of between 3 and 5 servings of fruit and vegetables a day and reduce sugar and saturated fats intake;

avoid tobacco use – smoking increases the risk of cardiovascular diseases.

Once you get on board a vessel, your chance to consult with your doctor will be limited. If your medical check reveals any early symptoms, please never hesitate to call your doctor. It’ll make your life safer and happier.

Diabetes makes your infections worse!

Environmental Issue

In its continual up gradation for Larger ships and yet more fuel efficient, smart engines, the “Mackinac Bridge” is the latest acquisition of “K” Line contain-er fleet to enter the manage-ment of KLSM. She was delivered on the 24th

of August 2015 from Imabari Shipyard at Saizaki. She is the largest container vessel in our fleet measuring 366 metres long and 52.1 me-tres beam, max draft of 15.25 metres, with a capacity to load 13900 TEUs and a ser-vice speed of 21.85kts. The accommodation is placed forward with Engine room aft. There are many “firsts” with this ship incorporating the latest in technology and keeping in mind the future regulatory requirements. Navigation Full ECDIS navigation- a first for container ships. All Nautical publications are digital. VDR comes with a float free “EPIRB” like arrange-

ment. VDR data saving and playback is easier, just plug

in a USB stick, choose the time period and copy. Data is now saved in accordance with the latest requirements.

ECDIS is very convenient to use and data can be transferred also with a USB stick and comes with a complete keyboard.

Engine telegraph and Course recorders have be-come paperless, with data being stored and re-trievable on demand.

Paperless Voyage planning system (VPS) for man-agement of all electronic and paper chart and pub-lication corrections.

Safety, Pollution prevention and Hull strength With bridge being forward, there is another set of

life rafts placed on either side of engine room. The propeller shaft tunnel has a water tight door

which can be effectively sealed in case of flooding or fire, and provides a safe area for the crew as

this area is free of CO2 flooding in case of fire and leads through the cargo hold on to cross deck.

There are no oil tanks in the double skin. All bunker tanks are located centrally under the

accommodation as deep tanks instead of the en-gine room so helps in controlling stresses.

Adequate capacity of grey water holding tanks have been provided.

Ballast water treatment system has been installed. Cargo holds bilge sounding pipes have been pro-

vided both forward and aft ends of the holds to al-low for optimum trim conditions which necessitate sailing in down by head condition.

The galley has a fully automatic fire extinguishing system for fires inside the exhaust duct.

The under deck side pas-sage has been segre-gated into three zones by water tight doors for greater com-pliance with loading of DG cargoes and all electri-cal fittings and equipment are intrinsically safe.

Cargo Maximum draft is limited to 15.25 mtrs, the con-

tainers are stowed 20 across on deck. Maximum stack of eleven high containers are

loaded under deck. Maximum of nine high containers loaded on

deck. Reefer capacity enhanced to 800 units, all on

deck stowage. We wish this ship and her crew safe sailing and smooth seas always.

Contributed by Capt Ajay Varma, ATSI

Huge, yet Environmental Friendly—M.V. MACKINAC BRIDGE

A shot from the Delivery Ceremony on the Bridge

Her first call to Singapore

Introduction of Best Practices Reported

View from outside

View from platform

After modification

The protective supports were modified.

The Best Practice No.3 is contribution from Mr Y. Sato, 2nd Officer (left) and Mr R. Piano, No.1 Oiler (right) of SAKURAGAWA.

1. LIFTING TOOL FOR REFRIGER-ANT GAS CYLINDER

In order to recharge refrigerant gas to A/C compressor, refrigerant gas cylinder is required to be weighed to ascertain the quantity of gas used. The unit for 45kg refrigerant gas cyl-inder doesn’t have any specific ar-rangement for lifting.

A lifting tool for suspending the cylinder on a weighing scale was fabricated. This tool has made the weighing of cylinder easy and safe with no risk of falling.

2. EMERGENCY TEAM COLOR CODING ON THE HELMET

For easy identification of each team members dur-ing Emergency drills, col-or coding was marked on the helmet.

3. PROTECTIVE SUPPORTS FOR AFT WINDOW ON LIFEBOAT

Command and Control Team  (BLUE TEAM)

Emergency Team  (RED TEAM)

Back Up Team  (GREEN TEAM)

Engine  Team  (ORANGE TEAM)

The Best Practice No.2 is contribution from Officers and Crew of HANGZHOU BAY BRIDGE.

The Best Practice No.1 is contribution from Mr S.H. Kattima-ni, Chief Engineer (left) and Mr J.T. Vil-las, No.1 Oiler (right) of TAMAGAGAWA.

Before After

4. MARKING OF BRIDGE MICROPHONES FOR VDR RE-CORDING Bridge Microphones for VDR recording, on the Naviga-tion Bridge Deck and Deck Head were marked, for easy identification of their location.

The Best Practice No.4 is contribution from Mr S. Bose, Chief Officer of SETAGAWA.

An incident took place during a lifeboat launching drill that a block hit and broke the window as the boat reached the water level. Thus, the ship staff installed additional supporting bars on the guard to prevent recurrence. Les-sons have been learnt from incidents.

7. LIFERAFT EMBARKATION AREAS RAILINGS HIGHLIGHTENED IN RED Liferaft embarkation areas’ railings are high light-ened in red. These can be removed for launching of forward liferaft. Highlighting all liferaft stowage and securing ar-rangements.

5. HAND RAIL AROUND BOILER

6. INSTALLED SAFETY GUARD ON THE OPEN AREA

The Best Practice No.7 is contribution from Mr S. Sharma, 3rd Officer of VIKING RIVER.

8. PORTABLE DECK SCUPPER OIL FILTERING EQUIPMENT 1)During stay in port in rainy season, release of rainwater in port is allowed. With the help of this oil filtering equip-ment, the ship is ensured that no oily composition will contaminate the sea from the vessel. 2)It also prevents other impurities from being released into the sea. 3)Oil contamination/pollution will be avoided.

The Best Practice No.8 is contribution from Mr R. Panaguiton, 1st Engineer of AL RAYYAN.

The Best Practice No.5 and No.6 are contributions from Mr R. Legarda, No.1 Oiler of SUMMIT RIVER.

Looking up to the area from lower deck

The manhole for accessing inside of the mist separating box is located at the middle of the funnel casing. In front of the manhole, there is only a small space to walk for opening the heavy man-hole cover. This space is just above the stair way and there was pos-sibility to fall from the area as it is located 5mtrs above the lower deck. Also if the man-hole cover or other equip-ment fell through, it could cause serious injury to hu-man or machinery below. Vessel fabricated and in-stalled safety guard on the open areas in the railing to avoid any accident.

The stage to operate the root valve of soot blower steam did not have any safety railing. Safety hand railing was fabri-cated and fixed in location.

Introduction of Best Practices Reported—2

SEA BREEZE HOUSTON BRIDGE comes in Rescue of F/V ELLEN off the south coast of

North Carolina 13th July 2015 was just another sunny sailing day for HOUSTON BRIDGE; we were on our maiden USA east coast navigation, on our way to Savannah from Norfolk carrying 7172 TEU Containers. At 0912 LT we heard an urgency broadcast on VHF Ch16 from USCG North Caro-lina Sector asking for location of a fishing vessel ELLEN in distress who had activated their EPIRB for help. At the same time USCG called up Houston Bridge and request-ed to call out for F/V Ellen on Ch06A. We obliged but no response was obtained. Since the location was close to our vessel, we maintained a sharp lookout expecting to detect her. At 0915LT we observed a visual target matching approx. same bearing (approx. 14NM off port quarter) as reported in the urgency message and reported to USCG. USCG requested us to proceed towards the target to identify. We diverted at 0915 LT, called up crew, E/Rm to prepare for maneuvering and informed Operators and KLSM of the diversion. This all happened in minutes and the crew responded efficiently to the situation. We increased speed to reach on scene ASAP. In the meanwhile, res-cue boat prepared for launching and was equipped with additional items such as AED, First Aid Kit, resuscitator, additional walkie-talkie, LTA, US mobile phone (hoping that there would be signal and the survivor could talk to USCG, Sector North Carolina's phone number taken). Our deck was manned with walkie-talkies and binoculars, gangway, pilot ports, monorail with cargo nets were pre-pared, anticipating rescue pick-ups. At 1015 after about 9NM we were as close as 5NM to the Boat and could identify her as F/V ELLEN and reported to USCG. Two men could be seen waving hands for help. USCG requested to establish close up communication with ELLEN. 1043LT our vessel stopped at safe distance from F/V ELLEN, keeping the current (coming from) on the same side as the F/V, since we had a greater lateral drift than the F/V. 1053LT rescue boat was launched with required personnel and equipment. Our vessel also ap-proached slowly and safely keeping minimum distance possible between the rescue boat and our own vessel, so that retrieval could be fast and continuous UHF contact could be maintained. 1120LT the rescue boat alongside ELLEN reported that both crew were seen safe and healthy (Mr John and Mr Moore). They reported that they had to activate the EPIRB for help as they had been out of power since mid-night and was drifting. We assisted her in communicating with USCG till 1145LT, and finally confirmed that one of

their sister boat would leave the quay and reach on scene with required battery for EL-LEN at 1730LT, thus no further assistance was required from HOUSTON BRIDGE and therefore we were released of the obligation. USCG North Carolina Sector highly appreci-

ated Houston Bridge and the crew for the assistance. At

1230LT we retrieved the rescue boat smoothly and re-sumed our passage to Savannah. The last communication we heard from F/V ELLEN quot-ed " Houston Bridge…This is skipper John from ELLEN… we are in debt to you and your crew for the rest of our lives, may the Sun always shine upon you and God be with you...Thank you all'' And we were again on our happy passage to Savannah with satisfied hearts and smiling faces for being help to

those in need.

-Contributed by Capt Anisul Chowdhury, Master of

“HOUSTON BRIDGE”

Health Promoting Activity: A Table Tennis Tournament on

“Lions Gate Bridge” As part of recreation and health management, “Table Tennis Tournament” was ar-ranged on board “Lions Gate Bridge” between 8th and 23rd May 2015, participated by all crew members of the ship where the prize for both doubles (trophy) and singles (medallion) were prepared by ship’s crew.

SEA BREEZE Proper steps prevent injuries aboard ships

When accidents involve injuries or fatalities occur during on board operations, you can almost always boil the root cause down to one of three things: The work being performed was not properly planned, The plan for the work was not followed, Or the scope of the work changed. First, let’s address failure to adequately plan the task: Before starting any job on board, it is essential that the scope of work is understood by everyone involved. In addition, crew-members must be trained in recognizing and controlling the injury hazards associated with the job. There is a variety of tools to aid workers in effectively planning tasks and identifying hazards, but often the use of them is not properly understood, or becomes so repetitive that complacency sets in.

Below is a quick review of some of the most common tools and how they can be better used to prevent accidents. Work permits: The concept of work permits is nothing new. Simply filling in a piece of paper does not prevent someone from getting hurt. For an effective work permit the person responsible for authorizing the work must consider the following at a minimum: The qualifications and experience of the person(s) doing the job, The isolations of potential energy sources, The effect the job may have on other critical systems, The effect the job may have on people working nearby, The level of pre-job planning, The tools and personal protective equipment (PPE) needed, The location of the work site (confined space, extreme heat, etc.), Present and forecasted weather, Upcoming operations that may affect or could be affected by

the task. Failure to appropriately consider any of these factors can set the stage for an injury or incident to occur and this responsi-bility must never be taken for granted by the captain, chief engineer, or other person in charge. Energy isolation permits: In addition to a work permit, most company safety management systems require a separate energy isolation permit or “isolation certificate” to perform tasks that involve contact or exposure to potential energy sources (electrical, mechanical, pressure, gravity, tempera-ture, etc.). If there are any questions, the authorizing person should visit the worksite to review potential energy sources. When a potential energy source has been identified, at least one of the following control measures must be utilized: Safely remove or release the energy source, Prevent the energy sources from releasing, Put controls in place to safely handle any unwanted release of

energy. Job safety analysis: A Risk Assessment (RA) is a sort of documentation program provides crew instructions on how to perform certain tasks safely. To ensure the effectiveness of the RA, supervisors and crew need to periodically review it giving consideration to the following: • Correctness: Over a certain period of time, a crew will natu-rally find the safest and most efficient way to perform a task. Written procedures is updated to capture these new tech-niques so relieving crews can benefit from them as well. • Applicability: RA is done for a task that involves new equip-ment not previously addressed. • Clarity: Sometimes RAs are not very explicit. Instead “inspect explosion proof-light for damage,” an effective RA may say “ensure cable on explosion-proof light is free of exposed wires, properly terminated and lamp lens is free of any cracks.” • Checklists/prompt cards: Another potentially effective tool in the safe planning of work is the use of checklists or prompt cards. These cards are typically the size of a business or in-dex card and have various hazard identification prompts on them, such as potential sources of energy, hand safety con-

siderations or a list of PPE requirements. There might be repeated information on some (if not all) of the safety, health and environmental “memory joggers” your com-pany uses. The more QSHE (Quality, Safety, Health, & Envi-ronment) tools the company uses, the less effective each indi-vidual tool becomes. When the task changes There are few operations ever completed without some changes being introduced (different tool, new people, weather change, etc.). “Management of change,” one of the most significant buzz phrases circulating in the industrial safety profession over the last decade is based on this principle. In order to successfully manage change as tasks are being performed, there are many things a supervisor can do. Here are a few of the most import ones: • Supervision: During the task, it is important for the supervi-sor to periodically check up on the progress and ask the team how things are going, for several reasons. First, it enables the supervisor to ensure the plan is being followed. Second, it allows the supervisor to see if there are any additional haz-ards present that weren’t considered during the initial plan-ning of the task. And third, it demonstrates that the supervisor cares and does not see the work-permit or job-safety-planning requirement as a paper exercise. • Safety breaks/timeouts: Another effective technique for as-sessing changes needed to the plan (or any additional risks) is to take breaks at planned intervals to step back and review the work. Revisit the plan and ask yourself what’s coming next and what additional tools or people may be needed to complete the next step safely. • Safety observers: For complex jobs on board, it may be a good idea to assign a dedicated “safety observer” to monitor the task as it is being performed. Like a fire watch or standby watchman, this dedicated safety observer can step back and monitor the operation throughout its duration (or take turns with other crewmembers involved in the task). The idea is to have at least one person watching the job who isn’t directly involved and who can recognize change and shut down the operation if it appears the job is starting to deviate from the original plan. Failure to follow the plan The people performing the job do what they say they are go-ing to do (the “human element”). A momentary lapse in judg-ment or minor deviation from the original plan can trigger a serious medical emergency in an instant. The only real fix to this is explaining to the crew exactly why following the plan and staying focused is so important. It is not a matter of complying with the ISM Code, nor following flag/coastal authority requirements, even not a matter of following company policy. It is about making sure that people don’t get hurt. And, no amount of money will ever replace the irre-versible consequences of being severely injured or killed be-cause of a deviation from an agreed working plan. No system is perfect Safety management systems will never be perfect. For a mari-time company to operate incident free, it takes a personal com-mitment and focus from everyone involved, from shipping com-pany executives on down to the hands scrubbing the decks. Even if a company were able to operate incident free over a cer-tain time period, just as with a mutual fund, past performance is no guarantee of future results. When we adequately plan our business, execute the plan and manage the changes that may come along the way, we’ll have our best chance yet of preventing injuries aboard ships.

Santosh .H.Kattimani, Chief Engineer of M/T ”TAMAGAWA”

Q.S.H.E. Events & Exercise

The Indian crew seminar was held in Chennai on the13th and the 14th July, and was attended by as many as 65 officers. The participants from KLSM Offices, both Tokyo and Singa-pore, brought about various topics to update the information and to enhance the knowledge of our seafarers. The 2-day seminar included varied important topics for train-ing and familiarization of our Officers on leave. On the 1st day, Injury Prevention, Vetting Inspection Risk Assessment, Incident Investigation Training, and Competency Manage-ment Training were conducted. On the 2nd day Table Top Exercise (TTX) with regard to an Oil Tanker Emergency situ-ation of collision and spill, Reflective Learning Training, Ma-

chinery Investigation and Breakdown Case Study, ECDIS Implementation, and Review of VDR Data Analysis were conducted. These training materials were developed by KLSM TYO and SGP offices. The response and participation of the officers were excellent. Capt Saito, the president of KLSM, gave a brief appreciative address for the effort of ship staff toward maintaining good standard for various inspec-tions including vetting and striving to reduce injury cases by increasing awareness and training of crew on board. In addition to learning so many relevant topics, the face-to-face communication built a closer tie between ship and shore staff. The seminar was concluded with a positive note

and commit-ment by all to strive for excel-lence in achieving Aim Zero injuries, Zero observa-tions, and Zero illness cases.

Chennai Seminar on 13th and 14th July, 2015

The first 2-day seminar for Japanese seafar-ers was held in “K” LINE Office in Tokyo, and attended by more than 70 seafarers includ-ing those who work with shore assignment. The programme covered almost all neces-sary information for sea-going staff in our fleet: The analysis of the latest injuries and illnesses; how and why KLQSMS have been updated; case studies for both deck officers and engineers about the actual accidents and/or machinery trou-bles; the table-top exer-cise; how to successful-ly undergo various inspections; and so on.

All presentations and lectures were con-structed realistically and in practical ways, thus those information and knowledge would help them to carry out their onboard tasks smoothly. The feedback from the seminar partici-pants were generally favourable, with some constructive suggestions which

will be reflected in the planning of future semi-nars. Tokyo Crew Seminar, from now on, will be held twice a year.

Tokyo Crew Seminar on 10th and 11th June, 2015

The annual Croatian Officers’ Seminar took place on the 30th of June and the 1st of July 2015 in Split. The seminar was attended by 4 officers from Tangguh fleet and crewing managers from KLSM TYO, KLSM JKT, KL-LNG, as well as representatives from OSM, the manning agent. The topics handled in the seminar were varied, down-to-earth and useful as usual, and they included: Vetting Excellence, Reflective Learning—Mooring Incidents, LNG Cargo Leak Incident (Group Discussion), Review of Work-Rest Hours, Injury and Illness Analysis of KLSM Fleet, etc. There was good interaction and exchange of ideas during the Seminar between Croatian Crew, OSM Staff and KLSM Staff.

At the end of the 2-day seminar, the participants said good bye to each other with a new resolutions and com-mitment to do more hard work and to achieve better per-formance in Tangguh fleet, Aim Zero Injuries, Zero Illness cases and Zero observations during Third party inspec-tions.

Croatian Officer Seminar on 30th June and 1st July, 2015