Year 2010, Volume 6, Issue 42

The CENTROFIN NewsletterWavelength

Dear Officers and Ratings, split into their respective disciplines (Deck and Engine) and were placed in the capable and experienced hands of Capt. Stellatos and

This edition of Wavelength is rightfully (and admittedly belatedly) Mike Kapsorrachis respectively. Information was presented on dedicated to the Third CENMAR Officers Forum that was held in Manila interesting topics that sparked vivid discussions across the board. in October 2010. Our aim is to inform all our officers and crew, that Capt. Stellatos gave a very informative presentation of the new Port were not able to attend, of the topics that were discussed, but also to State Control regime. The participants got through the day relatively stress the significance our management places on this annual unscathed; however I am not sure we can say the same about our two gathering of our human resources. speakers, who had a most difficult task to deliver! The final day started

with the Risk Assessment workshop and ended with the officers taking When we first decided to hold this forum (almost four years ago), we the floor and voicing their questions and concerns. I believe this to be never thought that it would be so successful in such a short time. the most beneficial part of the entire event and I was happy to note that Personally, I admit that I never imagined we would take so much pride more and more people participated. Year by year we are discussing and enjoyment in preparing and participating in it. We now get the subjects that are of real interest to our seafarers, as we note that valid feeling that all our officers are actively involved in this effort, and that points are being raised. year by year the bond between shore and shipboard management is getting stronger. For this I thank our Manning and Training staff, led by At this instance I want to stress that we place great importance on your Yannis Procopiou, our CENMAR staff led by Capt. Rigas & Capt Tsiris feedback and comments. Please do not become disappointed if a in Manila, and Rajesh Nair in Mumbai, but most of all I must thank you, suggestion you make does not materialize at once. I assure you that our loyal officers and seafarers, who have embraced this event and every point you raise is taken very seriously into consideration. have made us believe that we can actually make a difference; that we Occasionally the final outcome may be different to what you expected, can discuss our concerns openly and freely; that we can exchange or maybe more time is needed to implement a solution, however we are opinions and experiences; and finally that we can all benefit from this always open to listen to what you have to say. process.

On the evening of the last night we hosted the traditional party. This year the event was held over a full three days, at the usual and Everyone had a good time and some very accomplished dancers took convenient venue in Manila, the Sofitel Philippine Plaza. As an over the dance floor - adding quite a bit of impressive Indian flavour - experiment a new layout for the room was used, which we believe was even though I must say that the previous year's Latin Band was dearly effective in bringing all of us closer. We got off to a bumpy start (or a missed by all!windy one, to be precise), as a tornado over Manila disrupted transportation arrangements, forcing some of the attendees into a "no- Overall it was a thoroughly enjoyable and rewarding three days, and I show" and delaying others, including a couple of speakers. sincerely hope that all attendees share these feelings. We welcome Nevertheless, the eventual attendance was quite good with about 80 your ideas and suggestions for the forthcoming 2011 event - please do officers and cadets attending from the Philippines and India. The panel not hesitate to come up with suggestions. We want to keep this event of speakers included the usual representatives from our head office, alive, and in order to maintain the momentum we feel that every year TQC, IDESS, and Halcyon Clinic, as well as Mr. Raguram Krishnan we must try to add something new. We also hope to host a similar from ABS in Singapore and Mr. Angelo Rodo from Bureau Veritas in event soon in Odessa for the benefit of our European seafarers, and Greece, whom we thank for their participation. For the first time one of what better occasion for it if not the inauguration of our new CENMAR our senior Masters had the task to present a subject and I would like to Odessa office which is scheduled to be opened soon? I wish to thank thank Capt. Andaya for an excellent presentation in a very practical our Manning & Training Manager, Yannis Procopiou, as well as our approach. He modestly pointed out he was not an accomplished Editor, Cmdr. Iliopoulos, for their efforts towards establishing this office speaker; however the results of the evaluation at the end of the forum in Odessa, while we look forward to a longer and even more productive showed that the audience felt otherwise! Looking back now, I firmly presence in Ukraine. believe that we must have more such involvements from our Masters, Chief Engineers, and other senior officers, and I wish to strongly Finally, let me once again extend my thanks to encourage you to volunteer for a similar task in this year's event. all of you for actively participating in this forum.

May many more successes follow, and of The first day was dedicated to a number of interesting presentations, course best wishes for smooth seas and mainly from our external speakers. A wide range of subjects were safe voyages to all!!covered including Port State Control, Health and Safety matters, ISM external audits, best practices, maintenance of safety equipment, Anthony Lambrosenvironmental awareness, etc. On the second day the participants were Q&S Manager / DPA

To reach our Seafarers

TO THE MASTER: Please circulate copies of this Bulletin to the CREW.

CENTURY MARITIME AGENCIES, INC - Manila - October 2010

pg 3

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

Manila - October 2010

SOF FOR DRY BULK VESSELS

date and time, it should state if it TOPICS TO BE DISCUSSEDwas : shore stop or ship stop • Time Sheet- Expressions that should be • NORavoided :• Free Pratique

• Awaiting pilot, tugs, tide, • Pumping Log ( Tanker daylight or weather improvement vessels )

• Heating Log ( Tanker vessels )

• Cargo Ventilation log ( Dry cargo vessels )

• H2S ( Tanker vessels )• Loading request - ship/shore

checklist• Short Loading – Deadfreight

Statement• COW Log ( Tanker vessels )• Various Lop

- Should include all timings in accordance with vessel’s log books

- Should be duly stamped and signed by terminal representative and local agent

Alternatively, a separate LoP should be issued

- Should report any delays like:• Awaiting berthing instructions• Awaiting cargo documents• Stoppages during cargo operations

- In the loading port time sheet, next to the completion of loading

1. Vessel’s Time sheet

2. Terminal Time Sheet

2. NOR

improvement as in such cases time will NOT count in full.

Awaiting cargo documentsThe most common clause in the c/p is 3 hours allowed for vessel to sign cargo documents. Any time exceeding this period will count as laytime. It will be always at owner’s benefit to issue a separate letter of protest for any delays in signing cargo documents.

Stoppages during cargo operationsAny stoppages or reduced rates/pressure as imposed by terminal should be recorded with the exact timings. In general any restrictions imposed by shore that reduces the pumping capability of the vessel should be recorded in the Time sheet. Finally in case of line displacement same should be stated in the Time sheet

2. Terminal Time SheetBefore signing any Time sheet issued by the terminal all entries and timings should be checked carefully to ensure that no differences with the vessel’s time sheet exist. In case any

There are 2 types of discrepancies found then relevant time sheets issued during remark should be made on the

any cargo operation. One time Time sheet. There might be a sheet is issued by vessel and the possibility that terminal will not other is issued by terminal. accept any kind of remark on the

time sheet as such Master has to 1. Vessel Time sheet issue a separate letter of protest - All timings should be checked for any discrepancy. In this case carefully to ensure that are always Master should sign the time sheet in accordance with vessel’s log for receipt only and make a notice books. to refer to Lop issued and vessel’s

time sheet.- Time sheet should ne duly stamped and signed by both terminal representative and local agent. In case of refusal by either side then a separate letter of protest should be issued in this respect.

- At the bottom part of every Time sheet there is a column where any delays should be reported. Some of the common delays are the following:

Awaiting berthing instructions.While vessel is waiting for berthing this period should be reported only as above. Masters should avoid using the following expressions ie awaiting pilot,tugs,tide,daylight or weather

“ The SOF is a Master’s doc. Daily the agents must send to the vessel their SOF for Master’s review/commenting/correction. “

-Any delays due to stevedors breaking time, conveyor/shore crane breakdown, change over/repositioning of conveyor/shore cranes to be clearly stated in the SOF.

-Very good reporting to be made in the SOF of the rain periods and the open-close Hatch times.

-Rain periods to be referred in the main body text of the SOF but also summarised as a note at the end/last page of the SOF.

-Rain periods to also be recorded in the vessel’s log books along with any port closures due to adverse weather etc/etc

The SOF can only include information which is known to the vessel.

For example : If the barge terminal is closed due to weather, as this is irrelevant to the berth/port where your vessel is loading/or discharging, such information cannot be included in the vessel’s SOF. Instead it must state: no loading operation, no cargo available or respectively no discharge operation, no barge available.

Or if your vessel is anchored very far away from the terminal ( especially for Capesize vessels ) ie abt 12 nms, the vessel’s SOF cannot include information reg

“ The SOF is a Master’s doc. traffic/berth line up at the port Daily the agents must send to the intended to call .vessel their SOF for Master’s review/commenting/correction. “

The agent’s and terminal’s time - In case of berthing delays, the sheet: initial NOR message to be

repeated daily with the note:- Should ensure complete “without prejudice to the initial alignment with the Vessel’s Time NOR tendered.”sheet

- Incase of lightering to two - In case of discrepancies relevant vessels, NOR for the balance remark should be made cargo to be tendered at the hoses

disconnection date & time of the first parcel.

3. Free Pratique

4. Pumping Log

5. Heating Log

- Filling the Heating Log: • Cargo temp should be taken tank by tank on three levels - Free Pratique should be granted (Top / Middle / Bottom) and upon arrival at every port by average temp per tank should following parties:be reported • Customs

- One of the most important • Temp should be increased • Immigrationdocuments used to present and gradually on a daily basis • Sanitarysupport a demurrage claim • Boiler consumptions aligned

to engine log books- If Free Pratique is not granted - Contractual obligation regarding • Bunker consumption relative upon arrival ( or within 6 hrs of discharging time: to cargo temp changesarrival ) vessel should:

• within 24hrs or • Heating plan according to • issue a LoP to all relevant • maintain 100 psi (7 kg/cm2) the length of the voyageparties by email at ship’s manifolds • ensure LoP is duly signed by

terminal and/or agent upon - Detailed remarks should exist in berthingall cases when contractual obligations are not metNOR is considered valid and time

counts only after: - Most common remarks: • Free Pratique has been

• Restricted discharging granted by all parties or quantity by shore (i.e. max • Relevant LoP has been issued 2500 m3/hr) by Master.

• Restricted discharging rate by shore (i.e. max 5kg/cm2)

• Cow / educting / stripping

- Discharging ashore should not be interrupted

- Terminal Pumping Log• Extra attention should be paid to ensure correct entries

• Remark or separate LoP is required in case of discrepancies

- Heating Log should be completed when:

• carrying a crude oil which is required to be heated up or • cargo temperature needs to be maintained

- Heating Log shows: • cargo temperature • bunker consumption

- Heating Log is the only document that justifies payment of the heating costs to charterers

Great attention should be paid by verify the reason. Possible all Masters for this important reasons for not keeping the issue. pressure are following:

A more detailed pumping log can assist better a demmurage claim therefore Master’s are encouraged to insert every single detail whenever there are not in compliance with c/p terms.

Another very important issue is that discharging plan should be prepared in such way in order discharge not to be interrupted ashore for any reason. Any stoppage of discharging ashore for internal stripping purposes is been deducted from laytime calculation. In simple words time does not count and vessel is not paid.

In cases where terminal presents their own pumping log then extra attention should be paid to ensure that correct entries have been entered. In case of any discrepancies remark should be made or separate letter of protest should be issued.

The pumping log is one Upon arrival at every of the most important port free pratique should

documents which are used to be granted on arrival by following present and support a parties:demmurage claim to charterers. All Masters should treat this document with great caution following always office advice to avoid any complications with charterers when settling a In case same will not be done demmurage claim.then Master should immediately

issue a letter of protest to be sent The usual c/p clause is that to all relevant parties by email vessel is allowed to discharge full (including charterers). cargo either within 24 hrs or keeping always 100 psi (7 Upon berthing this letter of protest Kg/cm2) pressure at ship’s should be duly signed by manifolds except during stripping. terminal and/or agent.In cases that vessel is discharging above 24 hrs then NOR is considered valid and time pumping log is the sole evidence counts only after free pratique to show that proper pressure is has been granted by all parties or kept at ship’s rails. relevant lop has been issued by

Master. Free pratique cannot be Whenever for any reason valid if same has not been pressure of minimum 7 kg/cm2 is granted by ALL three authorities not kept at ship’s manifolds then a as stated above. remark should be always made to

Restricted discharge quantity �by shore Restricted discharge rate by �shorecow/educting/stripping�

Whenever carrying a crude oil which is

required to be heated up or maintain cargo temperature a heating log should be completed very carefully to show the exact cargo temperature along with bunker consumption figures.It has to be stressed out that heating log is the only document that will be presented to charterers in order to make the payment of the heating costs. If any discrepancies will be found on the heating log that will give grounds to charterers to deduct considerable amount from the heating costs.Some issues that have to be taken into consideration when filling the heating log:

customs�immigration�sanitary�

Cargo temp should be taken tank by tank on three levels (Top/Middle/Bottom) and average on each tank will be reportedTemperature should be increased gradually and equally on a daily basis Boiler consumptions should be same as in the engine log booksBunker consumptions should be similar always in accordance with steam pressure and respective increase of the cargo temp.Correct planning of heating taking into consideration the length of the laden passage.

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

foto sinedriou

Speakers' panel: G.Canlas, R.Krishnan, A Rodo, P.Kumar (l to r)

Luncheon break; Filipino Cptns

By Captain A. Stellatos

pg 3

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

Manila - October 2010

SOF FOR DRY BULK VESSELS

date and time, it should state if it TOPICS TO BE DISCUSSEDwas : shore stop or ship stop • Time Sheet- Expressions that should be • NORavoided :• Free Pratique

• Awaiting pilot, tugs, tide, • Pumping Log ( Tanker daylight or weather improvement vessels )

• Heating Log ( Tanker vessels )

• Cargo Ventilation log ( Dry cargo vessels )

• H2S ( Tanker vessels )• Loading request - ship/shore

checklist• Short Loading – Deadfreight

Statement• COW Log ( Tanker vessels )• Various Lop

- Should include all timings in accordance with vessel’s log books

- Should be duly stamped and signed by terminal representative and local agent

Alternatively, a separate LoP should be issued

- Should report any delays like:• Awaiting berthing instructions• Awaiting cargo documents• Stoppages during cargo operations

- In the loading port time sheet, next to the completion of loading

1. Vessel’s Time sheet

2. Terminal Time Sheet

2. NOR

improvement as in such cases time will NOT count in full.

Awaiting cargo documentsThe most common clause in the c/p is 3 hours allowed for vessel to sign cargo documents. Any time exceeding this period will count as laytime. It will be always at owner’s benefit to issue a separate letter of protest for any delays in signing cargo documents.

Stoppages during cargo operationsAny stoppages or reduced rates/pressure as imposed by terminal should be recorded with the exact timings. In general any restrictions imposed by shore that reduces the pumping capability of the vessel should be recorded in the Time sheet. Finally in case of line displacement same should be stated in the Time sheet

2. Terminal Time SheetBefore signing any Time sheet issued by the terminal all entries and timings should be checked carefully to ensure that no differences with the vessel’s time sheet exist. In case any

There are 2 types of discrepancies found then relevant time sheets issued during remark should be made on the

any cargo operation. One time Time sheet. There might be a sheet is issued by vessel and the possibility that terminal will not other is issued by terminal. accept any kind of remark on the

time sheet as such Master has to 1. Vessel Time sheet issue a separate letter of protest - All timings should be checked for any discrepancy. In this case carefully to ensure that are always Master should sign the time sheet in accordance with vessel’s log for receipt only and make a notice books. to refer to Lop issued and vessel’s

time sheet.- Time sheet should ne duly stamped and signed by both terminal representative and local agent. In case of refusal by either side then a separate letter of protest should be issued in this respect.

- At the bottom part of every Time sheet there is a column where any delays should be reported. Some of the common delays are the following:

Awaiting berthing instructions.While vessel is waiting for berthing this period should be reported only as above. Masters should avoid using the following expressions ie awaiting pilot,tugs,tide,daylight or weather

“ The SOF is a Master’s doc. Daily the agents must send to the vessel their SOF for Master’s review/commenting/correction. “

-Any delays due to stevedors breaking time, conveyor/shore crane breakdown, change over/repositioning of conveyor/shore cranes to be clearly stated in the SOF.

-Very good reporting to be made in the SOF of the rain periods and the open-close Hatch times.

-Rain periods to be referred in the main body text of the SOF but also summarised as a note at the end/last page of the SOF.

-Rain periods to also be recorded in the vessel’s log books along with any port closures due to adverse weather etc/etc

The SOF can only include information which is known to the vessel.

For example : If the barge terminal is closed due to weather, as this is irrelevant to the berth/port where your vessel is loading/or discharging, such information cannot be included in the vessel’s SOF. Instead it must state: no loading operation, no cargo available or respectively no discharge operation, no barge available.

Or if your vessel is anchored very far away from the terminal ( especially for Capesize vessels ) ie abt 12 nms, the vessel’s SOF cannot include information reg

“ The SOF is a Master’s doc. traffic/berth line up at the port Daily the agents must send to the intended to call .vessel their SOF for Master’s review/commenting/correction. “

The agent’s and terminal’s time - In case of berthing delays, the sheet: initial NOR message to be

repeated daily with the note:- Should ensure complete “without prejudice to the initial alignment with the Vessel’s Time NOR tendered.”sheet

- Incase of lightering to two - In case of discrepancies relevant vessels, NOR for the balance remark should be made cargo to be tendered at the hoses

disconnection date & time of the first parcel.

3. Free Pratique

4. Pumping Log

5. Heating Log

- Filling the Heating Log: • Cargo temp should be taken tank by tank on three levels - Free Pratique should be granted (Top / Middle / Bottom) and upon arrival at every port by average temp per tank should following parties:be reported • Customs

- One of the most important • Temp should be increased • Immigrationdocuments used to present and gradually on a daily basis • Sanitarysupport a demurrage claim • Boiler consumptions aligned

to engine log books- If Free Pratique is not granted - Contractual obligation regarding • Bunker consumption relative upon arrival ( or within 6 hrs of discharging time: to cargo temp changesarrival ) vessel should:

• within 24hrs or • Heating plan according to • issue a LoP to all relevant • maintain 100 psi (7 kg/cm2) the length of the voyageparties by email at ship’s manifolds • ensure LoP is duly signed by

terminal and/or agent upon - Detailed remarks should exist in berthingall cases when contractual obligations are not metNOR is considered valid and time

counts only after: - Most common remarks: • Free Pratique has been

• Restricted discharging granted by all parties or quantity by shore (i.e. max • Relevant LoP has been issued 2500 m3/hr) by Master.

• Restricted discharging rate by shore (i.e. max 5kg/cm2)

• Cow / educting / stripping

- Discharging ashore should not be interrupted

- Terminal Pumping Log• Extra attention should be paid to ensure correct entries

• Remark or separate LoP is required in case of discrepancies

- Heating Log should be completed when:

• carrying a crude oil which is required to be heated up or • cargo temperature needs to be maintained

- Heating Log shows: • cargo temperature • bunker consumption

- Heating Log is the only document that justifies payment of the heating costs to charterers

Great attention should be paid by verify the reason. Possible all Masters for this important reasons for not keeping the issue. pressure are following:

A more detailed pumping log can assist better a demmurage claim therefore Master’s are encouraged to insert every single detail whenever there are not in compliance with c/p terms.

Another very important issue is that discharging plan should be prepared in such way in order discharge not to be interrupted ashore for any reason. Any stoppage of discharging ashore for internal stripping purposes is been deducted from laytime calculation. In simple words time does not count and vessel is not paid.

In cases where terminal presents their own pumping log then extra attention should be paid to ensure that correct entries have been entered. In case of any discrepancies remark should be made or separate letter of protest should be issued.

The pumping log is one Upon arrival at every of the most important port free pratique should

documents which are used to be granted on arrival by following present and support a parties:demmurage claim to charterers. All Masters should treat this document with great caution following always office advice to avoid any complications with charterers when settling a In case same will not be done demmurage claim.then Master should immediately

issue a letter of protest to be sent The usual c/p clause is that to all relevant parties by email vessel is allowed to discharge full (including charterers). cargo either within 24 hrs or keeping always 100 psi (7 Upon berthing this letter of protest Kg/cm2) pressure at ship’s should be duly signed by manifolds except during stripping. terminal and/or agent.In cases that vessel is discharging above 24 hrs then NOR is considered valid and time pumping log is the sole evidence counts only after free pratique to show that proper pressure is has been granted by all parties or kept at ship’s rails. relevant lop has been issued by

Master. Free pratique cannot be Whenever for any reason valid if same has not been pressure of minimum 7 kg/cm2 is granted by ALL three authorities not kept at ship’s manifolds then a as stated above. remark should be always made to

Restricted discharge quantity �by shore Restricted discharge rate by �shorecow/educting/stripping�

Whenever carrying a crude oil which is

required to be heated up or maintain cargo temperature a heating log should be completed very carefully to show the exact cargo temperature along with bunker consumption figures.It has to be stressed out that heating log is the only document that will be presented to charterers in order to make the payment of the heating costs. If any discrepancies will be found on the heating log that will give grounds to charterers to deduct considerable amount from the heating costs.Some issues that have to be taken into consideration when filling the heating log:

customs�immigration�sanitary�

Cargo temp should be taken tank by tank on three levels (Top/Middle/Bottom) and average on each tank will be reportedTemperature should be increased gradually and equally on a daily basis Boiler consumptions should be same as in the engine log booksBunker consumptions should be similar always in accordance with steam pressure and respective increase of the cargo temp.Correct planning of heating taking into consideration the length of the laden passage.

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

foto sinedriou

Speakers' panel: G.Canlas, R.Krishnan, A Rodo, P.Kumar (l to r)

Luncheon break; Filipino Cptns

By Captain A. Stellatos

Manila - October 2010COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

6. Cargo Ventilation 8. Loading Quantity Log – Dry Cargo Request - Ship/shore Vessels Checklist

7. H2S

in ppm per tank . which is of course out of ship’s In the OBQ, it must be mentioned control. This is the reason why in that the COTs where measured cases 2 and 3 (of the previous and Nill ppm H2S content was table) it is suggested to load found. slightly more that 80000 mts as Two rules: • The cp recap notes sent

per ship’s figures.prior every voyage is only cp These docs to be signed by the ΨDew Point Rule – non information stating the min loading Master, terminal hygroscopic cargoes quantity to be loaded. These are representative and/or cargo Ventilate when the dew point of NOT voyage instructionssurveyor the outside air is lower that the

dew point of the ai in the cargo • To the terminal the vessel in order to: hold. must request the cargo quantity to • verify the condition of tanks be loaded as per charterers prior loading and to avoid any ΨThree degree Rule – voyage instructions. claims from receivers at disport.hygroscopic cargoes

Ventilate when the outside air is This is the quantity to be stated in After Loadingat least 3 deg C below the the cargo quantity request letter - H2S should be measuredcargo temp taken at loading and the preloading ship-shore - Average value reported to all checklist.parties The log should include - LoP issued for H2S valueinformation:

Vessel’s position, course, weather conditions, sea state, swell, rain, ambient and sea temp, dew point inside and outside, if spray on deck and finally if ventilation was done or not.

• Deadfreight statement usually refers to the Minimum Charter Party quantity and should be issued whenever loading has been terminated by SHORE

- ISGOTT provides clear STOP and quantity is less that the instructions for handling high H2S minimum as per CP. cargoes

or also incase the vessel could - Many terminals require on not load as per min cp due to draft arrival, prior berthing, all COTs to restriction either at loadport or have H2S content less than disport.5ppm.Prior arrival, purging of the COTs • LOP for short loading must to be done and relative entries in be issued whenever loaded the log book to be made (in the quantity is less that what Eng log book to be clearly Charterers have requested in their showing the relative consumption) voyage instructions.When entering the Black Sea, if time permitting, purging to be • Voyage instructions are done concurrently with the ballast always superseding the CP exchange minimum quantity ie vessel must

always comply with loadables as Before Loading per voyage orders.

A letter should be prepared • Usually Charterers’ stating the level of H2S by volume loadables refer to b/L quantity,

H2S is present in many crude oils especially in

the sour crudes and their concentrations is increasing continuously. H2S has also been found in some condensates and occasionally also in fuel oils.There are clear instructions of how to handle high H2S cargoes in 5th edition of ISGOTT,section 2.3.6 along with hazards ,advice and precautions to be taken from vessels’ crew to avoid any unpleasant incidents.

In many c/p there are clauses that vessel has to arrive with nil H2S content in cargo tanks prior loading. There are also many terminals especially in North Sea and Black sea that require same. In such cases and as soon as vessel will receive clear instructions from office has to start purging the tanks to reduce H2S concentration.

It is always very useful to prepare a letter prior loading with cargo tanks arrangement and insert level of H2S by volume in ppm tank by tank. This letter should be signed by loading Master/terminal representative and/or cargo surveyor in order to verify the condition of tanks prior loading and avoid any claims from receivers at disport.

After loading H2S should be measured and average value should be reported to all parties and a relevant letter of protest should be issued.

• Always read the voyage instructions very carefully and contact the office in case of any unclarities

9. Short Loading – Deadfreight Statement

11. VARIOUS LOPMaterial Safety Data Sheet (MSDS)

10. COW LOG- COW Log should be - MSDS contains all safety

• filled in properly in order to precautions to be taken for give clear evidence of the handling the cargooperation performed - COW to be performed in every - LoP to be issued in the absence • duly signed by terminal discharge operation (either full or of MSDS and signed by terminal representative and cargo marpol cow) representativesurveyor

- If COW as per MARPOL is Inadequate Hose connection- LoP to be issued in cases where being performed please also - LoP to be issued when

COW is not permittedperform very good bottom wash number/size of hoses affects in the rest of the COTs (pls obtain vessel’s handling capacity relative COW permission)

Vessel in motion while Tank COW instructions to be followed Gaugingto avoid claim for shortage and/or - There are many terminals liquid ROB exposed to sea/swell conditions

- Cargo measurements not accurate due to vessel’s rolling/pitching - LoP to be issued to cover any cargo discrepancy

For this reason a letter of protest should always be prepared to cover vessel and state exactly the number/size of hoses connected by terminal. This letter will be used to support a demmurage claim in case of delays in any operation.Vessel in motion while Tank GaugingThere are many terminals

As per our policy and (especially loading spm,cbm Marpol regulation COW terminals) which are situated in

should be performed in each and the open sea and are exposed to every discharge operation (either sea/swell conditions. At those full or marpol cow) unless cargo terminals cargo measurements is not suitable and same is stated cannot be accurate due to in the exclusive list of the cow vessel’s rolling/pitching. As such manual. by lodging a letter of protest

vessel will be covered for any In most of the cases charterers cargo discrepancy found at next give clear instructions for cow or port.they ask to follow local Material Safety Data instructions. Masters should Sheet (MSDS)follow strictly charterers cow Whenever during loading instructions in order to avoid any terminal fails to provide MSDS possible claim for shortage and/or which contains all safety liquid ROB after discharge. precautions to be taken for The cow log should be filled in handling this cargo then Master properly in order to give clear should always issue a letter of evidence of the operation protest in this respect. Letter performed and should be duly should be duly signed by terminal signed by terminal representative representative.and cargo surveyor.

Inadequate Hose connection- LoP to be issued in cases where There are several cases where COW is not permitted terminals provide less number of

hoses and reduced size of connections which impose restrictions on vessel’s normal handling capacity, resulting in an increase total turnaround time at the berth.

pg 5

foto sinedriou

WHEN IN DOUBT… …INFORM THE OFFICE AND YOUR CHARTERERS.Issue relative LoP for any discrepancy/ objection

General view. A. Lambros at the podium

Speakers' panel: M.Rigas, G.Dovles, V.Tsiris

Indian Cptns. Cenmar Mgr Ms Johanna Durane (back row)

Manila - October 2010COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

6. Cargo Ventilation 8. Loading Quantity Log – Dry Cargo Request - Ship/shore Vessels Checklist

7. H2S

in ppm per tank . which is of course out of ship’s In the OBQ, it must be mentioned control. This is the reason why in that the COTs where measured cases 2 and 3 (of the previous and Nill ppm H2S content was table) it is suggested to load found. slightly more that 80000 mts as Two rules: • The cp recap notes sent

per ship’s figures.prior every voyage is only cp These docs to be signed by the ΨDew Point Rule – non information stating the min loading Master, terminal hygroscopic cargoes quantity to be loaded. These are representative and/or cargo Ventilate when the dew point of NOT voyage instructionssurveyor the outside air is lower that the

dew point of the ai in the cargo • To the terminal the vessel in order to: hold. must request the cargo quantity to • verify the condition of tanks be loaded as per charterers prior loading and to avoid any ΨThree degree Rule – voyage instructions. claims from receivers at disport.hygroscopic cargoes

Ventilate when the outside air is This is the quantity to be stated in After Loadingat least 3 deg C below the the cargo quantity request letter - H2S should be measuredcargo temp taken at loading and the preloading ship-shore - Average value reported to all checklist.parties The log should include - LoP issued for H2S valueinformation:

Vessel’s position, course, weather conditions, sea state, swell, rain, ambient and sea temp, dew point inside and outside, if spray on deck and finally if ventilation was done or not.

• Deadfreight statement usually refers to the Minimum Charter Party quantity and should be issued whenever loading has been terminated by SHORE

- ISGOTT provides clear STOP and quantity is less that the instructions for handling high H2S minimum as per CP. cargoes

or also incase the vessel could - Many terminals require on not load as per min cp due to draft arrival, prior berthing, all COTs to restriction either at loadport or have H2S content less than disport.5ppm.Prior arrival, purging of the COTs • LOP for short loading must to be done and relative entries in be issued whenever loaded the log book to be made (in the quantity is less that what Eng log book to be clearly Charterers have requested in their showing the relative consumption) voyage instructions.When entering the Black Sea, if time permitting, purging to be • Voyage instructions are done concurrently with the ballast always superseding the CP exchange minimum quantity ie vessel must

always comply with loadables as Before Loading per voyage orders.

A letter should be prepared • Usually Charterers’ stating the level of H2S by volume loadables refer to b/L quantity,

H2S is present in many crude oils especially in

the sour crudes and their concentrations is increasing continuously. H2S has also been found in some condensates and occasionally also in fuel oils.There are clear instructions of how to handle high H2S cargoes in 5th edition of ISGOTT,section 2.3.6 along with hazards ,advice and precautions to be taken from vessels’ crew to avoid any unpleasant incidents.

In many c/p there are clauses that vessel has to arrive with nil H2S content in cargo tanks prior loading. There are also many terminals especially in North Sea and Black sea that require same. In such cases and as soon as vessel will receive clear instructions from office has to start purging the tanks to reduce H2S concentration.

It is always very useful to prepare a letter prior loading with cargo tanks arrangement and insert level of H2S by volume in ppm tank by tank. This letter should be signed by loading Master/terminal representative and/or cargo surveyor in order to verify the condition of tanks prior loading and avoid any claims from receivers at disport.

After loading H2S should be measured and average value should be reported to all parties and a relevant letter of protest should be issued.

• Always read the voyage instructions very carefully and contact the office in case of any unclarities

9. Short Loading – Deadfreight Statement

11. VARIOUS LOPMaterial Safety Data Sheet (MSDS)

10. COW LOG- COW Log should be - MSDS contains all safety

• filled in properly in order to precautions to be taken for give clear evidence of the handling the cargooperation performed - COW to be performed in every - LoP to be issued in the absence • duly signed by terminal discharge operation (either full or of MSDS and signed by terminal representative and cargo marpol cow) representativesurveyor

- If COW as per MARPOL is Inadequate Hose connection- LoP to be issued in cases where being performed please also - LoP to be issued when

COW is not permittedperform very good bottom wash number/size of hoses affects in the rest of the COTs (pls obtain vessel’s handling capacity relative COW permission)

Vessel in motion while Tank COW instructions to be followed Gaugingto avoid claim for shortage and/or - There are many terminals liquid ROB exposed to sea/swell conditions

- Cargo measurements not accurate due to vessel’s rolling/pitching - LoP to be issued to cover any cargo discrepancy

For this reason a letter of protest should always be prepared to cover vessel and state exactly the number/size of hoses connected by terminal. This letter will be used to support a demmurage claim in case of delays in any operation.Vessel in motion while Tank GaugingThere are many terminals

As per our policy and (especially loading spm,cbm Marpol regulation COW terminals) which are situated in

should be performed in each and the open sea and are exposed to every discharge operation (either sea/swell conditions. At those full or marpol cow) unless cargo terminals cargo measurements is not suitable and same is stated cannot be accurate due to in the exclusive list of the cow vessel’s rolling/pitching. As such manual. by lodging a letter of protest

vessel will be covered for any In most of the cases charterers cargo discrepancy found at next give clear instructions for cow or port.they ask to follow local Material Safety Data instructions. Masters should Sheet (MSDS)follow strictly charterers cow Whenever during loading instructions in order to avoid any terminal fails to provide MSDS possible claim for shortage and/or which contains all safety liquid ROB after discharge. precautions to be taken for The cow log should be filled in handling this cargo then Master properly in order to give clear should always issue a letter of evidence of the operation protest in this respect. Letter performed and should be duly should be duly signed by terminal signed by terminal representative representative.and cargo surveyor.

Inadequate Hose connection- LoP to be issued in cases where There are several cases where COW is not permitted terminals provide less number of

hoses and reduced size of connections which impose restrictions on vessel’s normal handling capacity, resulting in an increase total turnaround time at the berth.

pg 5

foto sinedriou

WHEN IN DOUBT… …INFORM THE OFFICE AND YOUR CHARTERERS.Issue relative LoP for any discrepancy/ objection

General view. A. Lambros at the podium

Speakers' panel: M.Rigas, G.Dovles, V.Tsiris

Indian Cptns. Cenmar Mgr Ms Johanna Durane (back row)

Mooring Incidents

Mooring operation

Precautions to be taken before and during Mooring Ropesmooring

ά A bird’s eye view of the mooring deck arrangement is recommended (an aerial view from a high point of the vessel can be utilised) to ά Rope departed while towing more readily identify danger at CBM. areas. Mooring personnel injured in

ά Immediate action should be mooring boattaken to reduce the load ά Anchor lost at Mohammedia should any part of the ά Tails + Wires broke at system appear to be under Mohammediaexcessive strain. ά Anchors were lashed during

ά To ensure personal safety ά Care is needed so that berthing at Pachi and when mooring equipment ropes or wires will not jam Aspropygosis under load, personnel when they come under ά Berth mooring Bitt detached essential to the operation strain, so that if necessary at Bourgasshould as far as reasonably they can quickly be ά SPM Buoy#1 anchor chain practicable be able to stand slackened off. Where a detached at Tartousin a protected position. mooring line is led around a ά Damage to SPM at

ά Immediate action should be pedestal roller fairlead, the Falconarataken to reduce the load if “Snap-Back” Zone will ά Mooring tails asked to be signs of excessive strain change and increase in changed during pre-mooring appear in any part of the area. inspection at Triestesystem. ά Where possible, lines should

ά Wherever practical the not be led round pedestals person in charge should except during the operation avoid getting involved with of mooring the vessel, ά Ropes, wires and stoppers

ά Careful thought should be the physical operations, so thereafter lines should be that are to be used in given to mooring, towing and that they can retain an made up on bitts, clear of mooring operations should hauling arrangements, so effective oversight. pedestals if at all possible.be in good condition. that the leads used are ά Good communication must ά Ropes should be frequently those most suited and will be maintained between all inspected for both external not create sharp angles. members of the mooring wear and wear between

ά Ropes and wires should not team. strands. be fed through the same ά Other persons who have no ά Wires should be regularly leads or bollards. involvement with mooring treated with suitable

ά Fairleads which have operation should always be lubricants and inspected for previously been used for kept well clear of the area.deterioration internally and wires should be checked to broken strands externally. ensure they have no sharp ά Splices in both ropes and metallic areas on the tension wires should be inspected surfaces prior to being used regularly to check they are for ropes. intact.

ά Pre-planning of such operations is recommended and a risk assessment of the operation should be completed, especially in cases where it is necessary for the vessel to use an unusual or non-standard mooring arrangement.

When mooring, towing and hauling lines are under strain all personnel in the vicinity should remain in positions of safety, i.e. avoiding all ‘Snap-Back’ Zones.

ALWAYS KEEP TWO GOOD MOORING ROPES FOR TOWAGE PURPOSES

pg 7

Dangers encountered during mooring operation

Dangers encountered during mooring operation

Conclusion

Working with Tugs

Why do accidents occur at mooring arrangements?

ά Strong forces are often present on a mooring deck and these forces are often very difficult to control. It could be stopping a ship moving forward with a spring line. It could be strong gust of wind. It could be winches with great power.

ά Strong forces on a mooring deck are neither seldom nor unforeseeable. It is the normal situation. Therefore, there is always a latent risk for the crew of being hit by a line or caught in a winch at arrival, shifting and ά (a) Good communication departure. The mooring between the tug and deck is fully or partly a risk vessel being aided are zone- an area of danger.important to ensure that

ά Both ashore and on board the status of tow lines is ships, persons are as far as understood by both possible removed from risk parties at all times and zones.thus avoid unexpected

ά Otherwise engines and loads being applied.running parts are shielded. ά (b) Ensure the bitts upon The question is, if it possible which the towing eye is to to do something similar on a be placed are clear of mooring deck.rope or wire.

ά Is it possible to avoid ά (c) When conducting working in the risk zone by towing operations it is improving the mooring important that those arrangement?involved consider the

ά Can the risk zone be safety of persons on both minimised?vessels.

ά Is it possible to get the crew ά (d) All equipment used in out of the risk zone and into towing operations “safe zone” before it gets including messengers dangerous?should be regularly

ά Is it possible to construct inspected and replaced as winches, so the crew does necessary.not have to pull and lead ά (e) Similar considerations lines, when the winch is need to be applied when running?working with any mooring

operation where equipment out of direct control of the vessel is used.

Mooring operation / Snap-back zone

Manila - October 2010

By Captain A. Stellatos

Mooring Incidents

Mooring operation

Precautions to be taken before and during Mooring Ropesmooring

ά A bird’s eye view of the mooring deck arrangement is recommended (an aerial view from a high point of the vessel can be utilised) to ά Rope departed while towing more readily identify danger at CBM. areas. Mooring personnel injured in

ά Immediate action should be mooring boattaken to reduce the load ά Anchor lost at Mohammedia should any part of the ά Tails + Wires broke at system appear to be under Mohammediaexcessive strain. ά Anchors were lashed during

ά To ensure personal safety ά Care is needed so that berthing at Pachi and when mooring equipment ropes or wires will not jam Aspropygosis under load, personnel when they come under ά Berth mooring Bitt detached essential to the operation strain, so that if necessary at Bourgasshould as far as reasonably they can quickly be ά SPM Buoy#1 anchor chain practicable be able to stand slackened off. Where a detached at Tartousin a protected position. mooring line is led around a ά Damage to SPM at

ά Immediate action should be pedestal roller fairlead, the Falconarataken to reduce the load if “Snap-Back” Zone will ά Mooring tails asked to be signs of excessive strain change and increase in changed during pre-mooring appear in any part of the area. inspection at Triestesystem. ά Where possible, lines should

ά Wherever practical the not be led round pedestals person in charge should except during the operation avoid getting involved with of mooring the vessel, ά Ropes, wires and stoppers

ά Careful thought should be the physical operations, so thereafter lines should be that are to be used in given to mooring, towing and that they can retain an made up on bitts, clear of mooring operations should hauling arrangements, so effective oversight. pedestals if at all possible.be in good condition. that the leads used are ά Good communication must ά Ropes should be frequently those most suited and will be maintained between all inspected for both external not create sharp angles. members of the mooring wear and wear between

ά Ropes and wires should not team. strands. be fed through the same ά Other persons who have no ά Wires should be regularly leads or bollards. involvement with mooring treated with suitable

ά Fairleads which have operation should always be lubricants and inspected for previously been used for kept well clear of the area.deterioration internally and wires should be checked to broken strands externally. ensure they have no sharp ά Splices in both ropes and metallic areas on the tension wires should be inspected surfaces prior to being used regularly to check they are for ropes. intact.

ά Pre-planning of such operations is recommended and a risk assessment of the operation should be completed, especially in cases where it is necessary for the vessel to use an unusual or non-standard mooring arrangement.

When mooring, towing and hauling lines are under strain all personnel in the vicinity should remain in positions of safety, i.e. avoiding all ‘Snap-Back’ Zones.

ALWAYS KEEP TWO GOOD MOORING ROPES FOR TOWAGE PURPOSES

pg 7

Dangers encountered during mooring operation

Dangers encountered during mooring operation

Conclusion

Working with Tugs

Why do accidents occur at mooring arrangements?

ά Strong forces are often present on a mooring deck and these forces are often very difficult to control. It could be stopping a ship moving forward with a spring line. It could be strong gust of wind. It could be winches with great power.

ά Strong forces on a mooring deck are neither seldom nor unforeseeable. It is the normal situation. Therefore, there is always a latent risk for the crew of being hit by a line or caught in a winch at arrival, shifting and ά (a) Good communication departure. The mooring between the tug and deck is fully or partly a risk vessel being aided are zone- an area of danger.important to ensure that

ά Both ashore and on board the status of tow lines is ships, persons are as far as understood by both possible removed from risk parties at all times and zones.thus avoid unexpected

ά Otherwise engines and loads being applied.running parts are shielded. ά (b) Ensure the bitts upon The question is, if it possible which the towing eye is to to do something similar on a be placed are clear of mooring deck.rope or wire.

ά Is it possible to avoid ά (c) When conducting working in the risk zone by towing operations it is improving the mooring important that those arrangement?involved consider the

ά Can the risk zone be safety of persons on both minimised?vessels.

ά Is it possible to get the crew ά (d) All equipment used in out of the risk zone and into towing operations “safe zone” before it gets including messengers dangerous?should be regularly

ά Is it possible to construct inspected and replaced as winches, so the crew does necessary.not have to pull and lead ά (e) Similar considerations lines, when the winch is need to be applied when running?working with any mooring

operation where equipment out of direct control of the vessel is used.

Mooring operation / Snap-back zone

Manila - October 2010

By Captain A. Stellatos

Crew preparation Engine preparation Transit along the IRTC of the GoA

Communication

National Convoys

AIS

Faulty declared vessels

Warning sign in Somali Fortification of vessel Registration with language MSCHOA

N drills should be conducted with N test all engines and auxiliary the crew machinery. N in group transit - it is not a

N risk assessment to be carried N drills for speeding up to be convoy but is supervised by the out done patroling warships

N rest the crew before transit of N power up fire main. ( co-ordinators are ukmto and the Gulf of Aden mschoa )

N work on deck to be suspended N in escort with national navy during the transit of the vessels ( convoys )respective areas n TEST SSAS SYSTEM

N an easy handled flip card / n TEST ALL EXTERNAL action plan to be posted on the COMMUNICATIONS WELL bridge with actions to be taken BEFORE ARRIVAL AT THE n THE VESSEL WILL MOSTLY on even the slightest suspicious PIRACY ACTIVITY AREA TRANSIT THE IRTC OF THE activity n HAVE READY THE MESSAGE OF GoA IN CONVOY WITH A

ALERT TO BE SENT TO ALL NATIONAL NAVY VESSELPARTIES CONCERNED n REGISTRATION WILL BE DONE

n APART FROM MASTER ALSO FROM THE OFFICEOTHER CREW TO BE n VESSEL WILL BE GUIDED REG FAMILIAR/DESIGNATED IN THE CO-ORDINATION WITH SENDING ALERT MESSAGES THE MILITARY VESSELS

n DO NOT MAKE UNNECASSARY n PRESENTLY OUR VESSELS VHF TRANSMISSIONS HAVE TRANSITED IN CONVOY

n DO MAINTAIN A VISUAL, WITH VESSELS OF THE: n Please be advised on the RADAR AND SOUND WATCH INDIAN NAVY, GREEK NAVY,

following recommendations n DO MONITOR THE VHF FOR JAPANESE NAVY, KOREAN from MSCHOA regarding the NEWS OF INCIDENTS AND NAVY, CHINESE NAVYuse of AIS whilst operating in MOVEMENTS n AVAILABLE ALSO ARE THE the region: n PRIOR ARRIVAL AT THE IRTC RUSSIAN NAVY AND THAI

n SOLAS permits the Master the PLS REGULARLY UPDATE YOUR NAVY CONVOYSdiscretion to switch off AIS if he REGISTRATION FORM/ ETA TO believes that its use increases MSCHOA AND UKMTOthe ship's vulnerability. However, in order to provide n USE WEATHER / SEA STATE naval forces with tracking (BAD WEATHER, SWELL information within the GoA it is n MANY TIMES IN THE PAST ETC/ETC TO BE USED TO THE recommended that AIS PIRATE CRAFTS DECLARE TO VESSEL'S ADVANTAGE)transmission is continued but BE COAST GUARD VESSELS n EVASIVE MANOEUVERS, restricted to ship's identity, AND ASK MERCHANT VESSELS WITHOUT DECREASING THE position, course, speed, TO SLOW DOWN. VESSEL'S SPEEDnavigational status and safety- n DO NOT BE MISLEADED AND n ENHANCE WATCH KEEPING related information. DO NOT SLOW DOWN IN SUCH (POST EXTRA LOOKOUTS ON

n Off the coast of Somalia the CASES. BRIDGE AND DECK LEVEL )decision is again left to the n IMMIDIATELY CALL THE n HARDEN SHIP (BARBED WIRE, Master's discretion, but current WARSHIP VESSEL WHICH IS EMPTY BBLS, PROPELLER Naval advice is to turn it off MONITORING YOUR GROUP ARRESTORS)completely. TRANSIT AND INFORM UKMTO n RIG FIRE HOSES

AND MSCHOA. n DARKEN SHIP n WHEN SUSPECT VESSEL

SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS

n Remove access ladders from n DRILLS SHOULD BE n PLACE A SIGN IN SOMALI deck level to accommodation n THE OFFICE WILL REGISTER CONDUCTED WITH THE CREW

LANGUAGE, WARNING THE level THE VESSEL WITH MSCHOA n RISK ASSESSMENT TO BE PIRATES OF ‘ ELECTRIFIED n Lock external doors and AND UKMTO CARRIED OUTWIRES ‘ hatches ( except bridge wings ) n PRIOR ARRIVAL THE VESSEL n DO MONITOR THE VHF FOR

if possible from inside incase of WILL UPDATE THIS NEWS OF INCIDENTS AND emergency exit REGISTRATION FORM MOVEMENTS

n Lock internal spaces that are n DURING TRANSIT THE VESSEL n PRIOR ARRIVAL AT THE IRTC not accessed during the WILL UPDATE UKMTO AND PLS REGULARLY UPDATE YOUR passage OFFICE EVERY 6 HRS WITH REGISTRATION FORM/ ETA TO

POSITION, HEADING AND MSCHOA AND UKMTOSPEED

Drills/Exercises promote confidence

Summary

Good Luck.

Anti-Piracy measures

What do these parties do

Areas of attention

Main suggested anti-piracy measures for the vessel’s fortification

n GoA IS TRANSITED ALONG THE IRTC (INTERNATIONAL RECOGNISED CORRIDOR )

n EASTBOUND ENTRY AT : POINT A / WESTBOUND ENTRY AT: POINT B

n ENTRY AT EACH POINT IS DONE AT DESIGNATED TIMES PROVIDED BY MSCHOA

n EUNAVFOR is the main coordinating authority which operates the Maritime Security Centre (Horn of Africa)

n UKMTO in Dubai acts as the primary point of contact for merchant vessels and liaison

n Increase to Max speedwith military forces in the n Narrow weaveregion n Avoid loss of speedn MARLO is to facilitate the n Avoid providing a leeexchange of information n Maximise bow wash and wakebetween the United States n Observe Call regulationsNavy, Combined Maritime n Monitor Vulnerable areas of Forces, and the commercial

attackmaritime community in the United States Central Command's (CENTCOM) Area of

n Best defense is awarenessResponsibility n Early action deters attacksn Gulf of Aden n IMB is to be the first point of n Training avoids panicn Red Sea abt 100 miles from contact to report an actual or n Drills/Exercises promote Bab El Mandeb attempted attack or even

confidencen East Coast Somalia up until abt suspicious movements thus n Help arrives faster when 1000 Nms from the Coast initiating the process of

promptly informed/alertedresponse n NATO is currently engaged in

counter-piracy within the Horn of Africa region

n CTF 150 conducts Maritime Security Operations in the Gulf of Aden, Gulf of Oman, the Arabian Sea, Red Sea and the Indian Ocean n DARKEN SHIP -BLACKING OUT

n CTF 151 is a multinational task ALL LIGHT EMITTING force established to conduct SCUTTLES AND DOORS counterpiracy operations under (with the curtains drawn and a mission-based mandate only the small lights in the throughout the Combined cabins should be on)Maritime Forces (CMF) n NAVIGATION LIGHTS AS PER

SOLAS TO BE ON n WHEN SUSPECT VESSEL

SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS

Transiting the GoA

Evasive maneuvers

Enhance watch keeping

Illumination

Manila - October 2010

pg 9

Anti-piracy seminar

Anti-piracy seminarTransiting the GoA and East Coast Somalia

Harden Ship

By Captain A. Stellatos

Crew preparation Engine preparation Transit along the IRTC of the GoA

Communication

National Convoys

AIS

Faulty declared vessels

Warning sign in Somali Fortification of vessel Registration with language MSCHOA

N drills should be conducted with N test all engines and auxiliary the crew machinery. N in group transit - it is not a

N risk assessment to be carried N drills for speeding up to be convoy but is supervised by the out done patroling warships

N rest the crew before transit of N power up fire main. ( co-ordinators are ukmto and the Gulf of Aden mschoa )

N work on deck to be suspended N in escort with national navy during the transit of the vessels ( convoys )respective areas n TEST SSAS SYSTEM

N an easy handled flip card / n TEST ALL EXTERNAL action plan to be posted on the COMMUNICATIONS WELL bridge with actions to be taken BEFORE ARRIVAL AT THE n THE VESSEL WILL MOSTLY on even the slightest suspicious PIRACY ACTIVITY AREA TRANSIT THE IRTC OF THE activity n HAVE READY THE MESSAGE OF GoA IN CONVOY WITH A

ALERT TO BE SENT TO ALL NATIONAL NAVY VESSELPARTIES CONCERNED n REGISTRATION WILL BE DONE

n APART FROM MASTER ALSO FROM THE OFFICEOTHER CREW TO BE n VESSEL WILL BE GUIDED REG FAMILIAR/DESIGNATED IN THE CO-ORDINATION WITH SENDING ALERT MESSAGES THE MILITARY VESSELS

n DO NOT MAKE UNNECASSARY n PRESENTLY OUR VESSELS VHF TRANSMISSIONS HAVE TRANSITED IN CONVOY

n DO MAINTAIN A VISUAL, WITH VESSELS OF THE: n Please be advised on the RADAR AND SOUND WATCH INDIAN NAVY, GREEK NAVY,

following recommendations n DO MONITOR THE VHF FOR JAPANESE NAVY, KOREAN from MSCHOA regarding the NEWS OF INCIDENTS AND NAVY, CHINESE NAVYuse of AIS whilst operating in MOVEMENTS n AVAILABLE ALSO ARE THE the region: n PRIOR ARRIVAL AT THE IRTC RUSSIAN NAVY AND THAI

n SOLAS permits the Master the PLS REGULARLY UPDATE YOUR NAVY CONVOYSdiscretion to switch off AIS if he REGISTRATION FORM/ ETA TO believes that its use increases MSCHOA AND UKMTOthe ship's vulnerability. However, in order to provide n USE WEATHER / SEA STATE naval forces with tracking (BAD WEATHER, SWELL information within the GoA it is n MANY TIMES IN THE PAST ETC/ETC TO BE USED TO THE recommended that AIS PIRATE CRAFTS DECLARE TO VESSEL'S ADVANTAGE)transmission is continued but BE COAST GUARD VESSELS n EVASIVE MANOEUVERS, restricted to ship's identity, AND ASK MERCHANT VESSELS WITHOUT DECREASING THE position, course, speed, TO SLOW DOWN. VESSEL'S SPEEDnavigational status and safety- n DO NOT BE MISLEADED AND n ENHANCE WATCH KEEPING related information. DO NOT SLOW DOWN IN SUCH (POST EXTRA LOOKOUTS ON

n Off the coast of Somalia the CASES. BRIDGE AND DECK LEVEL )decision is again left to the n IMMIDIATELY CALL THE n HARDEN SHIP (BARBED WIRE, Master's discretion, but current WARSHIP VESSEL WHICH IS EMPTY BBLS, PROPELLER Naval advice is to turn it off MONITORING YOUR GROUP ARRESTORS)completely. TRANSIT AND INFORM UKMTO n RIG FIRE HOSES

AND MSCHOA. n DARKEN SHIP n WHEN SUSPECT VESSEL

SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS

n Remove access ladders from n DRILLS SHOULD BE n PLACE A SIGN IN SOMALI deck level to accommodation n THE OFFICE WILL REGISTER CONDUCTED WITH THE CREW

LANGUAGE, WARNING THE level THE VESSEL WITH MSCHOA n RISK ASSESSMENT TO BE PIRATES OF ‘ ELECTRIFIED n Lock external doors and AND UKMTO CARRIED OUTWIRES ‘ hatches ( except bridge wings ) n PRIOR ARRIVAL THE VESSEL n DO MONITOR THE VHF FOR

if possible from inside incase of WILL UPDATE THIS NEWS OF INCIDENTS AND emergency exit REGISTRATION FORM MOVEMENTS

n Lock internal spaces that are n DURING TRANSIT THE VESSEL n PRIOR ARRIVAL AT THE IRTC not accessed during the WILL UPDATE UKMTO AND PLS REGULARLY UPDATE YOUR passage OFFICE EVERY 6 HRS WITH REGISTRATION FORM/ ETA TO

POSITION, HEADING AND MSCHOA AND UKMTOSPEED

Drills/Exercises promote confidence

Summary

Good Luck.

Anti-Piracy measures

What do these parties do

Areas of attention

Main suggested anti-piracy measures for the vessel’s fortification

n GoA IS TRANSITED ALONG THE IRTC (INTERNATIONAL RECOGNISED CORRIDOR )

n EASTBOUND ENTRY AT : POINT A / WESTBOUND ENTRY AT: POINT B

n ENTRY AT EACH POINT IS DONE AT DESIGNATED TIMES PROVIDED BY MSCHOA

n EUNAVFOR is the main coordinating authority which operates the Maritime Security Centre (Horn of Africa)

n UKMTO in Dubai acts as the primary point of contact for merchant vessels and liaison

n Increase to Max speedwith military forces in the n Narrow weaveregion n Avoid loss of speedn MARLO is to facilitate the n Avoid providing a leeexchange of information n Maximise bow wash and wakebetween the United States n Observe Call regulationsNavy, Combined Maritime n Monitor Vulnerable areas of Forces, and the commercial

attackmaritime community in the United States Central Command's (CENTCOM) Area of

n Best defense is awarenessResponsibility n Early action deters attacksn Gulf of Aden n IMB is to be the first point of n Training avoids panicn Red Sea abt 100 miles from contact to report an actual or n Drills/Exercises promote Bab El Mandeb attempted attack or even

confidencen East Coast Somalia up until abt suspicious movements thus n Help arrives faster when 1000 Nms from the Coast initiating the process of

promptly informed/alertedresponse n NATO is currently engaged in

counter-piracy within the Horn of Africa region

n CTF 150 conducts Maritime Security Operations in the Gulf of Aden, Gulf of Oman, the Arabian Sea, Red Sea and the Indian Ocean n DARKEN SHIP -BLACKING OUT

n CTF 151 is a multinational task ALL LIGHT EMITTING force established to conduct SCUTTLES AND DOORS counterpiracy operations under (with the curtains drawn and a mission-based mandate only the small lights in the throughout the Combined cabins should be on)Maritime Forces (CMF) n NAVIGATION LIGHTS AS PER

SOLAS TO BE ON n WHEN SUSPECT VESSEL

SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS

Transiting the GoA

Evasive maneuvers

Enhance watch keeping

Illumination

Manila - October 2010

pg 9

Anti-piracy seminar

Anti-piracy seminarTransiting the GoA and East Coast Somalia

Harden Ship

By Captain A. Stellatos

Manila - October 2010

pg 11

Dr. Glennda CanlasHalcyon Marine Healthcare Systems

Lifestyle

1. Eat a Healthy Diet Rice, Whole Grain Products & Potatoes Fruit

Vegetables Fiber 25-30g/day Meat, Poultry, Fish & Alternatives

5 Food Groups Empty Calories

Saturated Fat Unsaturated Fat Sugar

DASH DIETDietary Approaches to Stop Hypertension 2. Drink Lots of Fluids Preventing Kidney Stones

3.Maintain a Healthy Weight Body Mass Index Critical Waist Circumference

4.Exercise regularly Flexibility ExercisesResistance/Strengthening

Exercises

Aerobic Exercise Smoking Related Diseases 7.Good Oral Hygiene

Dr. Glennda Canlas

What is the Normal BP ? Top Causes of Unfitness

Manila - October 2010

pg 11

Dr. Glennda CanlasHalcyon Marine Healthcare Systems

Lifestyle

1. Eat a Healthy Diet Rice, Whole Grain Products & Potatoes Fruit

Vegetables Fiber 25-30g/day Meat, Poultry, Fish & Alternatives

5 Food Groups Empty Calories

Saturated Fat Unsaturated Fat Sugar

DASH DIETDietary Approaches to Stop Hypertension 2. Drink Lots of Fluids Preventing Kidney Stones

3.Maintain a Healthy Weight Body Mass Index Critical Waist Circumference

4.Exercise regularly Flexibility ExercisesResistance/Strengthening

Exercises

Aerobic Exercise Smoking Related Diseases 7.Good Oral Hygiene

Dr. Glennda Canlas

What is the Normal BP ? Top Causes of Unfitness

Manila - October 2010

pg 13

2.3 Auditor preparation1. Introduction

DON’Ts

2. Preparation for an external audit

5. Useful tips

3. During the Audit

2.1 Company preparation for vessel’s Ext. Audit

6. At the end of the audit

3. During the audit

4. Always bear in mind …2.2 Vessel preparation

Most important advice

DOs

► Auditor is onboard to: ό Check correct implementationό Check records (2-3 years old)► Previous external audit reports& ό Verify by cross-checking► Previous NCRs, failures / corrective Achievement of better ό Help actionsaudit results

► Third Party inspections / deficiencies ► Additional Flag instructions► Vessel’s history / accidents,

detentions, PR17► Audit plan► COMPANY

► Auditor’s notes► VESSEL► Photocopies► AUDITOR► Gathering of folders► Controlled & signed forms► Auditor’s welcome► Transparency► I.D. check► Be specific► Search of luggage

► Visitor’s logbook registrationa. Carry out internal audit in advance► Visitor’s badge► Experienced internal auditor► Escort► Extensive audit not on a sample ► Elevator availablebasis

► Identification of non-conformities

► Auditor’s conclusionsb. Schedule vessel’s external audit ► Closing meeting► Convenient port to be chosen

ό Senior Officers’ participation► Availability of local auditorό Agreement of any NCR ► Vessels time schedule at portό Proposal of corrective / ► Company’s representation

preventive actions► Opening meetingό Availability of Senior Officersό Audit Planό Crew interviews

► Crew notification / training if required► External Audit ► SMS manuals and SSP

ό Random audit► Filing systemό Codes’ requirements ► Publicationsό Documented evidence► Vessel’s Certificatesό Inspections► Crew Certificatesό Drills► NCRS / Deficiencies status

► Responsibility of the Master► PMSBe always well prepared for an ό Crew participation► Attention Fileunexpected audit by having at all ► Open attendance► Clean Vesseltimes the onboard documented ό Advantage of auditor’s visit► Crew Presentable / P.P.E.evidence updated and well organized.ό Discussion of problems / ► Posted Policies / crew aware

suggestions► Muster list and Station bills Don’t wait for the next audit to prepare ► DPA / CSO awarenesseverything at the last moment.► Drill readiness

► Marked restricted areas► Watch and rest periods► SSAS test► Instruments calibration► Accommodation ladder / safety net

TRUTH IS ALWAYS BETTER

JUST ANSWER THE ASKED QUESTIONS

FIRST IMPRESSION IS VERY IMPORTANT !

NEVER LET THE AUDITOR THE AUDIT NEEDS TIME TO DISEMBARK WITHOUT AND CALMNESSHAVING AGREED AND SIGNED THE ISSUED NCRS

START IMPLEMENTING THE AGREED CA / PA IMMEDIATELY. YOU HAVE MAXIMUM 3 MONTHS

NO SYSTEM IS PERFECTNO IMPLEMENTATION IS

YOU NEVER KNOW WHO PERFECT !WILL ASK YOU WHAT AND WHEN

Practical advices for a successful vessel’s external audit

Practical advices for a successful vessel’s external audit

Crew proceeded with troubleshooting of engine starting problem, according to operation manual.

During dismantling of “shut-off valve for starting air”, hairline cracks were noticed on some parts. Relevant instructions have been forwarded to the vessels (with the above type of engine) and were instructed to carry onboard specific spare parts.

Any operation should be properly planned and good communication & co-operation, should be established between crew involved, in order ensure its safety. As per FIM, Chapter A, item 1.8, the Daily Work Planning Meeting provides an additional safeguard in this direction. Work planning meetings must be carried out daily in order to create a schedule, organize the various pending tasks and address any safety related matters that may arise out of the planned activities. In addition, during this daily meeting, one can seize the opportunity to confirm that all the equipment (including P.P.E.) and tools intended to be used for the day's planned activities have been inspected and were found to be in proper / operating

While Trainee officer was chipping under the condition. The PPE Matrix which can be found steam lines, a foreign particle entered his right in Chapter B, Section 3 of FIM should be eye passing through his safety goggles, due to consulted at all times during preparation for a strong wind. The Safety goggles used on this task. occasion were examined and it was found that they had several vent holes on top and on the spot if it is of an approved type: CE (or EC) - EN side of the frame, allowing small size foreign 60903. The CE marking certifies that a product particles to enter through and get lodged in has met EU consumer safety, health or wearer's eyes. These goggles are also environmental requirements. CE stands for · O.O.W. should verify ship's position and unsuitable when working with various cleaning Conformite Europeenne, "European conformity" make sure that all navigational equipment or other types of chemicals. Following in French. The EN 60903 marking means that work properly before assuming watch.investigation on all fleet vessels: the product meet the specifications described in · One cannot stress enough the importance

the standard EN 60903:2003 and in the IEC of safe mooring practices. During such 1. this type of goggles was replaced by non- international standard IEC 60903:2002 which operations deck crew should be extra-

vented goggles that are safe enough for all specify the performances of gloves of insulating vigilant, wear proper P.P.E. and maintain types of work, whether it is chipping or material for live working. safety positions, so as to avoid injuries. working cleaning liquids. Crew involved should also observe the

2. Masters were instructed that while 2) marking of safe working voltage of the safety practices followed by shore ordering safety goggles they should clarify glove in volts (i.e. 12000 volt) must be personnel. that goggles with vent holes should not be printed. In case electrician's gloves supplied, · Pre-arrival inspection must be conducted delivered onboard. If delivered, they do not have these markings printed on them or prior to assuming mooring operations. should be returned to supplier and Supply relevant certificate, Masters are advised not to Anchors and the condition of the mooring dept. should be informed accordingly. accept them, return them to the supplier and equipment should be thoroughly inspected

inform Supply Dept. accordingly. prior to vessel's berthing, in order to ensure readiness. Form D-50 should be properly completed every 6 months. Instructions and guidelines contained in the mooring plan should always be

During fleet vessel's audit, auditor commented adhered to. that there was no certificate onboard for the · Upon completion of mooring operations, all Electrician's Gloves. Masters have been advised equipment used (i.e. tools, machineries, on below two items, by circular e-mail: M/E failed to start when the vessel was gear, electrical appliances) should be

maneuvering / shifting from OPL anchorage. properly secured in order to avoid 1) the Electrician gloves may be supplied with a Controls were transferred from bridge to ECR accidents on deck.certificate, but usually they do not. Instead by and subsequently to engine local maneuvering, · All anchor gear and mooring equipment checking the following marks which are without success. should be regularly inspected and properly printed on the glove itself, one can easily maintained.

Best Practices implemented during 2010

Lessons learnt arising from the Near Miss reporting during

Best Practice applying to all Fleet Vessels on Non vented safety goggles

Mooring Operations / Contact / Grounding / Collision

Best Practice applying to ALL Fleet Vessels on Electricians' Best Practice applying to six Gloves vessels of the Fleet with RTA 58T

engine: Starting Failure due to defective “Shut-off valve for starting air”

Best Practices & Lessons Learnt

By Mr A.Rodo

By Captain P. Kumar

Manila - October 2010

pg 13

2.3 Auditor preparation1. Introduction

DON’Ts

2. Preparation for an external audit

5. Useful tips

3. During the Audit

2.1 Company preparation for vessel’s Ext. Audit

6. At the end of the audit

3. During the audit

4. Always bear in mind …2.2 Vessel preparation

Most important advice

DOs

► Auditor is onboard to: ό Check correct implementationό Check records (2-3 years old)► Previous external audit reports& ό Verify by cross-checking► Previous NCRs, failures / corrective Achievement of better ό Help actionsaudit results

► Third Party inspections / deficiencies ► Additional Flag instructions► Vessel’s history / accidents,

detentions, PR17► Audit plan► COMPANY

► Auditor’s notes► VESSEL► Photocopies► AUDITOR► Gathering of folders► Controlled & signed forms► Auditor’s welcome► Transparency► I.D. check► Be specific► Search of luggage

► Visitor’s logbook registrationa. Carry out internal audit in advance► Visitor’s badge► Experienced internal auditor► Escort► Extensive audit not on a sample ► Elevator availablebasis

► Identification of non-conformities

► Auditor’s conclusionsb. Schedule vessel’s external audit ► Closing meeting► Convenient port to be chosen

ό Senior Officers’ participation► Availability of local auditorό Agreement of any NCR ► Vessels time schedule at portό Proposal of corrective / ► Company’s representation

preventive actions► Opening meetingό Availability of Senior Officersό Audit Planό Crew interviews

► Crew notification / training if required► External Audit ► SMS manuals and SSP

ό Random audit► Filing systemό Codes’ requirements ► Publicationsό Documented evidence► Vessel’s Certificatesό Inspections► Crew Certificatesό Drills► NCRS / Deficiencies status

► Responsibility of the Master► PMSBe always well prepared for an ό Crew participation► Attention Fileunexpected audit by having at all ► Open attendance► Clean Vesseltimes the onboard documented ό Advantage of auditor’s visit► Crew Presentable / P.P.E.evidence updated and well organized.ό Discussion of problems / ► Posted Policies / crew aware

suggestions► Muster list and Station bills Don’t wait for the next audit to prepare ► DPA / CSO awarenesseverything at the last moment.► Drill readiness

► Marked restricted areas► Watch and rest periods► SSAS test► Instruments calibration► Accommodation ladder / safety net

TRUTH IS ALWAYS BETTER

JUST ANSWER THE ASKED QUESTIONS

FIRST IMPRESSION IS VERY IMPORTANT !

NEVER LET THE AUDITOR THE AUDIT NEEDS TIME TO DISEMBARK WITHOUT AND CALMNESSHAVING AGREED AND SIGNED THE ISSUED NCRS

START IMPLEMENTING THE AGREED CA / PA IMMEDIATELY. YOU HAVE MAXIMUM 3 MONTHS

NO SYSTEM IS PERFECTNO IMPLEMENTATION IS

YOU NEVER KNOW WHO PERFECT !WILL ASK YOU WHAT AND WHEN

Practical advices for a successful vessel’s external audit

Practical advices for a successful vessel’s external audit

Crew proceeded with troubleshooting of engine starting problem, according to operation manual.

During dismantling of “shut-off valve for starting air”, hairline cracks were noticed on some parts. Relevant instructions have been forwarded to the vessels (with the above type of engine) and were instructed to carry onboard specific spare parts.

Any operation should be properly planned and good communication & co-operation, should be established between crew involved, in order ensure its safety. As per FIM, Chapter A, item 1.8, the Daily Work Planning Meeting provides an additional safeguard in this direction. Work planning meetings must be carried out daily in order to create a schedule, organize the various pending tasks and address any safety related matters that may arise out of the planned activities. In addition, during this daily meeting, one can seize the opportunity to confirm that all the equipment (including P.P.E.) and tools intended to be used for the day's planned activities have been inspected and were found to be in proper / operating

While Trainee officer was chipping under the condition. The PPE Matrix which can be found steam lines, a foreign particle entered his right in Chapter B, Section 3 of FIM should be eye passing through his safety goggles, due to consulted at all times during preparation for a strong wind. The Safety goggles used on this task. occasion were examined and it was found that they had several vent holes on top and on the spot if it is of an approved type: CE (or EC) - EN side of the frame, allowing small size foreign 60903. The CE marking certifies that a product particles to enter through and get lodged in has met EU consumer safety, health or wearer's eyes. These goggles are also environmental requirements. CE stands for · O.O.W. should verify ship's position and unsuitable when working with various cleaning Conformite Europeenne, "European conformity" make sure that all navigational equipment or other types of chemicals. Following in French. The EN 60903 marking means that work properly before assuming watch.investigation on all fleet vessels: the product meet the specifications described in · One cannot stress enough the importance

the standard EN 60903:2003 and in the IEC of safe mooring practices. During such 1. this type of goggles was replaced by non- international standard IEC 60903:2002 which operations deck crew should be extra-

vented goggles that are safe enough for all specify the performances of gloves of insulating vigilant, wear proper P.P.E. and maintain types of work, whether it is chipping or material for live working. safety positions, so as to avoid injuries. working cleaning liquids. Crew involved should also observe the

2. Masters were instructed that while 2) marking of safe working voltage of the safety practices followed by shore ordering safety goggles they should clarify glove in volts (i.e. 12000 volt) must be personnel. that goggles with vent holes should not be printed. In case electrician's gloves supplied, · Pre-arrival inspection must be conducted delivered onboard. If delivered, they do not have these markings printed on them or prior to assuming mooring operations. should be returned to supplier and Supply relevant certificate, Masters are advised not to Anchors and the condition of the mooring dept. should be informed accordingly. accept them, return them to the supplier and equipment should be thoroughly inspected

inform Supply Dept. accordingly. prior to vessel's berthing, in order to ensure readiness. Form D-50 should be properly completed every 6 months. Instructions and guidelines contained in the mooring plan should always be

During fleet vessel's audit, auditor commented adhered to. that there was no certificate onboard for the · Upon completion of mooring operations, all Electrician's Gloves. Masters have been advised equipment used (i.e. tools, machineries, on below two items, by circular e-mail: M/E failed to start when the vessel was gear, electrical appliances) should be

maneuvering / shifting from OPL anchorage. properly secured in order to avoid 1) the Electrician gloves may be supplied with a Controls were transferred from bridge to ECR accidents on deck.certificate, but usually they do not. Instead by and subsequently to engine local maneuvering, · All anchor gear and mooring equipment checking the following marks which are without success. should be regularly inspected and properly printed on the glove itself, one can easily maintained.

Best Practices implemented during 2010

Lessons learnt arising from the Near Miss reporting during

Best Practice applying to all Fleet Vessels on Non vented safety goggles

Mooring Operations / Contact / Grounding / Collision

Best Practice applying to ALL Fleet Vessels on Electricians' Best Practice applying to six Gloves vessels of the Fleet with RTA 58T

engine: Starting Failure due to defective “Shut-off valve for starting air”

Best Practices & Lessons Learnt

By Mr A.Rodo

By Captain P. Kumar

Injury / Man Overboard

Cargo & Bunkering Operations

except momentary entry or exit. The system should not be operated fully closed, that is in 100% circulation mode, because · As already mentioned, the P.P.E. Matrix the operation of extraction fans galley and which can be found in Chapter B, Section 3 sanitary spaces will reduce the atmospheric of the FIM, should be consulted at all times pressure in the accommodation. during preparation for a task. According to

the nature of the task assumed, proper · During cargo operations crew should be P.P.E. should be used during work by crew

extra vigilant of the safety practices members, as well as, by visitors and followed by shore personnel. Good contractors. The condition of the P.P.E. communication should be established in should be thoroughly inspected prior use.

· During cargo operations crew should order to ensure safety of operation.execute orders coming ONLY from · When preparing anti-piracy measures (i.e. supervising officers, and not shore / · Proper communication should be installing empty barriers, razor and barbed terminal personnel. established among C/O and ECR crew wires etc) crew involved should be wearing

during cargo heating. Once main steam proper pair of gloves and other P.P.E., so as · During cargo operations, all doors, valve supply to deck is closed, the exhaust to avoid injuries.

openings and ventilations should to be gas economizer surplus steam dump valve closed, so as to avoid toxic fumes or vapor should be opened, in order to avoid over · Tools should not be left scattered on Deck c o n c e n t r a t i o n s e n t e r i n g t h e pressurizing the lines that may lead to or in E/R. Crew should keep close sight of accommodation. Furthermore, non- leakages, broken valves and injury. tools throughout the task and use assigned doors should not be used during toolboxes. Upon completion of works they such operations. The detailed instructions should be properly stored and secured. included in the FIM must be followed at all times. Should never stand on the leeside of · Protective equipment should be used by the Mast riser. Crew members should make crew while handling chemicals that can be sure that they carry portable H S detector very irritant to the skin. Chemical proof 2

or be in the company of another crew goggles / visors should be used while member carrying relevant equipment. Prior working with paints, thinners, chemicals or assuming task crew involved should check while using equipment for cutting or the battery charge of H S detector and welding, for eye protection, as well as 2

carry out an atmosphere check. chemical suit. Chemicals should not be used without relevant permission and

· During bunkering or cargo operations, the specific instructions. responsible officer must ensure that scupper plugs are well tightened and · The condition of all tools and equipment maintained. Access to anti-pollution · When taking ullage, sounding or taking should be checked prior use, so as to avoid equipment should be left unobstructed for samples from tanks, crew should make injuries. Proper maintenance of tools and safe and quick passage, in case of a sure that all vapour lock caps are secured / equipment, including the means of access pollution emergency. tightened in order to avoid accidental to the vessel (i.e. gangway) should be

release of vapours. applied and any deficiencies found during · Prior commencing cargo operations, vessel regular inspections should be reported for

should be carefully inspected and crew · Bunkering operations should be properly immediate repair or replacement.involved should check the working planned. Barge's mooring lines should be condi t ion of a l l equipment and properly secured on vessel's bitts or · While preparing, restoring or rigging up communication devices intended for use. bollards fitted on deck. If barge's lines are pilot (combination), accommodation During bunkering operation the fire fighting not long enough, vessel's lines should be ladder, or gangway the correct procedure and oil spill response material should be used instead. should be followed and boarding rigged near the bunkering manifolds. arrangements should comply with IMO,

SOLAS & IMPA regulations. Above · While preparing manifold for hose equipment should be thoroughly inspected

connection, manifold cover should be and repaired as necessary. Crew involved secured in place, in order to avoid injuries. should wear proper P.P.E., and safety

harness in order to avoid accidents. Visitors · All doors, hatches, openings and ventilation should be warned NOT to board the vessel

inlets in Accommodation and ER should be until vessel's mooring is completed and kept closed, so as to avoid toxic fumes or safety net is in place. vapor concentrations to enter closed spaces. A positive pressure will be · Lifting heavy objects requires very good maintained only if the air conditioning preparation and maintaining proper body system is operating with its air intakes open posture, in order to avoid injury. In some and if all access doors are kept closed cases crew members should ask for

pg 15

should take notes of the reading(s) after coming down from the ladder.

· Warning signs should be placed near never step on railings while working at freshly painted or wet areas / surfaces, heights. including the stairways, in order to avoid

injuries. · When work is undertaken on or near the

radars, communication should be · Proper housekeeping is very important for established with the bridge and O.O.W. the safety of the crew and vessel. Slippery should be notified, so that radars/scanners surfaces (including the steps/platforms of are not started without the knowledge of the gangway), due to oil, grease or water the workers. In addition, relevant permit should be cleaned up immediately, so as to (D/S-10) should be issued prior assuming avoid injuries. Oily and greased rugs lying task and relevant warning notices should on deck may lead to injuries as well, if the be posted. area is not thoroughly cleaned. Any

leakage should be stopped at its source · During heavy weather, no one should go and a warning sign should be placed

assistance and use proper lifting out on open deck without notifying the C/O nearby. appliances. or O.O.W. Permission may be granted only

after taking all safety precautions [use of · During drills, crew coming on deck should · Whenever hoisting heavy gear or receiving appropriate P.P.E. (safety shoes and be reminded to wear proper P.P.E. (i.e.

stores / provisions, even while at shipyard, helmet), safety lines and walkie talkie]. safety boiler suit, safety shoes and the job must be properly supervised and helmet), in order to avoid serious injuries.overseen through till completion. The · During ballast exchange or deck washing, lifting operation should be properly crew should use the special pathways · Before leaving port, vessel must be planned and good communication and co- painted with anti-skid paint and wear prepared for sea passage. Moving objects/operation should be established between the crane operator and deck crew involved in order to ensure safety of operation. A signal man should be employed in order to establish good communication between the crane operator and the deck crew involved. Deck crew and ship chandlers should be extra-vigilant, wear proper PPE and maintain safety positions, during such operations as arms disconnection and picking up heavy items, provisions and stores with crane, in order to avoid injuries. Messenger lines should be properly attached and used by deck handlers to avoid swinging of gear and possible proper P.P.E., so as to avoid injuries. parts (projectors, oil and garbage drums contact with structures or crew. Further, while on deck crew should be extra etc) and all other loose tools / equipment

watchful for the presence of ice. should be properly secured / lashed, · Tools, wiring and other equipment especially while at sea, so as to avoid

provided by shipyard should be properly · Crew members should not run on deck or injuries or damage to the ship. Doors, inspected prior use and if found to be on stairways unless for an emergency and hatches and windows should be either defective, same should be reported they should keep in mind that sudden or closed or secured to open position and immediately to supervisors. heavy rolling of the vessel is always a regular ly inspected. Vent i lat ions

possibility. While on deck crew should (especially those in forecastle) should also · Fixtures and fittings over which crew make sure to use the special pathways be closed.

members might trip or which project, painted with anti-skid paint. Personnel particularly overhead, thereby causing should watch out for tripping hazards and · Prior releasing gas from mast riser or taking potential hazards should be suitably protrusions (such as pipes, framing, ropes tank ullage / sounding, crew should use painted in highly visible colors, in order to and scattered equipment). It is considered personal H S meter or gas mask, taking 2

give early warning to crew working in the to be very dangerous to walk on, step on or under consideration the direction of the area. vault over pipelines or guardrails. While in a wind and the various consequences of

hurry to complete tasks assigned, crew inhaling H S or other hazardous materials. 2

· Good preparation prior assuming any members should not neglect their safety. During purging / venting operation, no one tasks, such as working aloft is of vital should go on deck with relevant permission importance. A Risk Assessment Form (D/E- · While carrying objects on stairways, crew and all doors, openings and intakes should 03) should be completed and relevant should keep one hand free, so as to hold on be kept closed.permit (D/S-10) should be issued prior to the railings. assuming such tasks. Engine and deck crew should properly secure tools and · Crew should be careful while using ladders equipment, since these may fall out and hit and avoid losing their balance. While taking crew working at lower levels. Crew should sounding of the fresh water tank, crew

Part Two to be continued on the next available 'Wavelength' issue W44.Ed

Best Practices & Lessons Learnt

Best Practices & Lessons Learnt

Manila - October 2010

Injury / Man Overboard

Cargo & Bunkering Operations

except momentary entry or exit. The system should not be operated fully closed, that is in 100% circulation mode, because · As already mentioned, the P.P.E. Matrix the operation of extraction fans galley and which can be found in Chapter B, Section 3 sanitary spaces will reduce the atmospheric of the FIM, should be consulted at all times pressure in the accommodation. during preparation for a task. According to

the nature of the task assumed, proper · During cargo operations crew should be P.P.E. should be used during work by crew

extra vigilant of the safety practices members, as well as, by visitors and followed by shore personnel. Good contractors. The condition of the P.P.E. communication should be established in should be thoroughly inspected prior use.

· During cargo operations crew should order to ensure safety of operation.execute orders coming ONLY from · When preparing anti-piracy measures (i.e. supervising officers, and not shore / · Proper communication should be installing empty barriers, razor and barbed terminal personnel. established among C/O and ECR crew wires etc) crew involved should be wearing

during cargo heating. Once main steam proper pair of gloves and other P.P.E., so as · During cargo operations, all doors, valve supply to deck is closed, the exhaust to avoid injuries.

openings and ventilations should to be gas economizer surplus steam dump valve closed, so as to avoid toxic fumes or vapor should be opened, in order to avoid over · Tools should not be left scattered on Deck c o n c e n t r a t i o n s e n t e r i n g t h e pressurizing the lines that may lead to or in E/R. Crew should keep close sight of accommodation. Furthermore, non- leakages, broken valves and injury. tools throughout the task and use assigned doors should not be used during toolboxes. Upon completion of works they such operations. The detailed instructions should be properly stored and secured. included in the FIM must be followed at all times. Should never stand on the leeside of · Protective equipment should be used by the Mast riser. Crew members should make crew while handling chemicals that can be sure that they carry portable H S detector very irritant to the skin. Chemical proof 2

or be in the company of another crew goggles / visors should be used while member carrying relevant equipment. Prior working with paints, thinners, chemicals or assuming task crew involved should check while using equipment for cutting or the battery charge of H S detector and welding, for eye protection, as well as 2

carry out an atmosphere check. chemical suit. Chemicals should not be used without relevant permission and

· During bunkering or cargo operations, the specific instructions. responsible officer must ensure that scupper plugs are well tightened and · The condition of all tools and equipment maintained. Access to anti-pollution · When taking ullage, sounding or taking should be checked prior use, so as to avoid equipment should be left unobstructed for samples from tanks, crew should make injuries. Proper maintenance of tools and safe and quick passage, in case of a sure that all vapour lock caps are secured / equipment, including the means of access pollution emergency. tightened in order to avoid accidental to the vessel (i.e. gangway) should be

release of vapours. applied and any deficiencies found during · Prior commencing cargo operations, vessel regular inspections should be reported for

should be carefully inspected and crew · Bunkering operations should be properly immediate repair or replacement.involved should check the working planned. Barge's mooring lines should be condi t ion of a l l equipment and properly secured on vessel's bitts or · While preparing, restoring or rigging up communication devices intended for use. bollards fitted on deck. If barge's lines are pilot (combination), accommodation During bunkering operation the fire fighting not long enough, vessel's lines should be ladder, or gangway the correct procedure and oil spill response material should be used instead. should be followed and boarding rigged near the bunkering manifolds. arrangements should comply with IMO,

SOLAS & IMPA regulations. Above · While preparing manifold for hose equipment should be thoroughly inspected

connection, manifold cover should be and repaired as necessary. Crew involved secured in place, in order to avoid injuries. should wear proper P.P.E., and safety

harness in order to avoid accidents. Visitors · All doors, hatches, openings and ventilation should be warned NOT to board the vessel

inlets in Accommodation and ER should be until vessel's mooring is completed and kept closed, so as to avoid toxic fumes or safety net is in place. vapor concentrations to enter closed spaces. A positive pressure will be · Lifting heavy objects requires very good maintained only if the air conditioning preparation and maintaining proper body system is operating with its air intakes open posture, in order to avoid injury. In some and if all access doors are kept closed cases crew members should ask for

pg 15

should take notes of the reading(s) after coming down from the ladder.

· Warning signs should be placed near never step on railings while working at freshly painted or wet areas / surfaces, heights. including the stairways, in order to avoid

injuries. · When work is undertaken on or near the

radars, communication should be · Proper housekeeping is very important for established with the bridge and O.O.W. the safety of the crew and vessel. Slippery should be notified, so that radars/scanners surfaces (including the steps/platforms of are not started without the knowledge of the gangway), due to oil, grease or water the workers. In addition, relevant permit should be cleaned up immediately, so as to (D/S-10) should be issued prior assuming avoid injuries. Oily and greased rugs lying task and relevant warning notices should on deck may lead to injuries as well, if the be posted. area is not thoroughly cleaned. Any

leakage should be stopped at its source · During heavy weather, no one should go and a warning sign should be placed

assistance and use proper lifting out on open deck without notifying the C/O nearby. appliances. or O.O.W. Permission may be granted only

after taking all safety precautions [use of · During drills, crew coming on deck should · Whenever hoisting heavy gear or receiving appropriate P.P.E. (safety shoes and be reminded to wear proper P.P.E. (i.e.

stores / provisions, even while at shipyard, helmet), safety lines and walkie talkie]. safety boiler suit, safety shoes and the job must be properly supervised and helmet), in order to avoid serious injuries.overseen through till completion. The · During ballast exchange or deck washing, lifting operation should be properly crew should use the special pathways · Before leaving port, vessel must be planned and good communication and co- painted with anti-skid paint and wear prepared for sea passage. Moving objects/operation should be established between the crane operator and deck crew involved in order to ensure safety of operation. A signal man should be employed in order to establish good communication between the crane operator and the deck crew involved. Deck crew and ship chandlers should be extra-vigilant, wear proper PPE and maintain safety positions, during such operations as arms disconnection and picking up heavy items, provisions and stores with crane, in order to avoid injuries. Messenger lines should be properly attached and used by deck handlers to avoid swinging of gear and possible proper P.P.E., so as to avoid injuries. parts (projectors, oil and garbage drums contact with structures or crew. Further, while on deck crew should be extra etc) and all other loose tools / equipment

watchful for the presence of ice. should be properly secured / lashed, · Tools, wiring and other equipment especially while at sea, so as to avoid

provided by shipyard should be properly · Crew members should not run on deck or injuries or damage to the ship. Doors, inspected prior use and if found to be on stairways unless for an emergency and hatches and windows should be either defective, same should be reported they should keep in mind that sudden or closed or secured to open position and immediately to supervisors. heavy rolling of the vessel is always a regular ly inspected. Vent i lat ions

possibility. While on deck crew should (especially those in forecastle) should also · Fixtures and fittings over which crew make sure to use the special pathways be closed.

members might trip or which project, painted with anti-skid paint. Personnel particularly overhead, thereby causing should watch out for tripping hazards and · Prior releasing gas from mast riser or taking potential hazards should be suitably protrusions (such as pipes, framing, ropes tank ullage / sounding, crew should use painted in highly visible colors, in order to and scattered equipment). It is considered personal H S meter or gas mask, taking 2

give early warning to crew working in the to be very dangerous to walk on, step on or under consideration the direction of the area. vault over pipelines or guardrails. While in a wind and the various consequences of

hurry to complete tasks assigned, crew inhaling H S or other hazardous materials. 2

· Good preparation prior assuming any members should not neglect their safety. During purging / venting operation, no one tasks, such as working aloft is of vital should go on deck with relevant permission importance. A Risk Assessment Form (D/E- · While carrying objects on stairways, crew and all doors, openings and intakes should 03) should be completed and relevant should keep one hand free, so as to hold on be kept closed.permit (D/S-10) should be issued prior to the railings. assuming such tasks. Engine and deck crew should properly secure tools and · Crew should be careful while using ladders equipment, since these may fall out and hit and avoid losing their balance. While taking crew working at lower levels. Crew should sounding of the fresh water tank, crew

Part Two to be continued on the next available 'Wavelength' issue W44.Ed

Best Practices & Lessons Learnt

Best Practices & Lessons Learnt

Manila - October 2010

CENTRO-NEWS

The Articles written and the Views expressed in this bulletin do not necessarily

reflect those of CENTROFIN and/or its members.

Queries to: wavelength@centrofin.gr

Disclaimer. The contents provided herewith are for general information

purposes only; not intended to replace or otherwise contradict the detailed instructions/procedures issued by the owners/managers, flag etc.

Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources

Tel. . Email: ilioship@yahoo.com.sg

Comments. This editor welcomes readers' responses to all articles & Editorials.

Design-Production: www.paradox.com.gr Tel.+30.210.6560 574

+86.1347.8526 865Wavelength

ROT FN INEC

ROT FN INEC

ME ENG TA IN NA CM .

ME ENG TA IN NA C

M .

Planned Maintenance Schedule (PMS) and its relation to safe operation onboard

Safety culture

Good Seamanship

Reaching Out

w routine safety visual inspections of

accomodation ladders, falls, and the

air-driven motors must be carried out

w pilot ladder steps, spreaders and ropes

must be checked for damage

w any defects found should immediately rectified.

life vests should also be stationed or “Are all crew involved fully near the access ladder, they should familiarized with lifeboat launching, regularly checked as well as properly recovery procedures and controls as maintainedSafety Training Manual?”

Before any plan of launching

lifeboats is initiated, a prudent Safety

Officer should first of all take into

consideration the external

factors/influences existing at the time

like extreme weather conditions, tides, currents, sea state, etc.

PLANNED MAINTENANCE SCHEDULE

+ COMMITMENT _______________= SAFETY

“ Are communication signals understood by all crew participating in the exercise or drill? ”

Proper inspection and maintenance of safety equipment

Capt. Emeterio Andaya

What is it all About?“Serves as a guideline for us to ensure that everything is properly checked for defects and maintained in its proper operating condition”

How Planned Maintenance Schedule can be effective?Safe ship is a happy ship