4Q-2016

Quality, Safety,

Health & Environment Bulletin

Issues Inside

Dear all seafarers and shore staff in KLSM, First of all, I would like to thank you for your active participation to our Bulletin. We have received so many best practices that we could not introduce all of them. We are now considering sharing all contri-butions in some other way.

I am very sorry that I am temporarily leaving from the editorial job for maternity leave. Please send your contribution to QCG editorial desk (QCG group address) continuously. Make our Bulletin together!

4Q-2016 31st March, 2017

Message from Capt Toshikazu Saito, the President of KLSM

Dear Staff both on-board and ashore.

First of all, I’d like to show my gratitude for everybody’s effort for

the continuous improvement of the safety on board. I found one

of the evidences to prove this good status in KLSM fleet is the

result of KPI achievement in 2016, which was discussed at Annu-

al Management Review Meeting in Tokyo and Singapore.

From KPI 2016, I can proudly announce that 22 vessels received

“Zero-Observation Award” for their excellent score in SIRE vetting

inspections. During the TMSA office audits conducted by 4 (four)

charterers of our fleet, no high risk observations were made. It

was zero-observation as to Qatar Gas!! It clearly shows the high

consciousness of our seafarers, as well as the office staff, to-

wards safety in navigation, engineering and cargo operation, and

excellent catering service that is most important element in order

to maintain high quality activities on-board. Thanks again for your

good work!!

In the year 2017, of course I’d like you to maintain this good per-

formance and the safety of all staff on-board and ashore. But how

can we achieve our aim? One of the key words is “process”. The

word was used by the TMSA auditors so often in the audits. The

auditors always asked “process” for the activities, which can be

understood as the “review” process.

In the most of accident cases, there were many barriers to pre-

vent the incident. However, like Swiss Cheese Model, there were

many “Holes” in the barriers which invalidated the barriers thus

invited the accident. When a work is completed satisfactory, the

barriers must have worked well but it may not mean that all the

holes have been blocked. Some barriers still have “Holes” which

may lead to the accident but are only prevented by the next barri-

er. The worst case, such as an accident, is always reviewed but

the process of the good case may not be. I would like to request

you all to review every process and identify the “hole” at any time.

When you find these holes, please discuss it onboard and report

the fact to the office as “Near Miss”. We would review the work

process and develop the countermeasures to prevent recurrenc-

es, especially serious incident on-board.

Any activity to achieve Zero accidents, Zero spills, Zero deten-

tions and Zero off-hires can be accomplished through the process

reviewing. Safety is our ultimate target. Let’s carry on this journey

day by day, hand in hand, and always wishing safe journey to

your home!!

1

Page 1 Message from President of KLSM TokyoPresident of KLSM TokyoPresident of KLSM Tokyo 2-3 KLSM Awards 4-5 Introduction of Best Practices Reported 6 Near-Miss Reports 7 Notable PSC and Vetting Findings 8 Q.S.H.E. Events & Exercises

EDITOR: Ms S. Fujimoto “K” LINE SHIP MANAGEMENT Co., Ltd. 15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome Chiyoda-ku, Tokyo, 100-0011, Japan www.klsm.com.sg www.klsm.india.com www.klsm.co.jp/en_index.html

klsmqcg@klsm.jp.kline.com Capt Toshikazu Saito, The president of KLSM

2 Quality, Safety, Health & Environment Bulletin

<Oil & Gas Carriers Fleet>

KLSM AWARDS

“ZERO OBSERVATIONS” AWARDEES (Vetting Inspection)

INJURY FREE MILEAGE — as of 31 Dec 2016

Capt Saito visited “SETAGAWA” to present the Zero Observations Award received on the 5th of January 2017 in SHELL vetting at Yokkaichi. Well done!!

We would like to praise “TANGGUH FOJA” for receiving their first Zero Observations Award. They received the award in BP inspection at Dalian on the 19th of December 2016. Congratulation!

“RIVER ETERNITY” received the Zero Ob-servations Award in SHELL vetting on the 16th of December 2016. We appreciate their big effort.

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

days /mileage

1 VIKING RIVER 09-Jun-11 31-Dec-16 5 years, 6 months, 22 days 2032

2 SENTOSA RIVER 06-Jul-11 31-Dec-16 5 years, 5 months, 25 days 2005

3 TANGGUH JAYA 27-Oct-11 31-Dec-16 5 years, 2 months, 4 days 1892

“SAKURAGAWA” received the award in IDEMITSU vet-ting on the 14th of December 2016 at Tomakomai. We thank for their hard work.

“SENTOSA RIVER” received the Zero Observations Award in BHP inspection on the 10th of October 2016. Although, regrettably, we did not have the opportunity to present the award onboard, the grati-tude we feel for their efforts cannot be less. Thank you!

It was in 2004 when I visited India for the first time and November 2016, I made my 2nd trip by myself, expecting that the country would still amaze me after 12 

years. And I was amazed to the bone. From Delhi to Jaisalmer (Golden city) and to Jodhpur (Blue city) I lost the sense of passing of time with the views and people I saw one after another in Rajasthan.  It was the forts that called me to Rajasthan. For centuries, these forts were manned with thousands of soldiers, experiencing the sieges and the invasions from outside powers 

time to time. While at the same time the rulers resided sumptuously with their riches inside. All of that was happening in the citadel that stands right there in the town. The feel of digni‐

ty and grace, even the integration to the local society today was just cool. I also enjoyed the various ways of transportation: Sleeper train, sleeper bus, rick‐shaws, and camel!  I have to emphasize that my journey was more than great due to those people who helped me in the monetary confusion spread in the country at that time.

3 4Q-2016 31st March 2017

Vessel Performance Award (1st July to 31st December 2016)

Awarded to : M.T. TANGGUH FOJA Awarded to : M.V. HANGZHOU BAY BRIDGE

Runner-ups:

2 HONOLULU BRIDGE 3 HELSINKI BRIDGE 4 SWAN RIVER BRIDGE 5 MANHATTAN BRIDGE

Best-Best Practice Award (Vol.33)

Awarded to “Emergency Response Communication Box” contributed by

Mr Yukinori Urakami, Jr 3/O of “HELSINKI BRIDGE”.

“ZERO OBSERVATIONS” AWARDEES

a Traveler’s column ‐ Ms Megumi Seya (KLSM‐QCG TYO) visited India

Mehrangarh fort (Blue city)

Jaisalmer fort (Golden city)

Runner-ups:

2 SUMMIT RIVER 3 VIKING RIVER 4 SAKURAGAWA 5 GRACE RIVER

4 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

The Best Practice No.1 is a contribution from Mr Tadaaki Shimamoto, the Jr 3/E of “HELSINKI BRIDGE”.

1. Transceiver Microphone Hanger

Clipped micro-phones on transceiv-er caused antenna to bent.

Made hangers for microphones. Cut out wood as shown to make hang-ers for microphones.

Prevent from bend-ing and re-arranged the trans-ceivers.

2. Food Waste Control

The Best Practice No.2 is a contri-bution from Mr Jomar G. Alvaran,

the MSM of “HELSINKI BRIDGE”.

No marking for its capacity and difficult to predict the amount of garbage.

Max. quantity highlighted by yellow paint.

4. Rubber Protection in F-Spanner

Wheel of fire hydrants often get rusty due to 'metal to metal' contact between the F-spanner and the hydrant's wheel while opening or closing fire hy-drants. To prevent that, F-spanner head is covered by using damaged rubber air hoses. Used pieces of damaged rubber air hoses on the F-spanner head works as a barrier between two metals which reduces friction and thereby, reduces frequent maintenance of Hydrant Wheels and F-spanner.

Rubber protection in F-Spanner for Fire

Hydrant

Paint remains as it is on wheel

The Best Practice No.4 is a contribu-tion from Mr Md Sarour Millad, the 3/O(left) and Mr Mohaiminul Islam the A/O(right) of “HOUSTON BRIDGE”.

3. Visible Cover for Bridge Wing Indicator

Cover of bridge wing indicators made by material of clear vinyl and canvas cloth. The indicator is clearly visible even with cover, also provide protec-

tion for any weather deteriorations as well.

The Best Practice No.3 is a contribu-tion from Mr Re-gine P. Roncal the AB of “YAMATOGAWA”.

6. Abandonship Station Muster List Tube Case In case of emergency (abandonship), the Abandonship Station Muster List can be fast and easy to be accessed because the tube case is placed near the platform and in front where the Team Leader of each lifeboats (P&S) suppose to stand. In real emergency situation, the leaders may forget to bring their own Abandonship Station Muster List. And so, by this tube case he can just open and get the list and check his members including their duties/carrying goods accordingly.

The Best Practice No.6 is a contribution from Mr Percival R. Serrano , the AB of “AL RAYYAN”.

4Q-2016 5 31st March, 2017

5. L.O. Sludge Catcher Cleaner

The Best Practice No.5 is a contribution from Mr Robert C. Madronero, the Oiler of “HELSINKI BRIDGE”.

TANGGUH PALUNG- BRONZE MEDAL WINNER MPA INTERNATIONAL FUTSAL TOURNAMENT

MARITIME and PORT AUTHORITY of Singapore (MPA) organized “International Futsal Tournament for Seafarers 2016”. Graced by BG(NS) Ishak Ismail, Chairman, Welfare Committee for Seamen - bringing together seafarers and shipping personnel from all walks of life and to encourage healthy recreational activities amongst seafarers. The event was held during the 9th to the 11th of Nov 2016, from 18:00 to 21:45 at the ARK@ Taman Jurong, Singapore. Tangguh Palung happened to be in Sembcorp Marine dockyard in Singapore during this time and the yard invited the vessel to participate in the Futsal organized by MPA. The transport for the vessel’s players was arranged by the organizers. 13 persons from the vessel participated the event. The tournament included teams from other vessels in Singapore and also a few local club teams. The matches were closely fought and with great enthusiasm from all the teams and players. Tangguh Palung team played like champions and was able to defeat all the other vessels teams. But it lost the semifinal to a local club

team, hence qualifying for the 3rd Place match. Tangguh Palung team won the 3rd Place with a 2-0 score line capturing the 3rd place in the tournament. The team was presented with a Trophy and Medals for all Players. All in all it was a great experience and it showed the dedication of the crew onboard towards a healthy lifestyle because after a hard day at work they were all ready to play

their hearts out. We at Tangguh Palung have some very talented futsal players. We thank the MPA Singapore for organizing the tournament and hope to participate in more such activities in future. Ravindra Gahlot & Crew of Tangguh Palung 1st Officer/Tangguh Palung

During cleaning the L.O. Sludge Catcher with air, huge mist occurs.

L.O. Sludge Catcher Cleaner is an empty can fabricated with stand. It is equipped with round-ed copper tube and tied with wire on its sides to the rounded round bar fitted inside the can. A cover is incooperated with a hole for the air nozzle. It’s easier, more efficient and environment friendly

when using this best practice in cleaning the L.O. Sludge Catcher cleaner.

(P) Lifeboat

(S) Lifeboat

Near-Miss Reports

6 Quality, Safety, Health & Environmental Bulletin

Outline of the incident: It was found that No.3 fuel pump nuts were loose during a routine inspection of the main engine. What could have happened? If the problem was not attended immediately, this would damage the main engine and other associated equipment. What should have been done: Every overhauled ma-chinery should be checked and tested after the job, and a routine inspection of the main engine should be done properly.

Loose nuts of No.3 main engine fuel pump

Outline of the incident: While departing from Uraga Pilot station, a wreck marked on ENC near the depart-ing channel was covered by AIO information box. What could have happened? Hull damage, ground-ing - vessel could have sailed on to the wreck, when taking action to avoid numerous coasters and fishing vessels, which were inbound. What should have been done: Route should be veri-fied manually during Passage planning and all such dangers identified. AIO message must be checked and applied correctly. Information related to safety of navigation must not be hidden under additional inputs in ECDIS (e.g. AIO Box, USER MAP, etc)

Heading towards danger

Outline of the incident: During pilotage in departure Singapore, a vessel was turning to a port using en-gine, a tug and a bow thruster. After completed turning the tug was casted off, the engine and the bow thrust-er were left running. The vessel was gaining speed but the bow thruster was still in full to port. The pilot or-dered full ahead engine as he forgot to stop the bow thruster. The master told the pilot that the bow thruster was still in full to port and the pilot immediately or-dered to stop it. What could have happened? The engine was full ahead, however, the bow thruster was still working. This could have damaged the bow thruster equipment itself. What should have been done: The master, the pilot and other members of the bridge team should work together and co-operate to ensure the safe navigation of the ship. Bridge team and watch officer must always be alert about the bridge equipment in use. If any doubt of ac-tion by pilots, the master’s alert must be raised imme-diately. Comply with KLQSMSF-06 and Bridge Team proce-dure guide.

Departure Singapore

Outline of the incident: When a vessel was ap-proaching for Boston berth under pilotage, the pas-sage plan from the pilot station to the berth was not the same in the main and the back-up ECDISs. What could have happened? Watchkeepers got con-fused as the plan was not matching with other ECDIS and no correct information was given for which one to follow. What should have been done: Passage plan should be the same in both ECDIS so as no confusion arise while following the plan. The new amended plan must be uploaded to another ECDIS. Any unnecessary routes should not be kept in the ECDIS to avoid confu-sion while selecting the route. Any change in the pas-sage plan must be immediately informed to master and bridge team.

Dissimilarities in passage plan on main ECDIS and back-up ECDIS

Wreck was covered by AIO box and most likely could distruct users and covered import features of charts.

Wreck without AIO box

7 31st March, 2017 4Q-2016

Notable PSC and Vetting Findings

VETTINGS (4th Quarter)

TYPE CDI NO. OBSERVATION IN DETAIL

CHEMICAL 5 2 2

During period of inspection, vessel was engaging in Ship to Ship Transfer Operation for discharging of chemical cargo (MARPOL Annex II), but the current Ship to Ship Cargo Transfer Procedure is not includ-ed the additional considerations for ship to ship transfer involving MARPOL Annex II cargoes (Chemicals ) which is mentioned in the SSTG ( ICS / CDI / OCIMF / SIGTTO ) and check lists are not in line with SSTG ( ICS / CDI / OCIMF / SIGTTO ).

SIRE

CDI

PORT CATEGO-RY DEFICIENCY CODE

TACOMA

SOLAS Every ship shall be provided with a EPIRB capable of transmitting a distress alert. EPIRB was not able to successfully complete a self-test with positive results.

1671

MARPOL The machinery boilers and associated piping systems and fittings shall be so installed and protect-ed as to reduce to a minimum any danger to persons on board. OWS recirculation piping clogged / blocked between automatic 3-way valve and bilge holding tank.

1735

Nav Nautical publications, such as sailing directions, necessary for the intended voyage shall be ade-quate and up-to-date. The vessel did not have sailing directions for the area to be transited.

1570

KOBE Others Endoresment by flag state of 2/E - only COPY onboard. 01214

HONG KONG MLC One corn tin (food) in Galley expired (9.2016). -

PSC INSPECTION

TYPE MAJOR VIQ NO. OBSERVATION DETAIL

VLCC

SHELL 11 15 It was observed that minimum stock level was not entered for several spare parts in the critical spare parts inventory list.

SHELL 4 25

It was observed on the passage plan that the vessel was required to navigate at 8 knots speed as per operator's procedure at Malacca Starits (One Fathom Bank); 'goal post passage in the laden transit (ENC GB42139A) on 19 October 2016. However safe speed on the ECDIS Unit for the same leg indicat-ed the required speed as 12 knots.

SHELL 3 5 The Jr 3/O had not completed either a Bridge Resource Management or a Bridge Team Management course. The shipboard watch arrangement table indicated that Junior Third Officers kept navigation watches (0330LT-0800LT and 1600-2030LT).

SHELL 8 35 Flame screens fitted to vacuum valves of cargo tanks #4 centre and #4 port were observed to be corrod-ed, wasted away (holed and brittle to touch).

IMT 8 34 The IG stop valves were locked in open position and the keys were located in a drawer in the cargo con-trol room - its access could not be restricted as it was not provided with a locking arrangement. This was rectified when pointed out - the keys were relocated.

IDE-MITSU 4 7

Pilot card did not mention minimum speed required for steering as recommended in new bridge proce-dures guide.

LNG

BP 4 13 Vessel was fitted with two gyro compasses. However, there was no ship specific change-over procedure posted. Also, second officer was not familiar with the change-over procedure for gyro compass when requested. It was rectified during the inspection.

BP 5 45 Four self-igniting lights of the life buoys located on aft main deck and forward mooring deck outside the gas hazardous zone could not operate properly when tested. They could be lit after shaking several times. Also, the batteries in the lights were expired in October 2013.

LPG

SHELL 12 5 Spot rust was observed at three sections of hydraulic oil line for mooring winches on forecastle deck.

SHELL 5 36 The SOLAS training manuals were not ship specific. The manual contained a lot of irrelevant and out dated information. The details of gas instruments included in the manuals were not ship specific. Recti-fied before inspector departed the vessel.

CHEM-ICAL

BP 8 26 The vessel has a cargo of Styrene Monomer in 7 tanks. The inhibitor was added on 19 and 20 Aug 2016 and as per the certificates the effectiveness of the inhibitor was 14 days at 29.0 Deg C and 35 days at 24.0 Deg C.

SHELL 11 34 Evidence showed two chain hoist blocks at the engine room workshop without a safety latch at the hooks.

SHELL 4 18 Latest Sep-2016 edition of Sailing Direction- NP 38 for current area of location of the vessel was not available on board either in digital form or paper copy. Only paper copy of outdated 2013 edition of this Sailing Direction was available on board.

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 8

2nd Japanese seminar in 2016 was held in the 1st and 2nd November at Kline headquarter building. 45 participants, including many of young officers attended the lectures for the latest requirement, company policy, case study and emergency response exercise with media response . A guest speaker from Kline business section talked about business situation of LNG ships and power-harassment was picked to explain by a visiting lecturer

from outside. The seminar overall, seemed rather quiet and less lively in exchanging the views if it’s compared with the other seminars for other nationality. However, many requests were collected from the feedback form in order for com-pany to learn and apply them at the next seminar.

2nd Japanese Seminar for the year 2016 - Tokyo

Ship-Shore Major Exercise was carried out on the 6th of December 2016, involving an AFRAMAX Tanker “SINGAPORE RIVER” in order to comply with TMSA Chapter 11 Sec 2.3 and KLQSMS-Z-03, Sec 06. Scenario was prepared by KLSM SGP in which vessel on loaded passage from Kozmino to Qing-dao carrying ESPO Crude at 20 C. Vessel collided with coastal vessel "ABC CHINA" heading NE from Caution-ary area. Due to impact HP FO line on No.2 M/E unit

busted causing fire on M/E. Hyper mist activated and extinguished the fire but M/E is out of order. One crew member injured with 2nd degree 40% burn injuries. ERC was established in KLSM SGP office and KLPL and also Helix media was also involved during the exercise to ascertain the effectiveness of office staff and vessel to deal with real emergency. Exercise was conducted in realistic manner to impose actual pressure and dread on involved parties. Vessel was also instructed to conduct the drill at the same time. Various media calls were made to vessel and to office staff not involved in exercise to check the response. Debriefing was con-ducted in KLPL office in Singapore after the exercise to discuss the short comings and scope of improvement to prepare better for actual emergency.

Ship-Shore Major Exercise (AFRAMAX Tanker)

From the morning of previous day, participants started arriving Goa for the seminar on the 15th and 16th of November 2016 to settle down in the rich and romantic holiday ambience the State is renowned for. The venue was the popular Joecons Resort at Benaulim in South Goa. An atmosphere of camaraderie was evident right from the start. President Capt Saito, in his opening speech, praised all seagoing staff for their exemplary work. In the topic of MLC 2006 and Rest Hours, the difficulties in complying with the conditions was discussed. The presentation about CMS explained the various aspects of the new system. The session of exercise on media handling and emergency com-munications saw great interest being shown by seafarers, especially as the various do's and don'ts in emergency situations were explained. A workshop on hazard identification and KYT was much appreciated as Case Study on injury prevention followed. After the a few more lectures, all the delegates could be seen letting their hair down and socializing with each other at a party in the evening. The second day of the seminar commenced with the splitting of the entire group into deck and engine departments to conduct exercises specific to each. An workshop on BTM/BRM "It will never happen to me" for deck group was mainly for collision avoidance. "Does Equipment really fail?" and "Fire in engine room" was dedicated for engineers and electrical officers. The specialized lectures for each department kept on. KLSM Management Review and re-cent SIRE and TMSA audit results gave everybody more reason to cheer - and motivated them to continue to be alert and wary to avoid any accident or incident in future. Presentations and sharing onboard experiences, made by Capt Alan Pinto and Mr Santosh Kattimani, the C/E were greatly appreciated. Both gave very positive and encourag-ing experiences during their entire tenure in KLSM. Towards the end, Loyalty and Cooperation Awards was distributed at a ceremony. There, Capt Ibusuki, the former CEO and MD of KLSM India gave a warm speech about how much he had grown to love the country and its seafar-ers over the 8 years while working in Mumbai. The seminar then con-cluded, but there was still a last evening of fun, merriment, camaraderie and enjoyment- with more sumptuous food, great music and wonderful dancing too to shake off those extra calories from the good eating!

The KLSM Seminar Go Goa! "Seminar 16B" 2nd Edition