Dear seafarers and shore staffs,

During the past 5 decades, I have seen that New Year’s holi-days have been changed in Japan. In ‘70s, the most stores were closed during the New Year’s, however, they shifted to be opened everyday through the year in ‘80s. In the 2019, some of them will be closed by having employees take holi-days: as a measure of keeping good human resources. An-other change is “Climate changes”. Recently, it is not freezing as it used to be at this time of year. From the beginning of this year, IMO-DCS has started and it applies to most of the commercial vessels for collecting oper-ational data including fuel consumption from them and those are to be used for a further strategy of GHG reduction. We need to review what we can do around us, once again.

May the year 2019 be happier and fruitful for you and your family, and bring calm seas to you. A happy new year!

Volume 45 31st December, 2018 1

EDITOR: Mr H. Yamauchi (Chief-QCG) “K” Line Energy Ship Management Co., Ltd. klsmqcg@klsm.jp.kline.com 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

Vol. 45

Message from Mr Koki Mizuno,

the Chief-TSI, K-ENE (Tokyo)

Dear Staff onboard, ashore and families,

I’m Koki Mizuno, and I have been assigned in “K” Line Energy Ship Management (K-ENE) as a chief technical superintendent since July 2018. First of all, I’d like to introduce myself. I joined “K”LINE in October 1994 as a third assistant engineer. My first vessel was 2,800 TEU of “HENRY HUDSON BRIDGE” which was one of the largest container ves-sels at that time. From that time, I have worked as an engineer on a total of 23 vessels. I have also experi-enced five shore duties in U.S., Japan and China. Before I was assigned in K-ENE, I supervised ship-building of VLCC “KISOGAWA” and “TEDORIGAWA” in China for one and a half year. I was involved in building from steel cut to delivery. After the delivery of these two vessels, I’m still closely in touch with “KISOGAWA”. Presently I’m a technical superinten-dent in charge of “KISOGAWA”. As I have always watched over her like a father, she is just like a daugh-ter to me. I’m very happy that I have had a lot of pre-cious experiences through “KISOGAWA”. I’d like to continue raising and cherishing her in future. Now, I’d like to change the subject to two recent pro-jects which are particularly important to our Technical Superintendent Group. Due to convention, the Ballast Water Management System (BWMS) units are mandatory on board all ex-isting vessels and new building vessels alike. We are planning to install BWMS units on the existing vessels successively. The second project is the 2020 global Sulphur Cap. Ship owners must either use 0.5% low Sulphur fuel or install SOx scrubber, owing to the 2020 global Sulphur Cap coming into effect on 1st January 2020. These two projects will help to reduce the negative impact on the environment. On the other hand, it is anticipated that the workload of crew will be increased under the influence of these two projects. I sincerely ask for the understanding and cooperation of all staff onboard. Finally, I wish you a safe voyage, good health and happiness.

Mr Koki Mizuno Chief-TSI of K-ENE (Tokyo)

Issues Inside

Page 1 Message from the Chief-TSI in K-ENE

(TOKYO) 2 Hot topic & Fleet movement 3 Healthy Living 4-5 K-ENE Awards 6-7 Near Miss Reports 8-9 Best Practices Reported 10-11 Sea Breeze 12 Environmental Issue 13 Notable PSC and Vetting Findings 14 Q.S.H.E. Events & Exercises

Movement in fleet 3rd quarter of 2018 (July — September)

NAME TONEGAWA ENSHU MARU

ABBREVIATION TONE ESM

TYPE VLCC LNG

BUILT AT NAMURA SHIPBUILDING CO., LTD.

KAWASAKI HEAVY INDUS-TRIES LTD.

DELIVERED 12 July 2018 31 August 2018

FLAG JAPAN PANAMA

CALL SIGN 7KDB 3EBR5

LOA 338.95 M 293 M

DEAD WEIGHT 312,858 MT 83,708 MT

TANK CAPACITY / TEU 351,294.4 ㎥ 162,778.4 ㎥

POWERED BY MITSUI MAN B&W 7G80ME-C9.5

KAWASAKI URA-400 DOU-BLE REDUCTION

ONE MINATO

MNTONE

Full Container Carrier

IMABARI SHIPBUILDING CO., LTD.

18 July 2018

JAPAN

7KDF

365.94 M

146,696 MT

14,000 TEU

MITSUI-MAN B&W 11S90ME-C10.5

Newly delivered

Hot Topic

ENSHU MARU

TONEGAWA

< Importance of compliance of enclosed space entry procedures > K-ENE, ADPA, Capt. Rele Santosh

We would like to reconfirm the importance of enclosed space entry procedure because the number of related obser-vations in the internal audits has been increased recently.

The entry into enclosed spaces without following proper procedures can result in our fel-low members being killed or seriously injured. Marshall Island flag published a Marine Safety Advisory (MSA 23-18) on 30th August 2018 reporting on two recent enclosed space incidents onboard RMI-flagged ships which resulted in the deaths of three seafarers and two seafarers losing consciousness.

In our fleet, there is a trend of the enclosed space related observations increasing. It urges us to take prudent steps to minimize the risk to our operations.

The internal audit NC and observations reported in our fleet highlighted the following issues: -Permit approval “time” could not be found on enclosed space permits issued. -In enclosed space permits, the on-scene commander being responsible person (as per Muster list for rescue from enclosed space as per KLQSMS form), has also entered enclosed space for inspection or maintenance.”

-No formal risk assessment was done prior to entering enclosed space for inspection of M/E exhaust trunk, M/E crank case inspection and cleaning of waste oil tank.

The vetting inspection as well highlighted following issues in our fleet recently: -Enclosed space entries were supervised (Linkman outside main engine crank case) by the First Engineer; howev-er as per the checklist he himself was the only person who entered the crank case.

-The permits have a section 3 that should be only to be filled up in Exceptional (Emergency) case but this section was filled on all checklist in normal cases.

-The enclosed space entry permits were not issued prior to entry into the bow thruster room (fuel oil transfer pump room) located in fore compartment.

These observations serve as a stark reminder for us that that entering an enclosed space without following proper procedures can result in our seafarers being killed or seriously injured. They are also reminds that a well-intentioned seafarer who enters an enclosed space to assist a fellow crewmember is likely to become a victim requiring assis-tance, as well as delay a proper rescue operation and increase the potential for additional deaths.

ONE MINATO

2 Quality, Safety, Health & Environment Bulletin

Farewell SENTOSA RIVER Sold on 20th July 2018

FOUNTAIN RIVER Sold on 5th July 2018

RIVER ETERNITY Sold on 7th Sep 2018

Kidney stones in seafarers - An overview

Healthy Living

Nephrolithiasis, most commonly known as kidney stones is a very common cause for medical unfit-ness seen in the seafarers. One tenth of the population suffers from kidney stones. Which means one out of every ten people will suffer from kidney stones in their life. The prevalence of kidney stones in India is 15 % and approximately 5 to 7 million patients are suf-fering from this painful disease and related kidney problems. The occurrence of kidney stones is high in the northern, north western and central part of India. Kidney stones are formed as a result of a buildup of dissolved minerals on the inner lining of the kidneys. They usually consist of calcium oxalate but may be composed of several other compounds. Kidney stones can grow to the size of a golf ball while maintaining a sharp, crystalline structure. The stones may be small and pass unnoticed through the urinary tract, but they can also cause extreme pain as they leave the body. The leading cause of kidney stones is a lack of water in the body. When urine contains more fluid, it is less likely that minerals and salts will clump together and begin to form stones. Darker urine is a sign of dehydration. Ideally, urine should appear faint yellow. Also diet, including high intake of ani-mal protein, sodium, and sugar. Certain conditions, such as gout, diabetes, and obesity, some medi-cations, including calcium supplements. Kidney stones can run in families, although the specific contributions of shared genes versus shared environments and diets are uncertain.

Stones are more commonly found in individuals who drink less than the recommended eight to ten glasses of water a day. To decrease the risk of kidney stones, a seafarer can try drinking at least 12 glasses of fluid daily. At least half of a seafarer’s fluid intake should be pure water. Caffeinated, carbonated, and sweetened drinks can all increase the risk of stones. When there is not enough water to dilute the uric acid, a component of urine, the urine becomes more acidic. An excessively acidic environment in urine can lead to the formation of kidney stones.

A kidney stone usually remains symptomless until it moves into the ureter. When symptoms of kidney stones become apparent, they commonly include: ●severe pain in the groin and/or side ●blood in urine ●vomiting and nausea ●white blood cells or pus in the urine ●reduced amount of urine excreted ●burning sensation during urination ●persistent urge to urinate ●fever and chills if there is an infection

Kidney stones that remain inside the body can also lead to many complications, including blockage of the tube connecting the kidney to the bladder, which obstructs the path that urine uses to leave the body. According to research, people with kidney stones have a significantly higher risk of developing chronic kidney disease. The following treatments and procedures are available to manage kidney stones: ● Diet: 70% of the diet of a seafarer suffering from kidney stones should include watery fruits and vegetables. Rest everything

should be taken in moderation. Fruits like grapes, watermelon, oranges and plums should be taken as much as possible. Cherries are considered to be exceptionally good during this time. All these fruits and vegetables help in balancing the acidic levels in the body. However, fruits and vegetables with seeds, like tomatoes, eggplant, ladyfinger etc. must be avoided since seeds are hard to digest. Lemon water is highly recommended.

● Medications: Medicines which can dissolve certain types of kidney stones. (Kidney stones formed of calcium or uric acid can be treated with medicines.) Other medicines are also prescribed to relieve the symptoms of kidney stones which include:

● ► pain medicines ► muscles relaxants which assist the stones to pass through ► antibiotics to manage any infection ► Antiemetic medication can be used in people experiencing nausea and vomiting. ► Other medications to manage the underlying disease that is causing the kidney stone

Surgical procedures to remove kidney stones which include procedures like lithotripsy. This is a treatment that breaks the kidney stone into smaller pieces and allows it to pass. People with large stones located in regions that do not allow for lithotripsy may receive surgical procedures, such as removal of the stone via an incision in the back or by inserting a thin tube into the urethra. For individuals in good health, preventing kidney stones can be as easy as staying hydrated.

Several different tests can verify the existence of a kidney stone. Ultrasounds have shown to have high detection rates and can diagnose many complications associated with kidney stones. Hence an USG is highly important in a PEME.

A CT scan of the abdomen is also another way to detect kidney stones. A CT scan will ascertain the state of the ureter, bladder, and kidneys, whether or not a stone exists, the kidney stone's exact size and location, whether or not a blockage has occurred, and the state of other organs. Using an ultrasound rather than a CT scan for patients suspected of having kidney stones could be preferable to reduce unnec-essary radiation exposure, concludes a new study in the New England Journal of Medicine Sep 17, 2014. Also an ultrasound examination of abdomen and pelvis is a relatively cheaper and of utmost significance during PEME to rule out kidney stones and to avoid medical emergencies caused due to the same. If you've had a kidney stone, you're very likely to develop another one in the near future. The good news is that certain dietary measures may help reduce this risk. You can try increasing your fluid intake, consuming foods rich in certain nutrients, eating less animal protein and avoiding sodium, to name a few. Also periodic ultrasound examinations to detect even small stones so immediate medical treatment can be started and surgical intervention can be avoided. Just a few simple measures may go a long way in preventing painful kidney stones. A FIT SEAFARER, SAFER SHIP…!!

3 Volume 45 31st December, 2018

Dr

Bhavana Bhatia M.B.B.S,

4 Quality, Safety, Health & Environment Bulletin

K-ENE & KLSM AWARDS

<K-ENE Fleet>

INJURY FREE MILEAGE — as of 30th September 2018

Vetting Inspection “ZERO OBSERVATIONS” Awardees

TEDORIGAWA

GENUINE GALAXY

On 24th Jul, 2018 by SHELL at port of Oita, Japan.

GALAXY RIVER

On 14th Sep, 2018 by BP at port of Houston, USA. On 12th Sep, 2018 by SHELL at port of Houston, USA.

VIKING RIVER

Vessel Last Injury Injury free Mileage

1 VIKING RIVER 09-Jun-11 7 years, 3 months, 21 days = 2670 days

2 TANGGUH-JAYA 27-Oct-11 6 years, 11 months, 3 days = 2530 days

3 SUMMIT RIVER 24-Dec-13 4 years, 9 months, 6 days = 1471 days

On 10th Aug, 2018 by BP at port of Kwinana, Australia.

Company awarded “VIKING RIVER” for achieving 7 years of injury-free record. The plaque addresses names of all the Masters, Chief Engineers, Safety Officers and Superintendents who have served for the past 7 years thus contributed for this amazing record.

VIKING RIVER

Patch

5 Volume 45 31st December, 2018

CMS fleet performance update - 3RD QUARTER 2018

SPECIAL AWARD

HIGHLIGHTS OF 3RD QUARTER 2018 ● 2 of the Chemical ships–”GENUINE VENUS” and “GENUINE HERCULES” fitted with a dedicated training wifi

and each crew member provided with his personal tablet for training. ● Cadet CMS launched in April 2018 ● Completed the linking of ATSI trainings to CMS. Attending ATSI training will auto close all related CMS compe-

tencies on same subject.

Fleet performance K-ENE KLSM SGP

KLSM Chem

CMS (Officers, Engineer, Trainees)

Best performing in 3rd Q CRYSTAL RIVER MADRID BRIDGE GENUINE VE-

NUS

1Q average 20.8% 36.7% 32.3%

2Q average 29.8% 37.9% 41.3%

3Q average 35.2% 44.5% 55.3%

CBT (Ratings)

Best performing in 3rd Q CRYSTAL RIVER

HAMBURG BRIDGE

MEISHAN BRIDGE

ONE MINATO

GENUINE GAL-AXY

1Q average 43.9% 70.6% 85.9%

2Q average 57.0% 65.8% 80.1% 3Q average 61.3% 88.8% 81.0%

BROOKLYN BRIDGE

You and your entire crew have provided exceptional cooper-ation to the pilotage service, maintaining high levels of com-petence and fulfilling all of the duties necessary for the safe navigation of ships. We hereby establish his honorary award in recognition of your distinguished service with our deep gratitude.

June 22, 2018 Japan Federation of Pilots’ Association

Capt. Takeshi Ishibashi, President

Awarded to “Prepared medicines

chest list” originated by Mr Rei Takeuchi, 2/O of “BROOKYN BRIDGE“

Best-Best Practice Award (Vol.44)

Wristband as new prize for enhancing QSHE culture

—— Who will receive? —— → Monthly best near miss reporter that is selected by office (K-ENE Tokyo only).

→ Contributors for article/picture that is published in the QSHE bulletin from next edition.

Near-Miss Reports

6 Quality, Safety, Health & Environment Bulletin

Outline of the incident: Crankcase vent hole of #3 F.O. purifi-er was completely clogged with paint.

What could have happened? The parts in crankcase could got rusted due to poor ventilation.

What should have been done? Painting of machinery should be done only after a proper work plan considering the areas which should not be painted like the vent holes, gauge glass etc. Refer to plans and manuals if in doubt.

Crankcase vent hole clogged with paint

Outline of the incident: The belt for the hatchet was deployed incorrectly. The belt was put inside the jacket.

What could have happened? The hatchet could not been available for immediate use.

What should have been done? Should have been worn correctly. The correct arrangement is to wear the belt

on jacket.

Incorrect fireman’s outfit

Outline of the incident: During weekly L/B routine check it was observed that L/B remote control wire sealing for lowering L/B from inside was found missing from its position.

What could have happened? It could lead to water ingress inside the lifeboat during rain.

What should have been done? All lifeboat equipment should be thoroughly inspected as per proce-dures.

Sealing of L/B remote control wire missing

Sealing cover missing (rubber)

Outline of the incident: To repair an wooden gear box, opened the lid an d removed the lid and removed the front end of the box.

What could have happened? The lid might be fallen down by the wind and crew might be injured.

What should have been done? Always secure things which potentially causes acci-dents before executing a job even good or bad weath-er.

Unsecured top cover of gear box

Outline of the incident: When stopping the FW Generator for maintenance, the valve of JCFW outlet from FWG was closed rapid-ly. After full close of the outlet valve, ME JCFW tem-perature went up to 92 ℃ because JCFW tempera-ture control valve could not follow the speed for JCFW temperature change. Fortunately ME auto slow down (95℃) did not occur.

What could have happened? It could have been triggered M/E auto slow down.

What should have been done? The JCFW valve should be operated little by little. Make sure to monitor its temperature when operating the JCFW valves on FWG.

Mis-operation of a valve of FWG Outline of the incident: After commencement of loading operation from barge and terminal simultaneously, the vessel was advised by operator that nominated cargo quantity was dramatically changed. Chief officer immediately reviewed stowage plan and ship’s stability condition.

What could have happened? Possible effect to hull strength, ship stability and safe operation.

What should have been done? Loading operation should be stopped without any hesi-tation when feeling doubts on the instruction or safety operation due to sudden change. Chief officer should verify the nominated cargo quantity with loading mas-ter as well.

Change of cargo quantity during cargo operation

7 31st December, 2018 Volume 45

Near-Miss Reports

Outline of the incident: During testing of F.O. storage tank high level alarm prior to bunkering with bunker checklist, upon testing of the tanks, the alarm did not activate. Someone mis-takenly switched "ON" the cancel alarm for the tank and let it “ON”. It was easy to confuse because “ON” actually meant by “CANCEL” that is “Reposed”. And there was no notice that switch was put on reposed.

What could have hap-pened? The alarm would not sound when necessary and could cause marine pollution.

What should have been done? Any alarms being re-posed should be noted down and this should be informed to other con-cerned personnel. After maintenance any reposed alarms should be put back

to normal position. For preventive meas-ure, the caution mark shall be applied with caution tape and clear indication or notice shall be posted.

Alarm was put on reposed

Outline of the incident: Engine room damper manual operation handle had wrong marking for open & shut. It was marked in the reverse direction.

What could have happened? Fire accident and PSC inspection fail.

What should have been done? Should make sure that equipment are correctly marked, and their operation verified.

Wrong marking for operation handle

Actual damper position is shut.

Shut

Open

Outline of the incident: When deck instructor operated ballast pump for de-ballast with cadets, "DRY-RUN alarm" went off and pump was stopped. The cause of emergency stop seemed that large amount of air was sucked into bal-last pump and low current of pump that was detected. On the previous day, eductor operation was carried out for drying up other ballast tank and ballast line was empty. He did not fill the water sufficiently in the line before starting pump.

What could have happened? Ballast equipment damage.

What should have been done? Should check machinery condition before using and put notice for showing “Caution fill ballast line with water before starting WBP”.

DRY RUN on ballast pump

Outline of the incident: Wrong marking on general service steam hose con-nection in workshop was found. “AIR HOSE” was marked instead of “STEAM HOSE” on steam hose.

What could have happened? Injury.

What should have been done? Should make sure all equipment are correctly labelled.

Wrong marking on steam hose connection

Outline of the incident: During abandon ship drill, the add. 3/O was explained how to start the lifeboat. He started the lifeboat en-gine, tested it and turned off the engine. When it was the other crew member's turn, the engine did not start. It was noticed that the step lever was not fully pushed down to its secure position. When the lever was fully pushed down, lifeboat engine started.

What could have happened? Could not have started the engine in emergency case.

What should have been done? After training and/or maintenance of L/B engine, it should be kept in operational readiness for immediate availability during emergencies.

L/B engine stop lever not fully secured

F.O. TK LEV ALM CANCEL ON = The alarm is inactivated. OFF = The alarm is activated.

NORMAL POSITION

Introduction of Best Practices Reported

In view of the situation, Tef-lon cap has been made and attached to the protruding part. In addition, tiger marks has also been placed to noti-fy and warn those crew mem-bers in the vicinity regarding such potential hazard.

Protruding emergency air compressor valve intake adjustment

Soil drain line diagram

Originated by the Cadets, Mr Taishi Yasuhara, Mr Makoto Mori & Mr Yuto Hara “BROOKLYN BRIDGE”

PC cable rearrangement

PC cables were congested. There were many unused cables causing poor housekeeping.

Originated by the 3/O, Mr Toshiyuki Morifuku, “BROOKLYN BRIDGE”

The pumproom skylight stanchion post on each floor does not have enough barrier with small rope to prevent a person to slip and fall in.

Fabricating additional ring on each stan-chion post and tiger rope was replaced by bigger size to make the barrier to be identified easily.

Additional safety barrier

Originated by the P/Man, Mr Gemeryan C. Enriquez GENUINE HERCULES”

Quality, Safety, Health & Environment Bulletin 8

During mainte-nances done of the GE DO feed pump, it was observed that valve intake

adjustment of the emergen-cy air compressor was pro-

truding towards the way and/or access of the working area. This is also a potential hazard. This could cause injury to the crew members during rounds and mainte-

When soil drain line was clogged with some material in the accommodation area, it takes long time to find the clogging point and maintenance valve. We copied soil drain line diagram and put the place of maintenance valve for smooth repairing work. The line diagram is put in the bridge for ready to refer.

A wooden board to sheaves’ net

A wooden board placed be-sides the gangway sheaves to prevent the net from get-ting entangled in the sheaves.

The board displaying real time status of loading discharging & cranes in operation at any point of time. Same displayed in ship’s office.

Originated by the Oiler, Mr Jonald B. Molato, “GENUINE VENUS”

Nicely prepared container cargo operation board

Introduction of Best Practices Reported Volume 45 9 31st December, 2018

Supplemental steps

Originated by Mr Julian Baricaua Macarilay, Bo-sun of “ONE MINATO”

The height of upper platform of accommodation ladder is approx. 40cm and it is too high for the visitors and crews. Also, the height of the entrance of accommoda-tion on upper deck is approx. 42cm. Bosun suggested to make the step stand which is half height of the up-per platform and entrance. It can be secured and bring safe access for the visitors, stevedores and ship's crews.

Upper Platform

Entrance of Accommodation on upper deck

Protection cover for de-rust manhole was set before drydock. It can prevent rust particle from falling inside cargo tank.

Securing nut bolts is even better for safety sake.

Protect cover for cargo manhole

Originated by Mr Canseco Roldan A., J3/E & Mr Patacsil Ferson L., Gas

Oiler of “SUMMIT RIVER”

As a routine practice onboard, training sessions on bridge and in CCR on various issues / doubts are conducted. So far topics covered are:

Training sessions on bridge and in CCR

BRIDGE: 1) ECDIS : Usage / Restrictions / Basics / Requirement / Limitations 2) RADAR: Usage / Restrictions / Basics / Requirement / Limitations 3) AIS: Usage / Restrictions / Basics / Requirement / Limitations 4) TRS: Understanding / Avoiding Actions / Reading Weather Msgs 5) ANCHORING: Procedures / Precautions / Equipment Limitation / Best Practice

CCR: 1) WATER HAMMERING 2) Hyd Valve Operations 3) COP’s & WBP’s Operations / Limitations / Precautions 4) Ullaging 5) VECS

Sight calculation diagram

Meridian passage calculation diagram was drawn on A4 size

note book.

The sight is plottetd on ECDIS using usermap. Ad-vantages are:

1) Easy to understand the calculation and position com-parison. 2) More accurate and clear than the diagram in paper. 3) Easy to show to inspector during SIRE inspection.

Originated by Mr Paritosh Palkar, 4/O of

“VIKING RIVER”

Plastic cover protection for cargo alarm and gas detection alarm on deck

Cargo Alarm Gas detection alarm

The practice was initiated due to constant failure of the light by water ingress from the gasket sealings after gradual ageing .This plastic cover is made to give some more life by protecting from water or moisture ingress in the junction box as well as inside the globe. It is sealed all around by silicon and open and secured from bot-tom.

Originated by Mr

Ratnesh Tripathi, G/E of

“VIKING RIVER”

Practiced by “RIVER ETERNITY”

40cm

42cm

Quality, Safety, Health & Environment Bulletin 10

I have had the privilege to take delivery & sail on newly built VLCC “TEDORIGAWA”. My journey to this vessel began with me doing specialized course on electronic engine at MES in Tamano. This is a complete shift from our conventional engines. In my maiden voyage I realized what kind of sophistication goes on into these engines. Pressures & temperatures are constantly monitored, and adjustment made accordingly. All this is done by complex programming and this information is also relayed on to shore for effective monitoring. Automation systems are being used extensively onboard ships & the trend will continue with installation of more sophisticated & ad-vanced systems. At the same time, trend to connect ship board systems to shore, for monitoring & remote mainte-nance is on the rise. Even though such systems are ben-eficial for faster turn around & ease of business, it faces the biggest peril in form of CYBER THREAT.

With increasing connectivity, the system vulnerability in-creases too, as hackers are always looking to exploit weakly protected network systems. Totally unmanned vessels & automated logistics are being increasingly be-ing looked upon as next step in maritime industry. Re-ports indicate that Norway are closing in on developing world's first automated containership by end 2018, which will be supervised by only a Captain and that too mainly for taking control for final docking maneuvers. Although the majority of shipping industry is still miles away from introducing fully automated ships, automation technology is already in place for: Unmanned engine room/ Alarm & control system/ Valve Control & monitoring/ Power man-agement systems/ Propulsion control system/ Integrated navigation system/ Radar, ECDIS, VDR/ Bridge control systems/ CCTV/ITV systems.

Use & implementation of various technologies highlighted above although beneficial for the industry are not without issues of cyber attacks. Recently, Security Company Na-val Dome demonstrated series of cyber penetration tests on systems commonly used onboard Tankers, Container ships & Cruise ships. The team hacked into live, in-operation systems used to control ship's navigation, ra-dar, engines, pumps & machinery. Naval Dome was able to shift the vessels reported position & mislead radar dis-play. Another attack resulted in machinery being disa-bled, signals to fuel & ballast pumps being over-ridden & steering controls manipulated. The attack was designed to alter vessel's position at critical point- night time pas-sage through narrow channel. During attack, vessels po-sition looked normal, but it was deceiving officer of the watch which would almost certainly caused to vessel to run aground. And all this was done by sending infected email to Captains computer.

When systems are integrated and ship system can be remotely accessed, the probability of attack increases. A problem in IT network can propagate to ship operational network & can consequently affect ships critical opera-tions. Software vulnerability is another area, which hack-ers are known to exploit. A poorly designed software or not updated regularly are main reasons for hack. Howev-er, an important source of threat i.e. internal threat is ig-nored most of the times. The normal perception that at-tack can happen with malicious intentions is not totally

true. Even unintentional incidents like connecting infected USB into ships network systems can compromise equipment.

To address the issues related to cyber-security IMO at 98th session of Safety Committee held on June 2017 approved Resolution MSC.428 (98) on maritime cyber risk management in Safety Manage-ment Systems. The resolution affirms that SMS should take cyber risk management into account in accordance with objectives & requirements of ISM and member states are encouraged to address cyber risks appropriately in SMS no later than 1st annual verification of company's DOC after 1st January 2021. Class society too can play a significant role by: preparing guidelines/rules for industry to address cyber risk issues, hardware & software certifi-cation, & periodic inspections of documentation & con-trols during operation phases of ship. And taking the cue, SIRE focus group has introduced VIQ 7 which came into effect on 17th September 2018 and a new chapter 7 was developed which also includes Maritime Security & has 21 new questions covering Policies and Procedures, Equipment and Cyber Security. The questionnaire specifi-cally emphasis on measures taken to safeguard against phishing, malware, identification & protection of vulnera-ble systems like ECDIS, control of personnel USB sticks and whether sufficient training has been imparted to crew to enlighten them about cyber security.

It's also a responsibility of seafarers to take cyber risk seriously. Some of steps that we can take to mitigate the risks are 1) Never use your personnel USB on ships network sys-

tems. Use of USB slot on Thin client should be blocked by tape or such & only USB authorized by Captain should be used with SILEX provided.

2) Captain should make sure not to open suspicious emails. Sometimes mails can have same address as original company address barring change of few letters. But due to workload captain can sometimes miss these small details & open the mails.

3) Third party software should not be installed on admin computer without proper authorization from Company

4) Update software, Operating Systems & Anti-virus pro-grams on regular basis.

5) When technician comes to check & update systems such as ECDIS or Main engine control systems (in dry-dock), make sure he's the authorized person designat-ed by the company. For example person with malicious intent can introduce bugs in Main engine system by inserting & applying software patch by IDKEY into MPC controller.

Thus to conclude , High level automations are coming sooner than expected into maritime industry and we as seafarers should evolve to accept the truth that cyber risks is a reality that can't be ignored.

Automated Vessels & Cyber Safety Challenges: Future of Maritime Industry By Mr Manil Kori, 1A/E of “TEDORIGAWA”

We all have this one wish to live a healthy life so we could cherish and savor the happiness a social well being gives every human beyond our own personal space and joys. Mankind, which is was very aptly put, is a social animal. This “social animal” doesn’t necessarily signify your appetite for meeting friends, family or the sorts. It moreover means your social responsibility towards the betterment of the human race and all the elements con-nected deep within it.

As we are all learned professionals, we are aware as to how our progress has been over the years in all fields with regards to technology, standard of living, lifestyle, but the extent to which our strings are attached to the environment by our actions is often overlooked.

Today, the norm is right up there, SAVE THE ENVIRON-MENT, which we all cognize at a quantifiable level. Some have read/know comprehensively, some cursorily and some are thoughtlessly going with it. We have reached a phase where we all need to do our bit, so that this sums up collectively in our favor and for the generations to come.

Plastic. This is our realm of concern. The over extensive use of plastic for industries will take decades to replace but, we need to begin charity at home. Reducing or even replacing our personal use of plastic can immensely help change the scenario.

Bottled “mineral” water is definitely more that what meets the eye. Lets weigh up our priorities, we need water to survive, Yes, but does it need to be water which is con-sumed from a new bottle every time? It is a façade, that packaged mineral water is pure and the best form we can consume water in. To put the facts in place, we are con-suming micro plastic, the research on which is uncharted

territory. Imagine, if plastic doesn’t de-grade itself in the environment, how could it degrade inside you?

We need to shift towards reusing our bot-tles at the least or even switch to purified water we have on our taps at home or onboard.

Coming to our lifestyle on board. Many of us buy off min-eral water cases and consume them which is a chain of events. Putting it in terms, consuming micro plastic, in-creasing the plastic waste onboard thereby taking space in our garbage lockers and its not environmentally sound to just land it ashore, where we are ignorant of how much of it is recycled ,dumped in the landfills or into the sea.

We need to take up the responsibility towards our envi-ronment and indeed, its much simpler that it seems to begin with. These pointers could help us be motivated/understand better: 1.Switch to filtered tap water: Its as good as packaged water, for all we know the source and filtration process which goes with it. 2.Reduce the number of plastic bottles: We could use one glass bottle refilling it. It will reduce our waste pro-duction, occupy less space and save landing costs. 3.Crush the bottles after use: it will reduce the space, cost and moreover increase the tendency of it being recy-cled ashore after we land it in such a form. 4.Use a substitute container: This is the best way out, try to use Stainless steel/Brass/Glass bottles but anything other than plastic bottles.

Please spread the word as it’s a bargain to save the environment, consume more water and less plastic.

Volume 45 11 31st December, 2018

Sea Breeze Bottled Mineral Water: More than meets the eye!

by Mr Roshan Kumar, the 3/O of “NORDIC RIVER”

It all happened about four years back, during my first visit to Japan. My memories were all connected to fishing us-ing a simple pole, some string and a hook in my child-hood days. But, the very first sight of a Japanese man using a big pole and some rotating drum held in his hands and throwing some shining piece of plastic and catching fish which evoked such curiosity in me that I really wanted to know what was happening. Luckily I got in touch with a guy who told me what was happening, like using an imitation of fish made of plastic, was used to lure a fish. As can be said I just fell in love with the sport, slowly started reading, enquiring, chatting in online platforms and started learning more about the sport. There are three kinds of fishing mainly in the world which are, bait fishing, lure fishing and fly fishing. Luring is one of the most sought after sports in the world. The most beautiful thing is that Japanese fishing gear are “The gold standard” of all equipment ever made and sold in the world. For example the reel made by Shimano called “The Stella” is the best ever reel made and is the best of the best for hunting down the biggest of biggest predatory fish in the world. (Owning a reel like stella is like owning a buggatti veyron) The lines and lures which are made in such a manner, it is such an intricate work of

human imagination. The years of testing and knowing the species have given birth to the best of lures and lines made in “The land of the rising sun”. One of the biggest innovation in the recent years is the introduction of fluorocarbon lines. These lines are invisible under the water. They are created of polymers which have the same refractive index as that of water. These have paved way to another dimension to lure fish-ing. Even one of my first ever catch of fish was from the Japanese waters and it was a beautiful dorado fish. I am loving this sport day by day, as it has given me insight to not just fish but more about weather, climatic conditions, sea, lunar calendar for fishing, knots and a hundred more. What makes you more hooked onto this sport is the jolt of high adrenaline rush you get as you hook a fish; it’s far beyond words. It just have to be felt and the pure joy of being with nature. And scientifically speaking, this sport is low stress activity for the fast paced mundane world. The land of rising sun have given me such a beautiful sport to make more beautiful memories. Finally, one day we may realize its not the fish we are after but just being in the game is all matters.

Fishing Japanese way by Mr Hansraj M.S, the 2A/E of “SINGAPORE RIVER”

Environmental Issue

12 Quality, Safety, Health & Environment Bulletin

Biodiversity, the diversity of living things on Earth, is a critical measure of the Earth’s health. Healthy ecosystem and rich bi-odiversity are fundamental to life on our planet. Climate change is affecting the habitat of several species, which may either adapt or move to more favourable places. The ecosys-tem is so inter connected that a loss of a species can have a big effect on a range of ecosystem functions. When we talk about impacts of climate change, we mostly refer to the changes to land, planet and the atmosphere. However, studies have shown that most of the global warming is going into the oceans which is causing lot of changes in the ecosystem. From a human perspective, the rapid climate change and accelerating biodiversity loss risks human security (e.g. a major change in the food chain upon which we depend, water sources may change, recede or disappear, medicines and other resources we rely on may be harder to obtain as the plants and marine species they are derived from may reduce or disappear, etc.). The effect of GHG emission and in particular CO2, also has significant effect on the ocean. Oceans are able to absorb some CO2 in the atmosphere and this in fact helps to keep the planet cooler than it otherwise could have been if these gases remained in the atmosphere. More CO2 in the atmosphere means more CO2 in the ocean. Atmospheric CO2 dissolves in the ocean turning it acidic. When CO2 reacts with water it forms a week acid called carbonic acid. The resulting changes in the chemistry of the oceans disrupts the ability of the plants and animals in the sea to make shells and skeletons of calcium carbonate, while dissolving the shells already formed. As a result of this some marine creatures are growing thinner shells and skeletons. Some of these creatures plays a crucial role in the food chain and ecosystem biodi-versity. As climate change warms the ocean, warmer water tends to stay on top of layer of colder wa-ter. This affects tiny drifting marine organisms known as phytoplankton. Phytoplankton are a critical part of our planetary life support system. They produce oxygen, draws down surface CO2 and supports all of our fisheries. Phytoplankton can live in top 100 to 200m of water. But if the water is becoming warmer they run out of food and perish. As the ocean warms many different types of fish have relocated to cooler waters towards the pole in search of the ideal location. Rising temperature also directly affects the metabolism, life cycle of marine species. For many species temperature serves as cue for reproduction. Chang-es in sea temperature could affect their successful breeding. For example, the number of male and female offspring is determined by temperature for marine turtle as well as some fish and copepods (tine shrimp like animals on which many marine animals feed). Changing tempera-ture could therefore skew the sex ratio and threaten population survival. Extreme climatic events deplete natural environment, for example by erosion and flooding. They disturb marine life in coastal areas, particularly in certain costal habitats such as man-

groves and seagrass beds, which are vital breeding points as well as potential CO2 capture zones. Fish is a primary source of animal protein for at least one billion peo-ple in the world. Apart from overfishing or pollution, climate change alone heavily affects the food resources for human populations. Due to these multiple changes that cumulate on marine ecosystems, the ocean is becoming, in turn, very sensitive to climate change. The more ocean ecosystems become depleted, the less they are able to adapt to climate change.

Source: Various Articles from the Internet

Climate Change Impact on Marine Biodiversity

13 31st December, 2018 Volume 45

Notable PSC and Vetting Findings

PORT TYP CTGRY PSC DEFICIENCY Sam-cheok

LNG Mtce (Eng) VIQ Chp 11 Reservoir air pressure for emergency shut off valves in E/R not maintained as per instruction manual.

Tianjin VLCC Safety No exhaustive enclosed spaces list on board during inspection Terneu

zen LPG SOLAS Found on board all immersion suits size Large for a length max. 190 cm. On board several crew mem-

bers with a length less than 170cm.

Shang-hai

MARPOL The Bilge line into the machinery space not isolated by fitting blank flange or by a closed lockable valve while carrying DG of Class 6.1 and Class 3 in cargo holds.

Nav The DG information not put into AIS during inspection.

Nav Sailing diretion NP32 not corrected to update. Mtce (Dk) One hatch cover securing device for No. 6 Cargo hold failed to operate during inspection.

Others Some placards in engine room not updated.

Nav D.G. information not entered in AIS Mtce (Dk) Water leaking from the mechanical seal of the Heeling Pump.

Yantian Mtce (Eng) W.O. Line pressure gauge for incinerator broken

CONT

TYP MJR CHPTR SIRE OBSERVATION

PRDCT

SHELL

5.29 The standard calibration gas for the personal gas analysers (GX-2009) was not available on board.

7.7 The inspection of the after peak tank was overdue on 24 May 2018. The last inspection was done on 25 May 2017.

LNG

5.40 The canopy light fitted on the port side enclosed type lifeboat was not operational at time of the inspection. The Chief Engineer reported that spare parts were onboard.

11.11 A review of the safety checklists for bunkering dated 06 May 2018 indicated that item # 29 (communication method of primary system, back up system) was left blank. The Chief Engineer corrected bunkering safety checklists during course of the inspection.

VLCC

4.11 When testing the navigation lights, it was observed that a main mast light (emergency power system) was not opera-tional at the time of inspection.

12.13 It was observed that the portable light intended for the forward life raft embarkation area was not of Ex 'd' rated type. The manufacturer's or administrations certificate approving the fitting for use in gas-hazardous area was not on board at the time of inspection.

5.72 The touchdown zone of the helicopter landing area was painted in the similar color (dark grey) as the main deck (grey), not the non-reflective color contrasted with the deck surface.

3.3 Enclosed space entry permits dated 17 July 2018 indicated that the Additional Third Officer attended the fore peak tank inspection from 0820LT ~ 1200LT (as responsible person for organising entry); however, his work / rest hours records for the day indicated him resting from 0800LT~0900LT

5.23 Fire and flooding damper (high level suction flap) provided for the cargo pump room was observed to be kept in the open position while unloading cargo at the time of inspection.

LPG 5.14 The both lifeboats were maneuvered in the water by the operating crew during the last annual examination of lifeboat release system on 23 May 2018 rather than during the abandon ship drill. No all crew members had been attended this launching operation and no other abandon ship drill was carried out in the same month.

LNG

5.72 Grab hook or salving hook for the helicopter operation was not available on board.

8.55 One set of pressure gauge fitted with No.2 cargo compressor for Seal Gas Differential Pressure was out of order due to its indicating needle was broken. It was rectified by changing to new pressure gauge before inspector disembarka-tion.

5.59 Operating instructions for the fixed dry chemical powder fire extinguishing systems located in the under deck passag-es were not posted at local side. Operating instructions were posted before the inspector left the vessel.

VLCC IMT 6.40 Garbage drums inside the Galley were made of plastic and some of these containers were used for storing combus-tible material.

LNG BP 5.20 The enclosed space entry permits were required to issued prior to entry into the bow thruster room (fuel oil transfer pump room) located in fore compartment. However, there were no entry permits issued for the entries made on 31 March 2018 and 30 June 2018 to carry out quarterly fire detector sensors test.

IDE-MITSU

TYP CTGRY CDI OBSERVATION

5.1.49 The portable chemical cargo transfer hoses recommended for use with the emergency portable submersible car-go pump was not available on board, which could be used inside the cargo tank in a cargo vapor enriched atmos-phere; with inside & outside material resistant to chemical / oil / solvents.

8.2.6

There was no periodic gas-tightness record of the chemical gas tight suits from the shore expert agency or on board by means of maker’s test kit or equivalent approved devise required for checking the gas-tightness of the seams of protective suits. The leak test carried out on board was by means of ‘Unitor’ Pressure test kit, which was only approved for immersion suits.

CHEM

*Mtce=Maintenance

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

Annual seminar for K-ENE Croatian crew was held on 24th & 25th July 2018 in the port city Rijeka, a Croatian port city on Kvarner Bay in the northern Adriatic Sea. It’s known as a gateway to Croatia’s islands. We have many seafarers from this city. The Seminar started off with a keynote address by our Director, Mr. Hasegawa who appreciated the efforts by K-ENE Tangguh crew in achieving high safety, maintenance and operational standards on board. He briefly explained about the K-ENE Tangguh fleet performance and suggestions for further improvement. The fol-lowing items were discussed during this seminar.

First day: Review of working and rest hours in K-ENE fleet, reflective learn-ing: removing the hazards, marine accidents in Indonesia, Competency Man-agement System, OSM presentation about company activities and manning matters, vetting excellence and new VIQ 7, presentation by Capt Augusto Dobud giving insights to the project, safety, management matters, sugges-tion for improvement etc on board Tangguh vessels and Q&A session.

Second Day: Cyber crime- an analysis, case studies (general), C/E Mr Juretic Vladimir delivered a valuable presentation explaining engine room safety, work/rest matters, safe op-erations, human management etc. Exchange of ideas and suggestions between seafarer and KLSM staff for overall improvement of safety, crew welfare, management, performance on Tangguh fleet.

There was good interaction and exchange of ideas during the seminar between Croatian crew, OSM staff and K-ENE staff. We are really thankful to the presenters from sailing staff for their valuable ideas and also to other participants for the feedback and opinions.

Annual Croatian Crew Seminar on 24th & 25th July 2018 at Rijeka, Croatia

The Mumbai seminar was held at Waterstone Hotel on 10th–11th July 2018. The main focus on the seminar was to express our gratitude towards the seafarers for achieving reduction of accidents on-board targets. It was started with the speech by Capt K. Aya, the Executive Officer, “K” LINE Tokyo, with gratitude to the Indian employees for their good performance and continuous on associate with them in the years to come. The following items were covered during the seminar.

First day: K-ENE safety culture, ethics, values and customer's expectations & results, injury cases in fleet and prevention, CMS new horizons and updates, cyber security and compliance, heavy weather, introduction MEG 4, handling port official at Japanese ports, failure of monorail, LNG engine, case studies, human element and aging machineries.

Second day: VPQ 7 updates, RA issue, reflective learning “weak signal”, enclosed entry procedures and compliance with workshop, why incident and accident occur, and team building activity. Also, several seafarers were honoured with long service loyalty awards at the seminar, for working 7 and 15 years with the company.

“K“ LINE SHIP MANAGEMENT (SINGAPORE) PTE. Ltd. participated in ECM Maritime Services, LLC (ECM)’s annu-al Incident Management Team (IMT) Table top Exercise (TTX) on 19th September, 2018 at Singapore in pursuant to the U.S. Coast Guard (USCG) Preparedness for Response Exercise Program (PREP) guidelines. The purpose of the exercise was to test the various components of the plan holder’s USCG Vessel Re-sponse Plan (VRP) including notification procedures regarding the Qualified Individual (QI), USCG, OSRO, SMFF provider and etc. Also, to test the spill mitigation procedures con-cerning shipboard response, casualty actions, damage stability and health and safety is-sues, shore-based response activities such as the QI’s responsibilities, company crisis management team involvement and use of the Incident Command System (ICS) for re-sponse management and finally, Media management. The scenario involves fully loaded bulk carrier “HIGHTOWER” which is outbound from a phosphate loading facility in Tampa and a container ship “RIGEL” is transiting the Egmont Channel just west of Egmont Key inbound to offload at a local container terminal. “RIGEL” encountered large fire in the engine purifier room and begins to drift off course and despite the actions of both pilots, “RIGEL” and “HIGHTOWER” collided. The “RIGEL” suffers major damage in her forward bow area and drifts away after the collision. No oil spill is reported from the ship. The “HIGHTOWER” begins settling in the water and takes on a 5° list. Fuel oil immediately begins leaking into the water from both dam-aged tanks and begins spreading with the incoming tides and current. The Master orders anchors dropped. Overall, the drill was developed and implemented very well. It was a plausible scenario and tested the communica-tions and coordination that would occur between the vessel owner/operator, ECM as QI, USCG, State of FL, SMFF provider, OSROs and other members of the response community. The exercise also provided an opportunity for company representatives in attendance to participate in a simulated ICS-based incident response exercise and re-view appropriate emergency procedures. KLSM (SGP) has been participating for the yearly IMT TTX to improve more on how to deal with the emergencies in US waters and how should we response as a Management company.

KLSM SGP ECM TTX on 19th Sep 2018

Annual Mumbai Seminar on 10th & 11th July 2018