refle tions - synergy marine group...specific prevention for container vessels weather routing...
TRANSCRIPT
REFLECTIONS
MONTHLY BULLETIN
AUG 2018
CMS DESK ALERTS SENIOR MANAGEMENT VISIT NEAR MISS REPORTS INJURY REPORTS DAMAGE REPORTS REVISITING PAST LFI LARP
We don’t learn by doing, we learn by
reflecting on what we have done.
Preventive Measures for Heavy Weather
Heavy weather does not only cause typical P&I claims such as damage to cargo or loss of cargo overboard.
Heavy weather also causes H&M claims, which can include structural damage to the vessel or, damage to ma-
chinery and equipment etc. A large proportion of cases where containers are lost at sea occur in heavy weather.
The questions are:
• Why did the vessel sail through the heavy weather?
• Could the vessel have navigated around the heavy weather?
• Did the vessel use weather routing or not?
• Did the crew slow down or alter course to avoid the impact of large waves or high winds?
• Was the cargo correctly secured?
When preparing a vessel for sea it is essential that it is loaded as per the cargo securing manual, which provides
guidance on securing devices and arrangements, stowage and securing of non-standardised cargo, plus stowage
and securing of containers. To avoid excessive acceleration and forces, course and speed may need to be adjust-
ed for the vessel’s motion in heavy seas. Early avoidance of heavy weather and adverse sea conditions is always
recommended. If the vessel reduces its speed, it is probable to avoid any damage. As always the crew has to se-
cure the cargo properly before sailing, but if heavy weather is anticipated it is important that the crew double-
check the securing arrangements before sailing. This can prevent costly claims. Taking into account the actual
stability conditions, it may be necessary to ballast or de-ballast the vessel, improving the behaviour and avoiding
excessive acceleration.
During loading, it is not unusual for the stowage plan to change. This gives little time to evaluate the changes.
Another concern during loading is that stevedores secure containers with deteriorated lashing equipment. It is
important that lashing equipment is in good condition and that equipment in poor condition is being removed to
prevent it from being used. If the tier structure collapses on a container vessel when sailing in heavy weather it
can actually worsen the situation if the crew tries to re-lash the container stacks because the collapsed posts are
becoming even more overloaded. Also being aware and training officers about the mentioned risks with para-
metric rolling is imperative. The best preventive measure any vessel can take against heavy weather damage is
to slow down and to alter to a more favourable course.
Preventive measures
Weather routing should be used to avoid adverse weather
In heavy weather, adjust course and speed to ease the vessel's motion
Ensure that cargo is secured properly before sailing
Ensure that openings and hatches on deck are secured properly before sailing
Be aware of the risks of parametric rolling
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CMS DESK—ALERTS!
Specific prevention for container vessels
Weather routing should be used to avoid adverse weather
In heavy weather, adjust course and speed to ease the vessel's motion
Complete risk assessment for encountering heavy weather
Check and verify that the lashing methods follow the requirements as outlined in the vessel's cargo securing
manual
The cargo securing manual should be applicable for the stowage arrangements and lashing equipment used,
written in a language readily understood by the crew and other people employed for securing the cargo
Lashing equipment and securing points must be maintained regularly and inspected for wear
Have procedures in place for calibrating the loading computer
Try to reduce the vessel's GM when not fully laden
If possible, check that container seals are intact and that containers are secured correctly if the vessel is
heading into heavy weather
Do not mix high cube containers with standard height containers in stacks. This does not allow bridging piec-
es to be fitted between stacks
Ensure that weights are declared and that maximum stack mass and height limits are not exceeded
Keep detailed records of maintenance, inspections and tests completed both by the crew and third parties
regarding hatch covers and other openings to compartments and cargo holds
Be aware of the risks with parametric rolling
Specific prevention for bulkers
Weather routing should be used to avoid adverse weather
In heavy weather, adjust course and speed to ease the vessel's motion
Ensure all cargo hatches and openings are secured properly
Hatch covers and seals must be in a good and watertight condition
Verify that gaskets and coamings are in good condition
Ventilators and other openings into cargo holds should be in good operating order and capable of being
closed
Seal cargo hatches with ram-nek
Do ultrasonic tests on cargo hatches. Maintain the cargo hatches in a proper condition
Complete risk assessment for cargo hatch covers and for encountering heavy weather
With the correct preparation and procedures, the vessel can minimize the effects of sailing through heavy
weather. The best prevention against heavy weather casualties is to plan the route properly and to reduce
speed and alter course as required. The vessels that are at the highest risk of suffering cargo damage when sail-
ing through Heavy Weather are Container, Heavy Lift and RoRo vessels. It is important to understand the risks of
parametric rolling.
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CMS DESK—ALERTS!
Page 4
SENIOR MANAGEMENT FEEDBACK SENIOR MANAGEMENT FEEDBACK
Citrus Express
• Senior Management on board found to be fully involved in spreading awareness on the campaigns initiat-
ed by office.
• Morale of crew was found to be high.
——–
BW Thor
• Senior Management on board found to be fully involved in spreading awareness on the incidents occurred
on our management vessels.
• SHELL Initiative program was being well implemented on board.
——–
Garnet Express
• Feedback was taken from the senior management on methods to ensure that the highest safety culture is
practiced on board.
• SHELL Initiative program was being well implemented on board.
——–
Nave Neutrino
• Concentrated Inspection Campaign on Auxiliary Machinery which was sent to all vessels which was sent
to all vessels was discussed with all crew.
• Senior Management on board found to be fully involved in spreading awareness on the incidents occurred
on our management vessels.
Page 5
Near Miss: 1 While carrying out routine rounds on deck, PV break-er drain valve was found leaking and water level be-low Normal . What to do? Maintenance to be carried out as per PMS. Safety rounds to be taken regularly and ensure IG system is operated and checked regularly. Severity : Minor
_______
Near Miss: 2 While leaving for tea break time, crew member for-got to close the air valve of pneumatic chipping gun. He closed the air supply valve on main deck instead. When he opened he air supply valve post break, the chipping gun started operating uncontrolled nearly missing a crew member’s foot. What to do? Training should be given to all crew members for se-curing power tools in such a manner that no harm can be done if the switch is accidently tripped. No idle tools should be left in a standing position. Severity : Minor
Near Miss: 3 While in port,the MOT gangway was rested on the bracket provided. While lifting MOT gangway on de-parture, the weight of the gangway was taken on the crane and the mot securing clamp was rested on the mot gangway rail. When the lower end of the the gangway was lifted, the top end of the gangway sud-denly swung inward nearly hitting a crew member standing nearby. What to do? The rigging/unrigging of MOT should be monitored by Duty Officer. Situational awareness should be in-creased by training sessions and sharing experience. Procedures should be followed as per COSWP. Severity : Minor
_______
Near Miss: 4 While washing poop deck, water hose was connect-ed to a FW hydrant on incinerator platform. The hose securing arrangement at the hydrant gave way and the hose came off leading to water spray/seepage near the electrical panels on the lower platforms. What to do? RA to be done during Tool box meeting for such haz-ards. Preventive measures like covering the electri-cal panels with plastic or waterproof canvases as protection against water spray to be taken. There should be a responsible person standing by the hy-drant all the time. Severity: Minor
_______
Near Miss: 5 While taking rounds in the fwd. store, it was ob-served that some items were moving around due to rough weather and vessel's movement . What to do? Pre departure checks and a complete risk assess-ment should be carried out diligently for encounter-ing heavy weather. Check and verify that the lashing methods follow the requirements as outlined in the vessel's cargo securing manual. Severity : Medium
_______
NEAR MISS REPORTS
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Take a moment to….
Near misses reported today stops accident tomorrow!!!
Total no of Near misses received (July)
73
No of vessels reported (July)
53
No of vessels Not re-ported (July)
44
NEAR MISS STATISTICS
VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS
BULK ASIA 5 ASIA DAWN 1 MAERSK ESMERALDAS 1
BW BIRCH 3 BW CEDAR 1 MAERSK EUREKA 1
KAILASH GAS 3 BW LORD 1 NAVE DORADO 1
SEROJA EMPAT 3 BW MESSINA 1 NAVE NEUTRINO 1
BERGE WEISSHORN 2 C DREAM 1 NAVE PULSAR 1
BRIGHT DAWN 2 CITRUS EXPRESS 1 NAVE QUASAR 1
ESHIPS COBIA 2 COMPASSION 1 NEW DAWN 1
GLOBE ATLAS 2 D&K ABDUL RAZZAK 1 NICOLINE BULKER 1
NAVE CELESTE 2 FREJA HAFNIA 1 NINGBO DAWN 1
NAVE ELECTRON 2 GAS STELLA 1 OCCITAN SKY 1
NAVE SYNERGY 2 GRACE VICTORIA 1 ORIENT STAR 1
TRAMMO DIETLIN 2 HISUI 1 PACIFIC DAWN 1
TRAMMO PARIS 2 JUBILANT EXCELLENCE 1 PICO BASILE 1
VINAYAK 2 LILAC VICTORIA 1 SEROJA ENAM 1
ANNE METTE BULKER 1 MAERSK EDIRNE 1 SEROJA TIGA 1
APL ANTWERP 1 MAERSK ENSENADA 1 SHANGHAI DAWN 1
Page 7
INJURY REPORTS
VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS
NEAR MISS STATISTICS
SHINYO OCEAN 1 BW BARLEY 0 FRONTIER LEADER 0
SOUTHERN REVER-ENCE
1 BW CANOLA 0 GARNET EXPRESS 0
SOUTHERN ROSE 1 BW EINKORN 0 IRIS VICTORIA 0
TH SYMPHONY 1 BW FLAX 0 MAERSK EMERALD 0
TRAMMO CORNEL 1 BW HAZEL 0 MAERSK ENSHI 0
ADITIYA 0 BW THOR 0 MAERSK SALTORO 0
AL BETROLEYA 0 BW TYR 0 MOL PRESENCE 0
APL CALIFORNIA 0 CEZANNE 0 NANYANG STAR 0
APL FLORIDA 0 COMPASS 0 NAVE EQUINOX 0
APL OREGON 0 D & K1 0 NAVIOS OBELIKS 0
Australia Maru 0 D&K YUSUF 0 NEO 0
BRIGHT HARMONY 0 EMERALD EXPRESS 0 NEUTRINO 0
BW ACORN 0 EMILIE BULKER 0 OCCITAN BARSAC 0
OCCITAN KEY 0 ORCHARD BULKER 0 SIGNE BULKER 0
OCCITAN PAUILLAC 0 SENTOSA BULKER 0 TRISTAR COURAGE 0
OCCITAN STAR 0 SETO EXPRESS 0 TRISTAR LEGEND 0
Note : KPI for Near miss per Vessel :1 per month
Highlighted vessels No of reports are below KPI
Injury Incident No 1
While coming out from engine room upper deck, the engine cadet’s right hand got crushed by the engine room fire door causing injury to the index finger & middle finger.
What must be done?
Crew to be briefed on the precautions on operating Fire doors and reduce the risk of injury. Warning no-tices to be posted on all self closing doors.
_______
Injury Incident No 2
While bosun was securing pilot ladder, he was having difficulty getting the spreader over the ship's railing. Ch Off and cadet were passing by to go for mooring stations and stopped to help him, in the process while pulling the spreader over the railing Cadets thumb finger got pinched between the spreader and railing .
What must be done?
Cadets should be under supervision of Senior Officer . Training for reiterating adherence to PPE donning at all times should be imparted to all crew. _______
Injury Incident No 3
Crew member suffered a deep cut on his right hand point finger and thumb while trying to open the tinned meat can by knife in the crew pantry.
What must be done?
Proper tools to be kept for opening canned food. Briefing for the crew to be carried out for same.
_______
Injury Incident No 4
While climbing down the stairs to assist bosun for se-curing Suez canal mooring boat through companion way, he slipped down the stairs. He hit his back on the step causing severe muscle pain on both sides of the back bone and pain on the left hand shoulder joint . What must be done?
All crew to be reminded to use 3 point contact while using stairs which requires three of four points of contact to be maintained at all times – two hands and one foot, or both feet and one hand. This allows max-imum stability and support, reducing the likelihood of slipping and falling.
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INJURY REPORTS
Injury Incident No 5
While taking soundings, 4/E which slipped near the walkway crossover and hit a support angle bar incur-ring a severe cut (1.5 inches wide) below left knee.
What must be done?
Situational awareness, applying proper safety proce-dures and using the appropriate equipment are key to preventing such incidents. Crew to be briefed to be cautious when working near slippery surfaces.
Injury Incident No 6
Motorman was working on Drilling machine in E/R workshop. While carrying out the task, he turned in-advertently and hit his left eye on the corner edge of a stored metal plate causing a minor bruise on eye lids & reddening of eye. What must be done?
Crew should review the hazards involves during toolbox meeting. The right way to do the job is to be identified. Metal plate to be repositioned to make a safe working environment.
_______
Injury Incident No 7
Chief Cook was carrying out routine job of cutting vegetable while the vessel was experiencing slight to moderate rolling. The galley phone rang and the cook momentarily lost his concentration on the work. The knife caused a cut on his finger .
What must be done?
Crew should be trained in the safe use of knives and safe working practices and to avoid distractions while working with knives. _______
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INJURY REPORTS
Damage Incident No 1 The securing Strap of the foam extinguisher inside lifeboat snapped & thus foam extinguisher fell inside the lifeboat leading to its accidental activation .
What must be done? The securing arrangements for all FFA should be in-spected and their suitability for the purpose to be verified at regular intervals. This task should be in-clude as part of PMS.
_______
Damage Incident No 2 While vessel was discharging at Yantai berth, Loading Master requested to adjust the moorings to align the shore loading arm with the vessel’s manifold by 15 cms. While this was being done, excess weight and surge due to change of tide (High tide) resulted in parting of aft breast line (approx. 4 mtrs after the tail rope.) The breast rope had a very short lead leading to excessive load . What must be done? Crew should be briefed about risk assessment process prior to mooring operations. Training is an important part to ensure that personnel engaged in mooring operations are competent.
_______
Damage Incident No 3 Yard crew was working on replacing old deck air line. In DD. While gas cutting one section of deck air pipe-line on main deck, the sparks fell on an uncovered mooring rope which was kept on the deck uncovered. The rope caught fire causing damage to rope .
What must be done?
Job hazards to be identified during the ship-shore meeting prior commencing the job. Rigging of protec-tive covers over the mooring ropes is essential when hot work is planned in the vicinity of mooring ropes.
_______
Damage Incident No 4 While discharging containers from Bay 70, gantry spreader came in contact with 20 foot containers which stacked in bay 70 causing three 20 foot con-tainers to topple to the adjacent row. This damaged two reefer containers on bay 70 row 16 & 18 and eight 40 foot containers went overboard.
What must be done? Gantry should be operated by a certified operator who’s properly trained on operating the crane up for the specific load and circumstances. Responsible per-son should supervise the overall gantry crane opera-tions in-order to identify any shortfalls early.
_______
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DAMAGE REPORTS
Damage Incident No 6 Fire alarm got activated on "Fire Control Panel" on Nav. Bridge for zone 5 (B-Deck). On inspection, chief officer reported thick smoke coming out from B-Deck near port side entrance (Crew laundry) with some burning smell. What must be done? Crew to be briefed on safe laundry practices. All laun-dered items to be removed from dryer when the dry-er cycle is completed. Washing machine plug to be switched off when not in use. Sockets/power supply to be checked regularly.
_______
Damage Incident No 7 During deck rounds, duty AB observed the Port side Combi ladder operating without being manned. The electrical supply was isolated but damage was caused to the railings of the ladders. Electrician was called to check the condition of electrical wires & motors. It was observed that some part of the wires had been exposed due to sand blasting during dry-dock causing a short circuit the system . What must be done? A thorough inspections should be carried out post DD to ensure all electrical equipment is in good working order. _______
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DAMAGE REPORTS
Leakage of hydraulic Oil
Incident:
Vessel loaded with cargo of fuel oil, during discharging at Port Moresby, experienced leakage of hydraulic oil
from hydraulic system located inside the engine room. Flexible hose used for oil transfer in Framo unit was
found detached from metal coupling. Damaged line was isolated and fresh oil was topped in the system. Ves-
sel resumed discharging. Approx. 700 liters of oil was spilled and contained within the compartment.
Direct Cause:
Failure of Framo Hydraulic System (Hose burst). Rupture of the Portable hydraulic hose that was left connect-
ed to the HP line after oil transfer, led to loss of system oil and subsequent stoppage of cargo pumps and dis-
charging.
Indirect Cause:
• During the last transfer of oil from storage to system tank, portable hose of the transfer pump was con-
nected the HP line instead of the LP line as recommended by FRAMO.
• Portable hose was not disconnected after completion of hydraulic oil transfer.
• Engine room team’s members did not intervene 2E decision to keep the hoses on after filling the tank nor
was not noticed by watchkeepers during routine rounds.
How to prevent from re-occurrence?
• Training to be carried out for all engineers regarding the following of correct procedures in Framo hydrau-
lic system .
• Valves to be lashed in closed position and safety notices/transfer procedures have to be put up in appro-
priate locations to warn the crew.
• Breaking of seal to be done only with C/E permission.
Page 12
LEARNING FROM INCIDENTS
Summary
Vessel was enroute from Singapore to West Coast, USA. Her Main Engine #4-unit cylinder cover jacket got
cracked and thus led to leakage of Jacket water. The leakage caused the vessel to slow down.
The vessel was stopped and the damaged Jacket of cylinder cover replaced with a spare available on board.
The vessel resumed her passage. The stoppage was 16.5 hours in total .
Direct Causes
The main cause for the crack on the cylinder cover jacket is corroded surface at lower part of O-ring’s mating
area. This corrosion pit and rust caused the crack. The hoop stress due to cylinder cover’s heat expansion and
combustion gas pressure was directly transferred to the cooling jacket through the adhered scale.
The corrosion and scale formation directly affects / restricts the heat expansion of the jacket and leads to fail-
ure of the jacket.
Indirect causes
• Possible contamination of cooling water system with shore water that is not distilled water. However, the
usage of shore water is prevalent in the industry. The tests that are carried out regularly did not identify
any abnormal parameters .
• Possible use of out of spec cooling water in the cooling system during the previous management.
• Possible use of O-ring from unapproved vendors by the previous management during last over haul.
• Vessels did not drain the cooling water completely from the system since take over (1.5 years), where the
requirement was to do the same once in a year.
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REVISITING THE PAST
Root Causes
In the absence of maintenance information from the previous management, the crack appears to have been
caused by cooling water issues or usage of non- original O-rings during last major overhaul.
Vessels did not drain the cooling water completely from the system since take over (1.5 years), where the re-
quirement was to do the same once in a year. Thus, not complying with the maker’s recommendations .
Corrective / Preventive Action
• The cooling water to be drained completely from the system and to be replenished with fresh distilled wa-
ter. Corrosion inhibitor to be added as recommended by maker. The Nitrite level in the cooling water to be
maintained to the higher recommended range of 2400 PPM.
• PMS to be reviewed for all vessels for cleaning of Jackets internals, cooling chambers and renewal of Jack-
et O-rings. Same to be scheduled with major overhaul of the units.
• PMS to be reviewed for all vessels to include the cooling water maintenance routines. Yearly draining of
cooling water and addition of fresh inhibitor.
Page 14
REVISITING THE PAST
Page 15
Total no of LARP cards Received (July)
981
No of vessels Partici-pated (July)
86
No of vessels not Re-ported (July)
12
LARP CARD STATISTICS
VESSEL NAME No Of LARPS VESSEL NAME No Of LARPS
NINGBO DAWN 56 LILAC VICTORIA 14
SEROJA EMPAT 38 SOUTHERN REVERENCE 13
SEROJA TIGA 29 BRIGHT HARMONY 12
ORIENT STAR 28 BW LORD 12
C DREAM 26 NAVE ELECTRON 12
NEW DAWN 25 NAVIOS OBELIKS 12
SEROJA ENAM 25 BW MESSINA 11
FREJA HAFNIA 24 MOL PRESENCE 11
ASIA DAWN 22 OCCITAN PAUILLAC 11
BW BIRCH 22 PACIFIC DAWN 11
ESHIPS COBIA 22 SOUTHERN ROSE 11
NAVE SYNERGY 21 TRAMMO DIETLIN 11
PICO BASILE 20 TRAMMO PARIS 11
D&K YUSUF 18 VINAYAK 11
GLOBE ATLAS 17 BW CANOLA 10
MAERSK EDIRNE 16 BW EINKORN 10
NANYANG STAR 16 COMPASSION 10
MAERSK ESMERALDAS 15 GAS STELLA 10
SIGNE BULKER 15 MAERSK ENSENADA 10
Page 16
LARP CARD STATISTICS
VESSEL NAME No Of LARPS VESSEL NAME No Of LARPS
MAERSK EUREKA 10 NAVE NEUTRINO 7
SHANGHAI DAWN 10 NAVE QUASAR 7
SHINYO OCEAN 10 NICOLINE BULKER 7
APL ANTWERP 9 OCCITAN KEY 7
BRIGHT DAWN 9 TRAMMO CORNEL 7
BW ACORN 9 ANNE METTE BULKER 6
HISUI 9 APL OREGON 6
MAERSK EMERALD 9 BW FLAX 6
MAERSK ENSHI 9 NAVE EQUINOX 6
TH SYMPHONY 9 NAVE PULSAR 6
CEZANNE 8 NEO 5
EMILIE BULKER 8 OCCITAN BARSAC 5
IRIS VICTORIA 8 OCCITAN SKY 5
KAILASH GAS 8 ORCHARD BULKER 5
MAERSK SALTORO 8 SETO EXPRESS 5
NAVE CELESTE 8 APL FLORIDA 4
APL CALIFORNIA 7 BULK ASIA 4
BERGE WEISSHORN 7 BW HAZEL 4
BW BARLEY 7 NEUTRINO 4
BW CEDAR 7 ADITIYA 3
BW TYR 7 OCCITAN STAR 3
FRONTIER LEADER 7 SENTOSA BULKER 2
GARNET EXPRESS 7 GRACE VICTORIA 1
NAVE DORADO 7 JUBILANT EXCELLENCE 1
Page 17
LARP CARD STATISTICS
Highlighted vessels No of reports are below KPI
VESSEL NAME No Of LARPS VESSEL NAME No Of LARPS
AL BETROLEYA 0 D & K1 0
Australia Maru 0 D&K ABDUL RAZZAK 0
BW THOR 0 EMERALD EXPRESS 0
CITRUS EXPRESS 0 TRISTAR COURAGE 0
COMPASS 0 TRISTAR LEGEND 0
Note : KPI set for LARP per vessel: 7 per month
LARPS AWARDEES—1st PRIZE
Name Ashish Varun Rastogi :
Rank Fourth Engineer :
Vessel Trammo Cornell :
LARP Hot work in progress in E/R workshop. Crew member was about to start filter cleaning operation using diesel oil.
:
Action Person responsible for carrying filter cleaning operation was im-mediately stopped. He was advised of the hazards of cleaning with flammable DO in the vicinity of hot work.
:
Name Deepak Verma :
Rank Able Bodied Seamen :
Vessel Trammo Paris :
LARP While compacting the garbage, inside the garbage locker, it was observed that due to inclined deck, of garbage locker, com-pactor can shift and can cause injury to person while operating.
:
Action Dunnage placed under the compactor to prevent shifting. :
Page 19
Name Diomedes Olor Tabon :
Rank Able Bodied Seamen :
Vessel Orchard Bulker :
LARP Have seen ship's staff walking near the edge side of cargo while proceeding to forward part of the vessel while discharging oper-ation.
:
Action Immediately called his attention not to walk at the edge because this will endanger his life and might cause fatal injury.
:
Name Shashikant Kumar :
Rank Deck cadet :
Vessel Maersk Edirne :
LARP Ship crew were found handling plug-in & plug out Reefer con-tainer socket without wearing Electric insulated gloves.
:
Action Advised the crew member to wear Insulating gloves. :
LARPS AWARDEES—1st PRIZE LARPS AWARDEES—2nd PRIZE
Name Vimal Lisdon :
Rank Able Bodied Seamen :
Vessel Nave Pulsar :
LARP Observed on crew member was climbing the ladder with two SCBA cylinders in his both hands during rough sea condition.
:
Action Immediately stopped him and helped him to carry the carrying the cylinders.
:
Page 20
Name Leo Gregori Davila Mallo :
Rank Motor Man :
Vessel Signe Bulker :
LARP Ship’s crew using portable hydraulic pump w/o proper PPE. :
Action Advice him to use proper PPE, as hydraulic pump may leak and injured him.
:
Name Surendhiran Sivaraj :
Rank Electro Technical Rating :
Vessel Seroja Tiga :
LARP Found one of the crew member entered in the enclosed space without oxygen meter.
:
Action Informed to use oxygen meter from entry to exit. :
Name Harveer Singh :
Rank Able Bodied Seaman :
Vessel BW Cedar :
LARP While shifting paint drums , crew member found lifting drums in a wrong war which could cause injury.
:
Action Crew member stopped and explained about proper lifting proce-dures and postures. Crew member understood same.
:
LARPS AWARDEES—3rd PRIZE
We thank Master and crew of APL Oregon for their
efforts:
Posted warning signs of “Remove the Plugs when Washing machine is not in use”
We thank Master and crew of Seroja Enam for their
efforts:
Angle bars fabricated on lashing bins at bosun store (Heavy Wx precautions) .
We thank Master and crew of Asia Dawn for their
efforts:
Vessel used "FINGER SAVER" Tool to hold spanners while hammering instead of holding spanner with fin-gers.
We thank Master and crew of Trammo Cornell for
their efforts
Bridge wings step platform highlighted in zebra yellow
and black, radium reflectors for dark hours identifica-
tion applied enhancing safety while operations at
bridge wing .
We thank Master and crew of Southern Reverence
for their efforts
1.Metal cover has been made to cover controlling lev-
er of hose handling crane .
2.Fixing &Launching Procedure of LTA has made with
photos for easy Understanding. Attached in training
manuals and Posted Near LTA .
.
We thank Master and crew of Eships Cobia for their
efforts:
Security seal points stencilled with number made easy
to check all area without missing out.
We thank Master and crew of Shanghai Dawn for
their efforts
In the provision lobby space, a containment tray (with channel and a bucket under it) has been connected under the cooling coils. During defrosting, this tray will guide all the water into the bucket, and prevent making the floor wet and slippery under the plastic grating .
Page 21
BEST PRACTISES
Amendments to International Maritime Solid Bulk Cargoes Code (IMSBC Code) Enters into Force: 1 January 2019 / 1 January 2018 (by voluntary adoption) Amendments affecting following : Section 1, Section 4, Section 9, Section 13, Section 14 (MSC.426(98) Appendices 1 to 5 (MSC.426(98) For details on amendments, kindly refer to section “Forthcoming amendments” on Regs4Ships software DVD on board.
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NEW UPCOMING REGULATIONS
END OF DOCUMENT