K-ENE/KLSM QSHE Bulletin has reached the issue of 50th edition. The first QSHE bulletin was issued in 2007. After 13 years since then it’s finally reached No. 50th. I, as an editor, much appreciate the contributions from many people. For the 50th anniversary, we received a special contribution from Capt Galliara, G.M. of KLSM India. In Capt Galliara's special contribution, it states like this: “Safety is ingrained in the DNA of our company and hence, is ranked very high on safety standards.” Yes, as Capt Galliara said, “Safety” is at the core of “K” Line group’s business. I believe this QSHE Bulletin has played a part of that. The editorial team will continue to work together to ensure that the QSHE bulletin contributes to the further development of the “K” Line group's safety culture.

COVID-19 is spreading worldwide. I think that each office and each ship is firmly taking countermeasure against this fear. Once again, I’d ask you to wash your hands and gargle thoroughly, and take measures to prevent the spread of this infection. I wish the safety of the crew, land staff and their families against this COVID19.

Volume 50 31st March, 2020 1

Issues Inside

EDITOR: Capt M. Morohara (Chief-QCG) “K” Line Energy Ship Management Co., Ltd. 15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome Chiyoda-ku, Tokyo, 100-0011, Japan

klsmqcg@klsm.jp.kline.com

Vol. 50

Message from Mr Hiroyuki Iwaki,

the President of K-ENE Tokyo

Dear Staff, both On-Board and Ashore, Thank you for your continuous effort to ensure the vessel's safe operation and eradication of incidents on board. Since my biggest hobby is watching sport events I’ve been look-ing forward to the beginning of the spring sports season, but things have changed with today's coronavirus unrest. In view of the global outbreak of COVID-19 cases, many coun-tries have put precautionary measures in place such as sus-pending the issuance of visa, restricting immigration, as well as the suspension of the various activities including most of sport events. As of today, the Olympic and Paralympic Games Tokyo 2020 that were scheduled this year have also been postponed for one year. For the reason, “K” Line group decided in principle, to suspend crew replacements of all nationalities which involve the use of international flights for the time being. Of course, this does not apply to emergency cases due to injury or illness and other spe-cial occasion. We have already issued our instructions, such as banning ship staff from shore-leave and additional measures for shore and ship operations at the ports. I highly appreciate your under-standing that it is the measures to give the top priority to your health and safety on board. Furthermore, it is said that fair amount of time is needed to develop vaccines that will help the prevention of coronavirus infection. We will provide necessary information and physical support to our vessels as much as possible. In the meanwhile, please keep paying attention to your physical condition on board carefully to prevent the infection. On the other hand, in our office in Tokyo, while introducing flexible work schedule arrangement to prevent droplet infection and contact infection during the commuting in rush hour, we’re taking the measures of returning home earlier than regular hours and canceling the meetings to prevent cluster infection. However, we will make every effort as usual to ensure that the quality of supporting the vessel operation does not change.

By the way, we have set our KPI (Key Performance Indicators) targets for this year as posted on this bulletin. The Tokyo KPI follows the elements of TMSA and aims to achieve our goals by quantitatively and continuously monitoring them. I would like you to monitor how much you and your team have contributed to achieve them so that you can increase your motivation. In addition, the following projects, that will improve our quality of ship management have started and planned to complete this year. (1) the simplification of SMS that should be easy-to-read and easy-to-use. (2) the introduction of integrated ship manage-ment system platform that will help our SMS implementation easier and more thorough. I believe they will greatly contribute to our missions and visions stated in KLQSMS, ultimately, be-ing selected as high-quality ship management company by cus-tomers with their satisfaction. Finally, hoping the coronavirus issue will calm down quickly, I wish you and your family good health. Thank you.

Page 1 Message from the President of K-ENE Tokyo 2 Special Feature 3 Awards 4-5 Near-Miss Reports 6 Healthy Living 7 Sea Breeze 8-9 Best Practices Reported 10 Environmental Issue 11 Notable PSC and Vetting Findings 12 Q.S.H.E. Events & Exercises

Hiroyuki Iwaki, President

2 Quality, Safety, Health & Environment Bulletin

SPECIAL FEATURE

Reflections: QSHE at KLSM By Capt Galliara, G.M., KLSM India

It is indeed a great honour for me to con-tribute to our QSHE bulletin, especially on the 50th edition. The concept and com-mencement of this bulletin was sometime in 2007, and since that introduction we have come a long way just as our compa-ny too, has come a long way since 1919. I joined our esteemed company in 1998, though I sailed on a “K” Line chartered ship since 1997, and back then, we did not have such a bulletin. This kind of bul-letin serves many purposes besides just sharing and exchanging ideas related to quality, safety, health and environment. It reflects our thinking, company culture, policies and our commitment to QSHE mat-ters both at office and as well as on board. Since the time I joined our company I have seen continuous upgradation in QSHE matters and am sure that others would agree too.

This is my third company in my career spanning 42 years since 1978. For any employee in this profession nothing could be more important than his own safety on board. As a new joiner, I found safety was the core value followed by the company. Safety was not just a letter, but was the spirit of the company. Our company has always accorded safety of human life as a top priority and made sizeable investments in installing appro-priate equipment and building capacities of the staff to incorpo-rate safety in their work culture. I never recall being asked to compromise for commercial reasons howsoever compelling they were. Safety is a non-negotiable matter in our company. Based on my personal experience, peer reviews and from the literature available on QSHE matters of other companies, I can confirm that safety is ingrained in the DNA of our company and hence, is ranked very high on safety standards.

We have over the years built safety culture in the company. Back then, to induce behavioural change we promoted QSHE matters through circulars and word of mouth. Now, with chang-ing times besides sharing QSHE bulletins we have brought sig-nificant transformations in promoting safety by motivating as well as incentivizing staff to follow safe practices at work and institutionalizing safety awards, zero observation awards, near miss reporting and accident free days on board. In the initial days of shipping there were no such awards or recognition be-cause safety was considered a duty. “How can you not be safe?” would be the thought process. I still believe, (perhaps old school thinking), that safety, and concerns for quality, health, environment are to be ingrained in us, naturally or gradually by acquiring the same through continuous reading, training, and practicing. For that to happen, one needs to have a learning attitude and open mindset. Our long-term survival depends upon safety of our manpower and our ships. Hence, I believe that continuous emphasis for QSHE issues on board by the

seniors matters a lot. Most often it is observed that juniors feel “the old guy is repeating this too much” “how very boring”. In fact, constant reinforcement does have an impact. It plays a pivotal role in improving safety, reducing accidents, near misses and further improves QSHE standards on board, and indirectly at the company. The temptation to take a short cut occasionally is always there, because all of us experienced seem to think, “it will not matter”. We could not be more wrong.

The industry has also come a long way. Besides having ISO/ISM, we now have MLC and various additions to the MARPOL along with a host of other regulations. In addition to those, the IMO and UN 2030 Agenda for Sustainable Development Goals, adopted in 2015, related to shipping are -Goal 7- Affordable and clean energy, (GloMEEP), Goal 8 -Decent work and eco-nomic growth, (MLC related and Day of the Seafarer), Goal 9- Industry Innovation, (IMO regulations for shipping with “K” Line engaged in various innovation), Goal 12 Responsible Con-sumption and Production (IMO rules for MARPOL and recycling of ships), Goal 13- Climate action, (Annex VI of MARPOL), Goal 14 life below water. (IMO covering all aspects of shipping including ship design, construction, equipment, manning, opera-tion and disposal to ensure shipping sector remains safe envi-ronmentally sound, energy efficient, and secure). In these re-gards our company has taken the right steps in relation to each one of those and more. We have taken the right steps to pro-mote energy-efficiency, advanced cleaner fossil-fuel technolo-gy, promote investment in energy infrastructure and clean-energy technology.

All are aimed at improvement, in other words practicing “KAIZEN”- continuous improvement. On introspection, we can see how well we have collectively executed Kaizen and are continuously upgrading our QSHE standards. This is an out-come of our “teamwork” and team spirit. All of these are inter-linked to our goals for achieving higher standards for us, and our stakeholders who are very important for us. In order to take up the challenges for the future, we shall need continuous inno-vation. Being an environmentally responsible company, we have been early movers in introducing liquefied hydrogen fuelled ship (experiments), LNG fuelled ships, LNG bunkering vessels, the wind challenger project in partnership with Tokyo University, Drive Green project, responsible demolition of ships and related areas. To reduce fuel consumption and conserve energy we have also brought innovations in construction of newly built bulk carriers and installed solar panels on new PCC ships. We have undertaken study of Arctic routes for energy conservation, executed various CSR initiatives for conserving environment and creating an impact with the stakeholders.

“K” Line is now 100 years old and it is our responsibility to main-tain our status of being a ‘Responsible Company’. Hence each one of us, whether on board or ashore, should pledge to uphold high safety standards and QSHE. It is only then we can contrib-ute towards building a ‘Sustainable Company’ and realize the dreams of our founding fathers and be prepared to equip our-selves for the next century.

<Oil & Gas Carriers Fleet>

INJURY FREE MILEAGE — as of 31st December 2019

Vessel Last Injury Injury free period/Mileage

1 TANGGUH JAYA 27-Oct-11 8 years, 2 months, 4 days

2 SUMMIT RIVER 24-Dec-13 6 years, 0 months, 7 days

3 TANGGUH PALUNG 10-Mar-14 5 years, 9 months, 21 days

4 SAKURAGAWA 27-Nov-14 5 years, 1 months, 4 days

5 TANGGUH FOJA 24-Feb-15 4 years, 10 months, 7 days

- Message from Capt Galliara, who’s been a pillar of the organization, on the occasion of the 50th memorial edi-tion of QSHE Bulletin -

3 Volume 50 31st March, 2020

QSHE Puzzle: Find the "＿＿＿＿" (Answer p.19)

Best-Best Practice Award (Vol.49)

K-ENE & KLSM AWARDS

Awarded to “Wearing key reminder for fire detector selector switch in test mode”

practiced by Mr Ramon A. Waldato, the AB of “ENSHU MARU”

5 years zero injuries award

Awarded to “SAKURAGAWA” (27 Nov 2014 to 26 Nov 2019)

VETTING INSPECTION “ZERO OBSERVATIONS” AWARDEES

GENUINE HERCULES

On 26 Oct 2019 by SHELL at port of Adabiyah, Egypt.

CRESCENT RIVER

On 12 Dec 2019 by BHPB at port of Whangarei, New Zealand.

1 2 3 4 5 6 7 8 9 10 11 12 13 14

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2

3 3

4 4 4 6

5 5 11

6

7 3 7A 7B

8

9 9A 5B 9B

10 14

11 11A 11B

12 10

13 13

14 14

Across: 1. Critical equipment is defined on ________ failure criteria. 3. ________ is Reliability of Charted Depth Data (Hydrographic data) on ENC. 4. “________ Area” where the ship cannot navigate safely. 5. The ________ Officer must make contractors aware of Com-pany Safety Regulations. 7A. The BAC for all shipboard personnel should be ______ while in port limits 7B. "_______" (plan) is based on MARPOL Annex-V and indus-try guidelines. 9A. ________Flag and/or lights to be displayed for Underwater Diving Operations in SWP. 9B. “________ Voltage” is considered to be 1000V and above. 11A. All ships must have adequate medical supplies, that are periodically inspected not exceeding _____ months. 11B. By monitoring ________ vessel will be able to judge the reliability of position displayed on GPS receiver. 13. The urine samples shall be collected within ______hours from the casualty. 14. The Master is responsible for the management of ______ security, and maintenance of OT & IT systems.

Down: 1. Minor change is one that will have No ______ impact. 3. On ECDIS position should be regularly checked using other methods including visual and RADAR fixes using _______. 4. __________ are chemicals that destroy the earth's protec-tive ozone layer. 5A. salvage contract _________ has been around for well over a century. 5B. Merchant vessels all over the world are encouraged to send movement reports and periodic position reports to the ______. 6. The Master shall sign the closure of the work permit and file it for ______ years. 8. ________ audit can be carried out when circumstances dic-tate the need for it. 10. A tanker carrying crude oil shall have on board and imple-ment a _______ management plan approved by the Admin-istration. 11. All communication during operations must be conducted in _________. 14. The ________ is accountable for all Risk Management in fleet.

Near-Miss Reports

4 Quality, Safety, Health & Environment Bulletin

Outline of the incident: When shore worker was working with gas welding, a crew member went to workshop and smelled of acet-ylene. He checked and found the flashback arrestor on acetylene line was leaking partially. What could have happened? Fire accident. What should have been done? After every use, cylinder valve in acetylene room should be kept shut and line to be depressurized.

Minor acetylene leakage

Outline of the incident: Bunker barge crew was using mobile phone and mo-bile flash light near manifold while bunkering was go-ing on . What could have happened? Fire accident. What should have been done? Mobile phones should be switched off.

Outline of the incident: During daily round, some of the containers in bay 78 were found that base twist locks were unlocked. What could have happened? Cargo damage. What should have been done? The person who did the job should have been trained and accompanied by a experienced person before he completely understands the work and monitored during cargo work.

Unlocked twist lock for container

Outline of the incident: After completion of under deck loading, duty officer noticed that under deck loaded container exceeded the “KEEP CLEAR” marking. Cargo plan rechecked and found in order. It was ob-served that the crane operator mistakenly loaded high cube container in wrong position. Prior to closing the hatch cover, that container was re-stowed in correct position. What could have happened? Hatch cover can’t be closed or possible cargo dam-age by crush of container. What should have been done? They should check if all containers are under “keep clear line” before closing hatch cover.

Container loading to wrong position

Using mobile phone during bunkering

Outline of the incident: Sea water density of next arrival port was not updat-ed in loading computer. Arrival draft was incorrect. What could have happened? Grounding. What should have been done? Counter checking should have been done.

Incorrect data in loading computer

Outline of the incident: During steering test, when testing the no volt alarm, the breaker had switched off already but still had a source. It was noticed that the lever of switch was not connected from the main lever of the circuit breaker because the screw was already loos-en. What could have happened? Unnecessary procurement by wrong identification of the defect. What should have been done? Electric tester should have been used to check if the line had been already isolated and no power was supplied, even breaker was already switched off.

Minor breaker fault

5 31st March, 2020 Volume 50

Outline of the incident: While a crew member was putting back some chairs in place at ship’s office after cleaning, he noticed that one of the chair back cover was not completely in place and there was enough gap for fingers to get stuck in. What could have happened? Finger injury. What should have been done? It was good to notice before using it.

Near-Miss Reports

Gap in chair back cover

Outline of the incident: While SBM messenger rope was being slacked to take the shackle out, a crew member tried to secure the line with his feet to stop sending the rope instead of rope stopper. What could have happened? He could have fallen down resulting in serious injury. What should have been done? Correct procedure should have been adhered to even if the line was not tight condition.

Unsafe act of unmooring operation

Outline of the incident: When casting off at a port, aft station crew slacked both the stern lines on one winch. The shore mooring crew removed one stern line eye from hook, duty of-ficer thought both the stern line eyes have got cleared and signaled to heave up. A crew member stationed on the winch started heaving up both the stern lines together. Suddenly duty officer observed that the other stern line started to get tight. He imme-diately signaled to stop the heaving up and slack the lines. What could have happened? Line parting and serious injury to crew stationed. What should have been done? The work progress should have been confirmed vigi-lantly.

Careless unmooring

Outline of the incident: During mooring operations the inboard stern line’s lead was similar to the breast line and the mooring rope was getting chaffed by touching edge of the mooring chock. The officer in charge of aft station did not notice and failed to raise this issue to the master during mooring stations. However it was spotted by master during deck rounds and protective cover for the mooring line was adjusted so as to prevent chaff-ing of the mooring line. What could have happened? Breast line parting triggering serious injury. What should have been done? Mooring lines should always be protected by using its covers judiciously. If any doubt as to the lead of the mooring ropes, the concern should have been raised to master immediately who in turn can raise his concern to the pilot.

Unprotected mooring line

before after

Outline of the incident: It was planned to carry out a rescue boat drill with 6 people onboard at first (with no reason at this time). Later one more person said he wanted to board and it was once accepted. Then it was noticed that the caution in instruction book says “Rescue boat limit is possible with the weight of boat plus 6 persons load-ed” and he was told not to board. What could have happened? The safety can’t be guaranteed with more people than its capacity. What should have been done? All gears and equipment have safety capaci-ty. It was good to notice that in this case.

Overboard in rescue boat

Before Job: Check team’s fingers each other at toolbox meeting. After Job: Show fingers and hands again to each depart-ment head. Confirm no hands & fingers are missed/damaged.

KLSM Chemical’s safety action

6 Quality, Safety, Health & Environment Bulletin

Healthy Living

BATTLE OF THE BULGE It is not just ships which are getting bigger…seafarers are growing too! Studies have shown that offshore workers have ballooned in weight by 20% over the past 30 years. While three quarters of Danish seafarers in a study were found to be overweight, it is a problem which is spread-ing… Data from ship managers suggests that as many as 10% of all Filipino seafarers are either obese or border line before heading to sea. HEALTHY FOOD People are snacking more and they are consuming huge amounts of calories. Poor food, bad cooking techniques and a thirst for soft drinks are taking their toll on health, wellbeing and even safety. FITTER, HAPPIER, STRONGER Staying fit is really a key element of being a seafarer – but unfortunately, stud-ies of seafarers’ health have found some consistent negative trends. Those at sea tend to smoke more, drink more and take less exercise. Not surprisingly, their health is less good than the general population. BENEFITS OF GOOD FITNESS Add in other lifestyle factors, such as higher-than-average stress levels, the quality of sleep at sea and the importance of maintaining good health while at sea becomes more important. The benefits of exercise and keeping fit are huge. Exercise not only makes you physically and mentally stronger, but it brings massive emotional and psychological benefits too. People who exercise regularly are more balanced, and experience less stress. They are able to keep weight under control, their digestion im-proves, blood sugar stabilizes, and sleep improves, as does concentration and self-confidence. Seafarers recognize this, and are desperate to be able to exercise and to get fit. So it is vitally important that resources, time, money and innovation are expended in finding the right answers to this question. SIZE MATTERS Life at sea is governed 24/7 by the environment of the vessel – and of course that dictates the amount of space available for gyms or exercise equipment. Sadly all too many vessels are still designed without fully embracing the concept of quality of life – and that needs to change. The Maritime Labour Convention (MLC) is quite vague on the matter – and while it stresses that exercise equipment would be lovely to have, it tries to cover too many bases. So, while it states that recreational spaces and equipment should be appropriate – it is not seemingly rigid enough to ensure that seafarers actually have what they want, or even need. MAKING LIFE BETTER What you can do -physical exercise- Warm-up: 5-10 minutes of exercise such as walking, slow jogging, knee lifts, arm circles or trunk rotations. Low intensity movements that simulate movements to be used in the activity can also be included in the warm-up. Muscular strength: A minimum of two 20-minute sessions per week that include exercises for all the major muscle groups. Lifting weights is the most effective way to increase strength. Some seafarers use tins of paint if there are no weights! Muscular endurance: At least three 30-minute sessions each week that include exercises such as calis-thenics, push-ups, sit-ups, pull-ups, and weight training for all the major muscle groups. Cardiorespiratory endurance: At least three 20-minute bouts of continuous aerobic (activity requiring oxy-gen) rhythmic exercise each week. This group of activities may be the hardest to cope with at sea as they include brisk walking, jogging, swimming, cycling, rope-jumping, rowing. Perhaps a stroll around the deck

may help? Flexibility: 10-12 minutes of daily stretching exercises performed slowly, without a bouncing motion. This can be included after a warm-up or during a cool-down. Cool-down: A minimum of 5-10 minutes of slow walking, low-level exercise, com-bined with stretching.

Let’s be fit By Capt Surada Anand

Volume 50 7 31st March, 2020

Sea Breeze

The journey began for the ship’s staff on 12th May 2019 when top 4 officers landed in Singapore for their Briefing in KLSM office. After col-lecting all the required information with respect to the upcoming vessel the onwards journey continues. All 4 officers were very thankful to the KLSM Singapore Staff for their hospitality, especially Capt. Murad San and Mr. Dushyant san for making their stay in Singapore just like home away from home. Everyone was feeling extremely proud on being se-lected for this assignment and were very thankful to Capt. Okada San for keeping his trust upon them & selecting them for this critical & im-portant job. On 14th May 2019, all officers along with MSI, TSI & Capt. Morita san reached Fukuoka Airport in the morning. There after travelling to Sase-bo by road clearly gave the glimpse of the wonderful country that Japan is. All of us were accommodated in Hotel Fuji International which was right in the middle of the hustling city life. The next morning everyone was excited and eager to have the first sight of the new ship and board the ship. We were first taken to the SSK site office which served as our working base for almost a month, after which all of us proceeded to the ship. Everyone was filled with joy and immense pride on the first sight of the magnificent “CRESCENT RIVER” docked along with the “OCEANA RIVER”. Then began a month long preparation for delivery of the vessel. Sea trial began on 17th May 2019 and spanned over a week. All officers took keen interest to grasp knowledge during this period. It was quite a learning opportunity and life time experience for most of the officers. The list is exhaustive but few includes testing of lowering of lifeboats when the ship is moving, letting go anchors, performing Cargo & ballast pumps performance, performing various main engine endurance test, crash astern and making manoeuvring diagram of the vessel. Stay on board was quite pleasant during the sea trial. All shore staff were very cooperative and understanding. They took out extra effort to make us understand and clear our doubts if any. A special thanks to the Japa-nese galley staff, who gave in extra effort to cater to our taste while keeping our health in mind at all times. The special attraction of the sea trial were the aerial pictures taken by the aircraft. Once the sea trial completed, we used to visit the ship on a daily basis and see the progress of the work being carried out. The Japanese culture of hard work, punctuality and determination was quite evident for everyone to see. Seeing the ship getting ready for the delivery day by day was an altogether different experience. All this hustle did not stop us from taking the opportunity to explore Nagasaki and nearby places in Sasebo. The visit to Nagasaki Atomic

Bomb Memorial was a heart touching experience and quite an emotion-al moment for us. Indulging in such sightseeing activities led to a better understanding of Japanese history and culture. Also in our spare time in the evening we played cricket in nearby park & could gather few young Japanese national audience who were cheering for us & at the same time trying to learn the game we were playing. On 06th June 2019, rest of the crew reached Sasebo and were delight-ed the moment they stepped on board “CRESCENT RIVER” for the first time. Next day we received our stores and final preparations began in full swing, with delivery just over a week away. From arranging stores to making stencils, posters and procedures. Everyone chipped in from Messman to Master putting their best effort to welcome the ship into the “K” Line Family. One could easily identify the vast experience & confi-dence of Mr. Deepak Seth San our TSI to guide all of us in preparing the vessel for sailing. Finally, the D Day Arrived, 14th June 2019 morning brought us Joy, pride and sense of responsibility for all of us. “CRESCENT RIVER” was delivered to KLPL on 14th June 2019. The busy day kicked off with Vetting inspection by Shell & followed by Naming ceremony. Many esteemed dignitaries visited vessel on this special day and passed their good wishes to all on board. After all the ceremonies & successful in-spections “CRESCENT RIVER”….. our Ship was waived off by the dignitaries and sailed out of SSK yard at 1700 LT onto her maiden voyage along with a light drizzling rain gracing the occasion as if show-ering blessing from the heaven above. Thereafter Vessel proceeded to Kozmino, Russia for her first loading operation. The voyage was only of 2 days long, but through hard work and good team effort, ship staff prepared the vessel for her first Load-ing operation as per the “K” Line family standards. After completing her first loading operation safely & smoothly, Vessel sailed out to Port Dick-son, Malaysia for her first discharging operation and SIRE inspection. Everyone was highly motivated and worked tirelessly round the clock for the next operations. The voyage of 10 days was completed in no time and vessel reached for her first Discharging operation at Port Dick-son. All operations were carried out safely and efficiently and as a result of everyone’s tremendous effort vessel received ZERO observa-tion in her maiden SIRE inspection, thus completing her maiden voyage successfully. The entire staff of “CRESCENT RIVER” would like to thank “K” Line for giving us this great opportunity of taking delivery of the vessel. For many it has been a once in a lifetime experience with lot of memories. We wish safe seas for “CRESCENT RIVER” and hope she always remains a zero acci-dent ship. CRSR Team

THE STAR IS BORN From Singapore River to Crescent River

VISITING “GENUINE GALAXY” AT KEPPEPL SHIPYARD, SINGAPORE For the very first time, shore staffs were given the opportunity to visit “GENUINE GALAXY” during her dry dock at Keppel Shipyard, Singapore. “GENUINE GALAXY” is a chemical/oil tanker built in 2012 by Kitanihon Shipbuilding, transporting a wide variety of cargo, including inorganic chemicals ranging from plant oil to phosphoric acid and organic chemicals such as ethylene glycol.

During our visit, workplace safety is the utmost priority and were strong-ly adhered. Having visited “M” series container vessels previously, we must say the chemical/oil tankers are so much smaller and compact. Master and officers were very welcoming, and we were given a brief introduction of the bridge’s equipment and monitor panels, safety equipment and the various alarms in the ship’s office. Afterwards, we were brought to the bottom of the dock where we can see hull, propel-ler and ongoing repair work for the rudder and steering gear. Dry docking is a complicated and an expensive procedure that in-volves intricate planning by the superintendents. The process is nec-essary for maintaining the vessels so that they can function at opti-mum efficiency for a longer duration. We are thankful to have this rare opportunity to visit despite the tight schedule of the crews and superin-tendents. It was a wonderful experience and interesting insight for us.

KLSM Singapore Ms Chew Li Ying Ms Chew Cindy Ms Tan Esther Ms Lim Yee Ying

Capt Naveen Chhikara

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

For securing the lashing/gripes of lifeboats to the guides which is located in high place, this will reduce the risk of falling. There is no platform to step into when putting the lashing to the guides, the access is on the lifeboat only which posses hazard of falling. Note: During lifeboat drills, there is Working Aloft Permit for the FPD installation and removal including securing of lifeboat.

Stick with hook for lifeboat lashing/gripes securing

Originated by: Mr Percival B.

Serrano, A/B of “ENSHU MARU”

Stick with hook to secure lifeboat lash-ings to the guides fwd & aft located on a high place.

To avoid any ship’s hull damage by tugboat pushing on wrong point during berthing and unberthing, an identifi-cation of tug push point on deck (rubber stencil) has been introduced. This serves also for deck officers / rat-ings to point easily the designated pushing point of tugs.

Tug push point marking on deck (Rubber stencil)

Tug push point boundary line.

Tug push point boundary line.

Tug push point marking on deck (boundary limit) in line with the Des-ignated tug push point area.

Originated by: Mr John V. G. Umali,

O/S of “ENSHU MARU”

Tug pushing area was marked on the main deck fish plate, as a guide for officers and crew to make sure the tugs are pushing in the right areas.

Marking on tug pushing area

“PACIFIC BREEZE” Implemented during campaign

For the easy instruction of ISPS and safety matter on the vessel for visitors, vessel made attached card. This card was once passed to all visitors at the gangway and dur-ing writing the visitors log by gangway watch, visitor can check the detail of the card. Visitors will know the safety caution better than placard at the gangway.

Gangway card

“GENUINE VENUS” Observed by SI

Volume 50 9 31st March, 2020

Introduction of Best Practices Reported

For easy identification and ease of operation to prevent confusion, a paint marking was introduced to ESD valve emergency pump hydraulic connection point. (Open = Blue, Shut = Red) Color coded identification markings.

Color coded, Emergency hand pump and hydraulic connector

Emergency manual hand pump Operational procedures are also included and attached to the

equipment.

This part will be connected

Manifold ESDS valve emergency connection for hydraulic line using emergency hand pump.

Originated by: Mr McDevit J. Malolos,

BSN of “ENSHU MARU”

The posters are posted all places on board to give a reminder of our mission.

Hygiene awareness

Originated by; Mr Russel J. M. Nabor, Tr/O of “ONE MINATO”

Neat and tidy poster

At Bridge toilet basin At Bridge pantry

During maintenances and/or emergency situations related to ballasting of the ship and its system, prompt response is a must in adjusting for opening and closing ballast remote control valve and in

doing so, proper tool is necessary. Although using common wrench is a viable thing but

having a specific tool for the system makes the job easier and more time efficient.

T-wrench for ballast remote control valve

Originated by: Mr Robert Carl C. Madronero, 3/AE(left)

Mr Deanver B. Sarmient, Olr(right), of “GENUINE HERCULES”

Door of ECR (Portside) and stairway going to 3rd deck is oddly placed across each other. This poses many

risks especially if a per-son is in a hurry. Therefore, we fabricat-ed a door in front of the stairway to prevent risks of falling.

Stairway door at 2nd deck

Originated by: Mr Dennis S. Villanueva,

No.1 Olr of “ENSHU MARU”

One of the hindrances we are facing is load-ing or discharging of multiple cargoes, not just one or two car-goes, but eleven differ-ent types and charac-teristics of it. Some-times, we are loading or discharging five to six parcels at the same time so even experienced officers might be confused. This includes ballast/de-ballast, N2 purging and blanketing, loading of fresh water for tank cleaning and supervising bunkering operations. In this regard, a placard is very essen-tial to be used during discharging oper-ation to accurately determine which pump is being dis-charged to a partic-ular parcel.

Placard for FRAMO pump

Originated by: Mr Aaron E. Garcia,

3/O of “GENUINE HERCULES”

Environmental Issue

As part of the historic 2015 COP 21 Paris Agreement on climate change, 195 countries committed to keep global warming well below 2˚C above pre-industrial levels and put in all efforts to try and limit temperature increase to 1.5˚C. The IPCC (Intergovernmental Panel on Climate Change) and a collection of world’s leading climate scientists, took stock of how the impacts of a 1.5˚C temperature limit differs from 2˚C. Their findings show that the world will face severe climate impacts even with 1.5 degrees of warming, and the effects get significantly worse with 2 degrees. The differences between life in a world of 2°C and 1.5°C of warming would be vast, according to scientists who wrote a UN IPCC report “Global Warming of 1.5deg C”. Adapting to a 1.5°C global temperature rise would be less difficult, costly, and lead to less human harm. But letting the warming rise just a half-degree, to 2°C, would add an average of 4 inches of global sea level rise (10 centimetres). The likelihood of an ice-free Arctic Ocean in summer would jump tenfold in that scenario, spiking from once per century to at least once per decade. “Coral reefs would decline by 70-90 percent with global warming of 1.5°C, whereas virtually all would be lost with 2°C,” the IPCC scientists wrote. Extreme Temperatures Average and extreme temperatures will be higher in all inhabited areas under 2°C of warming versus 1.5°C. For example, under 1.5°C of warm-ing, almost 14 percent of the world’s population would be exposed to severe heat waves at least once in five years. In contrast, under 2°C of warming, 37 percent of the world’s population would be exposed to severe heat waves at least once in five years. Heavy Precipitation and Flooding High latitude and mountainous regions, as well as Eastern Asia and Eastern North America, are projected to experience heavier precipitation under 2°C of warm-ing than under 1.5°C. While 1.5°C can lead to in-creased runoff and floods in some regions compared to today’s conditions, 2°C could lead to even more. Ice Free Artic With 1.5°C, the report finds it is very likely to have one sea-ice-free summer every 100 years; at 2°C, the fre-quency increases to at least one every 10 years. This can lead to more heat being absorbed, impacts to ocean circulation, and have consequence for winter weather in the Northern hemisphere. Sea Level Rise With 1.5°C of warming, sea level rise would be 0.4 meters in 2100, compared to levels in 1986-2005. At 2°C, it would be 0.46 m in 2100. The risk of flooding is also greater with a higher tem-perature rise. With 1.5°C of warming by 2100, up to 69 million people could be exposed to flooding (assuming no adaptation and current population). Up to 79 million could be exposed under 2°C of warming. Species Loss At 2˚C warming, 18 percent of insects globally, 16 percent of plants and 8 percent of vertebrates are projected to lose more than half of their rang-es. With 1.5°C of warming, this is reduced by two-thirds for insects, and by half for plants and vertebrates. Other factors that lead to losses of species, such as forest fires and the spread of pests and diseases, also decrease if warming stays at 1.5°C. Oceans Ocean ecosystems are already transforming and will change dramatically with just 1.5°C of warming. However, limiting warming to 1.5°C can stave off many of the impacts that higher temperatures would bring. For example, coral reefs are projected to decline by 70-90 percent with warming greater than 1.5°C. With an additional half degree of warming, more than 99 percent losses are expected. Loss of fishery productivity at low latitudes, acidification, dead zones and other dangerous conditions are projected to be more pronounced with warming higher than 1.5°C. For example, one study cited in the report found that the global annual catch from marine fisheries declined by 1.5 million tonnes under 1.5°C of warming; under 2°C. that loss grew to 3 million tonnes. Health Risks to human health, including heat-related morbidity and mortality in urban areas, are lower with 1.5°C of warming than 2°C. Economic Growth Economic losses are greater as temperatures rise, with middle income countries (Africa, southeast Asia, India, Brazil, Mexico) projected to be affected the most. For example, if warming is limited to 1.5°C, global GDP losses will be 0.3 percent by 2100. With 2°C of warming, losses would be 0.5 percent. Setting sight on 1.5deg C. Human activities are estimated to have caused approximately 1.0°C of global warming above pre-industrial levels, with a likely range of 0.8°C to 1.2°C. Global warming is likely to reach 1.5°C between 2030 and 2052 if it continues to increase at the current rate 1.5ºC rather than 2ºC or higher. Every bit of warming matters. And it shows that limiting warming to 1.5ºC can go hand in hand with achieving other global goals such as the Sustainable Development Agenda. Every year matters and every choice matter.

10 Quality, Safety, Health & Environment Bulletin

Global Warming – A degree of Concern By Capt. Amit Bhattacharya Source: Various articles on the internet

11 31st March, 2020 Volume 50

Notable PSC and Vetting Findings PSC

PORT Category DEFICIENCY

Xiamen NAV The gyro compass repeater lamp is unlit in steering gear room

Hamburg

Docs The tonnage certificate shows a vessel length (according to Article 2(8)) of 353.48m. In the loadline certificate the length according to Article 2(8) is men-tioned with 351.03m. To be investigated.

MLC

Found on documentation fo resting times for October 2019 several crewmembers not keeping minimum resting time. On 05.10 because of 'bunkering' in the engine room the resting time within 24hrs were for 1AE 2.5hrs only, 2AE, 3AE and Eboy only 8.5hrs and 4AE only 4hrs. Master instructed to organize together with compa-ny the schedules for ship and crew to ensure every crewmember is getting enough resting time as required by MLC 2006 from now on.

Hamburg MARPOL Incinerator not ready for use, due to burner problems. Pusan MARPOL Shipboard incinerator - Auto starting failure (waste oil pressure low) Pusan Loadline Load line mark not plainly visible at port side (corroded & contaminated)

Xiamen Safety The insulation materials for the 4 sets G/E detached partly outside the T/C inspec-tion hole.

Xiamen LSA The lifebuoys near the pilot station not with lifeline.

Yantian MARPOL Oil mist density high for M/E disappeared when testing. Only M/E oil mist detector abnormal activated.

SIRE

MJR CHPTR OBSERVATION

BHP 5.11 One box with spare parts, (one cylinder head), located beside the No. 3 Auxiliary Engine, found to be unsecured.

Movement in fleet 4th quarter of 2019 ( October - December 2019 )

Farewell Name changed

NAGARAGAWA (6 Nov 2019) HOUSTON BRIDGE >> ONE HOUSTON (19 Oct 2019) HONOLULU BRIDGE >> ONE HONOLULU (12 Nov 2019)

Across: 1 SINGLEPOINT 3 CATZOC 4 NOGO 5 SAFETY 7A ZERO 7B GMP 9A ALPHA 9B HIGH 11A TWELVE 11B HDOP 13 THIRTYTWO 14 CYBER

Down: 1 SIGNIFICANT 3 LOP 4 ODS 5A LOF 5B AMVER 6 THREE 8 OCCASIONAL 10 VOC 11 ENGLIS 14 DPA

1 2 3 4 5 6 7 8 9 10 11 12 13 14

1 S I N G L E P O I N T

2 I O C

3 G F C A T Z O C

4 N O G O T A

5 I D H S A F E T Y

6 F S R I N

7 I L Z E R O G M P

8 C O E N L

9 A L P H A A H I G H

10 N M L S D

11 T W E L V E H D O P

12 E V A

13 T H I R T Y T W O

14 C Y B E R

Answers to QHSE Puzzle (page.9)

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 12

Christmas family gathering 30th November by KLMSI, 7th December by Ventis, 14th December by both KLMSI & Ventis

The main topics that were commonly lectured were: -Case study –Latest serious incident and measures -Thoroughgoing Eradication of alcohol-related Incident" -Risk Assessment - Briefing new procedure -Counter measure for sulphur cap 2020 (Engine Plant) -Betray act the customer trust (Update SMS) -CMS -Appraisals, assessments and updates -Reflective learning "People Makes Mistakes"

Indonesian crew seminar in Yogyakarta (1st October)

LNG crew seminar in Manila (15th –16th October)

Japanese crew seminar in Tokyo (29th –30th October)

Indian crew seminar in Hyderabad (12th –13th November)

Tokyo office TTX with “K” Line (3th October) Tokyo office TTX with QI (20th November)

Ventis & KLMSI