MTTO Monthly Newsletter - June 2021

HSEQ

Page 6

REGULATORY

Page 22

CREWING

Page 24

NewsLetter Content Manager’s Corner ......... 2 Health, Safety, Environment and Quality .................... 3 Vetting ......................... 14 Security......................... 19 Fleet group Management ............... 20 Regulatory .....................22 Crewing..........................24 Procurement ............... 25 Technology & Innovation ..................26 MT in the Media ........... 27 Congratulatory ............. 28 Out of the blue ............ 29 Appendices .................. 30

MT IN MEDIA

Page 27

June 2021 MTTO Newsletter

June 2021 MTTO Newsletter

Manager’s Corner

By Capt. Vivek Srivastava Dear Collegues, Living in a pandemic era has changed our lives in every which way be it personal or professional.

Needless to say, that experience has now been transformed almost everywhere. As we move into 2021 and vaccine roll out scales up, many will be hoping that we can put the COVID-19 pandemic behind us.

The open ocean can be beautiful, but also harsh and lonely. The ups and downs of a day mean something different here, where the crew are working to the background rhythm of the vessel’s movements. Even in severe weather conditions we have our responsibilities, and targets to meet.

As a ship crew member, we are at increased risk for exposure to COVID-19. Like many other viruses, the virus that causes COVID-19 (SARS-CoV-2) appears to spread easily between people in close quarters aboard ships. We can take simple steps to protect ourself and others from COVID-19. Learn more about healthy ways to cope with stress and staying connected during COVID-19.

The first and foremost safeguard is the vaccine.

Everyone needs to get the vaccine. We are grateful that Maersk is implementing roll out of vaccines on vessels calling US and also the office is closely monitoring and arranging for Vaccine drives ashore. Second important thing is to wear a Mask, so as to keep our nose and mouth covered when outside our cabin and in public settings. Wearing masks is important to slow the spread of COVID-19. We need to keep distance from shore personnel while interacting and observing the general practices like washing hands, use of sanitizers and daily temperature checks.

The COVID-19 pandemic has probably changed the way we work. Fear and anxiety about this disease and other strong emotions can be overwhelming, and workplace stress can lead to burn out. How we cope with these emotions and stress can affect our well-being, the wellbeing of the people we care about, our fellow crew, and our community. It is critical that we recognize what stress looks like, take steps to build our resilience and manage job stress, and know whom to talk if we need any sort of help.

2

Different countries have different rules – visa requirements, restrictions on nationalities, geographical limits, night-time curfews. In my last two tenures on board we were restricted on ship and we hardly got any shore leave but we need to find ways to make our stay on board comfortable and enjoyable.

As a Ship Master, we need to communicate with our fellow seafarers about Job stress. Identify things that cause stress and work together to reach solutions. We need to talk openly about how the pandemic is affecting our work and personal wellbeing. Need to educate crew on ways to protect themselves and others during the pandemic. Encourage crew to practice healthy ways to coping with stress. Stay informed about resources to help crew.

Today because of excellent connectivity everything is different. Now we can use apps like Whatsapp, or Facebook to be in-touch with our friends and families.

This can make all the difference with crew welfare.

What it feels to be Living in and with the seas and oceans is an experience simultaneously being tickling and challenging. The vast blue hues ahead above and under gives a monochrome aura to the sailors and a similar feeling is felt within by the family back home missing the hue called You. So fellow Shippies, here we have each other as companions exploring and taking trust and faith to a whole new depths irrespective of the tides the Moon and stars in the sky we own.

June 2021 MTTO Newsletter

Health, Safety, Environment and Quality

By Prasenjit Mohanta There was no recordable personal injury under LTI submitted Fleet Wide during June 2021.

At the end of June 2021 MT safety performance (12 months rolling) was as follows: LTIF TRCF

12 months rolling 0.48 LTI 0.82 TRC

7 12

LTIF TRCF

YTD June 2021 0.54 LTI 0.95 TRC

4 7

During June 2021 - External audits (ISM – 7 / ISPS – 7 / MLC – 6 / Green Award - 0) were conducted on board our fleet vessels.

Shore management vessel visits – as part of our commitment to visible leadership, we shall be publishing a list of vessels visited by shore management each month. Below virtual visits were undertaken during June 2021.

Madhav Kamath Umesh Shinde Peter Hawkin Peter Hawkin Madhav Kamath Umesh Shinde

Maersk Tangier Maersk Trenton Maersk Arctic Maersk Callao Timberwolf Maersk Tokyo

02-Jun 02-Jun 15 June 18 June 23-Jun 30-Jun

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June 2021 MTTO Newsletter

Incidents INC-O62-21-1

Maersk Tangier

01/06/2021

Incidents

MGO loss due to mixing to HFO in Service system

ACC-KH2-21-1

Helene Maersk

04/06/2021

Accident

Left leg hit by crancking lever

INC-4R9-21-1

Maersk Magellan

06/06/2021

Incidents

Tug hitting hard on vessels stbd side

ACC-U19-21-1

Maersk Aegean

07/06/2021

Accident

During maintenance job on Fresh Water UV Sterilize

INC-4GQ-21-2

Bro Developer

07/06/2021

Incidents

Vessel placed off Hire - non compliant with RN42

INC-O27-21-2

Sembrani

13/06/2021

Incidents

Crane failure during Suez transit

INC-7KQ-21-1

Bro Anna

16/06/2021

Incidents

Problem wit PS Windlass

INC-L06-21-5

Maersk Messina

22/06/2021

Incidents

A/E 2: No.6 Con Rod and No.7 Main Brgs Failure

INC-U63-21-1

Maersk Arctic

24/06/2021

Incidents

Not able to heave up Port Anchor

INC-O48-21-1

Roy Maersk

24/06/2021

Incidents

Falling in the water from pilot ladder

INC-O62-21-2

Maersk Tangier

26/06/2021

Incidents

Anchoring incident - entangle foul chain, anchor

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June 2021 MTTO Newsletter

MAERSK TANGIER – 01ST JUNE 2021 MGO loss due to mixing to HFO in Service system Description/Sequence of events: Around 22.0-25.0 MT of ULSMGO accidentally has been lost from MGO Service Tk and mixed/consumed with HFO in FO Service Tk..

Recommendations:  Main valve of MGO service tank to auxiliary boiler to be shut when not in operation  Strictly follow all Company's procedures regarding E/R watch keeping and reporting of any abnormalities observed.

HELENE MAERSK – 04TH JUNE 2021 Left leg hit by crancking lever Description and sequence of events.

During weekly davit lifeboat testing, when manual cranking, the level escaped from the clutch and hit the left leg of IP causing bruised skin and pain in the affected area(shin and fibula).

Investigation The handle was found slightly miss shaped(flared up) thus allowing to slip from the shaft when in use

Underlaying / Root Cause:  MGO from MGO Service tank flowed into HFO Service tank via Aux. Boiler FO Service system.  MGO Service tank level was not monitored regularly and the tank valve was not shut when not in use  HFO system parameter's changes were not evaluated and reported.  seal ring of 3-way fuel valve of Aux. Boiler heavily damaged.

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June 2021 MTTO Newsletter

Underlying and root cause:  The handle condition degraded due to wear/tear and usage for 11 years.  Wrong positioning of the IP during handling lever.

Immediate cause  Poor steering/approach and unsafe speed of the Tug by tug Master. Failure to appreciate the dangers of the operation.

Immediate action taken  The IP was put to rest position, affected are disinfected, bandage applied and ice pack applied for 1 hour. IP is able to step on his left leg.  The starboard handle was also inspected and found in similar condition. Two handles to be manufactured by ship's staff using thicker material.  The crew instructed to inspect the handles before manual use. Crew instructed to stay perpendicular to way of lever, to avoid any contact with lever in future.

Underlying and root cause:  It could be inexperienced tug Master or other reasons which are unknown to us due to 3rd party.  Unsafe Maneuvering by the approaching tug and poor situational awareness of the Tug while picking up pilot from the vessel.

MAERSK MAGELLAN – 06TH JUNE 2021 Tug hitting hard on vessels stbd side Description and sequence of events.

After casting of from the berth at Dongying vessel was heading towards the pilot station while pilot on board. Pilot ordered tug to come alongside so that he can disembark from the vessel. The tug approached the vessel at higher speed and after touching our vessel with his bow, than swing with the aft part and hit very hard on ship side. The impact was so hard that made a shock on our vessel.

MAERSK AEGEAN – 07TH JUNE 2021 Injury while working on Fresh Water UV Sterilize Description and sequence of events.

During maintenance job on Fresh Water UV Sterilizer, IP’s left hand was injured. UV Sterilizer housing dismantled and cleaned. While assembling back UV Sterilizer Quartz Sleeves, last one of them break and slip into IP’s left hand.

UV Sterilizer Quartz Sleeve guided into the groove with IP’s left hand from Sterilizer Housing, while with left hand he was guiding the Quartz Sleeve out of the groove when the glass break and went into his hand.

Investigation: Basis investigation carried out, following were the reasons for quartz breaking/ injury:  Even though PPE was in use, due to restricted space and fragile material, gloves were removed to control the sleeve.

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June 2021 MTTO Newsletter



Spare was used from stock, quartz maybe affected by age leading to sleeve quartz breaking.





Underlying and Root cause: Inadequate PPE, Material failure







 Corrective Action: IP was provided with medical assistance. Ch Engr briefed E/room on the possibility of material failure after long storage.



Preventive Action: The injury was discussed during safety meeting. All were briefed to ensure priority is given to usage of correct PPE, even while working in areas with restricted space.

Quartz spares likely to get effected by age. Hence to be inspected prior use and to be handled with care.



BRO DEVELOPER – 07TH JUNE 2021





Vessel placed off Hire - non compliant with RN42 Description and sequence of events.

Non- compliance of head counts on nationality basis the local requirement for coastal trading at Brazil.

Investigation: Following are investigation:

the

relevant

observations

upon

 

The incident seems to be happened for the first time in all the vessels trading in Brazil, hence it is a good learning too.

There are 2 aspects to the incident, a. Noncompliance of RN42 b. VISA expiration due to overstay.

Noncompliance to RN42 is only when there is a lesser headcount of percentage Brazilian nationality seafarers onboard. This remains nonnegotiable and subject to fines and delays.

VISA expiration, however, is within tolerable margin as the cost incurred per day per crew is approx.. 20 USD. This remains cost to the company and can be justified depending on the needs for extension of any contract in an emergency or critical situation.

VISA can only be applied once the crew is onboard.

Due to pandemic VISA couldn’t be applied from home country, Joining without a VISA restricts only 1 time entry in a 12 months period unless VISA is applied from the home country.

Due to pandemic there has been challenges in applying Brazilian VISA from the crew’s own country of residence. However, Same can be applied when on-board with a valid police clearance.

Local application of VISA in Brazil taking longer time than usual.

Planning for joining an intended vessel should trigger the requirement of applying of police clearance as a default preparation which seems to be missing. This should be part of normal documentation for all crew and officers.

In case there is a delay which leads to extension of stay onboard – also resulting in visa expatriation – a contingency plan should be ready to identify whether the vessel is complying with RN42.

Extension of any assignment of EE was done without considering the non-compliance.

No action was taken to immediately counter the non-compliance or RN42.

Immediate cause: 

Noncompliance with percentage of Brazilian crew required as per local regulations..

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June 2021 MTTO Newsletter

Underlying and Root cause: Though there has been contributing factors indirectly due to restriction and challenges due to COVID situations, below mentioned causes remains direct causes.  No assessment was done before considering extension of EE’s extension of contract in reference to non-compliance of RN42.  There is no contingency plan against noncompliance due to delays or extensions.  Local application of VISA taking longer time than usual.

Recommendations: Corrective action :  To disembark the extra crew at the first opportunity and bring vessel back in compliance Or embark a Brazil national crew to comply with the requirements as soon as possible.  To have back-up officer ready for joining with Brazil visa/ Apostle documents and can be connected at least 2 wks prior the onboard officer completing 90 days.

Preventive action,  To closely liaise with Vships to track the count of Brazilian and non Brazilians onboard the vessels whenever there is crew change carried out using crew list as a reference (rather than monthly practice) and keep Vships informed to connect proportionate Brazilian crew in case of addnl MT crew is onboard  Masters of vessels under PetroBras Charter need to be made aware of RN42 requirements and they should also verify crew change plan in accordance with RN42. ;  A list ( tracker) will be maintained to track the officers entry in Brazil and where Residency visas are applied but not approved/published by Ministry of Justice, Brazil.  To closely liaise with AEON immigration agents and seek Vships assistance for faster processing of Residency visas ; visa approval/publishing usually takes 30 days and is at sole discretion of Ministry of Justice , Brazil.

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SEMBRANI – 13TH JUNE 2021 Crane failure during Suez transit Description and sequence of events.

Prior entering the Suez Canal on 12th June at 0500 hrs morning both the Hose handling cranes were tested, swung out and the hooks secured on the hose raill for receiving the Suez Canal Mooring boat and picking up stores. While the mooring boat was approaching the port crane was switched on. When the AB was about to climb up the operating platform suddenly the runner was heaved up without operating the lever causing excessive stress on the wire and the wire parted along with the securing strop. Eventually the port crane was secured and the Stbd one was used for the jobs involved.

That the runner was being heaved up without operating the lever causing excessive stress on the wire and the wire parted along with the securing strop. Eventually the port crane was secured and the Stbd one was used for the jobs involved.

Immediate cause: Operating lever was not set to neutral position prior switching off the crane power.

Underlying and Root cause:  Operating lever was not freely operating , lever was touching the protective cover, leading to failure of fail safe mechanism .

June 2021 MTTO Newsletter

  

Also the power was put off without confirming that the operating Lever was in Neutral position.

Inadequate inspection/maintenance Improper use of Equipment/Procedure not followed.

Recommendations:  Port Hose handling crane wire to be renewed.  Monthly inspection of lifting gear to include inspection of operating levers and fail safe mechanism.  Training for all deck ratings in crane handling procedures to be carried out at regular intervals..

4 days for repairs could not meet the laycan. Voyage was cancelled. Furthermore vessel was declassed for future single voyage assessment until successful completion of repairs verified by Class.

Immediate cause: The immediate cause is associated with inadequate repair on the last DD and inadequate lubrication.

Underlying and Root cause:  The system is not properly lubricated leading to friction and internal corrosion.  Inadequate supervision and inadequate work scope at DD.

BRO ANNA – 16TH JUNE 2021 Problem wit PS Windlass Description and sequence of events.

Abnormal noise from port side combined windlass/mooring winch was reported. Damage to the bearings was suspected. Vessel informed Technical department and visit of technician from ROG shipyard was arranged. It was difficult to determine if there is any damage without disassembling the windlass, but due to abnormal noise during operation further investigation was recommended. Layby berth at ROG shipyard was arranged and vessel shifted there after completion of discharging at Vopak Europoort.

After further investigation by shipyard verdict was that windlass has to be disassembled and bearings are to be renewed. Same was relayed to Technical, Operations and Marine Operations. Vessel was just fixed for next voyage and taking into account approx

Recommendation  The winch/windlass was dismantled and repaired at the yard.  During the repair, the causes were investigated properly.  Proper testing / inspection/supervision after and during every major overhauling / DD by Senior Officer and Class.  PMS was followed, greasing point was recently replaced and suspicious noise was reported. This to be checked at regular intervals, that grease is passing freely, it is of correct type and no metal/other parts are present.

MAERSK MESSINA – 22ND MAY 2021 A/E 2: No.6 Con Rod and No.7 Main Brgs Failure Description and sequence of events.

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June 2021 MTTO Newsletter

A/E 2 : No.6 Connecting Rod Bearing and No.7 Main Bearing Failed, while Aux engine was running onload.

Underlying cause: Bearing shell dis-located from the place and blocked the lubrication port of the bearing shell which caused lubrication supply cease to both Main and crank pin bearing. Exact cause of failure to be ascertained with the consultation with engine maker.

Underlying and Root cause: 1. Strong Easterly wind gusts pushed the ship away towards sea where depth started increasing. Anchor being on the slope, lost its holding on ground.

2. Windlass was put in gear while the ship was still swinging to port trying to bring the chain right ahead for easy pickup, using ME. 3. With weight on the chain, windlass was still in gear, brake and stopper were put later.

4. Due to weight, the anchor chain slipped while in gear causing damage to motor.

5. Damage to motor resulted in stopping the oil flow through the controllers. Movement of controlling levers creating high pressure causing hydraulic leak.

6. Anchor brake did not hold due to worn outbrake liner, which appeared to be good from outside, earlier.

7. Sudden tension on the chain due to wind gusts, while windlass gear was still engaged lead to anchor slip.

MAERSK ARCTIC – 24TH JUNE 2021 Not able to heave up Port Anchor Description and sequence of events.

Abnormal noise from port side combined windlass/mooring winch was reported. Damage to the bearings was suspected. Vessel informed Technical department and visit of technician from ROG shipyard was arranged. It was difficult to determine if there is any damage without disassembling the windlass, but due to abnormal noise during operation further investigation was recommended. Layby berth at ROG shipyard was arranged and vessel shifted there after completion of discharging at Vopak Europoort.

After further investigation by shipyard verdict was that windlass has to be disassembled and bearings are to be renewed. Same was relayed to Technical, Operations and Marine Operations. Vessel was just fixed for next voyage and taking into account approx 4 days for repairs could not meet the laycan. Voyage was cancelled. Furthermore vessel was declassed for future single voyage assessment until successful completion of repairs verified by Class.

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Recommendation: 1. Thorough risk assessment to be carried out by anchor party when going to pick up anchor during such condition of anchor dragging.

2. Using main engine, vessel to be brought to a stable position with chain leading ahead so as to avoid further dragging of anchor. Then only the Windlass to be engaged.

3. Two powerpacks to be used whenever lifting anchor instead of one powerpack, to have additional power, especially in situations of rough weather and anchor dragging.

ROY MAERSK – 24TH JUNE 2021

June 2021 MTTO Newsletter

Falling in the water from pilot ladder Description and sequence of events.

Service boat arrived around 18:55 with the on signers.

19:00 Last person to climb onboard felt off the pilot ladder after having missed to get a good hold on the line. The weight was on the hands when lifting the leg for the next step and the hand lost the grip. The PIC was wearing ship's inflatable life jacket. The life jacket inflated and worked as intended.

19:08 Mob boat was launched About 10 minutes later and MOB was recovered in to the MOB boat. 19:30 the Mob boat was secured onboard Roy Maersk again. No injuries to man over board Immediate cause: Failure to get a good grip with the hands before releasing the weight from the legs to climb to the next step above.

down between fluke other end (upper) outside Fluke.

During dragging vessel did not observed any more tension then short stay at foul chain, which may lead to conclusion both ends, are clear from bottom. Observed some old rope attached to chain as well. Vessel tried drop anchor and dragging ahead and astern in attempt to free chain from anchor, without any positive outcome. Pilot advised Singapore safety via VHF. Singapore port authorities advised vessel anchored at stbd anchor, and awaiting Port Authorities boat to arrive to access situation. Charterer agent advised. Vessel safely anchored at stbd anchor. MPA safety boat arrived and after inspection required foul chain to be removed prior sailing from port anchor which is kept at water level. MPA Singapore arrange local SSE (salvage) company for job.

Vessel sail without any additional disturbances from Singapore.

Underlying and Root cause: Personal Causes, heavy rain approaching and on signer in the hurry to come on board.

Recommendation The root cause for this incident is the human factor.

The Chief officer was in a hurry to come onboard and was not able to grip the ladder properly. Good thing that the vessel already have the MOB on stand by during personnel transfer in Singapore anchorage, as such practice will be continued every personnel transfer (thus with permission and approval from MPA or local authorities for lowering the MOB boat.

The incident was then discussed onboard during Safety meeting especially the learning's and preparedness of the crew during MOB situation or during personnel transfer onboard.

Immediate cause: Entangle foul chain at port anchor.

Underlying and Root cause:  Not charted, wild foul chain at anchorage area.  Lost anchors and chains not cleared by MPA authorities.

MAERSK TANGIER – 26TH JUNE 2021 Anchoring incident - entangle foul chain, anchor Description and sequence of events.

During departure, Singapore while heaving up Port anchor we notice entangle foul chain. Chain approximately 40-50mm link diameter. Chain was trapped around shank and one end (bottom) going

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June 2021 MTTO Newsletter

Near misses and condition Scenario 1 Upon routine inspection of LSA equipment it was observed the MOB lifebuoy smoke and light signal on port side bridge wing was incorrectly installed and would have not been able to break away from mounting brackets when lifebuoy is released. The light and smoke signal should have been positioned with the light facing downwards. Person who installed it was unaware of correct mounting instructions. Manual was not consulted. Officer in charge of LSA maintenance was instructed to remove the smoke and light signal and install it in correct position.

accidentally by any person. The old pads used to protect the corner became wated due to wear and tear.

New pads were fabricated and fitted in position.

Sharp edge

Before

Fabricated protection

After Scenario2 During ER Monthly inspection it was observed that the duct from ER FAN no. 1 the corners are unprotected and can easily lead to some injury if hit

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Scenario 3 During weekly safety routines checks on critical equipments , MOB engine was not able for starting up.

After further troubleshooting investigation ,has been found broken gasoline suction pipe leading from bottom of gasoline reservoir . On top of this, mesh filter was missing as well which it could be develop in worst cases as metal particles/dirt going to fuel oil pump or even into the carburetors making engine not to run. New suction pipe has been fitted including also the mesh filter.

June 2021 MTTO Newsletter

Scenario 4 After completion of Cargo operations with a barge.

Vessel was in process of disconnecting and picking up cargo hose onboard. It was noticed that the barge crew had disconnected the hose but not blanked the flange. The barge crew was signaling the ship's crew to lift up the hose. Stop work authorization was used by the officer present at the manifold from lifting the hose before it was properly blanked.

Severe / High Potential Near misses: Close qtr. situation with fishing vessel occurred, which was avoided by the fishing vessel as the vessel didn’t took early action following colregs. The same was reported to shore authority by the FV. Investigation revealed that OOW didn't take proper collision avoidance action in time having 2 fishing vessels on her starboard side. An extra ordinary bridge team meeting was held to discuss the scenario / Issue.

A formal investigation was held to confirm the RC and CAPA. Same is shared with MCA.

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June 2021 MTTO Newsletter

Vetting

By Madhav Kamath SIRE: 15 SIRE inspections were conducted on the fleet during the month of June 2021 with a total of 39 observations, giving an average of 2.60 observations per inspection.

M.T. Maersk Malaga, Maersk Messina and Maersk Navigator were top performers with One observation in their respective SIRE inspections. Well done!!

9 vessels received VBIS award during the month.

2 Vetting rejections were recorded during the month SIRE Chapter statistics: Chapter

Ch 1 - General Information Ch 2 - Certification and documentation Ch 3 - Crew management Ch 4 - Navigation and Communications Ch 5 - Safety management Ch 6 - Pollution prevention Ch 7 - Maritime Security Ch 8 - Cargo and Ballast Systems Ch 9 - Mooring Ch 10 - Engine and Steering Compartments Ch 11 - General Appearance and Condition Ch 12 - Ice Operations

June 2021 Number of % of Total observations observations 0 0 4 10.3 1 2.6 5 12.8 6 15.4 3 7.7 2 5.1 4 10.3 5 12.8 7 17.9 2 5.1 0 0.0

12 months rolling Number of % of Total observations observations 0 0 79 11.4 37 5.3 54 7.8 110 15.9 38 5.5 9 1.3 89 12.9 82 11.8 110 15.9 79 11.4 5 0.7

SIRE Inspections ‐ Chapterwise statistics 120 100 80 60 40 20 0

Jun‐21

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12 months rolling

June 2021 MTTO Newsletter

MTTO Top 10 most repeated SIRE observations (12 months rolling):

REPEAT COUNT & TREND

CHAPTER

QUESTION NO.

QUESTION

Ch 10 - Engine and Steering Compartments

10.32

Ch 2 - Certification and documentation

2.4

Are the following, where applicable, all in good order and do they appear to be well maintained?

Does the Operator’s representative visit the vessel at least bi-annually?

Ch 11 - General Appearance and Condition

11.1

Is the general condition, visual appearance, and cleanliness of the hull satisfactory?

20 ↑

Ch 2 - Certification and documentation

2.7

19 ↓

Ch 10 - Engine and Steering Compartments

10.7

Is the vessel free of conditions of class or significant recommendations, memoranda, or notations?

Does the operator subscribe to a fuel, lube, and hydraulic oil testing programme on a frequency in accordance with the manufacturers recommendations and are there procedures to act on these results?

Ch 3 - Crew Management

3.2

Are the STCW and flag Administration’s regulations that control hours of work to minimise fatigue being followed and are all personnel maintaining hours of rest records in compliance with MLC or STCW requirements?

16 ↔

Ch 11 - General Appearance and Condition

11.4

Is the general condition of service pipework satisfactory and is it free from significant corrosion and pitting and soft patches or other temporary repairs?

16 ↓

Ch 6 - Pollution Prevention

6.21

If the vessel is provided with an approved Ballast Water Treatment System, is the system in good order, used where required and are officer’s familiar with the safe operation of the same?

14 ↔

Ch 9 - Mooring

9.26

If the vessel is equipped for mooring at single point moorings, does it meet the recommendations as applicable, contained in Mooring Equipment Guidelines?

14 ↓

Ch 5 - Safety Management

5.29

Are lifeboats, including their equipment and launching mechanisms, in good order and have they been launched and manoeuvred in the water in accordance with SOLAS requirements?

13 ↔

26 ↓

25 ↓

19 ↓

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June 2021 MTTO Newsletter

Vetting Hall of fame VBIS Prize Winners, June 2021 Vessel

Inspecting company

No of Observations

Lionheart

AMPOL

2

Maersk Navigator

BP

1

Maersk Tangier

ENOC

2

Henry Maersk

ExxonMobil ‐ IMT

2

Maersk Erik

Maxcom Petroli Spa

2

Maersk Malaga

MMS CO LTD

1

Maersk Messina

Preem

1

Henriette Maersk

VIVO Energy

2

Romoe Maersk

VIVO Energy

2

Lower Vetting Performers, June 2021 (>5 Obs)

16

Vessel

Inspecting company

Observation count

Maersk Kaya

Lukoil

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June 2021 MTTO Newsletter

Port State Control (PSC) 8 PSC inspections were conducted on the fleet during the month of June 2021 with a total of 10 deficiencies giving an average of 1.25 deficiency per inspection. 5 PSC inspections in the month were recorded with NIL deficiency.

PSC statistics for 12-month rolling average stands at 1.66 deficiency per inspection. Excluding the Black Sea MOU, the 12-month rolling average stands at 0.53 deficiency per inspection. Deficiencies in the Black Sea MOU account for 75% of all deficiencies recorded in the last 12 months. 65% (99 out of a total of 151) PSC inspections were recorded with Nil deficiencies

PSC Inspection results ‐ 12 month rolling Zero deficiency ‐ 99 inspections 23% 1‐2 deficiency ‐ 18 inspections 12%

65%

3 or more deficiencies ‐ 36 inspections

PSC Chapter statistics 40 35 30 25 20 15 10 5 0

Jun‐21

12 months rolling

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June 2021 MTTO Newsletter

What’s new: The new VIMS is available to all users (vessels and shore) at https://vims.maersktankers.com from 1 January 2021.

The new VIMS has now completed 6 months since put in operation. Changes and updates are being made based on suggestions and feedback from end users.

Please note that the Master’s and Chief Engineer’s email has been set up for the Vessel Management login. Other Officers can access the VIMS using the bridge email login for “read-only” access. Should you have any challenges logging in, please reach out to your vessel’s HSSEQ & MO Superintendent.

OCIMF is working on revamped SIRE 2.0 which is planned to be launched in 2022. More details shall be shared in the coming months

** Knowledge Sharing and Port Information in Appendix

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June 2021 MTTO Newsletter

Security

By Pradeep Balakrishnan Significant trends for the Risk Areas: The threat of piracy in the Gulf of Aden / Horn of Africa area has much reduced and there was no reported incident during the month. The conflict in Yemen has causes an increase risk to merchant vessels in the Red sea/ Bab El Mandeb area, especially to the ones calling at Saudi ports.

Vessels to exercise caution while transiting Red sea south of Jizan (Saudi Arabia)-area closer to the coast.

Increased migrant activities/ Search and Rescue operations off Libya is a major concern.

05 security incidents including one kidnapping were reported in West Africa/Gulf of Guinea Maritime crime area during the month which shows a slight improvement. Vessels being guided on route planning basis recent incidents/ hot spots. Escort boat being arranged for Nigerian port approaches. Armed team being employed onbd during stay off Lome and Cotonou.

Nigerian Maritime Administration and Safety Agency (NIMASA) working on implementation of earlier proposed ‘Deep Blue project’ which aims to provide security solutions within the Nigerian maritime domain to all vessels. As a temporary measure Nigerian navy armed team being employed onbd during Lagos anchorage stay.

Horn of Africa (Red Sea / Gulf of Aden / Arabian Sea): There was no report of piracy incident during the month.

Hijacking

Approach

Attack

Nil

Nil

Nil

Gulf of Guinea / West Africa: There was no reported hijacking. There was a kidnapping incident from a local craft in Nigerian waters.

Hijacking

Kidnap/Ransom

Attack/ Robbery

Nil

01

04

Southeast Asia: 10 boarding incidents were reported in the area- 05 were in Singapore TSS and 04 incidents at Manila anchorage.

Hijacking

Attacks/ Boarding/ ArmedRobbery

Nil

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Based on the current situation and the continued threat from pirates in the Gulf of Guinea, Danish National ISPS Coordination Authority has instructed Danish vessels to operate at ISPS Level 2 in the Gulf of Guinea. **Major conflicts Areas in Appendix.

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June 2021 MTTO Newsletter

Fleet Group Management - Chalking of Paint and its effect on weather decks

By Pradeep Nair & Luis Aranha What is Chalking Chalking is defined as... “The appearance of a loosely adherent fine powder on the surface of a paint film, arising from the degradation of one or more of its constituents.

Chalking is a fine, powdery white substance that forms on painted exteriors, chalking is most often seen in sunny climates & is normally caused by exposure to UV light. The rate of degradation will vary depending on the topcoat color, environmental conditions and the type of paint used.

Some chalking is to be expected as all paints will be affected by UV radiation to some degree, over time, particularly on weather decks. However, after a while, the decks will have dull appearance giving an impression of poor maintenance.

Radiation from sunlight interacting with the constituents within the paint film breaks down the bond between molecules in the coating film. Over time UV degradation of the binder or resin within the paint film will allow the exposed pigment particles to become more loosely bound to the surface. The result is a powdery surface.

It is most common in epoxy coatings but can be seen in almost all coatings left exposed to causative conditions for a long enough period.

Hot/cold temperature cycling: Greater the extremes of UV radiation and temperature, greater the stress on the coating system.

Application of darker colored paint: Darker colors absorb more energy (heat and UV radiation) from sunlight than lighter colors thereby putting greater stress on paint coating. High UV intensity and greater energy absorption will result in more deterioration of the paint surface. Also, chalking is visually more obvious on darker colors.

Marine environments: The combination of salt and atmospheric moisture creates a corrosive environment and constant exposure will cause coatings to start showing signs of deterioration more quickly than otherwise might be expected.

White or colored powdery chalking residue Factors causing chalking Sunlight and ultraviolet (UV) radiation: Chalking occurs more quickly in exterior environments where the painted surface is fully exposed to high levels of sunlight over an extended period. Surfaces protected from direct sunlight will deteriorate at a much slower rate. Also, the intensity of the solar radiation will affect the degree of chalking.

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Correct film thickness: Product application at lower than the recommended film build can accelerate the overall ageing process of the coating system, resulting in premature deterioration. If chalking occurs prematurely or non-uniformly, this is often a sign that there may have been some inconsistencies during application, resulting in fluctuations in the applied film build, leaving some areas more vulnerable to early degradation.

June 2021 MTTO Newsletter

Wrong product: Using a paint that is designed primarily for interior use, on an exterior application. Epoxy resin coatings, in the absence of a suitable topcoat, will undergo yellowing and chalking on exterior exposure.

Detrimental effects of chalking:   

Lightens the color of the paint, giving the surface a dull appearance Erode the paint film, resulting in a loss of protection Run down onto the underlying structure and deface the appearance of the surface

Minimizing/Avoiding chalking onboard Sigmacover 350 expoxy paint is not ideal for topcoat for Sun/weather exposed deck areas, using it as a finish coat can result in chalking and discoloration giving a poor cosmetic appearance of the deck condition.

Recoating with Sigmacover 350 at short intervals to reduce the chalking can be also challenging for the crew, given that surface preparation is more delicate for epoxy primers, and the area has to be roughened entirely (sand papered) and then High pressure washed to remove chalky residues.

Polyurethane Sigmadur 550 (Glossy) has greater resistance to Chalking and has been used on some vessels with good lasting results. Polyurethane will not suffer from breakdown in terms of UV light exposure compared to epoxy. Recoating Sigmadur 550 will be at much longer intervals and surface preparation is much simpler as it can be overcoated without roughening of surfaces.

Vessels in consultation with the technical superintendent should evaluate using Polyurethane Sigmadur 550 (Glossy) and update the maintenance chart onboard if it is not mentioning Chalking Free Topcoat on main deck areas.

Chalking observed on fleet vessels Degradation due to the “chalking” is irreversible once it begins to occur and the appearance can often become quite irregular or patchy in appearance.

To eliminate the effect completely, the entire surface will need to be pressure washed and/or scrubbed with a non-metallic scouring pad to remove all surface contaminants and chalking prior to repainting with an approved UV resistant coating system.

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June 2021 MTTO Newsletter

Regulatory

By Jai Kumar Alimchandani Non-compliance with regulations is not an option.

This can result in expensive fines and penalties for the Company as well as possible prison sentences for staff at sea and ashore.

When any vessel is in doubt regarding regulations or procedures, they shall contact relevant shore departments. If necessary, these concerns may be escalated through management levels. Whenever required, regulatory affairs will be consulted.

To reiterate, Maersk Tankers has a zero-tolerance policy towards non-compliance.

The below quoted articles were published by gCaptain on 10 June 2021, and The Maritime Executive on 17 June 2021 respectively. The first deals with the Master over-riding authority, and by extension, his responsibility, and the second article reflects on yet another case of non-compliance with the requirements of MARPOL. Enforcement, which had taken a ‘back seat’ during the pandemic is slowly being ramped up again.

The gCaptain article can be found at: https://gcaptain.com/mauritius-top-court-deniesbail-to-wakashio-captain-master-to-remain-in-jailpending-trial/ The Maritime Executive article can be found at: https://www.maritimeexecutive.com/article/spanish-authorities-divertand-detain-tanker-for-discharging-petroleum

Sunil Kumar Nandeshwar, the Master on board Wakashio when it grounded on reefs off Pointed’Esny on July 25, 2020, will have to stay confined within the walls “Alcatraz”, the infamous Line Barracks’ Detention Center of Port-Louis, until his trial starts.

The Supreme Court rejected Nandeshwar’s appeal on Monday against a previous judgment by the Port-Louis District Court’s denying him bail. Chief Justice Asraf Caunhye and Justice Mohanasundary Naidoo agreed with the police and the Director of Public Prosecutions (DPP) who insisted that there is just too high of risk that the Indian national accused of being responsible for grounding will take advantage of the opportunity to flee the island.

Captain Nandeshwar was arrested on August 18, 2020 after two weeks in quarantine under a provisional charge under the piracy laws. Two months later, his lawyer applied for his release on bail, but the District Court of Port-Louis denied it. The charges against Nandeshwar have since been amended to violating an innocent passage in breach of Sections 3 & 28(1)(a) of the Mauritius’ Maritime Zones Act 2005 coupled with Articles 18(1)(b) & (2) and Articles 19(1) & 2(1) of the United Nations Convention of the law of the sea (UNCLOS).

Police also objected to the appeal based on the risk of escape, especially since the captain has blamed the first officer for the grounding. The District Court of Port-Louis rejected his request after taking into account the fact that the accused has no family in Mauritius and that he faces at least five years in prison and a fine of 30 million Mauritian rupees (approximately $738,000 USD).

Quote (Emphasis added) Mauritius’ Top Court Denies Bail to Wakashio Captain; Master to Remain in Jail Pending Trial gCaptain, June 10, 2021

By Vel Moonien in Mauritius Mauritius’ Supreme Court rejected a appeal for the release on bail of the captain of the ill-fated Wakashio, siding instead with prosecutors that the captain posed a flight risk due to the heavy prison sentence and hefty fine he faces if prosecuted.

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Captain Nandeshwar pointed out that a seafarers’ organization had agreed to provide him with lodging.

However, the police noted that the premises was not guarded and less than 2 km from Port-Louis’ harbor. The fact that the Mauritian coastline is not constantly under surveillance could also tempt the defendant, who is an experienced seaman who has worked as a captain since 1995 and had navigated to and from Mauritius several times in the past.

June 2021 MTTO Newsletter

Also, the fact that the DPP has indicated that the formal charge against Captain Nandeshwar will be filed within eight weeks prompted the Supreme Court to uphold the district court’s decision. It should be noted that while opposing this appeal, the main investigative officer rejected the captain’s argument that it was the first officer who was responsible for the grounding as even if he was in command of the vessel.

“Even if the first officer was in control of the ship, this does not in any way relieve the captain of his responsibility to ensure the safety and security of the ship, especially in terms of preventing any accident,” the officer said. The 300-meter long Wakashio left Lianyungang, Jiangsu province, in northeast China, bound for Brazil, on July 14 and ended up 900 meters from the shore of Mauritius on the reefs of Pointe-d’Esny, a small seaside resort in the Southeast part of the island, on July 25, 2020.

About two weeks later, fuel oil started spilling from the vessel through a breach in the hull caused by movement from the swell. An estimated 1,000 tonnes of fuel oil was spilled into the waters and lagoon before the source stopped. Captain Nandeshwar has maintained that it was the first officer who was to blame before the Court of Investigation which is charged with investigating the accident on behalf of the Mauritian government.

The captain has, however, admitted that he personally changed the course of the ship to sail along the island’s coastline in order to get cellphone coverage so that the crew could contact their loved ones through WhatsApp. It turns out that his men have been at sea since January 2020 and have not been relieved due to the Covid-19 pandemic that has spread around the world.

On Monday, Spain's Ministry of Transport, Mobility and Urban Agenda (Mitma) announced that its General Directorate of the Merchant Marine (DGMM) had ordered the master of the tanker Aldan - which was under way in the Mediterranean, bound for Piraeus - to divert to Almeria. A Spanish naval vessel escorted the tanker into port in order to "supervise compliance with the order at all times."

10 days earlier, a satellite operated by the European Maritime Safety Agency (EMSA) observed the Aldan allegedly carrying out an illegal discharge of hydrocarbons at a position about 150 miles to the northwest of La Palma - within Spain's EEZ. According to the ministry, the spill contaminated about 20 square miles of the sea.

The Maritime Captaincy of Almería has opened an investigation into the vessel's activities and is holding the ship in detention pending the deposit of a bond. Given the size of the pollution event, the agency said that the operator could face "one of the highest sanctions imposed so far by the General Directorate of the Merchant Marine."

Upon the vessel's arrival in Almería, port state control inspectors recorded issues with her sewage plant, radio log, charts, compass, emergency generator, EPIRB, SART, railings, liferafts, drills and ISM code compliance, giving additional grounds for detention.

The 2003-built Aldan is owned and operated by a singlevessel company in the UAE, Muhit Maritime, which took possession of the ship in December. Aldan has no prior history of detentions.

Discharging untreated oily waste is an unlawful cost-saving practice, and it has been banned since MARPOL entered into force in 1983. However, it still occurs on a regular basis, particularly in certain regions. Indian government researchers have suggested that intentional discharges from tankers are so common in the Arabian Sea that they are a source of chronic tarball pollution on the shores of Goa.

Unquote Unquote Quote Spanish Authorities Divert and Detain Tanker for Discharging Petroleum PUBLISHED JUN 17, 2021 8:16 PM BY THE MARITIME EXECUTIVE Spanish authorities have diverted and detained a tanker for discharging petroleum on the high seas about 150 miles off Las Palmas, and its operator may be facing a record-setting fine.

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June 2021 MTTO Newsletter

Crewing

By Shashank Jahagirdar Crew operations – An update from the E2E team We are facing a lot of challenges these days due to the current Covid 19 pandemic. Many countries have imposed a lot of restrictions while some have completely banned the crew change activities.

Despite these challenges at hand, we have managed the situation quite well so far and our efforts have been recognized both by our seafarers and Maersk tankers’ management.

We do have many overdue reliefs at hand now when compared to previous year. We are also facing a lot of availability issues from our seafarers due to sudden change in given readiness for various reasons such as someone is not well at home, documents renewals are getting delayed, courses not readily available or they have done prolong contract onboard so need to utilize full leave. Even with such challenges, we can maintain a healthy crew change numbers week on week basis.

Another issue what we are recently facing is pertaining to issuance of visas from embassies, especially US and Schengen visas for many seafarers from different countries.

Some achievements that we can name is - taking deliveries of the LR2 from Dalian shipyard China despite visa challenges and travel ban in China. We still worked out our way to take delivery with Chinese seafarers and get the vessels to Korea and put regular Maersk Tankers complement there.

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It’s worth highlighting that we are following a high level Covid protocol for all our joiners and keeping them all in quarantine in advance and monitoring them until joining.

We are also tackling the high airfare and crew change cost but that we need to do as we do not want our seafarers to be stuck on board only due to the cost factor. We are trying to do everything possible including diverting vessels and taking off-hire- if required so that we do not have long overdue crew on-board.

Lastly, we are also very thankful to our seafarers who have supported us throughout this current situation. Look forward to your continued support. Stay safe, stay healthy.

June 2021 MTTO Newsletter

Procurement

By Frederik Pind Dear all, Thank you for taking the time to share your feedback on the Procurement Stakeholder Satisfaction Survey.

We received a total of 65 responses with an average score of 3.73 vs a maximum score of 5.00.

Based on the feedback, we have identified the below areas to work on: 1. Quality of stores received on some vessels are not up to standard, and some of you are not sure what the outcome is after providing feedback on quality of stores received using the Supplier Evaluation Report in Shipnet 2. Difficulties in using/lack of familiarity with the Supply Chain Vessel Report in Power BI (or Shipnet in general) to understand the status of orders in the system 3. Ensuring a standardised level of proficiency and support across the work we do in Supply Chain With regards to quality concerns; We will first of all ask you to continue to use the Supplier Evaluation Report in ShipNet as a tool to provide feedback. This is, by far, the best way for us to get structured feedback and take action – thereby improving the quality of goods delivered over time. Every quality issue raised through this channel is followed up with the suppliers for improvement discussions. We will work on how to provide more visibility on the

outcome of the feedback received, as well as a refresher for you and your colleagues on the general process and how it works.

On the lack of familiarity with Supply Chain Vessel Report, we understand that this is a new report and it will take time for you to utilise it to the full potential. All Buyers will be using this tool during VPR calls going forward, and we are certain that you will soon see the benefit of a report with a complete overview yet simplified transparency.

With regards to a standardised level of proficiency and support, we will continue to measure our own performance through the Supply Chain KPI’s in Power BI. You are, as always, welcome to suggest additional KPI measures if/where you see fit. In addition, we are planning to launch our next Procurement training initiative, LEarn and ADvance (LEAD) 2.0, which will target behaviour- and situational based training. Again, should you have any good ideas of what to include in this training, you are more than welcome to reach out.

To keep momentum and track how our initiatives impact delivery, we will conduct another survey at the end of the year.

Once again thank you for providing your input.

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June 2021 MTTO Newsletter

Technology & Innovation

By Kartikey Singh Summary for EEOI and AER

Segment

Vessel Count

Average EEOI

AER

Fleet

98

12.88

5.86

Inter

13

31.13

14.45

Handy

41

17.63

8.25

MR

29

11.94

5.24

LR2

15

7.70

3.52

Key Highlights: 1.

2.

3.

4.

5.

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Fleet strength has reduced to 98 in June as compared to 101 in May, with sold vessels gradually phasing out of 12-monthly reporting.

The performance has improved for Inter vessels with a higher reduction in CO2 relative to decline in Tonne-miles.

The performance for Handy and MR segments remain to be almost stable as compared to May’21.

LR2s have a minor dip in performance with a dip in both CO2 and Tonne-mile.

The overall Fleet performance has a decline with a minor rise in EEOI for the month of June’21.

June 2021 MTTO Newsletter

MT in the Media

By Ketan Rane Bro Nakskov seen with fair hull condition.

Hulda Maersk – deck run offs seen to be causing streaks on the hull.

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June 2021 MTTO Newsletter

Congratulatory

By Shashank Jahagirdar Seafarers’ safety is our priority. We value our seafarers as they contribute towards the company vision and play a very vital role in our success story.

These numbers only assure us that we have support of our dynamic ship team who are willing to contribute to this journey and make it a memorable one for all.

It gives us immense pleasure to see many of our seafarers being associated with us for so many years and have witnessed this company transform from a traditional ownership setup to one of the leading clients serving company.

It is possible that there could be omission of some name in the below list due recent data migration to Compas system. In such cases, we request you to send an email to onkar.bhosale@maersktankers.com with your name, Crew ID & anniversary details.

We would like to congratulate our officers who have completed 10 years of service with Maersk Tankers

Thank you!

MTTO June list 2021

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Sr No. 1

CREW ID 3043145

First Names Rohit

Last Name Ramani

Rank CPT

Years Completed in MT 10 years

2

3042881

Matuszak

Krzysztof

C/O

10 years

3

3043380

Rybalko

Dmytro

C/E

10 years

4

3043300

Izhakov

Andriy

2/E

10 years

5

3043496

Pankov

Sergiy

2/E

10 years

6

3042828

Bankov

Ivaylo Nedkov

C/O

10 years

7

3043116

Tanev

Daniel Dimov

C/O

10 years

8

3043003

Sakovic

Evald

2/O

10 years

9

3042727

Pantojan

Edmund Senillo

E/E

10 years

10

3043371

Tiganus

Adrian Cosmin

CPT

10 years

11

3042998

Mihaiu

Cosmin Marian

C/O

10 years

12

3043000

Stanescu

Andrei Sebastian

C/O

10 years

13

3043276

Trandafir

Georgian Lucian

C/O

10 years

14

3042986

Amet

Sunai

2/O

10 years

15

3043175

Popa

Claudiu Georgian

2/E

10 years

16

3043188

Mirea

Cristian

2/E

10 years

17

3043263

Dan

Valentin

2/E

10 years

18

3042720

Timoshenko

Yury

C/O

10 years

19

3017789

Epifantsev

Maxim

C/O

10 years

June 2021 MTTO Newsletter

Out of the blue We strongly encourage reader’s sharing of best practices, feedback, suggestions, and constructive criticism from our fleet.

This section was formerly known as

‘Reader’s Corner’, however it remained underutilized.

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June 2021 MTTO Newsletter

Appendix Security

By Pradeep Balakrishnan Major Conflict Areas GULF OF OMAN/ ARABIAN GULF: Vessels to continue with precautions in view of ongoing conflict in Arabian Gulf/ Gulf of Oman. There have been reports of some vessels getting intercepted by Iranian forces(IRGC) in Gulf of Oman / Strait of Hormuz region.

There was no reported incident.

LIBYA: Intermittent clashes between Government of National Accord (GNA)-allied militias and the Libyan National Army (LNA) take place at some areas.

For past few weeks, an interim Government of National Unity (GU) led by Prime Minister Abdelhamid Dbeibah, is working to implement UN-backed mandate, which includes preparing for parliamentary elections due in December 2021. During the month, Berlin conference concluded without any substantial breakthroughs on the issues impeding the Libyan peace process, namely, the continued presence of foreign mercenaries, and the legal/political challenges facing the elections scheduled for December 2021.

Offshore migrant activity continued to be high. Over 1,000 migrants were rescued and returned to Libya by the Libyan Coast Guard. Tunisian naval forces rescued 445 migrants after their boat broke down. Also there have been shipwrecks resulting in death of some migrants. Italian authorities have detained four NGO vessels carrying migrants at its ports.

Merchant vessels remain at risk of being called upon to assist in SAR operations.

Merchant vessels undertaking SAR operations face severe delays, for calling ports with migrants onboard including refusal to enter European destinations, due to COVID-19 concerns. Also, there are various legal, regulatory and security concerns associated- including physical safety concerns to crew associated with migrant behaviour onboard.

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Maersk Tanker vessels may be permitted to call some Libyan ports - basis evaluation of latest security reports and legal clearance. Also, Owner’s approval required due to safety concerns and probable delays if involved in migrant’s SAR. Service of remote security consultant being utilized during vessel’s stay in Libyan waters.

YEMEN: The conflict situation continues. A Saudi-led coalition of Arab countries, backed by Western states, continues its military intervention in a bid to restore control of the country to internationally recognized President/ Government. All vessels attempting to enter Yemeni ports will face postponements and multiple inspections causing delays.

In view of combined maritime threats, including possible mines, vessels are advised to use the Maritime Security Transit Corridor (MSTC) and to avoid proximity to the western and southern Yemenis shore while transiting Red sea.

The plan of cease fire/ withdrawal of forces from Hodeidah City (basis UN-brokered Stockholm Agreement Dec’18), getting delayed continually.

Clashes keep taking place in close proximity to Hodeidah port which can damage vessels/port infrastructure, and delay port operations. The security threat rating in the port of Hodeidah continues to be ‘Extreme’ and port call is on ban for MT vessels. Maersk Tanker vessels may be allowed to call other Yemenis ports, on case to case basis depending on the prevailing situation and by arranging advisory service.

June 2021 MTTO Newsletter

Appendix Vetting - Knowledge Sharing

By Naveen Kumar Inspection Date: Between 01 June 2021 and 30 June 2021 SIRE VIQ-7 Medium Risk Observations 

5. Safety Management 5.30 Is the rescue boat, including its equipment and launching arrangement, in good order and officers’ familiar with the launch procedures?

Inspector Observations: The rescue boat outboard engine was heavily smoking when tested. The cooling water was observed to be not circulating.

Owners Comments: Correct drum size to be used for ensuring that the cooling water inlet is submerged and providing adequate water supply for recirculation of cooling water. Engine inspected for identifying the cause of excessive smoking and damaged rubber gasket seal renewed. Rescue boat outboard engine tested and found in good working order.



6. Pollution Prevention 6.21 If the vessel is provided with an approved Ballast Water Treatment System, is the system in good order, used where required and are officer’s familiar with the safe operation of the same?

Inspector Observations: The newly installed Ballast Water Treatment System in a deck house was found fully operational but with an electrical sensor in the flow line found loose in its pocket.

Rectified during the inspection.

Low Risk Observations 

5. Safety Management 5.21 Are spaces adjacent to cargo tanks, including pipe ducts, regularly monitored for accumulations of gas with an operable fixed and / or portable measuring equipment?

Inspector Observations (Not Valid): One cooling opening was noticed to be done on the side of fixed gas detection cabinet fitted in cargo control room. System was not complying with MSC 1 / Circ. 1370 since it should be installed to prevent the leakage of hydrocarbon gases into any accommodation and service spaces.

Owners Comments: The MSC 1/Circ. 1370 was published on 22.June.2010 and it is applicable to ships constructed on or after 21 May 2010. It does not state any guidance for the gas detection systems installed on the vessels prior 21 May 2010. The ventilation opening installed on the gas detection cabinet is part of the maker’s design. The VIMEX gas detection system installed onboard is since the vessel built/yard delivery in 2003 and is type approved. The fixed gas detection cabinet fitted in the cargo control room has 37 sampling points, all of them provided with flame arrestors, including the one inside the cabinet to measure if any leakage in system. The system also has a flow alarm, that will also notify if any leaks in the system or cabinet. As the equipment complies with relevant requirements applicable at the time of vessel building stage, therefore no specific corrective action was warranted in this regard.

Owners Comments: The sensor was tightened, and issue was rectified during inspection.

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June 2021 MTTO Newsletter



9. Mooring 9.14 Are mooring winches, including winch foundations in good order?

Inspector Observations: The brake band support of the mooring winches fitted on the aft main deck was observed missing.

Owners Comments: During routine maintenance and corrosion control, the brake band support for the mooring winches of the aft main deck was removed for routine renewal. The staff was aware of this and the identified defect was recorded in the vessel’s defect log. However, the job was not completed prior to the inspection. The job was completed later after the inspection, and the missing brake band support located underneath of brake bands consisting of a stud and adjustment bolt is installed back in place and clearance adjusted.



10. Engine and Steering Compartments 10.42 Is access to steering gear unobstructed?

Inspector Observations: Inspector Observations: Drains located on both Port and Starboard Side of the Steering Gear Compartment were found obstructed due to drums, cans, and other material. Prior completion of inspection, it was reported that both side obstructions were removed, and drains were cleared.

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Owners Comments: Safe access to both drains was temporarily obstructed due to newly arrived stock received at the port of inspection after a long ocean passage.

Vessel received a significant number of deliveries and some of them temporarily were stowed at location that obstructed access to the bilge drains in the steering gear room. Both accesses were immediately cleared, and stores were stored properly prior completion of inspection.

June 2021 MTTO Newsletter

Port Information Botany Bay – Kurnell Terminal

By Satish Singh Kurnell Terminal operated by Caltex in Botany Bay, Australia is located in the close vicinity of residential societies and has one of the strictest noise level compliance requirements

ventilation ducts. The mineral wool increases the sound absorption in the room and in the ducts. Depending on installation details and properties of the mineral wool 10-15dB noise reduction can at best be achieved.

Ships berthing at the Kurnell Terminal must develop a Noise management plan (within below safety limitations) to meet the site’s Licence requirements , the terminal is fitted with decibel meters which continuously record noise levels at shore and warn vessel in-case levels are exceeded.

Vessel can also consider use of noise reduction barriers (Echo barriers) around E/Rm blowers, funnel dampers or other sources of high emission. In certain terminals like Gore bay, these echo barriers are provided by terminal.

The noise emitted from a ship is in some cases are asymmetric, like the case shown in Figure. The ship can therefore advantageously be berthed with the less noisy side facing the noise sensitive areas in the harbour.

The primary sources of noise on a ship at berth are • Diesel generator engine exhaust • Ventilation inlets/outlets • Secondary noise sources, e.g. pumps, winch The noise management plan shall identify high (dB) emission sources, and document controls such as limitation of work activity, switching off high emission source machineries, maintenance required to machineries to reduce noise generation, use of sound barriers etc.

The most inexpensive way of reducing ventilation noise is to install mineral wool in the fan room or the

Figure shows ship without / With noise reducing measures.

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