Wavelength #42

W

Year 2010, Volume 6, Issue

42

avelength

TO THE MASTER:

The CENTROFIN Newsletter CENTURY MARITIME AGENCIES, INC - Manila - October 2010

Dear Officers and Ratings, This edition of Wavelength is rightfully (and admittedly belatedly) dedicated to the Third CENMAR Officers Forum that was held in Manila in October 2010. Our aim is to inform all our officers and crew, that were not able to attend, of the topics that were discussed, but also to stress the significance our management places on this annual gathering of our human resources.

When we first decided to hold this forum (almost four years ago), we never thought that it would be so successful in such a short time.

Personally, I admit that I never imagined we would take so much pride and enjoyment in preparing and participating in it. We now get the feeling that all our officers are actively involved in this effort, and that year by year the bond between shore and shipboard management is getting stronger. For this I thank our Manning and Training staff, led by Yannis Procopiou, our CENMAR staff led by Capt. Rigas & Capt Tsiris in Manila, and Rajesh Nair in Mumbai, but most of all I must thank you, our loyal officers and seafarers, who have embraced this event and have made us believe that we can actually make a difference; that we can discuss our concerns openly and freely; that we can exchange opinions and experiences; and finally that we can all benefit from this process.

This year the event was held over a full three days, at the usual and convenient venue in Manila, the Sofitel Philippine Plaza. As an experiment a new layout for the room was used, which we believe was effective in bringing all of us closer. We got off to a bumpy start (or a windy one, to be precise), as a tornado over Manila disrupted transportation arrangements, forcing some of the attendees into a "noshow" and delaying others, including a couple of speakers.

Nevertheless, the eventual attendance was quite good with about 80 officers and cadets attending from the Philippines and India. The panel of speakers included the usual representatives from our head office, TQC, IDESS, and Halcyon Clinic, as well as Mr. Raguram Krishnan from ABS in Singapore and Mr. Angelo Rodo from Bureau Veritas in Greece, whom we thank for their participation. For the first time one of our senior Masters had the task to present a subject and I would like to thank Capt. Andaya for an excellent presentation in a very practical approach. He modestly pointed out he was not an accomplished speaker; however the results of the evaluation at the end of the forum showed that the audience felt otherwise! Looking back now, I firmly believe that we must have more such involvements from our Masters, Chief Engineers, and other senior officers, and I wish to strongly encourage you to volunteer for a similar task in this year's event.

The first day was dedicated to a number of interesting presentations, mainly from our external speakers. A wide range of subjects were covered including Port State Control, Health and Safety matters, ISM external audits, best practices, maintenance of safety equipment, environmental awareness, etc. On the second day the participants were

Please circulate copies of this Bulletin to the CREW.

To reach our Seafarers

split into their respective disciplines (Deck and Engine) and were placed in the capable and experienced hands of Capt. Stellatos and Mike Kapsorrachis respectively. Information was presented on interesting topics that sparked vivid discussions across the board.

Capt. Stellatos gave a very informative presentation of the new Port State Control regime. The participants got through the day relatively unscathed; however I am not sure we can say the same about our two speakers, who had a most difficult task to deliver! The final day started with the Risk Assessment workshop and ended with the officers taking the floor and voicing their questions and concerns. I believe this to be the most beneficial part of the entire event and I was happy to note that more and more people participated. Year by year we are discussing subjects that are of real interest to our seafarers, as we note that valid points are being raised.

At this instance I want to stress that we place great importance on your feedback and comments. Please do not become disappointed if a suggestion you make does not materialize at once. I assure you that every point you raise is taken very seriously into consideration.

Occasionally the final outcome may be different to what you expected, or maybe more time is needed to implement a solution, however we are always open to listen to what you have to say.

On the evening of the last night we hosted the traditional party.

Everyone had a good time and some very accomplished dancers took over the dance floor - adding quite a bit of impressive Indian flavour even though I must say that the previous year's Latin Band was dearly missed by all!

Overall it was a thoroughly enjoyable and rewarding three days, and I sincerely hope that all attendees share these feelings. We welcome your ideas and suggestions for the forthcoming 2011 event - please do not hesitate to come up with suggestions. We want to keep this event alive, and in order to maintain the momentum we feel that every year we must try to add something new. We also hope to host a similar event soon in Odessa for the benefit of our European seafarers, and what better occasion for it if not the inauguration of our new CENMAR Odessa office which is scheduled to be opened soon? I wish to thank our Manning & Training Manager, Yannis Procopiou, as well as our Editor, Cmdr. Iliopoulos, for their efforts towards establishing this office in Odessa, while we look forward to a longer and even more productive presence in Ukraine.

Finally, let me once again extend my thanks to all of you for actively participating in this forum.

May many more successes follow, and of course best wishes for smooth seas and safe voyages to all!!

Anthony Lambros Q&S Manager / DPA

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

By Captain A. Stellatos TOPICS TO BE DISCUSSED • • • • • • • • • • •

Time Sheet NOR Free Pratique Pumping Log ( Tanker vessels ) Heating Log ( Tanker vessels ) Cargo Ventilation log ( Dry cargo vessels ) H2S ( Tanker vessels ) Loading request - ship/shore checklist Short Loading – Deadfreight Statement COW Log ( Tanker vessels ) Various Lop

1. Vessel’s Time sheet - Should include all timings in accordance with vessel’s log books - Should be duly stamped and signed by terminal representative and local agent Alternatively, a separate LoP should be issued - Should report any delays like: • Awaiting berthing instructions • Awaiting cargo documents • Stoppages during cargo operations - In the loading port time sheet, next to the completion of loading

date and time, it should state if it was : shore stop or ship stop - Expressions that should be avoided : • Awaiting pilot, tugs, tide, daylight or weather improvement There are 2 types of time sheets issued during any cargo operation. One time sheet is issued by vessel and the other is issued by terminal.

1. Vessel Time sheet - All timings should be checked carefully to ensure that are always in accordance with vessel’s log books.

- Time sheet should ne duly stamped and signed by both terminal representative and local agent. In case of refusal by either side then a separate letter of protest should be issued in this respect.

- At the bottom part of every Time sheet there is a column where any delays should be reported.

Some of the common delays are the following: Awaiting berthing instructions.

While vessel is waiting for berthing this period should be reported only as above. Masters should avoid using the following expressions ie awaiting pilot,tugs,tide,daylight or weather

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

improvement as in such cases time will NOT count in full.

SOF FOR DRY BULK VESSELS

Awaiting cargo documents The most common clause in the c/p is 3 hours allowed for vessel to sign cargo documents. Any time exceeding this period will count as laytime. It will be always at owner’s benefit to issue a separate letter of protest for any delays in signing cargo documents.

“ The SOF is a Master’s doc.

Daily the agents must send to the vessel their SOF for Master’s review/commenting/correction. “

Stoppages during cargo operations Any stoppages or reduced rates/pressure as imposed by terminal should be recorded with the exact timings. In general any restrictions imposed by shore that reduces the pumping capability of the vessel should be recorded in the Time sheet. Finally in case of line displacement same should be stated in the Time sheet 2. Terminal Time Sheet Before signing any Time sheet issued by the terminal all entries and timings should be checked carefully to ensure that no differences with the vessel’s time sheet exist. In case any discrepancies found then relevant remark should be made on the Time sheet. There might be a possibility that terminal will not accept any kind of remark on the time sheet as such Master has to issue a separate letter of protest for any discrepancy. In this case Master should sign the time sheet for receipt only and make a notice to refer to Lop issued and vessel’s time sheet.

2. Terminal Time Sheet “ The SOF is a Master’s doc.

Daily the agents must send to the vessel their SOF for Master’s review/commenting/correction. “ The agent’s and terminal’s time sheet: - Should ensure complete alignment with the Vessel’s Time sheet - In case of discrepancies relevant remark should be made

-Any delays due to stevedors breaking time, conveyor/shore crane breakdown, change over/repositioning of conveyor/shore cranes to be clearly stated in the SOF. -Very good reporting to be made in the SOF of the rain periods and the open-close Hatch times.

-Rain periods to be referred in the main body text of the SOF but also summarised as a note at the end/last page of the SOF. -Rain periods to also be recorded in the vessel’s log books along with any port closures due to adverse weather etc/etc The SOF can only include information which is known to the vessel.

For example : If the barge terminal is closed due to weather, as this is irrelevant to the berth/port where your vessel is loading/or discharging, such information cannot be included in the vessel’s SOF. Instead it must state: no loading operation, no cargo available or respectively no discharge operation, no barge available.

Or if your vessel is anchored very far away from the terminal ( especially for Capesize vessels ) ie abt 12 nms, the vessel’s SOF cannot include information reg traffic/berth line up at the port intended to call .

2. NOR - In case of berthing delays, the initial NOR message to be repeated daily with the note: “without prejudice to the initial NOR tendered.”

- Incase of lightering to two vessels, NOR for the balance cargo to be tendered at the hoses disconnection date & time of the first parcel.

pg 3 3. Free Pratique - Free Pratique should be granted upon arrival at every port by following parties: • Customs • Immigration • Sanitary - If Free Pratique is not granted upon arrival ( or within 6 hrs of arrival ) vessel should: • issue a LoP to all relevant parties by email • ensure LoP is duly signed by terminal and/or agent upon berthing NOR is considered valid and time counts only after: • Free Pratique has been granted by all parties or • Relevant LoP has been issued

by Master.

Great attention should be paid by all Masters for this important issue.

verify the reason. Possible reasons for not keeping the pressure are following:

4. Pumping Log

- One of the most important documents used to present and support a demurrage claim - Contractual obligation regarding discharging time: • within 24hrs or • maintain 100 psi (7 kg/cm2) at ship’s manifolds - Detailed remarks should exist in all cases when contractual obligations are not met - Most common remarks: • Restricted discharging quantity by shore (i.e. max 2500 m3/hr) • Restricted discharging rate by shore (i.e. max 5kg/cm2) • Cow / educting / stripping - Discharging ashore should not be interrupted - Terminal Pumping Log • Extra attention should be paid to ensure correct entries

Luncheon break; Filipino Cptns Upon arrival at every port free pratique should be granted on arrival by following parties:

customs immigration sanitary

In case same will not be done then Master should immediately issue a letter of protest to be sent to all relevant parties by email (including charterers).

Upon berthing this letter of protest should be duly signed by terminal and/or agent.

NOR is considered valid and time counts only after free pratique has been granted by all parties or relevant lop has been issued by Master. Free pratique cannot be valid if same has not been granted by ALL three authorities as stated above.

• Remark or separate LoP is required in case of discrepancies The pumping log is one of the most important documents which are used to present and support a demmurage claim to charterers.

All Masters should treat this document with great caution following always office advice to avoid any complications with charterers when settling a demmurage claim.

The usual c/p clause is that vessel is allowed to discharge full cargo either within 24 hrs or keeping always 100 psi (7 Kg/cm2) pressure at ship’s manifolds except during stripping.

In cases that vessel is discharging above 24 hrs then pumping log is the sole evidence to show that proper pressure is kept at ship’s rails.

Whenever for any reason pressure of minimum 7 kg/cm2 is not kept at ship’s manifolds then a remark should be always made to

Restricted discharge quantity by shore Restricted discharge rate by shore cow/educting/stripping

A more detailed pumping log can assist better a demmurage claim therefore Master’s are encouraged to insert every single detail whenever there are not in compliance with c/p terms.

Another very important issue is that discharging plan should be prepared in such way in order discharge not to be interrupted ashore for any reason.

Any stoppage of discharging ashore for internal stripping purposes is been deducted from laytime calculation. In simple words time does not count and vessel is not paid.

In cases where terminal presents their own pumping log then extra attention should be paid to ensure that correct entries have been entered. In case of any discrepancies remark should be made or separate letter of protest should be issued.

- Filling the Heating Log: • Cargo temp should be taken tank by tank on three levels (Top / Middle / Bottom) and average temp per tank should be reported • Temp should be increased gradually on a daily basis • Boiler consumptions aligned to engine log books • Bunker consumption relative to cargo temp changes • Heating plan according to the length of the voyage Whenever carrying a crude oil which is required to be heated up or maintain cargo temperature a heating log should be completed very carefully to show the exact cargo temperature along with bunker consumption figures.

It has to be stressed out that heating log is the only document that will be presented to charterers in order to make the payment of the heating costs. If any discrepancies will be found on the heating log that will give grounds to charterers to deduct considerable amount from the heating costs.

Some issues that have to be taken into consideration when filling the heating log:

foto sinedriou Speakers' panel: G.Canlas, R.Krishnan, A Rodo, P.Kumar (l to r)

5. Heating Log - Heating Log should be completed when: • carrying a crude oil which is required to be heated up or • cargo temperature needs to be maintained - Heating Log shows: • cargo temperature • bunker consumption - Heating Log is the only document that justifies payment of the heating costs to charterers

Cargo temp should be taken tank by tank on three levels (Top/Middle/Bottom) and average on each tank will be reported Temperature should be increased gradually and equally on a daily basis Boiler consumptions should be same as in the engine log books Bunker consumptions should be similar always in accordance with steam pressure and respective increase of the cargo temp.

Correct planning of heating taking into consideration the length of the laden passage.

Manila - October 2010

6. Cargo Ventilation Log – Dry Cargo Vessels Two rules: Ψ Dew Point Rule – non hygroscopic cargoes Ventilate when the dew point of the outside air is lower that the dew point of the ai in the cargo hold. Ψ Three degree Rule – hygroscopic cargoes Ventilate when the outside air is at least 3 deg C below the cargo temp taken at loading The log should include information: Vessel’s position, course, weather conditions, sea state, swell, rain, ambient and sea temp, dew point inside and outside, if spray on deck and finally if ventilation was done or not.

Speakers' panel: M.Rigas, G.Dovles, V.Tsiris

7. H2S - ISGOTT provides clear instructions for handling high H2S cargoes - Many terminals require on arrival, prior berthing, all COTs to have H2S content less than 5ppm.

Prior arrival, purging of the COTs to be done and relative entries in the log book to be made (in the Eng log book to be clearly showing the relative consumption) When entering the Black Sea, if time permitting, purging to be done concurrently with the ballast exchange Before Loading A letter should be prepared stating the level of H2S by volume

in ppm per tank .

In the OBQ, it must be mentioned that the COTs where measured and Nill ppm H2S content was found.

These docs to be signed by the loading Master, terminal representative and/or cargo surveyor in order to: • verify the condition of tanks prior loading and to avoid any claims from receivers at disport.

After Loading - H2S should be measured - Average value reported to all parties - LoP issued for H2S value

8. Loading Quantity Request - Ship/shore Checklist • The cp recap notes sent prior every voyage is only cp information stating the min quantity to be loaded. These are NOT voyage instructions • To the terminal the vessel must request the cargo quantity to be loaded as per charterers voyage instructions.

which is of course out of ship’s control. This is the reason why in cases 2 and 3 (of the previous table) it is suggested to load slightly more that 80000 mts as per ship’s figures.

• Always read the voyage instructions very carefully and contact the office in case of any unclarities

This is the quantity to be stated in the cargo quantity request letter and the preloading ship-shore checklist.

H2S is present in many crude oils especially in the sour crudes and their concentrations is increasing continuously. H2S has also been found in some condensates and occasionally also in fuel oils.

There are clear instructions of how to handle high H2S cargoes in 5th edition of ISGOTT,section 2.3.6 along with hazards ,advice and precautions to be taken from vessels’ crew to avoid any unpleasant incidents.

In many c/p there are clauses that vessel has to arrive with nil H2S content in cargo tanks prior loading. There are also many terminals especially in North Sea and Black sea that require same.

In such cases and as soon as vessel will receive clear instructions from office has to start purging the tanks to reduce H2S concentration.

It is always very useful to prepare a letter prior loading with cargo tanks arrangement and insert level of H2S by volume in ppm tank by tank. This letter should be signed by loading Master/terminal representative and/or cargo surveyor in order to verify the condition of tanks prior loading and avoid any claims from receivers at disport.

After loading H2S should be measured and average value should be reported to all parties and a relevant letter of protest should be issued.

COMMERCIAL ASPECTS OF CARGO DOCUMENTATION

• Deadfreight statement usually refers to the Minimum Charter Party quantity and should be issued whenever loading has been terminated by SHORE STOP and quantity is less that the minimum as per CP. or also incase the vessel could not load as per min cp due to draft restriction either at loadport or disport.

• LOP for short loading must be issued whenever loaded quantity is less that what Charterers have requested in their voyage instructions.

• Voyage instructions are always superseding the CP minimum quantity ie vessel must always comply with loadables as per voyage orders.

• Usually Charterers’ loadables refer to b/L quantity,

General view. A. Lambros at the podium

pg 5 9. Short Loading – Deadfreight Statement

WHEN IN DOUBT… …INFORM THE OFFICE AND YOUR CHARTERERS. Issue relative LoP for any discrepancy/ objection

11. VARIOUS LOP Material Safety Data Sheet (MSDS) 10. COW LOG - COW to be performed in every discharge operation (either full or marpol cow) - If COW as per MARPOL is being performed please also perform very good bottom wash in the rest of the COTs (pls obtain relative COW permission) COW instructions to be followed to avoid claim for shortage and/or liquid ROB

- COW Log should be • filled in properly in order to give clear evidence of the operation performed • duly signed by terminal representative and cargo surveyor

- MSDS contains all safety precautions to be taken for handling the cargo - LoP to be issued in the absence of MSDS and signed by terminal representative

- LoP to be issued in cases where COW is not permitted

Inadequate Hose connection - LoP to be issued when number/size of hoses affects vessel’s handling capacity

As per our policy and Marpol regulation COW should be performed in each and every discharge operation (either full or marpol cow) unless cargo is not suitable and same is stated in the exclusive list of the cow manual.

In most of the cases charterers give clear instructions for cow or they ask to follow local instructions. Masters should follow strictly charterers cow instructions in order to avoid any possible claim for shortage and/or liquid ROB after discharge.

The cow log should be filled in properly in order to give clear evidence of the operation performed and should be duly signed by terminal representative and cargo surveyor.

- LoP to be issued in cases where COW is not permitted

Vessel in motion while Tank Gauging - There are many terminals exposed to sea/swell conditions - Cargo measurements not accurate due to vessel’s rolling/pitching - LoP to be issued to cover any cargo discrepancy Material Safety Data Sheet (MSDS) Whenever during loading terminal fails to provide MSDS which contains all safety precautions to be taken for handling this cargo then Master should always issue a letter of protest in this respect. Letter should be duly signed by terminal representative.

For this reason a letter of protest should always be prepared to cover vessel and state exactly the number/size of hoses connected by terminal.

This letter will be used to support a demmurage claim in case of delays in any operation.

Vessel in motion while Tank Gauging There are many terminals (especially loading spm,cbm terminals) which are situated in the open sea and are exposed to sea/swell conditions. At those terminals cargo measurements cannot be accurate due to vessel’s rolling/pitching. As such by lodging a letter of protest vessel will be covered for any cargo discrepancy found at next port.

foto sinedriou

Indian Cptns. Cenmar Mgr Ms Johanna Durane (back row)

Inadequate Hose connection There are several cases where terminals provide less number of hoses and reduced size of connections which impose restrictions on vessel’s normal handling capacity, resulting in an increase total turnaround time at the berth.

Manila - October 2010

Dangers encountered during mooring operation When mooring, towing and hauling lines are under strain all personnel in the vicinity should remain in positions of safety, i.e. avoiding all ‘Snap-Back’ Zones.

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Rope departed while towing at CBM. Mooring personnel injured in mooring boat Anchor lost at Mohammedia Tails + Wires broke at Mohammedia Anchors were lashed during berthing at Pachi and Aspropygos Berth mooring Bitt detached at Bourgas SPM Buoy#1 anchor chain detached at Tartous Damage to SPM at Falconara Mooring tails asked to be changed during pre-mooring inspection at Trieste

Mooring Ropes

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Ropes, wires and stoppers that are to be used in mooring operations should be in good condition.

Ropes should be frequently inspected for both external wear and wear between strands.

Wires should be regularly treated with suitable lubricants and inspected for deterioration internally and broken strands externally.

Splices in both ropes and wires should be inspected regularly to check they are intact.

ALWAYS KEEP TWO GOOD MOORING ROPES FOR TOWAGE PURPOSES

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Precautions to be taken before and during mooring

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Careful thought should be given to mooring, towing and hauling arrangements, so that the leads used are those most suited and will not create sharp angles.

Ropes and wires should not be fed through the same leads or bollards.

Fairleads which have previously been used for wires should be checked to ensure they have no sharp metallic areas on the tension surfaces prior to being used for ropes.

Pre-planning of such operations is recommended and a risk assessment of the operation should be completed, especially in cases where it is necessary for the vessel to use an unusual or non-standard mooring arrangement.

Dangers encountered during mooring operation

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To ensure personal safety when mooring equipment is under load, personnel essential to the operation should as far as reasonably practicable be able to stand in a protected position.

Immediate action should be taken to reduce the load if signs of excessive strain appear in any part of the system.

Wherever practical the person in charge should avoid getting involved with the physical operations, so that they can retain an effective oversight.

Good communication must be maintained between all members of the mooring team.

Other persons who have no involvement with mooring operation should always be kept well clear of the area.

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A bird’s eye view of the mooring deck arrangement is recommended (an aerial view from a high point of the vessel can be utilised) to more readily identify danger areas.

Immediate action should be taken to reduce the load should any part of the system appear to be under excessive strain.

Care is needed so that ropes or wires will not jam when they come under strain, so that if necessary they can quickly be slackened off. Where a mooring line is led around a pedestal roller fairlead, the “Snap-Back” Zone will change and increase in area.

Where possible, lines should not be led round pedestals except during the operation of mooring the vessel, thereafter lines should be made up on bitts, clear of pedestals if at all possible.

pg 7

Mooring operation / Snap-back zone

Conclusion Why do accidents occur at mooring arrangements?

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Working with Tugs ά

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(a) Good communication between the tug and vessel being aided are important to ensure that the status of tow lines is understood by both parties at all times and thus avoid unexpected loads being applied. (b) Ensure the bitts upon which the towing eye is to be placed are clear of rope or wire. (c) When conducting towing operations it is important that those involved consider the safety of persons on both vessels. (d) All equipment used in towing operations including messengers should be regularly inspected and replaced as necessary. (e) Similar considerations need to be applied when working with any mooring operation where equipment out of direct control of the vessel is used.

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Strong forces are often present on a mooring deck and these forces are often very difficult to control. It could be stopping a ship moving forward with a spring line. It could be strong gust of wind. It could be winches with great power.

Strong forces on a mooring deck are neither seldom nor unforeseeable. It is the normal situation. Therefore, there is always a latent risk for the crew of being hit by a line or caught in a winch at arrival, shifting and departure. The mooring deck is fully or partly a risk zone- an area of danger.

Both ashore and on board ships, persons are as far as possible removed from risk zones.

Otherwise engines and running parts are shielded.

The question is, if it possible to do something similar on a mooring deck.

Is it possible to avoid working in the risk zone by improving the mooring arrangement?

Can the risk zone be minimised?

Is it possible to get the crew out of the risk zone and into “safe zone” before it gets dangerous?

Is it possible to construct winches, so the crew does not have to pull and lead lines, when the winch is running?

By Captain A. Stellatos

Manila - October 2010

Harden

Anti-piracy seminar Transiting the GoA and East Coast Somalia

Anti-Piracy measures Main suggested anti-piracy measures for the vessel’s fortification

Transiting the GoA n GoA IS TRANSITED ALONG THE IRTC (INTERNATIONAL RECOGNISED CORRIDOR ) n EASTBOUND ENTRY AT : POINT A / WESTBOUND ENTRY AT: POINT B n ENTRY AT EACH POINT IS DONE AT DESIGNATED TIMES PROVIDED BY MSCHOA

What do these parties do

Areas of attention n Gulf of Aden n Red Sea abt 100 miles from Bab El Mandeb n East Coast Somalia up until abt 1000 Nms from the Coast

Anti-piracy seminar

n EUNAVFOR is the main coordinating authority which operates the Maritime Security Centre (Horn of Africa) n UKMTO in Dubai acts as the primary point of contact for merchant vessels and liaison with military forces in the region n MARLO is to facilitate the exchange of information between the United States Navy, Combined Maritime Forces, and the commercial maritime community in the United States Central Command's (CENTCOM) Area of Responsibility n IMB is to be the first point of contact to report an actual or attempted attack or even suspicious movements thus initiating the process of response n NATO is currently engaged in counter-piracy within the Horn of Africa region n CTF 150 conducts Maritime Security Operations in the Gulf of Aden, Gulf of Oman, the Arabian Sea, Red Sea and the Indian Ocean n CTF 151 is a multinational task force established to conduct counterpiracy operations under a mission-based mandate throughout the Combined Maritime Forces (CMF)

Evasive maneuvers n Increase to Max speed n Narrow weave n Avoid loss of speed n Avoid providing a lee n Maximise bow wash and wake n Observe Call regulations n Monitor Vulnerable areas of attack

Enhance watch keeping n Best defense is awareness n Early action deters attacks n Training avoids panic n Drills/Exercises promote confidence n Help arrives faster when promptly informed/alerted

Illumination n DARKEN SHIP -BLACKING OUT ALL LIGHT EMITTING SCUTTLES AND DOORS (with the curtains drawn and only the small lights in the cabins should be on) n NAVIGATION LIGHTS AS PER SOLAS TO BE ON n WHEN SUSPECT VESSEL SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS

pg 9

Ship Crew preparation

Engine preparation

N drills should be conducted with the crew N risk assessment to be carried out N rest the crew before transit of the Gulf of Aden N work on deck to be suspended during the transit of the respective areas N an easy handled flip card / action plan to be posted on the bridge with actions to be taken on even the slightest suspicious activity

N test all engines and auxiliary machinery.

N drills for speeding up to be done N power up fire main.

Drills/Exercises promote confidence

AIS n Please be advised on the following recommendations from MSCHOA regarding the use of AIS whilst operating in the region: n SOLAS permits the Master the discretion to switch off AIS if he believes that its use increases the ship's vulnerability.

However, in order to provide naval forces with tracking information within the GoA it is recommended that AIS transmission is continued but restricted to ship's identity, position, course, speed, navigational status and safetyrelated information. n Off the coast of Somalia the decision is again left to the Master's discretion, but current Naval advice is to turn it off completely.

Warning sign in Somali language n PLACE A SIGN IN SOMALI LANGUAGE, WARNING THE PIRATES OF ‘ ELECTRIFIED WIRES ‘

Fortification of vessel n Remove access ladders from deck level to accommodation level n Lock external doors and hatches ( except bridge wings ) if possible from inside incase of emergency exit n Lock internal spaces that are not accessed during the passage

Communication n TEST SSAS SYSTEM n TEST ALL EXTERNAL COMMUNICATIONS WELL BEFORE ARRIVAL AT THE PIRACY ACTIVITY AREA n HAVE READY THE MESSAGE OF ALERT TO BE SENT TO ALL PARTIES CONCERNED n APART FROM MASTER ALSO OTHER CREW TO BE FAMILIAR/DESIGNATED IN SENDING ALERT MESSAGES n DO NOT MAKE UNNECASSARY VHF TRANSMISSIONS n DO MAINTAIN A VISUAL, RADAR AND SOUND WATCH n DO MONITOR THE VHF FOR NEWS OF INCIDENTS AND MOVEMENTS n PRIOR ARRIVAL AT THE IRTC PLS REGULARLY UPDATE YOUR REGISTRATION FORM/ ETA TO MSCHOA AND UKMTO

Faulty declared vessels n MANY TIMES IN THE PAST PIRATE CRAFTS DECLARE TO BE COAST GUARD VESSELS AND ASK MERCHANT VESSELS TO SLOW DOWN. n DO NOT BE MISLEADED AND DO NOT SLOW DOWN IN SUCH CASES. n IMMIDIATELY CALL THE WARSHIP VESSEL WHICH IS MONITORING YOUR GROUP TRANSIT AND INFORM UKMTO AND MSCHOA.

Registration with MSCHOA n THE OFFICE WILL REGISTER THE VESSEL WITH MSCHOA AND UKMTO n PRIOR ARRIVAL THE VESSEL WILL UPDATE THIS REGISTRATION FORM n DURING TRANSIT THE VESSEL WILL UPDATE UKMTO AND OFFICE EVERY 6 HRS WITH POSITION, HEADING AND SPEED

Transit along the IRTC of the GoA N in group transit - it is not a convoy but is supervised by the patroling warships ( co-ordinators are ukmto and mschoa ) N in escort with national navy vessels ( convoys )

National Convoys n THE VESSEL WILL MOSTLY TRANSIT THE IRTC OF THE GoA IN CONVOY WITH A NATIONAL NAVY VESSEL n REGISTRATION WILL BE DONE FROM THE OFFICE n VESSEL WILL BE GUIDED REG THE CO-ORDINATION WITH THE MILITARY VESSELS n PRESENTLY OUR VESSELS HAVE TRANSITED IN CONVOY WITH VESSELS OF THE: INDIAN NAVY, GREEK NAVY, JAPANESE NAVY, KOREAN NAVY, CHINESE NAVY n AVAILABLE ALSO ARE THE RUSSIAN NAVY AND THAI NAVY CONVOYS

Summary n USE WEATHER / SEA STATE (BAD WEATHER, SWELL ETC/ETC TO BE USED TO THE VESSEL'S ADVANTAGE) n EVASIVE MANOEUVERS, WITHOUT DECREASING THE VESSEL'S SPEED n ENHANCE WATCH KEEPING (POST EXTRA LOOKOUTS ON BRIDGE AND DECK LEVEL ) n HARDEN SHIP (BARBED WIRE, EMPTY BBLS, PROPELLER ARRESTORS) n RIG FIRE HOSES n DARKEN SHIP n WHEN SUSPECT VESSEL SPOTED GOOD ILLUMINATION TO TRACK THEIR MOVEMENTS n DRILLS SHOULD BE CONDUCTED WITH THE CREW n RISK ASSESSMENT TO BE CARRIED OUT n DO MONITOR THE VHF FOR NEWS OF INCIDENTS AND MOVEMENTS n PRIOR ARRIVAL AT THE IRTC PLS REGULARLY UPDATE YOUR REGISTRATION FORM/ ETA TO MSCHOA AND UKMTO

Good Luck.

By Captain A. Stellatos Manila - October 2010

Dr. Glennda Canlas

Halcyon Marine Healthcare Systems Lifestyle

What is the Normal BP ?

Top Causes of Unfitness

1. Eat a Healthy Diet

Rice, Whole Grain Products & Potatoes

Fruit

Vegetables

Fiber 25-30g/day

Meat, Poultry, Fish & Alternatives

5 Food Groups

Empty Calories

Dr. Glennda Canlas

pg 11 Unsaturated Fat

Sugar

Dietary Approaches to Stop Hypertension

2. Drink Lots of Fluids

Preventing Kidney Stones

3.Maintain a Healthy Weight

Body Mass Index

Critical Waist Circumference

4.Exercise regularly

Flexibility Exercises

Resistance/Strengthening Exercises

Aerobic Exercise

Smoking Related Diseases

7.Good Oral Hygiene

Saturated Fat

DASH DIET

Manila - October 2010

Practical advices for a successful vessel’s external audit By Mr A.Rodo 1. Introduction

2.3 Auditor preparation

►

DOs & DON’Ts

► Previous external audit reports ► Previous NCRs, failures / corrective actions ► Third Party inspections / deficiencies ► Additional Flag instructions ► Vessel’s history / accidents, detentions, PR17 ► Audit plan

TRUTH IS ALWAYS BETTER

Achievement of better audit results

2. Preparation for an external audit ► ► ►

COMPANY VESSEL AUDITOR

2.1 Company preparation for vessel’s Ext. Audit a. Carry out internal audit in advance ► Experienced internal auditor ► Extensive audit not on a sample basis ► Identification of non-conformities b. Schedule vessel’s external audit ► Convenient port to be chosen ► Availability of local auditor ► Vessels time schedule at port ► Company’s representation

3. During the Audit ► ► ► ► ► ► ►

Auditor’s welcome I.D. check Search of luggage Visitor’s logbook registration Visitor’s badge Escort Elevator available

FIRST IMPRESSION IS VERY IMPORTANT !

3. During the audit ► ό ό ό

THE AUDIT NEEDS TIME AND CALMNESS 2.2 Vessel preparation ► ► ► ► ► ► ► ► ► ► ► ► ► ► ► ► ► ► ► ►

Crew notification / training if required SMS manuals and SSP Filing system Publications Vessel’s Certificates Crew Certificates NCRS / Deficiencies status PMS Attention File Clean Vessel Crew Presentable / P.P.E. Posted Policies / crew aware Muster list and Station bills DPA / CSO awareness Drill readiness Marked restricted areas Watch and rest periods SSAS test Instruments calibration Accommodation ladder / safety net

Opening meeting Availability of Senior Officers Audit Plan Crew interviews

4. Always bear in mind … ►

External Audit Random audit Codes’ requirements Documented evidence Inspections Drills Responsibility of the Master ό Crew participation Open attendance ό Advantage of auditor’s visit ό Discussion of problems / suggestions ό ό ό ό ό

► ►

ό ό ό ό

Auditor is onboard to: Check correct implementation Check records (2-3 years old) Verify by cross-checking Help

5. Useful tips ► ► ► ► ► ►

Auditor’s notes Photocopies Gathering of folders Controlled & signed forms Transparency Be specific

JUST ANSWER THE ASKED QUESTIONS 6. At the end of the audit ► ►

Auditor’s conclusions Closing meeting ό Senior Officers’ participation ό Agreement of any NCR ό Proposal of corrective / preventive actions

NEVER LET THE AUDITOR TO DISEMBARK WITHOUT HAVING AGREED AND SIGNED THE ISSUED NCRS START IMPLEMENTING THE AGREED CA / PA IMMEDIATELY. YOU HAVE MAXIMUM 3 MONTHS Most important advice Be always well prepared for an unexpected audit by having at all times the onboard documented evidence updated and well organized.

Don’t wait for the next audit to prepare everything at the last moment.

NO SYSTEM IS PERFECT NO IMPLEMENTATION IS PERFECT !

Practical advices for a successful vessel’s external audit

YOU NEVER KNOW WHO WILL ASK YOU WHAT AND WHEN

pg 13 Crew proceeded with troubleshooting of engine starting problem, according to operation manual.

During dismantling of “shut-off valve for starting air”, hairline cracks were noticed on some parts.

Relevant instructions have been forwarded to the vessels (with the above type of engine) and were instructed to carry onboard specific spare parts.

Lessons learnt arising from the Near Miss reporting during

Best Practices & Lessons Learnt Best Practices implemented during 2010

By Captain P. Kumar

Best Practice applying to all Fleet Vessels on Non vented safety goggles While Trainee officer was chipping under the steam lines, a foreign particle entered his right eye passing through his safety goggles, due to strong wind. The Safety goggles used on this occasion were examined and it was found that they had several vent holes on top and on the side of the frame, allowing small size foreign particles to enter through and get lodged in wearer's eyes. These goggles are also unsuitable when working with various cleaning or other types of chemicals. Following investigation on all fleet vessels: 1.

2.

this type of goggles was replaced by nonvented goggles that are safe enough for all types of work, whether it is chipping or working cleaning liquids.

Masters were instructed that while ordering safety goggles they should clarify that goggles with vent holes should not be delivered onboard. If delivered, they should be returned to supplier and Supply dept. should be informed accordingly.

Best Practice applying to ALL Fleet Vessels on Electricians' Gloves During fleet vessel's audit, auditor commented that there was no certificate onboard for the Electrician's Gloves. Masters have been advised on below two items, by circular e-mail: 1) the Electrician gloves may be supplied with a certificate, but usually they do not. Instead by checking the following marks which are printed on the glove itself, one can easily

spot if it is of an approved type: CE (or EC) - EN 60903. The CE marking certifies that a product has met EU consumer safety, health or environmental requirements. CE stands for Conformite Europeenne, "European conformity" in French. The EN 60903 marking means that the product meet the specifications described in the standard EN 60903:2003 and in the IEC international standard IEC 60903:2002 which specify the performances of gloves of insulating material for live working.

2) marking of safe working voltage of the glove in volts (i.e. 12000 volt) must be printed. In case electrician's gloves supplied, do not have these markings printed on them or relevant certificate, Masters are advised not to accept them, return them to the supplier and inform Supply Dept. accordingly.

Best Practice applying to six vessels of the Fleet with RTA 58T engine: Starting Failure due to defective “Shut-off valve for starting air” M/E failed to start when the vessel was maneuvering / shifting from OPL anchorage.

Controls were transferred from bridge to ECR and subsequently to engine local maneuvering, without success.

Any operation should be properly planned and good communication & co-operation, should be established between crew involved, in order ensure its safety. As per FIM, Chapter A, item 1.8, the Daily Work Planning Meeting provides an additional safeguard in this direction. Work planning meetings must be carried out daily in order to create a schedule, organize the various pending tasks and address any safety related matters that may arise out of the planned activities. In addition, during this daily meeting, one can seize the opportunity to confirm that all the equipment (including P.P.E.) and tools intended to be used for the day's planned activities have been inspected and were found to be in proper / operating condition. The PPE Matrix which can be found in Chapter B, Section 3 of FIM should be consulted at all times during preparation for a task.

Mooring Operations / Contact / Grounding / Collision · ·

·

·

·

O.O.W. should verify ship's position and make sure that all navigational equipment work properly before assuming watch.

One cannot stress enough the importance of safe mooring practices. During such operations deck crew should be extravigilant, wear proper P.P.E. and maintain safety positions, so as to avoid injuries.

Crew involved should also observe the safety practices followed by shore personnel.

Pre-arrival inspection must be conducted prior to assuming mooring operations.

Anchors and the condition of the mooring equipment should be thoroughly inspected prior to vessel's berthing, in order to ensure readiness. Form D-50 should be properly completed every 6 months.

Instructions and guidelines contained in the mooring plan should always be adhered to.

Upon completion of mooring operations, all equipment used (i.e. tools, machineries, gear, electrical appliances) should be properly secured in order to avoid accidents on deck.

All anchor gear and mooring equipment should be regularly inspected and properly maintained.

Manila - October 2010

Best Practices & except momentary entry or exit. The system should not be operated fully closed, that is in 100% circulation mode, because the operation of extraction fans galley and sanitary spaces will reduce the atmospheric pressure in the accommodation. ·

During cargo operations crew should be extra vigilant of the safety practices followed by shore personnel. Good communication should be established in order to ensure safety of operation.

·

Proper communication should be established among C/O and ECR crew during cargo heating. Once main steam valve supply to deck is closed, the exhaust gas economizer surplus steam dump valve should be opened, in order to avoid over pressurizing the lines that may lead to leakages, broken valves and injury.

Cargo & Bunkering Operations ·

·

·

·

During cargo operations crew should execute orders coming ONLY from supervising officers, and not shore / terminal personnel.

During cargo operations, all doors, openings and ventilations should to be closed, so as to avoid toxic fumes or vapor concentrations entering the accommodation. Furthermore, nonassigned doors should not be used during such operations. The detailed instructions included in the FIM must be followed at all times. Should never stand on the leeside of the Mast riser. Crew members should make sure that they carry portable H2S detector or be in the company of another crew member carrying relevant equipment. Prior assuming task crew involved should check the battery charge of H2S detector and carry out an atmosphere check.

During bunkering or cargo operations, the responsible officer must ensure that scupper plugs are well tightened and maintained. Access to anti-pollution equipment should be left unobstructed for safe and quick passage, in case of a pollution emergency.

Prior commencing cargo operations, vessel should be carefully inspected and crew involved should check the working condition of all equipment and communication devices intended for use.

During bunkering operation the fire fighting and oil spill response material should be rigged near the bunkering manifolds.

·

While preparing manifold for hose connection, manifold cover should be secured in place, in order to avoid injuries.

·

All doors, hatches, openings and ventilation inlets in Accommodation and ER should be kept closed, so as to avoid toxic fumes or vapor concentrations to enter closed spaces. A positive pressure will be maintained only if the air conditioning system is operating with its air intakes open and if all access doors are kept closed

Best Practices & Lessons Learnt

·

When taking ullage, sounding or taking samples from tanks, crew should make sure that all vapour lock caps are secured / tightened in order to avoid accidental release of vapours.

·

Bunkering operations should be properly planned. Barge's mooring lines should be properly secured on vessel's bitts or bollards fitted on deck. If barge's lines are not long enough, vessel's lines should be used instead.

Injury / Man Overboard ·

As already mentioned, the P.P.E. Matrix which can be found in Chapter B, Section 3 of the FIM, should be consulted at all times during preparation for a task. According to the nature of the task assumed, proper P.P.E. should be used during work by crew members, as well as, by visitors and contractors. The condition of the P.P.E. should be thoroughly inspected prior use.

·

When preparing anti-piracy measures (i.e. installing empty barriers, razor and barbed wires etc) crew involved should be wearing proper pair of gloves and other P.P.E., so as to avoid injuries.

·

Tools should not be left scattered on Deck or in E/R. Crew should keep close sight of tools throughout the task and use toolboxes. Upon completion of works they should be properly stored and secured.

·

Protective equipment should be used by crew while handling chemicals that can be very irritant to the skin. Chemical proof goggles / visors should be used while working with paints, thinners, chemicals or while using equipment for cutting or welding, for eye protection, as well as chemical suit. Chemicals should not be used without relevant permission and specific instructions.

·

The condition of all tools and equipment should be checked prior use, so as to avoid injuries. Proper maintenance of tools and equipment, including the means of access to the vessel (i.e. gangway) should be applied and any deficiencies found during regular inspections should be reported for immediate repair or replacement.

·

While preparing, restoring or rigging up pilot (combination), accommodation ladder, or gangway the correct procedure should be followed and boarding arrangements should comply with IMO, SOLAS & IMPA regulations. Above equipment should be thoroughly inspected and repaired as necessary. Crew involved should wear proper P.P.E., and safety harness in order to avoid accidents. Visitors should be warned NOT to board the vessel until vessel's mooring is completed and safety net is in place.

·

Lifting heavy objects requires very good preparation and maintaining proper body posture, in order to avoid injury. In some cases crew members should ask for

pg 15

& Lessons Learnt

should take notes of the reading(s) after coming down from the ladder. ·

Warning signs should be placed near freshly painted or wet areas / surfaces, including the stairways, in order to avoid injuries.

·

Proper housekeeping is very important for the safety of the crew and vessel. Slippery surfaces (including the steps/platforms of the gangway), due to oil, grease or water should be cleaned up immediately, so as to avoid injuries. Oily and greased rugs lying on deck may lead to injuries as well, if the area is not thoroughly cleaned. Any leakage should be stopped at its source and a warning sign should be placed nearby.

·

During drills, crew coming on deck should be reminded to wear proper P.P.E. (i.e. safety boiler suit, safety shoes and helmet), in order to avoid serious injuries.

·

Before leaving port, vessel must be prepared for sea passage. Moving objects/

never step on railings while working at heights.

·

· assistance appliances. ·

·

·

·

and

use

proper

lifting

Whenever hoisting heavy gear or receiving stores / provisions, even while at shipyard, the job must be properly supervised and overseen through till completion. The lifting operation should be properly planned and good communication and cooperation should be established between the crane operator and deck crew involved in order to ensure safety of operation. A signal man should be employed in order to establish good communication between the crane operator and the deck crew involved. Deck crew and ship chandlers should be extra-vigilant, wear proper PPE and maintain safety positions, during such operations as arms disconnection and picking up heavy items, provisions and stores with crane, in order to avoid injuries.

Messenger lines should be properly attached and used by deck handlers to avoid swinging of gear and possible contact with structures or crew.

Tools, wiring and other equipment provided by shipyard should be properly inspected prior use and if found to be defective, same should be reported immediately to supervisors.

·

During heavy weather, no one should go out on open deck without notifying the C/O or O.O.W. Permission may be granted only after taking all safety precautions [use of appropriate P.P.E. (safety shoes and helmet), safety lines and walkie talkie].

During ballast exchange or deck washing, crew should use the special pathways painted with anti-skid paint and wear

proper P.P.E., so as to avoid injuries.

Further, while on deck crew should be extra watchful for the presence of ice. ·

Fixtures and fittings over which crew members might trip or which project, particularly overhead, thereby causing potential hazards should be suitably painted in highly visible colors, in order to give early warning to crew working in the area.

Good preparation prior assuming any tasks, such as working aloft is of vital importance. A Risk Assessment Form (D/E03) should be completed and relevant permit (D/S-10) should be issued prior assuming such tasks. Engine and deck crew should properly secure tools and equipment, since these may fall out and hit crew working at lower levels. Crew should

When work is undertaken on or near the radars, communication should be established with the bridge and O.O.W. should be notified, so that radars/scanners are not started without the knowledge of the workers. In addition, relevant permit (D/S-10) should be issued prior assuming task and relevant warning notices should be posted.

Crew members should not run on deck or on stairways unless for an emergency and they should keep in mind that sudden or heavy rolling of the vessel is always a possibility. While on deck crew should make sure to use the special pathways painted with anti-skid paint. Personnel should watch out for tripping hazards and protrusions (such as pipes, framing, ropes and scattered equipment). It is considered to be very dangerous to walk on, step on or vault over pipelines or guardrails. While in a hurry to complete tasks assigned, crew members should not neglect their safety.

·

While carrying objects on stairways, crew should keep one hand free, so as to hold on to the railings.

·

Crew should be careful while using ladders and avoid losing their balance. While taking sounding of the fresh water tank, crew

parts (projectors, oil and garbage drums etc) and all other loose tools / equipment should be properly secured / lashed, especially while at sea, so as to avoid injuries or damage to the ship. Doors, hatches and windows should be either closed or secured to open position and r e g u l a r l y i n s p e c t e d . Ve n t i l a t i o n s (especially those in forecastle) should also be closed. ·

Prior releasing gas from mast riser or taking tank ullage / sounding, crew should use personal H2S meter or gas mask, taking under consideration the direction of the wind and the various consequences of inhaling H2S or other hazardous materials.

During purging / venting operation, no one should go on deck with relevant permission and all doors, openings and intakes should be kept closed.

Part Two to be continued on the next available 'Wavelength' issue W44.Ed

Manila - October 2010

Proper inspection and maintenance of safety equipment

How Planned Maintenance Schedule can be effective?

Safe ship is a happy ship

What is it all About?

Capt. Emeterio Andaya

Planned Maintenance Schedule (PMS) and its relation to safe operation onboard

“Serves as a guideline for us to ensure that everything is properly checked for defects and maintained in its proper operating condition”

PLANNED MAINTENANCE SCHEDULE + COMMITMENT _______________ = SAFETY

w routine safety visual inspections of accomodation ladders, falls, and the air-driven motors must be carried out w pilot ladder steps, spreaders and ropes must be checked for damage w any defects found should immediately rectified.

life vests should also be stationed or near the access ladder, they should regularly checked as well as properly maintained

Safety culture “Are all crew involved fully familiarized with lifeboat launching, recovery procedures and controls as Safety Training Manual?”

Good Seamanship

M

NTROF AGEMENT I N AN

C.

CENTRO-NEWS

The Articles written and the Views expressed in this bulletin do not necessarily reflect those of CENTROFIN and/or its members.

Queries to: wavelength@centrofin.gr Disclaimer. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions/procedures issued by the owners/managers, flag etc.

Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources Tel. +86.1347.8526 865. Email: ilioship@yahoo.com.sg Comments. This editor welcomes readers' responses to all articles & Editorials.

Design-Production: www.paradox.com.gr Tel.+30.210.6560 574

IN

W

avelength

Reaching Out

“ Are communication signals understood by all crew participating in the exercise or drill? ”

CE

Before any plan of launching lifeboats is initiated, a prudent Safety Officer should first of all take into consideration the external factors/influences existing at the time like extreme weather conditions, tides, currents, sea state, etc.