Monthly Bulletin

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Transcript of Monthly Bulletin

Q&A Department 6
Average number of High Risk observations during SIRE/CDI inspection 11
Individuel Vessel Performance 12
And Finally :-) 13
AGENDAPURPOSE To give information regarding ongoing matters within the Company to office staff as well as to crew & officers on- board vessels technically managed by Uni-Tankers A/S
VETTING Uni-Tankers definition of the term “Vetting”:
Vetting is everything which happens between two consecutive inspections – both ashore as well as afloat.
P & C This bulletin to be kept Private & Confidential.
Uni-Tankers A/S’ new domicile in the old Turbine hall in Middelfart, Denmark
Monday 12th August 2013 we moved to the new offices in the old Turbine hall which has been restored in the most approved fashion with respect for the original architecture and the history of the building.
New address is: Turbinevej 10 DK-5500 Middelfart
UNI-TANKERS A/S | Turbinevej 10 | DK-5500 Middelfart Phone +45 8861 8861 | Fax +45 8861 8860 | www.uni-tankers.com
Latest received Bulletin is always to be discussed at the monthly Safety meeting as well as prior to every vetting inspection.
In case of comments/questions to this bulletin please feel free to forward same to [email protected]
. . . AND
There is no such thing as a stupid question – there are only stupid answers… :-)
REMEMBER . . .
Uni-Tankers versus Vetting
The vetting related statistics for the period from January 2012 up to now is as follows:
A new system for better monitoring the quality of a vetting result is currently being investigated as several feedbacks from Oil Companies indicates that measuring by sheer numbers are a product of the past. Each observation is today categorized as being a low/medium/high risk observation and basis this, an overall score of the result should be obtainable. Further information will be promulgated in due time on this topic.
The next version of the Vessel Inspection Questionnaire (VIQ) is currently undergoing the final approval process by OCIMF and it is expected that it will be ready for full implementation by 1st December 2013. Chapter 13 (Ice) has been entirely re-written and it will therefore likely be taken more seriously by all parties after this date. The updated final version will be circulated once received.
Most observed observations during SIRE inspections Period: 01-01.2013 until present
Observation 12.6 - Is the general condition of service
pipework satisfactory and is it free
from significant corrosion and pitting
and soft patches or other temporary
repairs?
listed below, where applicable, valid
and have the annual and intermediate
surveys been carried out within the
required range dates?
appropriate medical examinations for
for the size of the vessel and in good
order?
Observations made under this header usually reflect areas of rust or general lack of maintenance having been carried out over a larger area. The need for following a maintenance/painting plan for the deck and accommodation is therefore essential in avoiding guests to the vessel (Vetting inspectors, PSC Officers etc.) to get the impression that this vessel is poorly managed.
The observations which are raised under this item mainly concerns misplacements of certificates or non-received originals being available onboard. Prior to an inspection, it must be ascertained onboard that originals of all statutory certificates are available as a majority of Inspectors are keenly verifying the certificate file during an inspection. In situations where an original is missing, Technical Department and HSQE depart- ment is to be contacted for clarification.
When conducting a SIRE inspection on a vessel which handles chemi- cals, there is a desire to have such a formal program in place however due to the variety of chemicals being handled – and thus the different properties of same – it is not possible from a practical point of view to create a reliable and robust program, which will catch abnormalities timely enough. As such, there is a standard answer available to obser- vations made under this item.
Faulty equipment on the bridge must be brought to the attention of the technical superintendent and a deficiency report – including risk assessment – must be made up and forwarded to the office. This procedure must be followed at all times and not only when a vetting inspection is being expected.
Observation 5.1 - Has a safety officer been designated
and trained to undertake this role?
Observation 5.24 - Are enclosed space entry procedures
in accordance with the recommenda-
tions of ISGOTT and OCIMF guide-
lines?
Observation 4.30 - Was a comprehensive passage plan
available for the previous voyage and
did it cover the full voyage from berth
to berth?
where fitted, in good order?
Observation 8.39 - Are the cargo, ballast and stripping
pumps, eductors and their associated
instrumentation and controls, in good
order and is there recorded evidence
of regular testing?
The vessel’s Safety Officer has not the needed training to undertake this role. The Safety Officer must as at least be holder of the “Danish §16 course” or “Accident & Incident Investigation Certificate” if not to con- duct the Seagull CBT “Safety Officer Course” as described in the June 2013 Bulletin.
As a general rule, all observations are initially considered as High Risk observations under this item – irrespective of what the observation actually concerns.. All endeavors to comply with Company Management System ch 7.17.2.1 and onwards. It must also be ensured that crew is aware of all precautions which are taken/required when entering enclosed spaces.
Records being entered into the PMS shall be as correct and detailed as possible. Conflicting and misleading information being entered will not serve any good for anyone during subsequent inspections hence every effort must be made to ensure that records in the PSM is as detailed and correct as possible.
Whenever a passage from one port to another is interrupted (Due to anchoring or significant delays) or changed, the passage plan must be updated as soon as possible to reflect this.
Accommodation ladders and gangways are to be regular inspected and marked in accordance with MSC.1/Circ.1331 (11. June 2009). In addition to this, any defects / Abnormalities noted during an inspec- tion must be appropriately attended to without delay. Copy of the aforementioned MSC circular is available upon request and it goes without saying that when no request is received, the circular is well implemented onboard a vessel.
Physical faults on cargo pumps and associated equipment occurs but it is essential that in cases where such faults occurs, that a deficiency report and risk assessment is readily available as evidence for a plan of rectification. Additional documentation in the form of purchase orders, alternative discharge plan(s) etc will also be beneficial as evi- dence for a plan for rectification.
Q & A Department
Internal Audit of UNI-TANKERS
As well known, the ISM Code requires that internal audits are carried out on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution-prevention activities comply with the Safety Management System.
Thus, UNI-TANKERS had in week 38 / 2013 Internal Audit in our new office at Turbinevej 10, Middel- fart. Internal auditors this year were Marine Standard Manager Michael Sandberg, Marine Standard Co- ordinator Hans Elker Hansen and DPA/QA Manager Birgitte Medegaard.
All departments (except Finance) were subject to internal audit: Management, Technical Depart- ment, Certification, Purchasing, IT, Crewing, HSQE and Marine Standard.
Generally, the auditors were quite satisfied – this also taking into account the rapid expansion of the fleet, class- and flag changes, dry dockings, new staff, implementation of the Maritime Labour Convention etc. However, there is always room for improvements and the auditors have raised some observations to ensure the continuous improvement process.
Thus, in our modern tanker world with a considerable number of requirements from flag, ports, classification societies and customers, it is necessary to document almost all actions by means of appropriate plans, procedures and checklists being up-to-date, risks assessments and, not the least, records and entries showing that the procedures are actually followed.
Nautical Department
Navigational Audits
2 Navigational audits were carried out during last month. Observations from these audits can be seen below:
All vessels please discuss above issues in your bridge team with special attention to observation 3.5.1 as I have seen same problems on different vessels. Please also note that there will be made an observation during audits as per observation 2.1.2 if various old CD’s are kept on board or if there are no proper order in these CD’s.
Deck related Issues
Online ECDIS We have tried two different ways of bringing the ECDIS system online in order to remove the data transfer with USB drives, and thereby removing the risks of viruses on the ECDIS. The systems are just setup, and will be tested on two different vessels, and if it has a good outcome we will make an action plan for the remaining fleet. More about this later.
Seaplanner vs VDS /Weather optimizing programs We have for some time now been testing a weather optimizing program from FORCE called SeaPlan- ner and now we will also try to test same type of program made for Maris ECDIS. The programs are meant to help you make a safer and more economical route by using up-to-date weather forecasts. The first tests of the SeaPlanner has been various, but generally for the vessels with long voyages it makes good sense and not so much for those trading with shore sea voyages. The SeaPlanner is also a bit complicated to use, why we now are testing a different system also. Fleet deci- sions will be made after these last tests.
DNV Shore We have talked a lot about a new reporting system for a long time now but now it seems like it very soon will be ready to be taken into use. DNV a making the last adjustments, and Nautical department are making some tests. After that we will advise two of our vessels to use the system for a short test period, and afterwards it will be taken into use fleet vice. The general idea with the system is that it is a web based system where you have your various reports available such as : “Departure, Daily Report, End of Sea passage, Arrival, Daily In Port, Shifting and SOF Load/Disch”. The reports will be accessible from all computers on board and the idea is that each department can enter data to ease the work load. When we are up and running we will remove some of all the other reports you are sending daily and monthly. You will all be informed more about status and what to do when this information is ready.
Rest Hour
0
20
40
60
80
100
Total Amount of violation each type of rule all ships
As seen above we have had 197 violations in September compared to the 353 violations in the month of August in the fleet. The trend is again going downwards, which is very good! Keep up the good job and good planning!!
You have been told to upload rest hour records to fleet through the DNV Navigator 1.0 program. There are still some vessels which have not done this upload, but please make sure to do this. It has been decided that both the old way but also the new upload method must be used the rest of 2013 so we have a whole year for comparing the records. Please therefore setup you DNV Navigator to make automatically upload of rest hour records, but also send your archived records the 20th each month like normal.
Technical Department
Electricians in our fleet:
After last officer’s seminar, we decided to forward the 2013 electrician plan for all our vessels in the fleet. We have 4 electricians in our fleet only dedicated to assist us in the more common electric jobs. Meaning every vessel will be visited AT LEAST 2 month, 1 time a year. On top of that we have decided to involve another Danish company: CS Electric, working ad hoc if problems arises out site the sched- uled visits and the onboard Engineers cannot solve the problems.
But bear in mind, we still consider the engineers onboard our vessel, with basic skills in electric trouble shooting and able to solve basic problems. But sometimes it makes good sense to involve CS Electric instead of the Makers representatives as Kongsberg, Bjorge, Danfoss etc. ref to cost savings. , - please therefore discuss these issues with your Superintendent, who has the authority to hire in CS Electric.
We are also in the process of installing the complete “package” of frequency controllers for cooling pumps and engine ventilation. This job will be done as well by CS Electric ongoing in 2013 and to be completed deadline April 2014 all going well. Agreement is also established with CS Electric to visit the vessels one time a year to verify that the frequency controller package is running properly.
First experience with the frequency controllers shows reduction in energy up to 60%, - therefore big savings, - which makes us all more competitive and reduces the wear in the pumps.
Attached Plan for electricians 2013.
Most significant vetting observations since last Bulletin
Individual Vessel Performance (20.09.2013)
Uni-Tankers crews are not to participate in the voluntary Crew Competency Test taking place during CDI inspections. Please contact Marine Standard department in case any doubts.
And finally :-)