REFLE TIONS - Synergy Marine Group...Specific prevention for container vessels Weather routing...

REFLECTIONS

MONTHLY BULLETIN

AUG 2018

CMS DESK ALERTS SENIOR MANAGEMENT VISIT NEAR MISS REPORTS INJURY REPORTS DAMAGE REPORTS REVISITING PAST LFI LARP

We don’t learn by doing, we learn by

reflecting on what we have done.

Preventive Measures for Heavy Weather

Heavy weather does not only cause typical P&I claims such as damage to cargo or loss of cargo overboard.

Heavy weather also causes H&M claims, which can include structural damage to the vessel or, damage to ma-

chinery and equipment etc. A large proportion of cases where containers are lost at sea occur in heavy weather.

The questions are:

• Why did the vessel sail through the heavy weather?

• Could the vessel have navigated around the heavy weather?

• Did the vessel use weather routing or not?

• Did the crew slow down or alter course to avoid the impact of large waves or high winds?

• Was the cargo correctly secured?

When preparing a vessel for sea it is essential that it is loaded as per the cargo securing manual, which provides

guidance on securing devices and arrangements, stowage and securing of non-standardised cargo, plus stowage

and securing of containers. To avoid excessive acceleration and forces, course and speed may need to be adjust-

ed for the vessel’s motion in heavy seas. Early avoidance of heavy weather and adverse sea conditions is always

recommended. If the vessel reduces its speed, it is probable to avoid any damage. As always the crew has to se-

cure the cargo properly before sailing, but if heavy weather is anticipated it is important that the crew double-

check the securing arrangements before sailing. This can prevent costly claims. Taking into account the actual

stability conditions, it may be necessary to ballast or de-ballast the vessel, improving the behaviour and avoiding

excessive acceleration.

During loading, it is not unusual for the stowage plan to change. This gives little time to evaluate the changes.

Another concern during loading is that stevedores secure containers with deteriorated lashing equipment. It is

important that lashing equipment is in good condition and that equipment in poor condition is being removed to

prevent it from being used. If the tier structure collapses on a container vessel when sailing in heavy weather it

can actually worsen the situation if the crew tries to re-lash the container stacks because the collapsed posts are

becoming even more overloaded. Also being aware and training officers about the mentioned risks with para-

metric rolling is imperative. The best preventive measure any vessel can take against heavy weather damage is

to slow down and to alter to a more favourable course.

Preventive measures

Weather routing should be used to avoid adverse weather

In heavy weather, adjust course and speed to ease the vessel's motion

Ensure that cargo is secured properly before sailing

Ensure that openings and hatches on deck are secured properly before sailing

Be aware of the risks of parametric rolling

CMS DESK—ALERTS!

Specific prevention for container vessels



Complete risk assessment for encountering heavy weather

Check and verify that the lashing methods follow the requirements as outlined in the vessel's cargo securing

manual

The cargo securing manual should be applicable for the stowage arrangements and lashing equipment used,

written in a language readily understood by the crew and other people employed for securing the cargo

Lashing equipment and securing points must be maintained regularly and inspected for wear

Have procedures in place for calibrating the loading computer

Try to reduce the vessel's GM when not fully laden

If possible, check that container seals are intact and that containers are secured correctly if the vessel is

heading into heavy weather

Do not mix high cube containers with standard height containers in stacks. This does not allow bridging piec-

es to be fitted between stacks

Ensure that weights are declared and that maximum stack mass and height limits are not exceeded

Keep detailed records of maintenance, inspections and tests completed both by the crew and third parties

regarding hatch covers and other openings to compartments and cargo holds

Be aware of the risks with parametric rolling

Specific prevention for bulkers



Ensure all cargo hatches and openings are secured properly

Hatch covers and seals must be in a good and watertight condition

Verify that gaskets and coamings are in good condition

Ventilators and other openings into cargo holds should be in good operating order and capable of being

closed

Seal cargo hatches with ram-nek

Do ultrasonic tests on cargo hatches. Maintain the cargo hatches in a proper condition

Complete risk assessment for cargo hatch covers and for encountering heavy weather

With the correct preparation and procedures, the vessel can minimize the effects of sailing through heavy

weather. The best prevention against heavy weather casualties is to plan the route properly and to reduce

speed and alter course as required. The vessels that are at the highest risk of suffering cargo damage when sail-

ing through Heavy Weather are Container, Heavy Lift and RoRo vessels. It is important to understand the risks of

parametric rolling.

CMS DESK—ALERTS!

SENIOR MANAGEMENT FEEDBACK SENIOR MANAGEMENT FEEDBACK

Citrus Express

• Senior Management on board found to be fully involved in spreading awareness on the campaigns initiat-

ed by office.

• Morale of crew was found to be high.

——–

BW Thor

• Senior Management on board found to be fully involved in spreading awareness on the incidents occurred

on our management vessels.

• SHELL Initiative program was being well implemented on board.

——–

Garnet Express

• Feedback was taken from the senior management on methods to ensure that the highest safety culture is

practiced on board.

• SHELL Initiative program was being well implemented on board.

——–

Nave Neutrino

• Concentrated Inspection Campaign on Auxiliary Machinery which was sent to all vessels which was sent

to all vessels was discussed with all crew.

• Senior Management on board found to be fully involved in spreading awareness on the incidents occurred

on our management vessels.

Near Miss: 1 While carrying out routine rounds on deck, PV break-er drain valve was found leaking and water level be-low Normal . What to do? Maintenance to be carried out as per PMS. Safety rounds to be taken regularly and ensure IG system is operated and checked regularly. Severity : Minor

_______

Near Miss: 2 While leaving for tea break time, crew member for-got to close the air valve of pneumatic chipping gun. He closed the air supply valve on main deck instead. When he opened he air supply valve post break, the chipping gun started operating uncontrolled nearly missing a crew member’s foot. What to do? Training should be given to all crew members for se-curing power tools in such a manner that no harm can be done if the switch is accidently tripped. No idle tools should be left in a standing position. Severity : Minor

Near Miss: 3 While in port,the MOT gangway was rested on the bracket provided. While lifting MOT gangway on de-parture, the weight of the gangway was taken on the crane and the mot securing clamp was rested on the mot gangway rail. When the lower end of the the gangway was lifted, the top end of the gangway sud-denly swung inward nearly hitting a crew member standing nearby. What to do? The rigging/unrigging of MOT should be monitored by Duty Officer. Situational awareness should be in-creased by training sessions and sharing experience. Procedures should be followed as per COSWP. Severity : Minor

_______

Near Miss: 4 While washing poop deck, water hose was connect-ed to a FW hydrant on incinerator platform. The hose securing arrangement at the hydrant gave way and the hose came off leading to water spray/seepage near the electrical panels on the lower platforms. What to do? RA to be done during Tool box meeting for such haz-ards. Preventive measures like covering the electri-cal panels with plastic or waterproof canvases as protection against water spray to be taken. There should be a responsible person standing by the hy-drant all the time. Severity: Minor

_______

Near Miss: 5 While taking rounds in the fwd. store, it was ob-served that some items were moving around due to rough weather and vessel's movement . What to do? Pre departure checks and a complete risk assess-ment should be carried out diligently for encounter-ing heavy weather. Check and verify that the lashing methods follow the requirements as outlined in the vessel's cargo securing manual. Severity : Medium

_______

NEAR MISS REPORTS

Take a moment to….

Near misses reported today stops accident tomorrow!!!

Total no of Near misses received (July)

73

No of vessels reported (July)

53

No of vessels Not re-ported (July)

44

NEAR MISS STATISTICS

VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS

BULK ASIA 5 ASIA DAWN 1 MAERSK ESMERALDAS 1

BW BIRCH 3 BW CEDAR 1 MAERSK EUREKA 1

KAILASH GAS 3 BW LORD 1 NAVE DORADO 1

SEROJA EMPAT 3 BW MESSINA 1 NAVE NEUTRINO 1

BERGE WEISSHORN 2 C DREAM 1 NAVE PULSAR 1

BRIGHT DAWN 2 CITRUS EXPRESS 1 NAVE QUASAR 1

ESHIPS COBIA 2 COMPASSION 1 NEW DAWN 1

GLOBE ATLAS 2 D&K ABDUL RAZZAK 1 NICOLINE BULKER 1

NAVE CELESTE 2 FREJA HAFNIA 1 NINGBO DAWN 1

NAVE ELECTRON 2 GAS STELLA 1 OCCITAN SKY 1

NAVE SYNERGY 2 GRACE VICTORIA 1 ORIENT STAR 1

TRAMMO DIETLIN 2 HISUI 1 PACIFIC DAWN 1

TRAMMO PARIS 2 JUBILANT EXCELLENCE 1 PICO BASILE 1

VINAYAK 2 LILAC VICTORIA 1 SEROJA ENAM 1

ANNE METTE BULKER 1 MAERSK EDIRNE 1 SEROJA TIGA 1

APL ANTWERP 1 MAERSK ENSENADA 1 SHANGHAI DAWN 1

INJURY REPORTS

VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS VESSEL NAME NEAR MISS

NEAR MISS STATISTICS

SHINYO OCEAN 1 BW BARLEY 0 FRONTIER LEADER 0

SOUTHERN REVER-ENCE

1 BW CANOLA 0 GARNET EXPRESS 0

SOUTHERN ROSE 1 BW EINKORN 0 IRIS VICTORIA 0

TH SYMPHONY 1 BW FLAX 0 MAERSK EMERALD 0

TRAMMO CORNEL 1 BW HAZEL 0 MAERSK ENSHI 0

ADITIYA 0 BW THOR 0 MAERSK SALTORO 0

AL BETROLEYA 0 BW TYR 0 MOL PRESENCE 0

APL CALIFORNIA 0 CEZANNE 0 NANYANG STAR 0

APL FLORIDA 0 COMPASS 0 NAVE EQUINOX 0

APL OREGON 0 D & K1 0 NAVIOS OBELIKS 0

Australia Maru 0 D&K YUSUF 0 NEO 0

BRIGHT HARMONY 0 EMERALD EXPRESS 0 NEUTRINO 0

BW ACORN 0 EMILIE BULKER 0 OCCITAN BARSAC 0

OCCITAN KEY 0 ORCHARD BULKER 0 SIGNE BULKER 0

OCCITAN PAUILLAC 0 SENTOSA BULKER 0 TRISTAR COURAGE 0

OCCITAN STAR 0 SETO EXPRESS 0 TRISTAR LEGEND 0

Note : KPI for Near miss per Vessel :1 per month

Highlighted vessels No of reports are below KPI

Injury Incident No 1

While coming out from engine room upper deck, the engine cadet’s right hand got crushed by the engine room fire door causing injury to the index finger & middle finger.

What must be done?

Crew to be briefed on the precautions on operating Fire doors and reduce the risk of injury. Warning no-tices to be posted on all self closing doors.

_______


While bosun was securing pilot ladder, he was having difficulty getting the spreader over the ship's railing. Ch Off and cadet were passing by to go for mooring stations and stopped to help him, in the process while pulling the spreader over the railing Cadets thumb finger got pinched between the spreader and railing .

What must be done?

Cadets should be under supervision of Senior Officer . Training for reiterating adherence to PPE donning at all times should be imparted to all crew. _______


Crew member suffered a deep cut on his right hand point finger and thumb while trying to open the tinned meat can by knife in the crew pantry.

What must be done?

Proper tools to be kept for opening canned food. Briefing for the crew to be carried out for same.

_______


While climbing down the stairs to assist bosun for se-curing Suez canal mooring boat through companion way, he slipped down the stairs. He hit his back on the step causing severe muscle pain on both sides of the back bone and pain on the left hand shoulder joint . What must be done?

All crew to be reminded to use 3 point contact while using stairs which requires three of four points of contact to be maintained at all times – two hands and one foot, or both feet and one hand. This allows max-imum stability and support, reducing the likelihood of slipping and falling.

INJURY REPORTS


While taking soundings, 4/E which slipped near the walkway crossover and hit a support angle bar incur-ring a severe cut (1.5 inches wide) below left knee.

What must be done?

Situational awareness, applying proper safety proce-dures and using the appropriate equipment are key to preventing such incidents. Crew to be briefed to be cautious when working near slippery surfaces.


Motorman was working on Drilling machine in E/R workshop. While carrying out the task, he turned in-advertently and hit his left eye on the corner edge of a stored metal plate causing a minor bruise on eye lids & reddening of eye. What must be done?

Crew should review the hazards involves during toolbox meeting. The right way to do the job is to be identified. Metal plate to be repositioned to make a safe working environment.

_______


Chief Cook was carrying out routine job of cutting vegetable while the vessel was experiencing slight to moderate rolling. The galley phone rang and the cook momentarily lost his concentration on the work. The knife caused a cut on his finger .

What must be done?

Crew should be trained in the safe use of knives and safe working practices and to avoid distractions while working with knives. _______

INJURY REPORTS

Damage Incident No 1 The securing Strap of the foam extinguisher inside lifeboat snapped & thus foam extinguisher fell inside the lifeboat leading to its accidental activation .

What must be done? The securing arrangements for all FFA should be in-spected and their suitability for the purpose to be verified at regular intervals. This task should be in-clude as part of PMS.

_______

Damage Incident No 2 While vessel was discharging at Yantai berth, Loading Master requested to adjust the moorings to align the shore loading arm with the vessel’s manifold by 15 cms. While this was being done, excess weight and surge due to change of tide (High tide) resulted in parting of aft breast line (approx. 4 mtrs after the tail rope.) The breast rope had a very short lead leading to excessive load . What must be done? Crew should be briefed about risk assessment process prior to mooring operations. Training is an important part to ensure that personnel engaged in mooring operations are competent.

_______

Damage Incident No 3 Yard crew was working on replacing old deck air line. In DD. While gas cutting one section of deck air pipe-line on main deck, the sparks fell on an uncovered mooring rope which was kept on the deck uncovered. The rope caught fire causing damage to rope .

What must be done?

Job hazards to be identified during the ship-shore meeting prior commencing the job. Rigging of protec-tive covers over the mooring ropes is essential when hot work is planned in the vicinity of mooring ropes.

_______

Damage Incident No 4 While discharging containers from Bay 70, gantry spreader came in contact with 20 foot containers which stacked in bay 70 causing three 20 foot con-tainers to topple to the adjacent row. This damaged two reefer containers on bay 70 row 16 & 18 and eight 40 foot containers went overboard.

What must be done? Gantry should be operated by a certified operator who’s properly trained on operating the crane up for the specific load and circumstances. Responsible per-son should supervise the overall gantry crane opera-tions in-order to identify any shortfalls early.

_______

DAMAGE REPORTS

Damage Incident No 6 Fire alarm got activated on "Fire Control Panel" on Nav. Bridge for zone 5 (B-Deck). On inspection, chief officer reported thick smoke coming out from B-Deck near port side entrance (Crew laundry) with some burning smell. What must be done? Crew to be briefed on safe laundry practices. All laun-dered items to be removed from dryer when the dry-er cycle is completed. Washing machine plug to be switched off when not in use. Sockets/power supply to be checked regularly.

_______

Damage Incident No 7 During deck rounds, duty AB observed the Port side Combi ladder operating without being manned. The electrical supply was isolated but damage was caused to the railings of the ladders. Electrician was called to check the condition of electrical wires & motors. It was observed that some part of the wires had been exposed due to sand blasting during dry-dock causing a short circuit the system . What must be done? A thorough inspections should be carried out post DD to ensure all electrical equipment is in good working order. _______

DAMAGE REPORTS

Leakage of hydraulic Oil

Incident:

Vessel loaded with cargo of fuel oil, during discharging at Port Moresby, experienced leakage of hydraulic oil

from hydraulic system located inside the engine room. Flexible hose used for oil transfer in Framo unit was

found detached from metal coupling. Damaged line was isolated and fresh oil was topped in the system. Ves-

sel resumed discharging. Approx. 700 liters of oil was spilled and contained within the compartment.

Direct Cause:

Failure of Framo Hydraulic System (Hose burst). Rupture of the Portable hydraulic hose that was left connect-

ed to the HP line after oil transfer, led to loss of system oil and subsequent stoppage of cargo pumps and dis-

charging.

Indirect Cause:

• During the last transfer of oil from storage to system tank, portable hose of the transfer pump was con-

nected the HP line instead of the LP line as recommended by FRAMO.

• Portable hose was not disconnected after completion of hydraulic oil transfer.

• Engine room team’s members did not intervene 2E decision to keep the hoses on after filling the tank nor

was not noticed by watchkeepers during routine rounds.

How to prevent from re-occurrence?

• Training to be carried out for all engineers regarding the following of correct procedures in Framo hydrau-

lic system .

• Valves to be lashed in closed position and safety notices/transfer procedures have to be put up in appro-

priate locations to warn the crew.

• Breaking of seal to be done only with C/E permission.

LEARNING FROM INCIDENTS

Summary

Vessel was enroute from Singapore to West Coast, USA. Her Main Engine #4-unit cylinder cover jacket got

cracked and thus led to leakage of Jacket water. The leakage caused the vessel to slow down.

The vessel was stopped and the damaged Jacket of cylinder cover replaced with a spare available on board.

The vessel resumed her passage. The stoppage was 16.5 hours in total .

Direct Causes

The main cause for the crack on the cylinder cover jacket is corroded surface at lower part of O-ring’s mating

area. This corrosion pit and rust caused the crack. The hoop stress due to cylinder cover’s heat expansion and

combustion gas pressure was directly transferred to the cooling jacket through the adhered scale.

The corrosion and scale formation directly affects / restricts the heat expansion of the jacket and leads to fail-

ure of the jacket.

Indirect causes

• Possible contamination of cooling water system with shore water that is not distilled water. However, the

usage of shore water is prevalent in the industry. The tests that are carried out regularly did not identify

any abnormal parameters .

• Possible use of out of spec cooling water in the cooling system during the previous management.

• Possible use of O-ring from unapproved vendors by the previous management during last over haul.

• Vessels did not drain the cooling water completely from the system since take over (1.5 years), where the

requirement was to do the same once in a year.

REVISITING THE PAST

Root Causes

In the absence of maintenance information from the previous management, the crack appears to have been

caused by cooling water issues or usage of non- original O-rings during last major overhaul.

Vessels did not drain the cooling water completely from the system since take over (1.5 years), where the re-

quirement was to do the same once in a year. Thus, not complying with the maker’s recommendations .

Corrective / Preventive Action

• The cooling water to be drained completely from the system and to be replenished with fresh distilled wa-

ter. Corrosion inhibitor to be added as recommended by maker. The Nitrite level in the cooling water to be

maintained to the higher recommended range of 2400 PPM.

• PMS to be reviewed for all vessels for cleaning of Jackets internals, cooling chambers and renewal of Jack-

et O-rings. Same to be scheduled with major overhaul of the units.

• PMS to be reviewed for all vessels to include the cooling water maintenance routines. Yearly draining of

cooling water and addition of fresh inhibitor.

REVISITING THE PAST

Total no of LARP cards Received (July)

981

No of vessels Partici-pated (July)

86

No of vessels not Re-ported (July)

12

LARP CARD STATISTICS

VESSEL NAME No Of LARPS VESSEL NAME No Of LARPS

NINGBO DAWN 56 LILAC VICTORIA 14

SEROJA EMPAT 38 SOUTHERN REVERENCE 13

SEROJA TIGA 29 BRIGHT HARMONY 12

ORIENT STAR 28 BW LORD 12

C DREAM 26 NAVE ELECTRON 12

NEW DAWN 25 NAVIOS OBELIKS 12

SEROJA ENAM 25 BW MESSINA 11

FREJA HAFNIA 24 MOL PRESENCE 11

ASIA DAWN 22 OCCITAN PAUILLAC 11

BW BIRCH 22 PACIFIC DAWN 11

ESHIPS COBIA 22 SOUTHERN ROSE 11

NAVE SYNERGY 21 TRAMMO DIETLIN 11

PICO BASILE 20 TRAMMO PARIS 11

D&K YUSUF 18 VINAYAK 11

GLOBE ATLAS 17 BW CANOLA 10

MAERSK EDIRNE 16 BW EINKORN 10

NANYANG STAR 16 COMPASSION 10

MAERSK ESMERALDAS 15 GAS STELLA 10

SIGNE BULKER 15 MAERSK ENSENADA 10



MAERSK EUREKA 10 NAVE NEUTRINO 7

SHANGHAI DAWN 10 NAVE QUASAR 7

SHINYO OCEAN 10 NICOLINE BULKER 7

APL ANTWERP 9 OCCITAN KEY 7

BRIGHT DAWN 9 TRAMMO CORNEL 7

BW ACORN 9 ANNE METTE BULKER 6

HISUI 9 APL OREGON 6

MAERSK EMERALD 9 BW FLAX 6

MAERSK ENSHI 9 NAVE EQUINOX 6

TH SYMPHONY 9 NAVE PULSAR 6

CEZANNE 8 NEO 5

EMILIE BULKER 8 OCCITAN BARSAC 5

IRIS VICTORIA 8 OCCITAN SKY 5

KAILASH GAS 8 ORCHARD BULKER 5

MAERSK SALTORO 8 SETO EXPRESS 5

NAVE CELESTE 8 APL FLORIDA 4

APL CALIFORNIA 7 BULK ASIA 4

BERGE WEISSHORN 7 BW HAZEL 4

BW BARLEY 7 NEUTRINO 4

BW CEDAR 7 ADITIYA 3

BW TYR 7 OCCITAN STAR 3

FRONTIER LEADER 7 SENTOSA BULKER 2

GARNET EXPRESS 7 GRACE VICTORIA 1

NAVE DORADO 7 JUBILANT EXCELLENCE 1


Highlighted vessels No of reports are below KPI


AL BETROLEYA 0 D & K1 0

Australia Maru 0 D&K ABDUL RAZZAK 0

BW THOR 0 EMERALD EXPRESS 0

CITRUS EXPRESS 0 TRISTAR COURAGE 0

COMPASS 0 TRISTAR LEGEND 0

Note : KPI set for LARP per vessel: 7 per month

LARPS AWARDEES—1st PRIZE

Name Ashish Varun Rastogi :

Rank Fourth Engineer :

Vessel Trammo Cornell :

LARP Hot work in progress in E/R workshop. Crew member was about to start filter cleaning operation using diesel oil.

:

Action Person responsible for carrying filter cleaning operation was im-mediately stopped. He was advised of the hazards of cleaning with flammable DO in the vicinity of hot work.

:

Name Deepak Verma :

Rank Able Bodied Seamen :

Vessel Trammo Paris :

LARP While compacting the garbage, inside the garbage locker, it was observed that due to inclined deck, of garbage locker, com-pactor can shift and can cause injury to person while operating.

:

Action Dunnage placed under the compactor to prevent shifting. :

Name Diomedes Olor Tabon :


Vessel Orchard Bulker :

LARP Have seen ship's staff walking near the edge side of cargo while proceeding to forward part of the vessel while discharging oper-ation.

:

Action Immediately called his attention not to walk at the edge because this will endanger his life and might cause fatal injury.

:

Name Shashikant Kumar :

Rank Deck cadet :

Vessel Maersk Edirne :

LARP Ship crew were found handling plug-in & plug out Reefer con-tainer socket without wearing Electric insulated gloves.

:

Action Advised the crew member to wear Insulating gloves. :

LARPS AWARDEES—1st PRIZE LARPS AWARDEES—2nd PRIZE

Name Vimal Lisdon :


Vessel Nave Pulsar :

LARP Observed on crew member was climbing the ladder with two SCBA cylinders in his both hands during rough sea condition.

:

Action Immediately stopped him and helped him to carry the carrying the cylinders.

:

Name Leo Gregori Davila Mallo :

Rank Motor Man :

Vessel Signe Bulker :

LARP Ship’s crew using portable hydraulic pump w/o proper PPE. :

Action Advice him to use proper PPE, as hydraulic pump may leak and injured him.

:

Name Surendhiran Sivaraj :

Rank Electro Technical Rating :

Vessel Seroja Tiga :

LARP Found one of the crew member entered in the enclosed space without oxygen meter.

:

Action Informed to use oxygen meter from entry to exit. :

Name Harveer Singh :

Rank Able Bodied Seaman :

Vessel BW Cedar :

LARP While shifting paint drums , crew member found lifting drums in a wrong war which could cause injury.

:

Action Crew member stopped and explained about proper lifting proce-dures and postures. Crew member understood same.

:

LARPS AWARDEES—3rd PRIZE

We thank Master and crew of APL Oregon for their

efforts:

Posted warning signs of “Remove the Plugs when Washing machine is not in use”

We thank Master and crew of Seroja Enam for their

efforts:

Angle bars fabricated on lashing bins at bosun store (Heavy Wx precautions) .

We thank Master and crew of Asia Dawn for their

efforts:

Vessel used "FINGER SAVER" Tool to hold spanners while hammering instead of holding spanner with fin-gers.

We thank Master and crew of Trammo Cornell for

their efforts

Bridge wings step platform highlighted in zebra yellow

and black, radium reflectors for dark hours identifica-

tion applied enhancing safety while operations at

bridge wing .

We thank Master and crew of Southern Reverence

for their efforts

1.Metal cover has been made to cover controlling lev-

er of hose handling crane .

2.Fixing &Launching Procedure of LTA has made with

photos for easy Understanding. Attached in training

manuals and Posted Near LTA .

.

We thank Master and crew of Eships Cobia for their

efforts:

Security seal points stencilled with number made easy

to check all area without missing out.

We thank Master and crew of Shanghai Dawn for

their efforts

In the provision lobby space, a containment tray (with channel and a bucket under it) has been connected under the cooling coils. During defrosting, this tray will guide all the water into the bucket, and prevent making the floor wet and slippery under the plastic grating .

BEST PRACTISES

Amendments to International Maritime Solid Bulk Cargoes Code (IMSBC Code) Enters into Force: 1 January 2019 / 1 January 2018 (by voluntary adoption) Amendments affecting following : Section 1, Section 4, Section 9, Section 13, Section 14 (MSC.426(98) Appendices 1 to 5 (MSC.426(98) For details on amendments, kindly refer to section “Forthcoming amendments” on Regs4Ships software DVD on board.

NEW UPCOMING REGULATIONS

END OF DOCUMENT

REFLE TIONS - Synergy Marine Group...Specific prevention for container vessels Weather routing...

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Transcript of REFLE TIONS - Synergy Marine Group...Specific prevention for container vessels Weather routing...