Information Sharing Bulletin - issue nr. 23.pub
Contents
1. Information Sharing Bulletin Premuda August 2013 Summary Collection of selected closed cases Vetting Issues Remarks to be shared Lesson s bearing Academic lesson Information Sharing Bulletin is published by Premuda SpA SQE Dept Email sqegpremuda net Please send any comment to the Editor sqe premuda net Be proactive F Ug Lesson Learned Dear Premuda s fellows It s time for another Bulletin and for some gen eral reflections Unfortunately shipping market is still depressed and no specific signs of an increasing trend are still at the horizon But as a great person of the shipping said l t s during our darkest moment that we must focus to see the light Aristotele Onassiss Despite the hard times our Company is surviving and the help of everyone is appreciated both on board and ashore Nevertheless to say we need to row all together in the same direction to bring the ship our ship out of the rough seas Briefly detailing this issue the Academic lesson continues the excursus in the world of the Bills of ladings which too often aren t receiving the necessary attention they require and need The Bill of Lading is the most important docu ment among all the cargo documents its incor rectness might lead to serious implications and problems which cost time and enormous amounts The Vetting section is always well exhaustive and is highlight2. 11 42 6 As easily understand this Failure amp an important one The matter haz been requested by Technical Office to Master and Sted for 2 prompt risk assessment and effective evaluation of all actons intended to perform the discharging operation under Safe Control and monitoring Immediate information has been gwen to Agent Local PSC for eventual specific instruction to be followed IG5 quality has been duly checked by additional 02 portable equipment fitted in same postion on MD supplying Ene and recorded offioally on a constant mornrtonng Alernatrve manual operation has been implemented by Master under Safety Superintendent direct control and explained to all Staff Maker Serve Engineer attended the vessel at Cartagena and completed the repair before completion of SIRE inspection P Course recorder no any official Failure has been raised as the Course Recorder was randomly working but Service attendance has been duly organized at discharging port gt VIO 4 36 attendance in Aleeciras after completion of the unloading operation The in order to allow the proper attempts to repasr check for identification of correct remedial action Both of the Observations have been considered zz HIGH RISE but zz a matter of fact both failures affecting the automated workability of the vessel for systems involved have been managed on manual mode under safe and evaluated approach Analyzing the remaining ttems raised the next HIGH RGE tems were
3. 5444 313 E mail sqe premuda net There are no shortcuts to safety and everyone has to contribute Premuda founded in 1907 is one of the most expe rienced shipping Company with the mission of tran sporting oil and dry bulk cargoes The Company operates also in the FPSO market Premuda holds the most qualified certifications in Safety Environmental protection Quality and Secu rity standards Visit our web at Www premuda net
4. CLOSING OF ACCIDENT INCIDENT NEAR WESSEL FOUR BAT LOCATRON AT SEA DATE 20 06 13 Hazard oocurenmce Lack of knolwaedge of ship s equipment WHAT HAPPENED During navigation with bad weaiher the engine staff commerce to transfer the exaust valves from diesel generator flat to engine room workshop using the fixed chain block Chief engineer noted that the chain black MBL was below Ine weight of exaust valve and He stop the operation The operation resumed using engime crame COMPANY ANALYSISYROOT CAUSE ANALYSIS OF INCIDENT Probably engine staff was nol aware about mbl and swl of chain black availaHe in engine room in usa Probably not a comect breifing has been done te engine staff far this job identfyng all possible hazards and necessary tools to be use CORRECTIVE PREVENTIVE AC TIO amp Master should focus the maller ium next oa meeting remind the impotance to ensure all crew rmermbars are familiar wilh teols and equipment ta be use far their jobs 5 Safety Officers must carry on a briefing to ensure all crew involved in the job are aware about which are the correct tools ta be use and all possible hazards amp Safety officer must check that all SWL are properly marked an equipment and maintenance is carried out on regularly basis and recorded an dedicated manual as per company procedura Selected closed cases WESSEL MT FOUR SMILE LOCATION ADRIFT DATE 03 07 2013 E YANBU INCIDENT STEAM BURN Rus
5. analysis to all departments and Vessels and matter will be focused in any technical meeting and Master briefing in Office before embarkation 2 Company meeting by Technical Safety Mannimng SQE for deep analysis of Safety inspection and SIRE outcome 3 Immediate Technical inspection scoeduled to be carried out by Vessel Superintendent to verify carnect Closing of all notes raised and to canfirm the actual maintenance program A Vessel to be strictly monitored by all Office departments in arder to clear any abservatian in the shortest time allowing the vessel ta be prevented to SIRE at soonest Buongiorno Marco mi sono permesso di telefonare all ispettore ultima vetting REPSOL Rafael Castillo al riguardo il risultato della ispezione adrid volevo capire il Come sempre mi ha detto che si dovrebbe chiedere un altra ispezione tra un mese per controllare che le osservazione sono state chiuse veramente Pare che non basta la nostra risposta anche se le prove delle chiusure sono evidenti Niente altro Qui si continua lavorando come sempre Altro non posso dire Saluti Master M T Four Bay Remarks to be shared Dear All WELCOME INTO THE SAFETY PAGE Dears readers in this bulletin would like treat the argument of Use of electronic portable instrument for gas detection Since we noted several problems on use of portable gas analyzer instruments Drager has been decided to issue a guideline that can be used
6. as reference from all ship s officers to reduce instruments replacing for lack of famili arization with these gas analyzers GUIDELINES FOR THE CORRECT USE OF ELECTRONIC PORTABLE INSTRUMENTS FOR GAS DETECTION PRELIMINARY REMARKS Please always consider that Drager Portable Instru ments are to be intended as lifesaving devices for personal use in ventilated confined spaces where high concentrations of corrosive volatile gases are not expected The use of these instruments as tanks processes lines analyzers can be performed for a limited time and only if the absence of chemical contami nants gases from the cargo process gases etc in high concentrations was ascertained If in doubt check the atmosphere using Drager Tubes Measures of a different nature e g continuous monitoring of volume of O2 in a tank must be performed with an appropriate instrument typically a paramagnetic cell based Analyzer SAMPLING AND MEASURING Prior to sampling check and test the atmosphere of the volume you re attaching the sampling tube to If a Cargo Tank is to be sampled refer to the Cargo Safety Sheet that the charging facility is sup posed to have issued Can the Cargo release corro sive volatile substances Is the Sculpture content substantial If in doubt check at least the H2S content using Drager Accuro Pump and Tubes Page 11 Always use the line filter when sampling from remote If you really have
7. by the pilot The communication between all parties involved was unclear and prone to misunderstanding and use of standard marine phrases was not practiced What can we learn The availability of VTS having a pilot on board or approaching to pick up a pilot must not be a reason to relax or defer taking timely and efficient collision avoidance action It shall be recalled that with the exception of Panama Canal responsibility always burden on Master shoulder The collision avoid ance action should have been taken in ample time as per Rule 8 and 19 of the Collision Avoidance Rules The navigator must have a good knowledge of the manoeuvring capabilities of the vessel A detailed risk assessment should be carried out before entering areas of restricted sea room and plans for contingencies must be in place Above is a clear example of the usefulness of Risk Assess ment in evaluating all possible circumstances hazards Close monitoring of external factors such as currents windage shallow water effects on the vessel s manoeuvrability must be carried out Human factors are to be considered too as clearly highlighted by the case study Selected and commented by Andrea Pittaluga The Academic Lesson BILLS OF LADINGS cont Strictly linked to the Bills of Lading B L is the Letter of Credit L C The Letter of Credit is issued by a bank some trading banks that issue the L C like to be listed as the consignee on the order BL in
8. not properly recorded in ORB Part ll as well zz the repair of said equipment n order to avoid any reopbcurnence a training was carried out to Senior Officer last year see enclosure Inspector Observations The vessel was not free of Inherent intact stability When al cargo tanks were 30 full and ballast tanks empty as per loading computer he stablity was not OK Other Inspector Comments This condition was well known by deck officers and a notice was dearly displayed In the COR Company reply to REPSOL wa OCIME Vessel iz im compliance with the intact stability requirements a5 per regulation 254 MARPOL 73 78 as amended and this was verted by Cass please see enclosed RINA declaration All Officers are well aware of the stability conditions and the notice amp clearly displayed in the inspector Observations The fixed oxygen meter on the IG mam was out of order Other Inspector Comments One portable oxygen meter was placed and the oxygen content was checked by ship s personnel manually every 15 minutes A new unit and fe technician antved on board before finish the inspection Company reply to REPSOL viz OCIMF Suddenly before vezzel z arrival at Cartagena the OZ znzlyzer was out of order Immediate Failure Report was raised informing Company AgentfLocal PSC According to Company instruction and failure process management camecd out proper Risk Assessment see endozure Continuous monitonng of O2 content in Vetting Issue
9. OCIMF and so they are public for all Oil Majors performing screening on line REPSOL standard is quite a strict one and surely either Four Bay either Four Island are not young est lady but it is quite a pity see that in less of two months Four Bay is assessed positively by SHELL while REPSOL is always penalizing any inspected vessel To be then underlined following points Four Sky excellent performances especially the O RE MARKS in Rotterdam in the strict path of inspections car ried out after the anchor and chain incident and the clearing of all technical hold received by involved Oil Majors plus the Exxon one discovering about incident via OCIMF and so claiming for a direct information Difficulty for some Vessels Four Wind Four Island for differ ent reasons as for instance operation in difficult areas not reachable or not vessel readiness to be submitted to SIRE inspection For these difficulties the latest SIRE of the ves sels is going to be over dated and vessels might be difficult to be chartered on spot Maximum attention and profession alism should be applied for preparing the vessel to next cru cial appointment that might determine an opening closing step on commercial vessel s chance Regards to all M Leveratto KAEKEKKKKKKKE SIRE Inspections performed during May August 2013 Four Bay Vessel performed SIRE inspection with REPSOL Cartagena 21 05 2013 10 NO with negative result to be re inspected a
10. Rafael Castillo by REPSOL Result of the REPSOL Vetting inspection carried out on the M T Four Bay with vessel under discharging operation in Cartagena port on 21 May 2013 has been assessed negatively We regret io inform you that as a result af the inspection camed out fhe above mentioned vessel she has been rated as NO LCEPIED for Repsol use a5 she does not comply wath the Minimum Safety and Operational Standards required by this Company The status of nan acceptance af the vessel will remain until tre attached observations have been reported dealt woth and it has been cominmed by a new physical inspection The intial list of Observation rated were related to ten 10 trues But as a matter of fact the observations receved on offical SIRE report were ten 105 even with a repetition of same technical observation in B 8 and 11 22 6 Page 6 Vetting Issues No any zpeafic explanation even if requested was recemed by REPSOL for better addressing the SIRE faflure resson But to be noted that on initial Summary of Observations enclosed for prompt evidence following notes were marked zz VERY HIGH to be read az high nisk AR as intended normally by other Ol Maporz VIQ ITEMS 4 36 6 1 E645 124 1213 As a quick conclusion the failure is a direct consequence of the HA number of observation raised 5 penalizing the vessel in a direct way To be mated that the SIRE inspection has been prepared since long t
11. alarms after a measuring cycle do as follows Switch the instrument off Take it to a clean air area owitch it on and start the pump Page 12 Remarks to be shared Leave it breathe in fresh clean air for 10 minutes Perform a Fresh Air Calibration refer to Instrument s Instruction Manual If the alarms don t go off check the internal filters Don t overlook cross sensitivity In the sam pled mixture can be found gases to which the sensor are cross sensitive This can result even in negative below zero readings If in doubt re fer to the Cargo Data Sheets issued by the pro ducer Cross sensitivity can in some cases explain tem porary drifts alarms and faults Read and understand all the Sensors Data Sheets These if not present on board are avail able on demand in digital format from ANCB CONCLUSIONS Once again it must be stressed that in order to obtain safe and accurate results from portable electronic instrumentation they must be operated only by trained staff with a good understanding of the instruments operation familiar with the User s Manual and having all the written docu mentation data tables and charts of sensors and gases at hand lt is moreover crucial that the person in charge before performing a measure makes an assessment of the criticalities that might emerge from the measure procedure and or from the subject of the measure If in doubt ask a su perior or contact Drage
12. ance rep acerment of all camps has been improved and properly cone see enclosed photos far indicated areas Check and maintenance of Camps wil continue 12 15 16 the general condition of electrica equipment including eandutls and vede Inspector Observatiars One extemal liant Gover located in the poop deck 3 side MW cR maintained ciosed using plastic Hes Compary reply to REPSOL wa OCI The plastic clamps were fitted as a temporary additional closing of the teh power found not per ectly dosed at last control neon chargel To be noted that the bebt under question Was not in a dangerous area poop decki Ful light haz been replaced after completion af rgo opersbons see encinsed photos All externa Geht covers have beer inzaected m order to confirm the proper Cosine Company focused the matter anc all aspects have been analhyzex Certification and Documentation gt 1 OBS VIO 2 1 Navigation gt Z OBS VIO 4 4 then NOT reported in VIO 2 36 VERY HIGH Pollution Prevention gt 2 OBS VIO 6 1 VERY HIGH VIO 6 239 Cargo and Ballast Systems Petroleum gt 2 OBS VIC 6 9 VIC 8 18 VERY HIGH Engine and Steering compartments 1 OBS VIO 11 47 6 as repetition af 8 48 General Appearance 3 OBS Vi 12 4 VERY HIGH VIC 12 7 VIO 12 13 VERY HIGH Vetting Issues Vessel armed to Cartagena with two important equipement out of order 1 G5 O02 analyzer oficial failure report n 04 2013 dated 16 05 2013 VK 8 48
13. ater and after the water was drained to ihe port slap tank There was no record of dipasal of ils bunker all contaminated water In the ORE Part IL Company reply t REPSOL vla OCIMF The annual pressure test of bunker lines was done on 5 September 2012 but nat propery recorded Unfortunately during vetting inspection there was a misunderstanding Master did mot state that said hydrostatic test was done using water and that said water was drained to the nt slop tank but be only said to your Inspector that the test could have been carried out either with water or with fuel oil using the F O transfer pump There is no evidence of how the test was done and Sensor Officers involved in that test are no more on board In any case additional training to the Sensor Officer presently on board has been conducted concerning the entries in ORB Part ll see enclosure The schedule and procedure to carry out the pressure test on deck pipsng will be added in Amos PMS in order to follow the proper way and to have evidence of the test 8 28 If the ODME has not been was the fact recorded In the Cll Record Book inspector Observations The COME was aut af onder on DS May 2012 due to mechanical seal of ihe pump damage The Tact was recorded in the ORB Part Hl under code O Instead af M The equipment was repaired on 3D June 2072 but was nat recorded under code M 71 Company reply to REPSOL via OCIMF This observation is referred to an ODME failure occurred last year amd
14. from the port side of the cargo ship But the pilot of the tanker was again distracted with disembarkation arrangements and did not make the agreed manoeuvre The last attempts of communication were unsuccessful due to radio interference Shortly afterwards both ships came in sight of each other and it was real ized that a collision was imminent The pilots advised to put the helm midship and to go full astern however the two vessels collided There was a VTS in operation in the region but VTS operators were passive during the development of dangerous situations The tanker suffered damage to her bow The dry cargo ship suffered damage on the port side under the forecastle area in way of the forepeak store forepeak tank anchor hawsepipe and indentation under the water line in way of forepeak tank and bulbous bow There were no injuries or pollution Page 14 Lesson s Bearing Why did it happen The visibility was very poor due to dense fog and several inbound vessels and an outbound tanker were in the same area nearly at the same time many of which were converging on the pilot boarding area The vessels were distracted and preoccupied with embarkation disembarkation arrangements The vessels did not monitor track or communicate with each other and did not learn each other s intentions well in advance of the accident The dry cargo ship drifted too much southward well in way of the outbound traffic due to strong tidal current He
15. ing the Repsol Factor The Safety section deals this time with an impor tant argument the portable instruments and their calibration on board Unfortunately we have to record several issues for this matter causing on board problems and high costs for the transport and services In this section there will be some information which we hope will be useful to the users on board and which can help for the use and the checks on board of these instruments Another important issue is that by this Edition we will stop to print and send on board paper publications Company s people will find the Information Sharing Bulleting available into the web page this will save costs for printing and mailing publications saving also the time spent for the latter and thus having the publication immediately available upon its publication In this sense we are aligning our Bulletin to the modern concept and system of working We hope this little change will improve our cur rent system and our efforts for easier solutions will be appreciated Good reading to everyone G Mortola In this Issue e Vetting Issues e Safety issues Use of portable gas detection instruments e Collision Analysys e The Academic Lesson excursus on B L The selected closed cases 8 Hazardous occurrence Lack of knowledge of ship s equipment 8 Incident Steam burnt www premuda net Page 2 Selected closed cases m LP CSI GS COMPANY
16. me at least over one month and following cautions and organizations have been settled for the task 1 Philippine Chief Mate has been removed and changed with Russian one Mr Karnzel judged better in nraticenrcy and Company system knowledze 2 Italian Chief Mate Mr Belvizo ha been embarked as additional for the voyage Malta to Cartagena for direct support 3 Safety Superintendent Mr Leonetti embarked in Malta to Cartagena for complete review of Safety Nzvseation izues plus overviewing of Crew Staff esl preparation On Board following Seniors Captain gt Enrique Vozmediano Chie Mate Vadim Kamzel Amedeo Belvizo CE Carlo Savalli Second Engineer gt John Arnaiz Reason of present communication is to analyze the grounds of present failure to be later discuss departments Shep invehved in the observations raised COMPANY ANALYSIS We are here listing the observations green to the vessel 2 Is the vessel free of condflore Hons inspector Observations The following dass memoranda were note In ihe class stabis survey as follows M 22 1 B At he water balast tanks surveys the connections between sloping plates and shelf plates and lower athwart ship brackets af fwd comugaions are to be checked M 27 1 86 S595 overlay reinforcement In carga hold no 7 the welding knuckie joint In way of SPS averay reinforcement amd SPS reinforcement In way of to be submited for close up inspection from ballast tanks side a
17. nd cargo hold side at each Intermediate and special survey for the purpose of detecting Ite eructural condition Company reply ta REPSOL via OCIMF As per enclosed abstract copy of Survey Status the two memoranda M 22 7 6 raised on 29 Oct 2203 and M27 1 8 on 15 July 2005 were raised as consequence of a structural continuous monitoring and improvement carried out in vessel s life These two WBTs are inspected according to Class requirements In addition of Glass requirements twice a year during the scheduled ballast nspection of WET Nr 7 PT and Nr 7 STR the welding knuckles are close up Inspected and reported in the ballast monitoring form zee enclosure ate for the size of the vessel and In good order inspector Observations Course recorder was out af onder Company reply fo REPSOL vla OCIMF The course recorder was temporarily aut of order due to loss of contfseurztwan It was reset but with negative result because it was losing the configuration after short time Service has been carried out at Algeciras anchoraze on 25 May 2013 in order to replace the gyro sgnal converter Sperry 4691 64 Unit the course recorder iz now working properly see enclosed Azze Hempel service report 6 1 Are the Engine Room Part I and Cargo Part I Ol Recon Books OR Gs correctiy completed inspector Observations The last bunker lines pressure test was done an 05 September 2012 Master stated that the test was an hydrostatic test using w
18. nd wet bulk cargoes on the BL is usually based on shore figures Invariably the ship s figures will be different If the difference is small in percentage for that particular trade the master should accept shore figures and sign the BL However if the difference is large the master should issue a Notice of Protest and possibly leave the BL unsigned There is a lot of pressure on masters to issue clean Bills of lading because it enables the seller of the goods to get paid under a L C In the absence of specific wording in the L C banks will only accept clean transport documents On the other hand owners like to please their customer by issuing clean BL Sometimes a shipper will offer a Letter Of Indemnity in which the shipper promises to indemnify the carrier against cargo claims and related expenses in exchange for the car rier to issue a clean B L Unless the LOI has been backed by a bank guarantee it is a pretty worthless piece of paper Generally speaking it is to remind that P amp I Clubs do not cover claims on Bills of lading that have been issued improp erly Therefore a carrier should never issue a clean Bill of lading in exchange for a Letter of Indemnity KKKKK There are some more common terms associated with Bill of Lading and we will deal with the most common ones with the next edition Selected by P Linari Premuda S p A Via Fieschi 3 21 I 16121 Genova Tel 39 010 5444 421 Fax 39 010
19. ng to last Shell SIRE Report therefore inspection was requested to Shell at Tramandai Brazil on 15 July 2013 with no result Then inspection was requested to Total Eni Statoil BHPB Rightship and Lukoil with the same result due to non availability of Inspectors at Tramandai SIRE Inspection has been requested again to Shell at next discharging port hoping to have a positive result also in order to obtain Total vessel s clearance Four Sky Vessel performed SIRE Inspection with BHPB Rightship Balongang 06 05 2013 3 NO with very posi tive result then with BP Daesan 06 07 2013 7 NO with positive result Then vessel performed SIRE Inspection with Shell Rotterdam 29 08 2013 O NO with excellent result Exxon and Chevron referring to last Shell SIRE Re port if necessary Bulk Carriers Four Springs no inspection performed during this period Next inspection to be performed with BHPB RightShip Enclosure Company analysis on M T Four Bay REPSOL SIRE 10 09 2013 VETTING DEPARTMENT Vetting Issues PREMUDA Spa GENOVA VETTING SAFETY AND TECHNICAL OFFICE Vetting ML 01 2013 Date 3 June 2013 FROM M Leverztto Tech amp Vetting Manager TO F Beltrami Fleet Director L Benz Commercial Manager G Mortets and Ons Manager Danilo Chizruttini Crewing Manager Angelo Patane Vessel Superintendent Paolo Leonetti Safety Superintendent SIRE MSZT 1349 1724 3692 carried out by Capt
20. r BL with which we will deal at a later stage The term APPARENT GOOD ORDER AN CONDITION The Hague Visby rules states that after receiving the goods into his charge the carrier shall issue to the shipper a bill of ladin showing among other things the apparent order and condition of the good This means that if a car rier receives damaged or off specs cargo but issues a BL without any adverse remarks about the condition of the cargo a clean BL the BL holder is fully entitled to receive undamaged on spec cargo After the carrier has issued a clean BL they cannot later on claim that the cargo actually had been received in a damaged or off spec condition Page 15 Of course it is not easy to determine if the cargo is in appar ent good order and condition Condition pertains to the external condition of the cargo this is something visible and the master is able to ascertain In this case the BL should be claused accordingly On the other hand it is usually not easy for the Master to determine quality of the cargo because it refers to the inter nal condition of the goods and he is not expected to make an assessment If in doubt about the condition or quality of the cargo loading should be stopped and the local P amp l Club representative be consulted In addition shipper and carrier should appoint an independ ent cargo inspector to perform a detailed inspection Weight is another nebulous term The weight for dry a
21. r for advice Page 13 Lesson s Bearing Collision between vessel at pilot station going to analyze is a real occur rence selected among those pro posed by IMO to be considered er and analyzed by shipping Com Z M ut z going to analyze it involves two 7 vessels engaged in manoeuvring situation The aim of the analysis is to put the focus on the chain of errors that led to the incident and to try to learn a lesson on how it could be avoided What happened A tanker collided with a dry cargo vessel at a river entrance The tanker was outbound and approach ing the pilot station to disembark the pilot while the dry cargo ship had just picked up a pilot a few minutes before the collision It was daylight but dense fog reduced the visibility to about 120 meters Both vessels were preoccupied with pilot embarkation disembarkation preparations There were only the pilot and the master on the bridge of the tanker The master was distracted with manual steering and the pilot was occupied with disembarkation arrangements Due to circumstances of traf fic and tidal current the dry cargo ship was about 0 4 miles in the way of the outgoing channel The vessels were aware of each other s presence 6 7 minutes prior to the accident The pilot of the tanker tried to contact the dry cargo ship for several minutes in vain Later the pilots had communi cated their intentions and agreed that the tanker would head southerly and pass
22. r soeed was reduced considerably as she was getting ready to pick up the pilot and this increased her drift and she landed in way of the outbound traffic lane The bridge team of the dry cargo ship and the pilot were late to realize the developing danger caused by the ship s position The tanker did not execute the agreed avoidance action due to distraction of the pilot VTS took a passive approach It only acknowledged messages but did not warn either vessel of the other s intention despite the very poor visibility and the position of the dry cargo ship which had drifted southwards in way of the outbound traffic lane The pilots and bridge teams on both vessels did not make a full assessment of the risk of collision ARPA was not used effectively on either vessel to assess the risk of collision By the time the ARPA was used on the dry cargo ship it was too late for it to provide reliable information Effectively no one held the con on the bridge of the tanker because both the master and pilot had deferred to the other there was no discussion or questioning of the intentions of the dry cargo ship and at a critical time they involved themselves with tasks that were inappropriate given the impending close quarters situation The bridge on the tanker was insufficiently manned in the circumstances and conditions It did not comply with company requirements or port authority instructions to pilots however no ad ditional resources were requested
23. related ta VIO chapter 12 General Appearance and specifically to Main Deck condition on Aft and CH position 12 4 amd to one external heht cover nat in hazardous area found secured by plastic strap 12 13 These two items although underlining with the additional observation 12 7 related to pipe clamps condition a general maintenance condition mot so good as expected but for sure with due maintenance in progress according to Vessel Supenntendent mstructions don t seem to be correct marked zz HIGH RISK The evaluation is naturally a personal judgement and nobody can weight differenthy by inspecting body but on vessels aver 15 years age the maintenance is running on constant base according ta vessel possibility under operation By Vessel Master reporting under vessel preparation to SIRE anzpeect on correct continuas maintenance performance during Master La Pira embarkztion period 14 10 2012 to 15 03 2013 could be questionable and will be firstly analyzed on vessel reports and then eventually discussed in pre joining briefing But for sure vessel was not performing any SIRE since 11 12 2013 SHELL Remaining tems two of which are related te a design issue zo mo amy chance to correct them 2 7 and 8 9 VICO 6 1 VERY HIGH and 6 25 are related to Pollution Prevention issues Beth izzues are related to Qil Record Book ORB part Il and due recording to be performed on the same Independendy by the HIGH RISK one referred to Main Deck line p
24. ressure test amd supposed reply green by Master for an hywdro test performed with water then not in slop discharge it is for sure to be recorded that this amp a quite repetitive item raised by SIRE inspector and that as Company we still have to address the issue on AMOS PME with detailed job description that should have for sure supported the Master in the case even recording what done along the time As final statement we identify the czuse of the SIRE failure the n 5 HR observation recereed by REPSOL As a sde note to be considered the actions already organized for the expected SIRE inspection and that unhortunately didn t turn out in a postive result Page 10 Vetting Issues Safety Superintendent on board from Malta ta Cartagena for carrying out Safety inspection and preparation ta be anyway noted that vessel obtained no remarks on Safety good result and only one on Navigation on course recorder issu Change of Chief Mate fram Philipine to Russian with additional Ita amp an Chief Mate from Malta to Cartagena We want here to underline all commercial consequences panallzing the vessel trading and Compar business following negative SIRE and all the activity meluding overcodt and lass it i amp necessary to activate to recover the failure especially in a market moment as the one we are leaving nowadays Requested action deemed necessary to interrupt and prevent fault like that 1 Company will spread this
25. s COT stated immediately anc additions portable O2 meter was fitted on fa zuppiying Ge recording data every 15 minutes 5eryomex O7 zna yzer Maker Qeents Serre Engineer was requested to board the vessel as soon az arrryexd at Cartagera with spare znz yzer unit Repar completed during SIRE inspection zz per enclazec service report The unit is brand new and is working property 1142 6 Inert gas plant Including the fans scrubber analyser and valves spector Observations See 8 48 Compary reply to REPSOL viz OCIMF See item LAE 12 4 lE Ihe general condition vieual appearance and cieaniiness of te weather decks satistacsory inspecsar CDSE amore Jd incall detis anui Moe ube put nl ai teeth uer d ny poor condition Generalized TUS spots ard corrasinn were Observed Compary reply to REPSOL via OCIMF Main deck maintenance is was im progress under continwous manitoring Areas nighliehnted were the last ones to be carned out according to vessel s prozram The maintenance of these weather Der haz Geen improved and progeny carried out see enclosec nhotas The maintenance iz well programmed anc will condnve in the remaining decks 12 7 Are pipe stands camps supports and expansion arrangements satisfactory in amp pecsar Cbservacors amp number of camps were found comoded Compary realy to REPSOL via OCIME Pipe clamps maintenance and replacement is in progress according za Company Techrecs Irspection and reports The mainten
26. sian Ta while overhauling a steam valve had his forearm burned He did not report the case to anybody but just when the wound become worst on June 29th Master immediately contacted CIRM for assistance and send him to shore Doctor on July 2nd He was then declared fit for duty and sent back on board with additional medicines Feedback from beh anrigediam n pg not wearing heat protective gloves as assigned for the job CORRECTIVE PREVENTIVE ACTION TAKEN Master was instructed to held immediately a Crew Safety meeting aimed to raise the bar of safety attention and promote widely use of Risk Assessment This Included the request of additional videotel CBTs for all engine crew to avold recurrance Page 4 Vetting Issues Dear All Let us comment the second quarter period of 2013 on Vet ting activity of the Fleet As everyone knows Company sold out M T Framura by 30 05 2013 and let me thank the Lady for the services rendered to the Company and all of us Title of this quarter may be the REPSOL FACTOR as a matter of fact this Oil Major vetting approach is quite indi gestive for our ships and Crew Staff as by memory all Pre muda vessels need at least to try one negative before to eventually succeed to get a positive one Here we are claim ing two negative one with Four Bay SIRE and one with Four Island Safety inspection The two things are different as we well know that the SIRE inspections are going to
27. stead of the actual buyer which is listed as the Notify Party In this way the bank has title to the goods and is afforded extra protection in case the buyer does not come up with the money However very few banks like to get stuck with a load of goods The term ACCOMPLISHED In most cases BLs are signed in sets of three originals They usually have the notation ORIGINAL printed or stamped on the face Sometimes a BL states FIRST ORIGI NAL SECOND ORIGINAL and THIRD ORIGINAL In addition duplicate copies may be distributed with the word COPY or NON NEGOTIABLE stamped on them The Master only signs BLs At the bottom of the original BL is a clause with the following or similar wording In witness whereof the Master or his agent has signed 3 ORIGINAL Bills of lading all of this tenor and date one of which being accomplished the others will be void This means that as soon as a BL holder present one of the three original not necessarily the first one the master will deliver the cargo Remember that as soon as a BL has been accomplished the others are void The Master can cancel an original order BL by putting a wording on the back or by simply stamping ACCOM PLISHED or CANCELLED plus the ship s stamp and the Master s signature on its face or on the back A BL holder should never just sign the back of a BL that has not been voided yet because without any specific accomplished phrase it would turn into a beare
28. t convenient disport Then vessel performed a SIRE Inspec tion with SHELL New Mangalore 13 07 2013 7 NO with positive result Chevron and ExxonMobil referring to last Shell SIRE Report if necessary Next inspection to be per formed either with BHPB Rightship or with BP which consid ered vessel as unsuitable due to last Repsol SIRE Report Four Island Inspection was requested on 17 June 2013 to Shell at Al Muajjiz Yanbu with no result as well as to BP with same result Next SIRE Inspection to be performed with Shell then with BP Vessel performed Safety Inspection NOT SIRE with REP SOL Cartagena 23 07 2013 15 No with negative as sessment Framura Due to vessel s age limit 20 years approaching in July and age policy of Major Oil Companies no other inspection was performed until vessel was sold on 30 May 2013 Four Moon No SIRE Inspection performed during this period but probably a SIRE inspection will be requested by PDVSA at first opportunity in order to verify vessel s condition after their inspection carried out last 10 July 2013 no SIRE inspection Four Wind After last Shell SIRE Inspection performed last February with positive result unfortunately it was not pos sible to arrange any other inspection due to vessel s long stay at Lome Togo West Africa and voyage to Ust Luga Russia where no operation was allowed at terminal due to security problems Vessel was screened negatively by Total referri
29. to sample from a remote poten tially harmful space perform brief soaced sam plings leaving the instrument pump fresh air for several minutes in between If you re not sure how to handle a potentially damaging application don t hesitate to contact the SafetySupt and ANCB s technical staff to get advice on how to rig up a reliable and safe measure MAINTENANCE Routinely check the line filter and all the internal filters of each instrument Filters must be clean and dry Don t let the instrument s batteries discharge completely If the batteries get totally empty the instrument will need a long warm up time when switched on again Instruments can rest on the charging cradle all the time when not in use The electronic charger unit will prevent overcharging and or overheating PERIODIC CHECK UPS Use only Calibration Standards for Portable Gas Instruments certified and current Never use gases from other sources fire de tector test boitles lighter gas etc f in doubt refer to the latest Calibration Certifi cates issued by the Calibration Company to iden tity the correct standards n case of LEL test consider that different norms can be followed 100 LEL can correspond to 5 Vol or to 4 496 Vol International Standard fol lowed by ANCB and Premuda Check the latest Calibration Certificates to identify the correct ratio TROUBLESHOOTING Should an instrument sound continuously and give sensor
Download Pdf Manuals
Related Search