33
INDUSTY BULLETINS NO : 4
INDUSTY BULLETINS NO : 4
INDEX
Insight on Pilot Ladder Safety
American Samoa: Alternate Planning Criteria (APC)
Extension - January 2016
Lifeboat engine seizing
China MSA Announces Ship Routing System and Ship
Reporting System at Xiamen Port
Class NK PSC Bulletin for the Month Aug 15
BULLETIN NO : 1
Insight on Pilot Ladder Safety
Insight on Pilot Ladder Safety
In two recent and separate near-miss incidents in Singapore waters, the
respective pilots suffered injuries as the pilot ladder in use at the material
time parted during the disembarkation.
Incident 1 :
While the pilot was disembarking from the vessel, the forward side rope of the
ladder parted about half-way down the (starboard) pilot ladder. The pilot
suffered minor injuries (less than 72h medical leave) when he jumped onto
the launch from a height of about 1.5m. The weather was fine with good
visibility and minimum sea. This incident highlights the importance of
continuous vigilance on the condition of personnel carrying equipment such
as pilot ladders.
Insight on Pilot Ladder Safety
The broken part (weak link) was along the section of the side rope that passed
through the hole on the wooden step (25mm depth).
Incident 2 :
As the pilot disembarking from the ship stepped on the deck of the pilot
launch, he noted that the starboard pilot ladder was parting in the middle
(both side ropes). The pilot sustained minor outpatient injuries due to the
failing ladder. The weather was fine with good visibility and minimum sea.
According to the owners, both side ropes were renewed by the crew less than
a year prior. In addition, as required under the company’s Safety Management
System, the pilot ladder was last inspected and found fit by the crew a month
before.
Insight on Pilot Ladder Safety
Starboard pilot ladder parted in the middle (on both sides of the rope)
MPA’s investigations revealed that the breaking stress of the side ropes used
in the ladder were not in compliance with IMO Resolution A.1045(27) “Pilot
Transfer Arrangements”. Ropes with lower breaking strength (i.e. 17 Kilo
Newtons vis-a-vis the required 24 Kilo Newtons) were unintentionally
supplied to the ship, and the crew had assumed all was well and used the
ropes accordingly.
Following the incidents, the respective owners replaced pilot ladders onboard
while issuing fleet-wide advisories to check for compliance with IMO
Resolution A.1045(27) “Pilot Transfer Arrangements”.
We would like to remind shipowners and managers to ensure that Master,
officers and crew onboard Singapore ships are aware of the risks associated
with allowing embarkation or disembarkation of personnel using unsuitable
and non-compliant pilot ladders. The ladders should be regularly inspected
and physically tested by a responsible officer onboard prior to being allowed
to be used for embarkation or disembarkation.
Lessons learnt – Flash fire onboard coastal tanker
In a recent incident, in fine weather and light wind conditions, a fire was
reported onboard a foreign registered coastal tanker (LoA 48.0m, GT 297,
built 1986), which was anchored at the Eastern Petroleum ‘B’ Anchorage. The
tanker had on board about 130 metric tons of heavy fuel oil (HFO) cargo.
Insight on Pilot Ladder Safety
There was no pollution from the incident but the tanker sustained substantial
damages to the pump room and required extensive repairs.
As a result of the incident, 3 crew members suffered burn injuries and were
sent ashore for medical treatment. One of the crew members later succumbed
to his injuries while the other two recovered and were subsequently
discharged from the hospital.
According to witness accounts, the flash fire occurred when a crew member
was trying to switch on the electric driven pump in the vicinity of the pump
room entrance. It was noted that the pump room ventilation fan has not been
working for some time and crew were using an electrical portable fan to
ventilate the pump room. It was also noted that the pump room bilges were
not kept clean and leakages of cargo from leaking pipes and valves had
accumulated in the bilges.
Image of the ship which was involved in the flash fire incident
Insight on Pilot Ladder Safety
MPA’s investigations revealed that the flash fire in the pump room was most
probably due to ignition of a cloud of flammable mixture of hydrocarbon
gasses in the pump room, caused by sparks or heat which could possibly
originate from the defective electrical equipment or electrical fixtures in use.
Other contributory factors include:
Failure of the crew to monitor pump room atmosphere for presence of
flammable gas, apparently due to false sense of security as the ship was
loaded with HFO – a high flashpoint cargo;
Poor maintenance of pipe-lines, valves and ventilators inside pump
room;
Poor maintenance of electrical equipment onboard, including use of
non-approved equipment;
Poor housekeeping inside the pump room (i.e. bilges were not cleaned
to remove leaked cargo (HFO) and sludge);
High ambient temperature
Ship’s crew are reminded that high flashpoint cargo such as HFO can pose
hazards in high ambient temperatures which may cause the lighter factions in
the fuel oil to evaporate. Lack of appropriate ventilation in the space may also
cause pockets of flammable gasses to form, which can be ignited by a spark or
other sources of ignition. It is therefore important that only approved
equipment are provided onboard and regular checks are made to detect the
presence of flammable gases.
BULLETIN NO : 2
American Samoa: Alternate Planning Criteria (APC) Extension - January 2016
American Samoa: Alternate Planning
Criteria (APC) Extension - January
2016
Background and Impact
All vessels calling, operating or transiting within 200 nm (US Exclusive Economic
Zone - EEZ) of American Samoa when bound to or departing from a port or place
in the US must submit APC. The APC must be approved by the USCG. Vessel
owner/operators may enroll in an existing approved APC or submit their own for
approval. This requirement is a result of insufficient oil spill response capabilities
available to satisfy the national response planning standards in the remote
geographic area near American Samoa in the Honolulu COTP Zone. To assist plan
holders in obtaining authorization for operations in American Samoa, O’Brien’s
applied for an extension to our existing, approved APC for American Samoa set to
expire on July 31, 2015.
Update
The USCG recently issued a second extension of the O’Brien’s APC for American
Samoa dated January 28, 2014. This extension means that O’Brien's plan holders
with vessels operating in American Samoa may continue to obtain USCG
authorization to operate without any delays or interruptions through January 31,
2016.
Note: There are no changes, revisions, or updates to the prevention measures in
the O’Brien’s APC affecting vessel operations in American Samoa.
Applicability
If the answer to either one of the following questions is YES, then the vessel
requires APC.
Is the vessel calling American Samoa?
Is the vessel transiting the Honolulu COTP Zone within 200 nm of
American Samoa when bound to or departing from a port or place in the
U.S.?
Note: This applies to both TANK and NONTANK vessels.
Actions Required
The following actions are required for all vessels that will call American Samoa or
operate and transit within 200 nm of American Samoa for the remainder of 2015.
Verify continuing validity, obtain or renew a contract with the local Oil
Spill Removal Organization:
SOLAR Environmental Service Inc.
P: +1 684 699 8706 / C: +1 684 733 1317
Provide a copy of the updated executed contract, if applicable, to your
O’Brien’s assigned Client Specialist for submission to the USCG. This will
allow us to request that the USCG HQ issue an updated approval with
authorization for American Samoa for 2015.
Maintain a copy of the O’Brien’s approved APC and APC Approval
Extension Letter on board the vessel. Replace the existing APC approval
extension letters with the newly issued ones linked below.
Ensure the vessel Master strictly adheres to the Prevention Measures
listed on page 2 of the approved APC when operating in American Samoa.
References
For more information please review the linked documents below:
O’Brien’s Approved APC – American Samoa –
www.wittobriens.com/go/doc/2000/2453554
APC Approval Extension Letter (Nontank) –
www.wittobriens.com/go/doc/2000/2563298
APC Approval Extension Letter (Tank) –
www.wittobriens.com/go/doc/2000/2563302
American Samoa Checklist Rev 1 –
www.wittobriens.com/go/doc/2000/2564369
BULLETIN NO : 3
Lifeboat engine seizing
LIFEBOAT ENGINE SEIZING
LSA code and IMO requires that the Lifeboat engines should be capable of starting within 2
minutes at an ambient temperatures of -15 degree Celsius.
Sequence of Events:
A Product tanker was ready for Port state inspection in Latvia. The PSC Inspector expressed his
interest in witnessing proper operation of lifeboat engines. Ship’s Engineer along with PSC
inspector entered the Fully enclosed lifeboat for testing the engines and all other accessories.
The Engineer checked all essential items including cooling water level and the oil level. The
Lifeboat was having batteries for starting the engine.
As the Engine started – within a few seconds with an abnormal sound, the engine stopped. The
Engine did not crank and it was found to be seized. The vessel was detained until further
investigation and corrective action.
What Went Wrong?
1. The Ambient Temperature was minus 35 degree Celsius
2. The Heater was enough only to maintain the cooling water in warm state.
3. The Engine Lubricating oil viscosity broke down at temperatures of minus 35 degree
Celsius.
4. Thus due to loss of Lube oil viscosity, the engine parts seized.
5. The Lifeboat engine maker did not specify any cold weather precautions for safe
operation.
6. The Lube oil used was a generic engine oil and the grade was found unfit for use it
Winter climates.
7. The Engineer did ascertain the Oil level – but did not wipe the oil as re-check the level.
8. The Engineer failed to ascertain the oil viscosity.
BULLETIN NO : 4
China MSA Announces Ship Routing System and Ship Reporting System at Xiamen Port
PORT AND NAVIGATION INFORMATION DATE 2015-07-27
A NAME OF Xiamen Port FILE NO. 15024 PORT CODE --
PLACE China ZONE NO. SEA-215 TTL PAGE 15
China MSA Announces Ship Routing System and Ship Reporting System at Xiamen Port
China MSA has issued an announcement on the implementation of a Ship Routing System and Ship Reporting System in Xiamen Area, in order to regulate navigation order, promote traffic efficiency, and ensure navigation safety. These regulations took effect on 1 July, 2015.
1. Ship Routing System Ships of DWT 50,000 and above, and ships with a draft over 12.5 meters should use the deep-water route to enter into and depart from Xiamen port.
2. Ship Reporting System
All the foreign ships should report to Xiamen VTS at the Southeast report line, West report line, Jiujiejiao report point or Tuyu report point respectively.
For more details, please refer to the attachment.
Attachment: 1) China MSA Announces Ship Routing System and Ship Reporting System at
Xiamen Port (Circular Ref No.: PNI1505)
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Maritime Safety Administration of the People’s Republic of China
Announcement
(2015-No.1)
Re: Issuing Ship Routing System in Xiamen Water Area and Ship
Reporting System in Xiamen Water Area
This is announce that, in order to maintain the navigation sequence in
Xiamen water area, raise the traffic efficiency and ensure the navigation
safety, Ship Routing System in Xiamen Water Area and Ship Reporting
System in Xiamen Water Area now are approved and issued, put in force
in 01 July 2015. The relevant regulations on navigation safety will be
issued by Fujian Maritime Safety Administration separately.
All ships navigating in the applicable water area must strictly comply
with Ship Routing System in Xiamen Water Area and Ship Reporting
System in Xiamen Water, and follow the local maritime administration’s
supervision.
Attachments:
1. Ship Routing System in Xiamen Water Area
2. Ship Reporting System in Xiamen Water Area
3. Sketch of Ship Routing System in Xiamen Water Area
Maritime Safety Administration of the People’s Republic of China
(Stamp)
29 April 2015
Attachment Ⅰ
Ship Routing System in Xiamen Water Area
Referenced charts:
Nautical Charts published by The Navigation Guarantee Department of
Chinese Navy Headquarters: No. 14240, No. 14249 and No. 14291.
Nautical Charts published by Maritime Safety Administration of the
People’s Republic of China: No. 65001, No. 65112 and No. 65113.
This routing system consists of deep-water route, precautionary area, etc.
1. Deep-water route
The fairway between A′point to C point in the main channel of Xiamen
Port composes of the line connecting two points: (1) A′point: 24 °
12 ’19.06”N, 118 ° 17’38, 66” E (2) C point: 24 ° 19 ’42.16”N, 118 °
10’59.24”E, the width of the fairway is 450 meters, depth datum is - 15.0
meters and the overall length of fairway is 9.56 miles.
2. Precautionary area
2.1 The first precautionary area is set in the entrance of the main channel
of Xiamen Port, the water area of the circle with radius of 0.8 miles from
geographical position 24 ° 11 ’40.12.00”N, 118 °18’06.41”E.
2.2 The second precautionary area is set at the B point of the main
channel of Xiamen Port, the water area of the circle with radius of 0.5
miles from geographical position 24 ° 15 ’17.65”N, 118 °11’03.14”E.
2.3 The third precautionary area is set at the C point of the main channel
of Xiamen Port, composes of the area connecting the below six
geographical positions:
24 ° 20 ’55.60”N, 118 ° 09’12.30”E
24 ° 19 ’20.63”N, 118 °10’45.56”E
24 ° 18 ’38.35”N, 118 °10’49.00”E
24 ° 19 ’21.35”N, 118 °11’37.30”E
24 ° 19 ’48.42”N, 118 °11’16.06”E
24 ° 21 ’14.77”N, 118 °09’29.50”E
3. Special regulation
3.1 The ship of DWT 50,000 or above, or the draft is more than 12.5
meters should use the deep-water route to inward or outward Xiamen Port
area, the ship should exhibit the signals or shapes of draught-constrained
ship according to the《Convention on the International Regulations for
Preventing Collisions at Sea, 1972》.
The other ships may use the deep-water route to inward or outward
Xiamen Port area if they do not affect the foresaid ships which should
only use the deep-water route, but these ships should also obey the
Xiamen VTS Center’s traffic organization.
3.2 All the ships using the deep-water route and having one of the
following situations, not only should report to Xiamen VTS Center
according to the Detailed Rules of Safety Management of Fujian
Maritime Safety Administration Ship Traffic Service System, but also
should report the ship movement to Xiamen VTS Center:
A. Intend to inward Xiamen Port via the deep-water route, while ship
arrives at the report line or weigh up anchor.
B. Intend to outward Xiamen Port via the deep-water route, while ship
passes the Jiujiejiao Report Point.
C. Intend to overtake others ships in the deep-water route.
3.3 A ship should try to avoid to cross the deep-water route, if the ship is
forced to cross, the ship should report the ship movement to the
surrounding ships, the ship should avoid to affect the safety of ships
which should only use the deep-water route, the ship should try to cross
the ships in the deep-water route by a right angle and should take
substantial action to keep well clear from the ships in the deep-water
route.
3.4 A ship sailing in the precautionary area, should navigate with
particular caution， enforce the watching, clearly show ship movement or
intention. A ship overtaking any other ship in the deep-water route should
be agreed by the ship being overtaken, and overtake by the port side of
the ship being overtaken.
3.5If a ship needs to drop anchor while the ship is not under command, to
sink or encounter other emergencies, the ship should keep out of the
channel and report it to Xiamen VTS Center immediately.
3.6 Fishing, sand excavation or anchoring, etc is prohibited in the water
area of routing system. The ship should anchor at the published
anchorage.
3.7 Ship is forbidden to have the stopping distance test, turning-circle test
or other actions which might affect safety of other ships in the water area
of deep-water route or within 2 miles from the route’s both sides.
3.8 A ship not to use the water area of routing system should be far away
from this area.
3.9 Any ships violating the rules of the routing system shall accept the
administrative penalty or other administrative compulsory measures by
maritime administration in accordance with relevant laws.
Attachment Ⅱ
Ship Reporting System in Xiamen Water Area
1. Applicable ships
The reporting system is compulsory reporting system, the applicable
ships are the ship which use the routing system and have the one of the
following situation:
1.1 Ships in foreign nationality.
1.2 Chinese ships of 300 GT or above. 1.3 Passenger Ships with capacity of 50 passengers or more (except
ferries). 1.4 Ships carrying dangerous cargo. 1.5 Ships engaging in towing operation. 1.6 Other ships volunteer to make position report.
2. Applicable geographical area and referenced charts
2.1 Applicable geographical area is Xiamen water area.
2.2 Referenced charts:
Nautical Charts published by The Navigation Guarantee Department of
Chinese Navy Headquarters: No. 14240, No. 14249 and No. 14291.
Nautical Charts published by Maritime Safety Administration of the
People’s Republic of China: No. 65001, No. 65112 and No. 65113.
3. Format of report, content of report and report line
3.1 Format of report
The format for report is in accordance with the requirements by the annex
of IMO Resolution A.851 (20).
3.2 Content of report
3.2.1 General report
A Ship’s name, Call Sign and IMO code (if applicable)
C or D Position (latitude and longitude or position relative to the
landmark)
E Course
F Speed
G Last port of call
I Port of destination
O Draft
Q Defects and limitations (towing ships shall report of the towing length
and the name of the object being towed)
DG Dangerous goods
U Length Overall and Gross Tonnage
3.2.2 Ships equipped with AIS in normal working condition may only
need to report the following contents:
A Ship’s name, Call Sign
G Last port of call
I Port of destination
O Draft
Q Defects and limitations
DG Dangerous goods
3.3 Report line and report point
3.3.1 Southeast report line：the part of the circle with radius of 12 miles
and bearing 055° -230°from Zhenhaijiao lighthouse.
3.3.2 West report line：The line from north bank of Jiulongjiang River，
going southward along longitude 117°58′.0E to latitude 24°26′.0N，then
turning eastward to longitude 118°00′.0E and then southward to connect
with the south bank of Jiulongjiang River．
3.3.3 Jiujiejiao report point：Abeam of Jiujiejiao Light beacon.
3.3.4 Tuyu report point:：Abeam of Tuyu Island.
4. Other requirement of reporting
4.1 All the ships using the deep-water route and having one of the
following situations, not only should report to Xiamen VTS Center
according to the Detailed Rules of Safety Management of Fujian
Maritime Safety Administration Ship Traffic Service System, but also
should report the ship movement to Xiamen VTS Center:
A. Intend to inward Xiamen Port via the deep-water route, while ship
arrives at the report line or weigh up anchor.
B. Intend to outward Xiamen Port via the deep-water route, while ship
passes the Jiujiejiao Report Point.
C. Intend to overtake others ships in the deep-water route.
4.2 If a ship needs to drop anchor while the ship is not under command,
to sink or other emergencies, the ship should keep out of the channel and
report to Xiamen VTS Center immediately.
4.3 When a ship sail from the reporting water area, should report the ship
name and port of next call.
4.4 When ship involves in a traffic incident or a pollution incident, the
ship should immediately report the nature, time and position of the
incident, extend of damage or pollution and whether assistance is needed
to the Administration, and provide with other required related information
of the incident.
5. The Administration and the report accepting authority 5.1 The administration is Xiamen Maritime Safety Administration of the
People’s Republic of China.
5.2 The report accepting authority is Xiamen VTS Center.
6. Information provided to ship
The Xiamen VTS Center provides the applicable ship with information
such as ship traffic, adverse weather condition and maritime safety
information as appropriate.
7. Radio communications channel required for the system and the languages for the Reporting.
7.1 Calling channel is: VHF 08, Working channels: VHF27 or VHF 28,
the spare calling channel is: VHF 16.
7.2 The language used for reports in the system should be Mandarin
Chinese or English. The radio communications should follow the format
of Standard Marine Communication Phrases.
8. Shore-based facilities to support operation of the system
8.1 Xiamen VTS Center is consist of: radar surveillance system, ship
management information system (MIS), VHF communication system
(VHF), Automatic Identification System (AIS), CCTV system,
microwave transmission system, recording and replaying system and
aerograph system. The function including: data collection, data evaluation
and processing, information service, traffic organization service,
navigational assistance service and allied services.
8.2 Xiamen VTS Center maintains 24-hours listening watch.
9. Special regulations
Any ship violating rules of the reporting system shall be punished by the
maritime administration in accordance with relevant laws and regulations.
Att
tachment III
BULLETIN NO : 5
Class NK PSC Bulletin for the Month Aug 15
ClassNK PSC Bulletin Date: 3 August, 2015
No: NK-PSC-03
Attachment No / Yes: 1 page(s)
Title:
Record of Equipment (Form E) for Cargo Ship Safety Equipment Certificate (SE Cert.)
Typical deficiency (outline of comment) by PSC:
“N.A.” is entered in the following items of Form E:
3. Number of motor life boats (included in the total lifeboats shown above)
3.1 Number of lifeboats fitted with searchlights
Port State Country: Israel etc. Port: Ashdod, Eilan etc.
Action taken by PSC: Detention / Rectify before Departure / Others (Rectify within 2 weeks)
Description:
It has been increasingly reported that Port State Control in Israel points out that “N.A.” is entered
in the following items of Record of Equipment for SE Cert. (Form E).
“3. Number of motor life boats (included in the total lifeboats shown above)”
“3.1 Number of lifeboats fitted with searchlights”
In accordance with our procedures, entry of the above items applies to open type lifeboats for
ships constructed before 1 July 1986 (83E Ships).
For cargo ships constructed on and after 1 July 1986 (since 83N Ships), totally enclosed lifeboats
(i.e. fitted with motors and searchlights) are required mandatorily and their number should be
entered in item concerned (item 2.3-2.5 or 2.7). Thus the above items 3 and 3.1 are NOT
applicable. Accordingly, item 3 and 3.1 should be “N.A”. Please refer to Form E as Attachment 1
In case where PSC incorrectly detected the relevant issues against cargo ships constructed on and
after 1 July 1986 (since 83N Ships), it is requested to address it immediately by explaining the
above regulation.
It should also be noted that for 83E Ships, not all but part of open type lifeboats were fitted with
motors and/or searchlights. Hence, total numbers of lifeboats with motors and/or searchlights are
to be entered in items 3 and 3.1.
.
-The End-
Attachment 1
Cargo ships after 83N Ships： “N.A.” is entered in item 3 and 3.1 of Form E
ClassNK PSC Bulletin Date: 3 August, 2015
No: NK-PSC-02
Attachment No / Yes: - page(s)
Title:
Fixed Gas Fire-Extinguishing Systems
Typical deficiency (outline of comment) by PSC:
No means available for the crew to safely check the quantity of fire-extinguishing medium in the
container
Port State Country: China Port: All ports in USA
Action taken by PSC: Detention / Rectify before Departure / Others (Rectify within 2 weeks)
Description:
It has been often reported that Port state control in China often points out that no means is
provided for the crew to safely check the quantity of CO2 fire-extinguishing medium on board.
The above is in accordance with FSS Code Chapter 5, 2.1.1.3 (previous SOLAS II-2/5.1.11*1).
According to MSC/Circ.1120*2, means for checking the quantity of medium in containers are
described as follows:
(1) A weighing device (hanging bars needs to be provided above each bottle row)
(2) Suitable surface indicators
In this regard, all ships which have CO2 fire-extinguishing system must confirm that the
manufacturer’s instruction defines such means of checking the quantity and necessary devices are
included in the spare parts list of the system. In case of no such means available onboard, it is
requested to consult with the manufacturers of the CO2 fire-extinguishing system.
Masters must ensure that they are able to explain how to measure the quantity during PSC
inspection.
＊1：To be applied to ships constructed on or after 1 September 1984
＊2：Unified Interpretations of SOLAS Chapter II-2, the FSS Code, The FTP Code and Related Fire
Test Procedure
Example of (2) Thermo-tape Usage example of Thermo-tap
(Japanese manufacturer generally supplies this tape as spare at the time of delivery.)
-The End-
