Dear seafarers and shore staff of KLSM,

Reviewing 2017, the terms such as AI (artificial intel-ligence), AI speaker and autonomous ship/navigation which might affect ship operation and management including QSHE, have come to be known as new words. I am imaging we could get such smart assis-tances for our job and could reduce operation risk in shipping world. The progress in modern technology is so fast but somehow we need to follow, and apply them to our day-to-day operation both on board ship and in office.

Hoping safe voyage always and a happy new year to you all and your family.

3Q-2017 31st December, 2017 1

Issues Inside

EDITOR: Mr T. Fukuzawa (Chief-QCG) “K” LINE SHIP MANAGEMENT Co., Ltd. 15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome Chiyoda-ku, Tokyo, 100-0011, Japan www.klsm.com.sg www.klsm.india.com www.klsm.co.jp/en_index.html

klsmqcg@klsm.jp.kline.com

Message from Mr Iwane Ogawara, the Senior Technical Director in KLSM Tokyo Dear Staff onboard, ashore and families, It has already been 2 years since I came back to Tokyo Office from Singapore. I am engaged in my new assignment in KLSM Tokyo, as a technical director of VLCC/LPG vessels. There are many dif-ferent roles compared to the ship management of container vessels in KLSM Singapore. It is necessary that we emphasize the result of safe navigation to the charterers including oil major businesses as owners of dangerous cargo carrier vessels. We should pass the requirements of the charterers such as SIRE Inspection and office audits with high quality in the process. Our overall evaluation is always compared with other compa-nies and affects our business directly. This is a big challenging assignment for me and achieving high performance is my great goal. Compared to before, the frequency of my opportunities to visit vessels, which is one of the most important activities of our company, has decreased. However, I am trying to visit a vessel at least once a month. While on board, I still conduct main en-gine inspection as my homework and explain the company's circumstances and discuss with crew members. All of these are effective to our achievement. One of my significant tasks that I work on, is the restructure both of "K" Line Maritime Academy (KLMA) Mumbai, where we acquired the control from "K" Line on the 1st September 2017, and now a part of KLSM Mumbai office. On the same day, Training Division (TD) in Mumbai office was established and 3 instructors were transferred to our company. More than 300 Indian crew members are “mainstream” in our dangerous cargo vessels fleet, needless to say they assume a large role in our business. Safe operation, which is our target, depends largely on their abilities and efforts. It goes without saying that crew care, the roles of these institu-tions are important regarding how we can educate those hu-man resources and keep loyalty within our company with enthu-siasm. Before September, TD had offered the training program regard-less of nationality and vessel type as the institute by “K” Line. However, from this day onward it is possible to reflect all acci-dent reports from vessels, ATSIs and our offices to our training programs directly. Moreover, we now conduct it with more fo-cus on Indian crew and dangerous cargo. Also, TD can be evaluated through comments from vessels. This crew project has a lot of potential to improve crew training programs which is one of important items for ship management. I would appreciate your feedback, especially regarding crew matters when I'm visiting your vessel. I would like to seek the way to be a company that listen openly to employees opinions that could largely contribute to the development of our compa-ny and happiness for all. Mr Iwane Ogawara, Senior Technical Director, KLSM Tokyo Office

Mr Iwane Ogawara (center)

2 Quality, Safety, Health & Environment Bulletin

VETTING Inspection “ZERO OBSERVATIONS” AWARDEES

<Oil & Gas Carriers Fleet>

KLSM AWARDS INJURY FREE MILEAGE — as of 30th September 2017

Vessel Last Injury Injury free Mileage

1 VIKING RIVER 09-Jun-11 6 years, 3 months, 21 days = 2305 days

2 SENTOSA RIVER 06-Jul-11 6 years, 2 months, 24 days = 2278 days

3 TANGGUH-JAYA 27-Oct-11 5 years, 11 months, 3 days = 2165 days

Some vessels received “Perfect” Zero Observations Award. Well done and congratulations!

VETTING Inspection “ZERO OBSERVATIONS” AWARDEES

GALAXY RIVER

“ZEKREET” received the Zero Observations Award at Idemitsu in-spection on the 1st July 2017 at Nagoya, Ja-pan.

President Capt Saito praised “GALAXY RIVER” for the result of “perfect zero” at SHELL inspection at Houston, U.S.A. on the 22nd July 2017.

ZEKREET TANGGUH PALUNG

It’s 2nd time in this year that “TANGGUH PALUNG” received this award at BP inspection at Kwangyang, Korea on the 16th August, 2017. And it was 2nd

perfect zero!

SENTOSA RIVER

“SENTOSA RIVER” celebrated the award with some family members onboard at the result of SHELL inspection at Port Dickson, Malaysia on the 20th August, 2017.

GRACE RIVER Congratulations on the result of SHELL inspection carried out on the 13th August, 2017.

MORE ZERO OBSERVATIONS AWARDEES

3 3Q-2017 31st December, 2017

Best-Best Practice Award (Vol.40)

Awarded to “Good storing arrangement of pendant and recovery strop” practiced by

“FUJIKAWA “

SHELL Inspection on 30th September 2017 at Houston

VIKING RIVER SUMMIT RIVER BP Inspection on 28th August 2017 at Mailiao

War on Obesity Awardees

1st Awardee in July

Mr Anuj K. Singh E/CDT (-6.2kg)

Mr Ravi Ramaswamy, 2/E (-7.0kg)

Mr Abhilash Vaniya, OLR

(‐6.0kg)

Mr Randy Amoloza D. Rosario, G/OLR

(‐6.0kg)

1st Awardee in August

1st Awardees in September

Mr Aris Ronquillo, AB (-6.2kg)(7mnths)

Mr Aris Ronquillo, AB (-5.2kg)(8mnths)

Mr Arnold Raynumdo, P/MAN (-6.0kg)(3mnths)

1st Awardee in July

1st Awardee in August

1st Awardee in September

Chemical Fleet (Counted from joining month)

Tokyo Fleet (monthly) Singapore Fleet (monthly)

Some of more 2nd Awardees in September

Mr Robert L. Sanglay, OS (-3.0kg)

Mr Richard A. Dallo, OLR (-4.1kg)

Vessel activi-ties for health improvement

on “HANNOVER

BRIDGE”

Mr Marasigan Dante Adhan D., the Mas-ter was also one of 2nd Awardees in September.

Near-Miss Reports

4 Quality, Safety, Health & Environmental Bulletin

Outline of the incident: During monthly inspection, it was found the hook was stuck by paint.

What could have happened? Severe accident could have occurred while lowering life boat.

What should have been done? Ensure the hook are free, well greased during monthly checks and also painting duty.

Stuck of link stopper for lifeboat

Outline of the incident: Duty officer was unaware that he had secured the liferaft painter in the wrong position after maintenance.

What could have hap-pened? Failure to release the liferaft in an emergency situation.

What should have been done? Always confirm correct rigging procedure from maker’s man-ual. Correct application of in-struction should be confirmed after work completion.

Improper securing of liferaft painter

Outline of the incident: When lifting up the SOPEP tool, a broom hit on middle floor in pump room. Then, the broom got broken and fell to the floor.

What could have happened? The broken broom handle could have injured people working below or damage some equipment below.

What should have been done? While lifting of tools, continuous monitoring should have been done. Caution mark with area should be marked bolos the lifting zone. Crew must keep clear of this area when lifting items.

Broken broom fell in Pump room

Outline of the incident: The lifeline of a lifebuoy in the gangway was tied to the ship's railing.

What could have happened? In an emergency case, it could cause failure to release the lifebuoy imme-diately.

What should have been done? The lifeline of the lifebuoy should be ready for immedi-ate use. This should be con-firmed during rou-tine inspection.

Lifeline of the lifebuoy fixed condition

Outline of the incident: After crew change, muster list for abandoning ship was changed to adjust to the same number at each lifeboarts. Jr 3/E was shifted from port lifeboat to starboard lifeboat, however, he was not aware.

What could have happened? It could be a cause for confirmation delay, confusion not to mention a smooth abandon-ship.

What should have been done? Crew should individually observe the muster list whenev-er it is updated.

Muster list had been changed without notice

5 31st December, 2017 3Q-2017

Outline of the incident: During an inspection of MOB markers on the Bridge wing, the release lever pins were found to be stuck due to rust.

What could have happened? A casualty could occur due to the unavailability of a life-buoy.

What should have been done? Regular check and maintenance. ①Chipping, cleaning and painting. ②Set back correctly. ③Movable parts need to be greased.

Near-Miss Reports Man overboard markers was not working

smoothly

Outline of the incident: During checking after dry docking, the wrong nameplate on DO valve was found.

What could have hap-pened?

A miss-operation of valves could have occurred.

What should have been done? Before carrying out opera-tions, double check with reference to the ship's pip-ing diagram.

Wrong nameplate on DO valve

Wrong label “FO660VA”

“DO660VA”

Outline of the incident: When a Pilot boarded the vessel, he noticed that the ropes that was used to secure the Pilot Ladder were smaller diameter (less than 18mm), not in accordance with SOLAS Reg. V/23 & IMO Resolution A.1045(27).

What could have happened? A severe accident could have occurred. It could have been pointed out in an inspection.

What should have been done? Secured adequately with correct rope size.

Pilot ladder was not secured adequately

Outline of the incident: Maneuvering for berthing was in progress. The Bridge informed to engine control room (ECR) about finishing including bow thrustor (BT) usage. ECR miss under-stood the order and secured M/E before the actual F.W.E was given.

What could have happened? Unavailability of M/E for maneuvering. In the worst case, the vessel could have contacted with the berth due to loss of M/E power.

What should have been done? Follow procedures for maneuvering of engines. Clear communication with repetition of the order between bridge team and engine room should have been done.

Main engine starting air valve secured be-fore declaring finished with engine

Outline of the incident: During Master's safety rounds, sprinkler head in the paint store was found being blocked with rust particles.

What could have happened? In an emergency situation, water couldn’t have sprin-kled.

What should have been done? Inspection and maintenance of sprinkler should have been done regularly.

Sprinkler head blocked with rust

<Before Maintenance> Moving parts were stuck of paint and rust

<After Maintenance>

Smaller ropes used.

Rectified and shack-les used.

6 Quality, Safety, Health & Environment Bulletin

Healthy Living

Most people are aware of the dangers of smoking, however there are many other disadvantages, such as increased risks of cardiovascular disease, respiratory disease and cancers in various parts of the body. More familiar examples are the risk of tooth loss or cataracts. These negative effects on the health of a smoker is something universally known and seri-ous concerns are being raised today. A WHO report found in July 2017, that 63% of the world’s population are covered by at least one comprehensive tobacco control measure by their respective government, which has quadrupled since 2007, when it was only 15%. However, have you ever thought about the other aspects of smoking than your own damage to health? The significant impacts of tobacco to seafarers as follows: ・“Smoker’s face” (characteristic changes that happen to the faces of many people who smoke) Smokers can appear pale or have uneven skin tones as a result of a nicotine habit. Smoking affects the blood vessels, which deliver oxygen and nutrients to the entire body. When skin is deprived of these essential nutrients, changes begin to develop in appearance. Tobacco smoke contains over 4,000 chemicals, many of which are carcinogenic (known to cause cancer). Oth-ers are known to damage collagen and elastin, two key components of good quality skin. It can result in skin damage, sagging of the skin and deeper wrinkles. ・Hair Loss Smoking can worsen the natural process of hair thinning that occurs as we age. Some research shows that baldness is more common in men who smoke; studies from Taiwan show that risk of male-pattern baldness increases in Asian men who smoke. ・Expense Over the years tax has varied wildly from the government. It keeps rising in most other countries too. Tobacco is now con-sidered as a very expensive article of taste in those countries. It is surprising to see that the total expenditure on tobacco in a year, can be used by the smokers for better alternative and life. ・Health risks to those around you (Passive/Involuntary smoking) The smoke non-smokers breathe is known as second-hand smoke. It’s a combination of smoke from the lit end of the ciga-rette and the smoke breathed out by smokers. Secondary smoke has been confirmed to increase the risk of non-smoking adults to cause coronary heart disease, lung cancer, breast cancer, respiratory issues and general illness. In addition to respiratory symptoms and illness, such as asthma, lung growth development affects as well as middle-ear disease to chil-dren. It’s also a known as a cause of sudden infant death syndrome (SIDS). The need to the establish smoke-free environment has been raised by the growing evidence of the harmful impact of ex-posure to second-hand tobacco smoke. More than 50 countries have banned smoking in public places including restau-rants and bars today. Experience in some countries demonstrates that comprehensive smoke-free legislation is essential to ensure that all members of the community can enjoy smoke-free public places and workplaces. A similar control policy in the maritime industry must be sought as rapidly as possible.

Tobacco use - Other disadvantages other than risk to your own health -

IMPACT OF “WAR ON OBESITY” CAMPAIGN

I am serving as a Chief Cook on board our fleet vessels for last 2 years. Our company’s innovative cam-paign of “War on Obesity” has altered not just our lifestyles onboard, but it has also made an impact on my individual working style. As more seafarers are taking up this campaign seriously, I have been seeing a change of trend in their diet routines. Crew has started preferring more fresher and healthier dishes as compared to the fried and oily stuff which they used to relish before. I see people coming up to me suggesting to minimize the use of oil in dishes, ask for skimmed milk in pro-visions and to increase the demand for cereals. Also, I have personally been observing that the consump-tion of oily dishes and fried items has been coming down. Moreover the liking for red meat has reduced considerably. There is an increased demand for boiled food and fresh salads which leads me to prepare such dishes to follow the trend and in turn helps to reduce wast-age. No doubt with the reduced consumption of oil onboard, the salad plate size is increasing with days, implying a healthy vibe onboard. Stepping out from the galley, I can see more people taking up regular exercises even if it’s just a walk on deck. Definitely a worthy initiative to introduce this campaign making people onboard healthier than before, in turn making us feel more energetic and active and hence more produc-tive!

Mr Gunvantbhai Tandel, 

Chief Cook of “SINGAPORE RIVER”

Galley staff are happy to give all seafarers on board behind-the-scenes support. Let’s focus on their daily efforts related to our ”War on Obesity” campaign on board.

7 3Q-2017 31st December, 2017

Healthy Living FOOD HABITS, HEALTH & HYGIENE ON BOARD

During our stay onboard, seafarers have limited influence on the quality & quantity of food for several months. Different people have different food habits, the nutrition onboard depends on different eating habits with multi-national crew and the different food supply onboard ship. Therefore, the nutritional situation on board ship is not standardized and will differ from ship to ship as well. We, galley staff of “TAMAGAWA”, prepare food by putting less oil, spices and salt to reduce fat intake and to avoid high blood pressure. Chicken skin is also peeled before cooking to reduce fat content; we reduce intake of canned fruit juice and increase intake of fruits and vegetables. By all these practices we make sure that a balanced diet is possible on board. We should always make sure that all persons on board have their full participation in preparing & procuring the list for food items required for a balanced diet. Vessel closely refers to Gussan’s easy recipe for healthy diet provided by the company.

Galley staff is responsible for maintaining high standards of hygiene & for keeping galley & mess room clean. The cutting boards & knives should be properly steri-lized before every use. Proper PPE are worn while working in galley. Regular clean-ing of provision chambers should be done. A proper inventory for food items should be maintained. As healthy mind lives in healthy body, one must maintain a balanced diet with adequate exercise to control our BMI to satisfy company objective of war against obesity.

Contributed by galley staff of “TAMAGAWA”

We all senior officers, along with MSI Capt Miyake san arrived at Nantong, China, a beautiful city with lot of skyscrapers and glittering with the lights in the night. It is a city lying along Yangtze river the fourth largest river in the world. Vessel was being built in NACKS shipyard, Nantong.

NACKS is an acronym for Nantong Cosco Kawasaki Heavy Industries. It was fif-teen day stay at the Nantong before the vessel was scheduled to go for sea trial. The very first day before we were to embark on our new journey to KISOGAWA, KLSM president Capt. Saito san gave us a pep talk, which was very encouraging. The first day was an interaction with NACKS shipyard team comprising of differ-ent divisions who had been directly involved during the building stages. The pro-cedures to be followed while in the premises of shipyard were highlighted. The first visit was brief one and had just an overview of the work which was in pro-

gress. Then followed the everyday routine of finding the apparent deficiencies and then followed up of its rectification. This was being liaised between the ship and NACKS, by MSI Capt Miyake san, TSI Mr Vishal san, Capt Takata san and Mr Mizuno san, SIs at Nangtong from K-Line. The naming ceremony was done with great pomp and the show with the music band. Then the day came to say goodbye to Nantong, as vessel was to sail out for the sea trial and not to return to Nantong due to the local regulations. The sea trials were carried out at South of Jeju do island almost three hundred miles from the port of Nantong. It was marathon sea trial of nine days and the vessel returned to Zesco shipyard in Qushan island. The sea trial was completed safely, with all the relevant trainings for the use of equipment being given. The vessel stayed for final finishes before delivery at Zesco shipyard. Here all the capesize bulkcarriers and even VLCC were coming for drydocking. It is in Qushan island connected only by sea transport to other parts of China. The vessel was engaged in putting posters and stencilling the deck/engine room for our idle inspection on the day of delivery. The vessel was delivered on 15th Nov 2017 from Zesco shipyard. In the

end I would like to thank all the ship staff for their meticulous efforts, dedication and dili-gence all through. Last but not the least it was the continuous support and efforts of Capt. Miyake san, TSI Vishal san and NACKS team for her timely delivery. Wishing “KISOGAWA“ a very happy and safe sailing for all her future.

Introduction of newly delivered “KISOGAWA” by Master Capt Rangra

Hot Topic

Call Sign: HPUX Flag: Panama LOA: 339.50m Deadweight: 312,020 t Tank Capacity: 343,137.7 m3 Powered by: CMD MAN 7G80ME– C9.5-TII Built at: NACKS, Nangtong Keel Laid: 3rd December 2015 Delivered: 15th of November, 2017

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

Reinforced safety net for landing garbage to shore facilities

Reinforced by canvas

Big possibility that garbage to fall overboard

Safety net with canvass laid from deck side to the bottom of the gar-bage truck for safer dis-posal of garbage.

Originated by: Leopoldo P. Lusanta Jr., C/O of “SWAN RIV-ER BRIDGE”

Proper Stowage of Stretcher

Tied with rope to secure thus difficult to remove.

Steel bracket was installed for proper stowage and can be easily removed during emergency situa-tion.

Originated by: Kent L. Latoza, 2/O of “SWAN RIVER BRIDGE”

Placard of "Conserve Energy"

Originated by: Manuel L. Prudente Jr., Master of “MANHATTAN BRIDGE”

Placed Model Number of printing paper on the equipment

Before, there were some mistakes of replacing in-correct paper of the equipment recording paper. To avoid missteps, the respective paper code are indi-cated on the equipment for the reference when replacing and ordering.

Originated by: Kevin S. Clarianes, 3/O of “SWAN RIVER BRIDGE”

“NO TO ELEVA-TOR WHEN GO-ING TO ONE DECK”

“UNPLUG SOCKET WHEN NOT IN USE”

“SWITCH OFF THE LIGHTS WHEN NOT IN USE”

Inside Elevator

Inside Crew Cabin Door & Public Places

Officer/Crew Pantry

3Q-2017 9 31st December, 2017

Echo sounder recording paper reel

Introduction of Best Practices Reported

The vessel has installed by a new model of echo sounder equipment. The only issue with this new model is that it has no recording paper reel. Rec-orded paper is just coming out and lying down on the floor. In order to roll the recorded paper in a neat and easier way, a reel was fabricated for the storage of records.

Removable stowage of gangway life ring

During port stay, gangway lifebuoy with light & line are not complete sometimes and not ready for immediate use. To make the whole set of lifebuoy with light & line easily posted either in the port or star-board gangway, we fabricated their stow-age holder that could keep the whole set in place. It can be easily transferred and posted at any suitable location near the gangway.

Both originated by: Percival R. Serrano, AB of “AL RAYYAN”

Marking for security seal area on Lifeboat

Before arrival at every port , we put security seal at the doors and lifeboat as per SSP guideline. Since the placement of the seal was not specified, stains were left behind after the seal removed from several places and result in improper house-keeping. It looks dirty and It’s remove the stains. We have marked to dedicate security seal area on the both of the locations to maintain the clean-ness.

Stains left behind

Marked for dedicated area

Originated by: Mr Berlnadi, Gilang Imam, 3/O of “TANGGUH FOJA”

Indication of “NITROGEN TANK” at the en-trance of ballast pump room

Effective for giving an awareness/caution to person going down to that room.

Originated by :All crew members of “GENUINE HERCULES”

BEWARE!!! NITROGEX TANK INSIDE

Keeping backup Radio in CCR/ECR during operation

This was reported dur-ing KLSM Tokyo QSHE Campaign “Safe Cargo & Oil Transfer Operations”

Quality, Safety, Health & Environment Bulletin 10

COMBATING STRESS ON BOARD

Demands and work conditions are factors influencing stress at work & work place. Stress affect a person work performance & focus. Person under stress can strained interactions between his co-workers & the working environment. When we are mentally exhausted brought on by stress, a person will easily be distracted and prone to make harmful mistakes on the job & also could lead to drastic & poor decision making. Lastly, stress can definitely affect one’s health. Bad health can cause hypertension, vision disorder & also affects cardiovascular & other stress related major health problems. If a person is not feeling well, he cannot do the best in his field. Stress is some-thing that everyone should learn to cope in order to excel in their work & positions. Regardless how big or small the duties & responsibilities. Just recently, we celebrated Halloween with a twist. From scariest idea of cele-bration to more fun & friend-ly approach. “Swan River Bridge” one surefire way to cope up with stress is by taking time to recharge & relax. One of our top priorities on board aside from SAFETY at ALL TIMES is also to make sure that all crew are in good condition both physical & mental health and well-being. We themed our celebration with known SUPER HEROES & cartoon characters, different from what others used to portray. Crew were able to showcased their talents and creativity, that some they didn’t know that they have but discovered it that time. Some of the crew had a dance num-ber with now a very popular nursery song “Baby Shark”. We have prizes that compensated the effort of the crew in making & preparing for their costumes. We had a sumptuous & delicious food prepared on the table. We are united that night with one goal: TO ENJOY & TO HAVE FUN. And WE ALL MADE IT. It was a success & we shared it too with our respective families & friends. Swan River Bridge values the well-being of each other. We balance life and work. Celebration & social gatherings like this has a vital part in all working environment.

Article contributed by Capt A. S. Grecia, the Master of “SWAN RIVER BRIDGE”

Catch my egg challenge Pick my nuts Game

Pull-in Pull-out games

3Q-2017 11 31st December, 2017

Sea Breeze

My journey Indonesia started with visiting the ruins and I real-ized the hidden ruins which tour-ist can’t see are more attractive than the world heritages. Indonesia is one of the countries I was keen to visit. Everything I’m interested in is condensed there. The place where an ape-man was born (Java man), where the lizard individually evolved (Komodo dragon), where there is one

of the two most famous volcanos in the world which we can see a fantastic blue fire (Ijen volcano com-plex) and where there are heaps of huge and beauti-ful architecture built by human’s belief. When I en-countered ruins which are very similar to Chichén Itzá, can you imagine how I was surprised? I won-dered when and where their culture exchanged, or can it be just an accident? It’s expanding my dream! One only thing I missed doing was climbing the Ijen volcano but I was totally satisfied with my travel.

Above all, friendly and warm Indonesians really made my vacation. There are only a few pictures without local people in my hand. Everybody tried to take a picture with us. I felt like an idol, hehe. By the way, my journey in Indonesia finished with a broken suit case…sigh.

A Visit to Your Home Country –Indonesia- Traveler’s column by Ms Ryoko Sakurai, KLSM TOKYO

The rescue operation led by “HAMBURG BRIDGE” is an unforgettable event for us. They rescued 307 Migrants in the middle of the Med-iterranean Sea on 24th April 2016. (Refer: QSHE Bulletin vol.35, page 10)

We are extremely pleased to inform everyone that Capt Augusto P. Buenaventura and the crew of “HAMBURG BRIDGE” were received the special certificate by IMO, which you see printed here.

Special Recognition for Merchant Vessels and Their Crew Involved in the Rescue of Mixed Migrants at Sea

Quality Issue

12 Quality, Safety, Health & Environmental Bulletin

“Look at me: I am the Captain now.” In the film “Captain Phillips,” a boarding Somali pi-rate’s statement represents worst fear in shipping: i.e. losing control of vessel, cargo and crew.

The maritime industry is particularly susceptible to cyber attack. Ships are involved in multi million dollar trade and most of the times the communication equip-ment are antiquated without proper cyber protection. Once cyber criminals have access to ship systems, controlling navigation, propulsion, fire suppression, fresh water or electricity, it can be just like the situation encountered in “Captain Phillips”.

What is Cybercrime? It is a crime that involves differ-ent offences such as identity theft, hacking, blackmail, copyright infringement and trade in illicit trade goods. This involves computer and connected networks. There are two main types of cybercrime. Untargeted attacks– e.g. phising and ransomware. Taregted at-tacks– e.g. spear-phising and subverting the supply chain.

Examples of specific risks and their consequences to shipping industry-

・Duplicate bills of lading – there is an ever increas-ing push towards electronic bills of lading, this gener-ates further potential to create duplicate bills and inter-national trade contracts.

・Changing cargo manifests – by changing the car-go manifestos remotely, cybercriminals are able to hide substances in containers or disguise them as something else.

・Somali pirates- Pirates employed hackers to infil-trate a shipping company’s computer network that managed the shipping routes of different vessels with-in the fleet. They used this data to target ships with the most valuable cargo.

・Maersk– Petya/Goldeneye– In June 2017 the Petya cyber-attack triggered a large-scale crash of Maersk Group’s IT systems across the world. The Ransomware attack demanded $300 in return for files. The crash affected all business units: container ship-ping, port and tug boat operations, oil and gas produc-tion, drilling services and oil tankers Maersk’s port op-erator. APM terminals, were also attacked in the USA, Spain, India and the Netherlands.

・Unintentional cyber incident can lead to serious implication in shipboard operations. On a vessel it was reported that a navigator mistakenly connected his smart phone to the ECDIS USB port for charging the cellphone battery. This led to ECDIS crash as ECDIS tried to connect and read the data on the smartphone.

Why the risk is getting worse? Everything is going digital. On board ship we can find that-

* Telecommunications and informatics (telematics) are becoming artificial intelligence based.

* Electronic chart display and information system–

There are evidence of hacks into ECDIS systems to modify charts.

* Automatic Identification system- Trend Micro an Anti-virus developing company had demonstrated the abil-ity to change AIS date transmitted by a port by the use of a $100 VHF radio and a few components

* GPS- There is ability to fake GPS signals and force vessels to alter course.

* Electronic data interchange– connects various onboard equipment to a common network on ship and also ashore.

* Terminal Operating systems are becoming integrated with multiterminal and operators.

What is Cyber Security? It can be defined as 'the collection of tools, policies, security concepts, security safeguards, guidelines, risk management approaches, actions, training, best practices, assurance and tech-nologies that can be used to protect the cyber environ-ment and organization and user's assets'

It was recently reported that more than 80% of off-shore (situated at sea) Cyber, Information Technology (I.T) and Operational Technology (O.T) security breaches are as a direct result of human error.

What is Cyber Safety? Suitable actions taken to keep the vessel safe from cyber crime is Cyber Safety.

Some simple safe behaviors can keep helping in en-hancing cyber-safety on board.

* Do not plug any USB devices to ship’s cyber sys-tems without confirming its authenticity. It is recom-mended to format the portable devices before plugging into ship’s computer systems.

* If necessary to share information with outside party, it is recommended to save data on discs for the data exchange.

* Do not open any email or attachments from any un-known source. Quarantine it and send it to office IT team for further check.

* Whenever replying to any email manually check the email addresses. Sometimes email address looks the same except for a small indiscreet change of an alpha-bet.

* Do not share information and photo about ship or company in social media, which would have great chance in falling in the hand of cyber criminal.

* Always keep the antivirus definition updated with the latest updates.

* Be prompt to report any abnormality sighted on the net to Company IT department.

SAFETY FIRST. BE CYBERSAFE  

Introduc on to Cyber Safety and Security at sea

13 31st December, 2017 3Q-2017

Notable PSC and Vetting Findings

PSC

SIRE

PORT CATEGORY DEFECIENCY

Vostochny MARPOL Oil Record book not properly completed as require MEPC 1/Circ.736/Rev.1 (Code"C" item 11.4)

Geelong SOLAS Port and Starboard lifeboat color significantly faded.

Brisbane Other Emergency radiator partly wasted.

TYP

MJR

CHPTR OBSERVATION

CHEMICAL

CHEVRON

4.18 NP 100 Mariner's Handbook was 10th edition 2015 and new 11th edition of 2016 was not available.

8.45

1. Independent cargo tank overfill alarm (98%) was active for following cargo tanks: 3P (95% cargo), 3S (93% cargo), 4P (31% cargo) and 8S (95% cargo). 2. Independent car-go tank high level alarm (95%) was active for following cargo tanks: 4S (90% cargo) and 9S (70% cargo). Note: Reportedly the sensor had failed for the above cargo tanks and spares were await-ed.

5.22 The ballast pump room was fitted with one extraction fan but a spare motor was not pro-vided on board in case of its failure.

LPG

BP

5.29 The vessel did not have calibration gas for the Drager X-a 7000 gas meters on board.

8.39 The local and the remote bottom temperature digital readouts for No.3 Stab’d(Bottom) -1 sensor cargo tank were in error of 0.5deg C. Reading on tank dome was -31.5 Deg. C and the remote reading in the CCR was -30.9.

LNG

IDEMITSU

11.23 Insulation lagging for steam inlet emergency stop valve of A/E No.2 steam turbine gener-ator was not completed.

VLCC

6.1

A review of the Oil Record Book (Part 1) indicated that the last lube oil bunkering opera-tion of June 16, 2017 was not entered therein. An entry regarding this operation was en-tered into the Oil Record Book (Part 1) under code (H) during the course of the inspec-tion.

11.47 Insulation gauge on 100 voltage feeder panel in emergency generator room indicated that insulation was 1.7 Mega ohm.

LPG

11.52 The heading information in the steering gear flat was reading 265 degrees while the ves-sels actual heading was 107 degrees.

AFRA

5.61

It was observed that the "temperature range" over which the extinguisher will operate satisfactorily were not marked for all portable foam fire extinguishers on board.

SHELL

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 14

Annual seminar for KLSM Croatian crew was held on 5th - 6th September 2017 in the beautiful city Split in Croatia. The seminar started off with a keynote address by our Director Mr. Hasegawa who appreciated the efforts by KLSM Tangguh crew in achieving high safety, maintenance and operational standards on board. He briefly explained about the KLSM Tangguh fleet performance. The first day continued with discussions on below topics : Vetting excellence and VIRAT anal-ysis, Reflective learning : Collective normalization, Tangguh Indonesia crewing matters, OSM presentation about Company activities and crew welfare, Review of Working & Rest Hours, Water hammering, Engine room safety matters and Q & A session. The day ended with cocktails and dinner on the beach facing restaurant. On the second day, the following topics were discussed. Inju-ry and illness analysis of KLSM fleet, Sharing of on board experiences by officers, Exchange of ideas and suggestions between seafarer and KLSM staff for overall improvement of safety, Crew welfare, Management, Performance on Tangguh fleet. There was good interaction and exchange of ideas during the seminar between Croatian crew, OSM staff and KLSM staff. The day ended with lavish traditional Croatian lunch. Participants said good bye to each other with a new resolve and commitment to do more hard work and to achieve better performance in Tangguh fleet, Aim zero injuries, zero illness cases and Zero observation during third party inspections.

The Environmental Crisis Management or commonly known as ECM Maritime Services LLC, our Qualified Individual (QI), conducts a shore-based IMT TTX (Incident Management Team Table Top Exercise) annually in order for us to comply with the US National Preparedness for Response Program or NPREP and the California State Law which satisfies the Oil Pollu-tion Act of 1990 (OPA 90) requirements. An exercise in VRP (Vessel Response Plan) has to be conducted annually in order to ensure that the plan is effective and will function in an emergency incident. “K” Line Ship Management (Singapore) Pte. Ltd. participated in this year’s IMT TTX held at Singapore on 18th September 2017. The drill scenario involved a partially laden tanker transiting East bound in San Francisco Bay loaded with Alaska North Slope (ANS) crude oil enroute to the Chevron oil terminal at Richmond, CA. While she was enroute a fire broke out in her engine room and she lost pow-er which led her veering to starboard and eventually grounds to a rock with a 35 feet of water on starboard side near the Cargo Tanks No. 1~3. This incident caused her to spill oil in the water. Key incident actions were discussed in the drill how the QI and management company can respond and assist the vessel in such emergency situation. QI notifications, SMFF (Salvage and Marine Firefighting) assistance, Media handling, H&M,

P&I, USCG and CA OSPR (California Office of Spill Prevention and Response) relevant reports were also discussed. Vital actions by vessel was also given of high importance in the drill in order that the management company can educate and brief vessel Masters on their actions if such incident may occur. A similar TTX is also carried out by KLSM during crew seminars for educating the ship staff in various notification / reporting procedures. “K” Line Ship Management (Singapore) Pte. Ltd. has been participating in the IMT TTX since its inception and every year we are learning and striving more and more in order to be able to achieve the K-Line’s vision – “To achieve customer satisfaction through striving for operational excellence by zero accidents, zero spills, zero detentions and zero off-hires”.

KLSM Croatian Crew Seminar - 5th & 6th September 2017 -

As a requirement of the ISM Code Sec. 8 a ship-shore drill has to be conducted in order to ensure that the shore-based and shipboard organization can respond effectively to any emergency and at the same to be able to test and improve their capacities to deal with real incidents. On the 25th of August 2017, KLSM Singapore conducted a drill scenario involving a fully loaded containership transiting the Unimak Pass on her voyage from Pusan to Pana-ma. The vessel suddenly loses steering control for unknown reasons. Master has activated the

emergency stations but was unfortunately not able to regain control of the steering. As the vessel was drifting she eventu-ally ran aground to an isolated rock lying on the starboard side of her track with a depth of 5 fathoms. The grounding caused the vessel to suffer a damage on her No. 3 DBFOT (S) and was leaking oil to the sea. No crew injury was involved in the drill. The vessel responded to the incident properly and made necessary reports to KLSM Singapore office and exter-nal parties. Vessel activated their NTVRP while the KLSM Singapore has activated the ERT (Emergency Response Team). External parties also participated in the drill such as PANAMA Segumar, JP&I, KLPL, and KLSM Tokyo. The drill was done in a realistic manner. Vessel’s Master and ship’s staff responded to the drill properly with some inquiry from the media and handling of salvage operations role-played by office personnel. Some of the office staff were also test-ed in their capability to respond on media inquiry and the result was satisfactory. As the drill was concluded, shortcomings and points of improvement were discussed and resolved. The Vessel and exter-nal parties involved were notified for the completion of the drill. The drill was finally concluded and it was successful and satisfactory.

Container Vessel Ship-Shore Major Exercise - 25th August 2017-

Incident Management Team Table Top Exercise - 18th September 2017-