: Information Sharing-Poor Feedback from Terminal & Pilot'

Subject: Information Sharing-Poor Feedback from Terminal & Pilot'

REF:OT/120814/TEALSZ/000007

Dear Master,

Good Day,
We had encountered the below poor feedback from terminal at New Caledonia on Hero series vessel. A summary of the investigation findings and actions to prevent a recurrence are listed below.

We would like to share this information with all vessels in the fleet so that the lessons learnt can be used to avoid any such negative feedback in future.

Kindly acknowledge receipt message and disseminate the information with all ship staff in your onboard Safety Meeting.
Best Regards,
Syed Zahangir Alam
Manager Technical
Tel: 6864 7930
H/P: 9645 8986
Email: technical@oceantankers.com.sg
________________________________
From: Technical Dept
Sent: Monday, August 11, 2014 6:48 PM
To: Ocean Hero GWB; Ocean Leader GWB; Ocean Premier GWB; Ocean Success GWB; Ocean Progress GWB; Ocean Supreme GWB
Cc: Te-Eng Hua, Teh; Safety Dept; Operations Dept
Subject: Hero Series-' Information Sharing-Poor Feedback from Terminal & Pilot'
REF:OT/110814/TEALSZ/000006
Date: 11 Aug 2014
To: Hero Series Vessels
Subject: Information Sharing-Poor Feedback from Terminal & Pilots
Dear Masters of Hero series vessels,
Good Day,
Recently, one of our vessels received several Poor Feedback from Terminals and Pilots while calling Ducos, New Caledonia. Below, all are illustrated to you to prevent recurrence of these Feedbacks not only for above mentioned terminal but also for any other terminals you would call to Load/ Discharge cargoes.

$B!! (B
1. Main Engine not ready after casting off mooring lines
On 7th July 2014, while vessel was stand-by for Pilot, Main Engine was running idle without Clutch in without Bridge control, waiting for Bridge confirmation to transfer Engine Control to Bridge until aft mooring ropes were cleared of propeller. Once propeller is cleared of mooring ropes, Clutch is engaged, engine RPM is increased to maximum 500 before Change over to Bridge control.

As of $B!G (BPressure-Time diagram for multi-clutch "K"-Main $B!G (B indicates Clutch in should take 15 seconds. Increase RPM to 500 also require seconds only. Engine control to Bridge control is Push Button only. The whole process would be less than a minute and practically tested about 35 seconds.

1. Root Cause
Ship Staff delayed response to Bridge due attendance in other jobs avoiding immediate response.

1. Recommendation to Prevent recurrence
Engine to be made available for manoeuvring immediately after confirmation from the Bridge that propeller is clear.

2. No VHF watch while vessel at anchorage
Bridge is equipped with VHF, capable of monitoring two channels at a time. The Cargo Control Room station can monitor one channel only.On 7th July 2014, Duty officer took over Bridge duty at 1145 LT. Duty AB was on the deck. Master arrived on the Bridge at 1430 LT. Pilot booking was for 1500 LT and they were on board at 1445 LT. Vessel recorded Tug boats approached towards her at 1440 LT.

With these VHF Radio arrangement and Duty personnel distribution, no calls were copied by vessel neither from Bridge nor from CCR by Duty Officer or Chief Officer at the CCR respectively.

2. Root cause
The reason for this poor feedback was the Duty officer, engaged to monitor all incoming Radio calls, may had missed out calling by Pilot. Duty Officer may not be alert at that time-a Human Error.

2. Recommendation to Prevent Recurrence
Master cautioned strictly implement Bridge and navigation procedure in accordance with Company SMS manual. To Ensure VHF listening watch is maintaining cautiously.

3. Mooring Winches not Holding while vessel at Sea berth
Hero Series vessels Mooring winches BHC are with 32.9T, whereas Terminal Requirement was 36T. The mooring Bitts are of SWL 45T [with figure of 8 securing]. The shipside $B!F (BFairlead with Horizontal Rollers $B!G (B are built with SWL 38T capacity.

Hence, vessel was not accepted to secure using Mooring Winches due to higher capacity required by Terminal but she was allowed to use Mooring Bitts/ Fairlead with Horizontal Rollers instead.

3. Root Cause
Original BHC of mooring winch was not verified by Master in accordance with the Terminal requirement-resulted this Feedback.

3. Recommendation to Prevent Recurrence
Mooring Winch facilitates with rendering of mooring ropes before give away, while a vessel is moored with Bitts; this safety feature will not work. Vessel was in a position to discharge cargo; hence she was subject to $B!F (BLess monitoring time $B!G (B during Flood tide, as Vessel likely to rise up quickly with the simultaneous effect of Flood tide and discharge cargoes. This will require frequent monitoring of mooring ropes to adjust tension.

3A. Masters are instructed to carry out Risk Assessment prior Mooring with Bitts instead of Mooring Winch.
3B. Additional Manpower to deploy as necessary to monitor mooring ropes as cargo operation will involve regular manpower.

$B!! (B
4. Poor Astern Power of Main Engine
As of movement record, it was revealed that during the manoeuvring Maximum Half Astern was used by Pilot/ Master, hence noted Poor Astern Engine power. Full Astern would be more effective for More Engine Power, as required. Once Engine is ready at Bridge control the vessel could be manoeuvred at speed from Zero to Full Ahead position about 12.5 knots. Similarly, Full Astern would be 7.1 knots at 60% pitch as per $B!F (BVessel speed and propeller shaft power test record $B!G (B, and 'Pitch & Speed Table'.

4. Corrective Action
Vessel was been instructed to carry out test for Astern movements and record shows that vessel $B!G (Bs Engine power matches with Speed trial test.

4. Root cause
The reason for this poor feedback could be Poor communication between Master and Pilot.
4. Recommendation to Prevent Recurrence
All vessels are to strictly follow Pilots instruction while manoeuvring as long as Vessel's safety requirements are met as per Company SMS manual. As vessel's Engine having enough power to carry out Astern propulsion, as required by Pilot, Ship staffs are to update Vessel's manoeuvring faculty clearly to pilot for safe manoeuvring.

$B!! (B
5. Doubtful behaviour and understanding of management and crew.
5. Root Cause
This feedback is due to Master's interaction with Pilot/ Terminal Personnel at the time was perceived as not co-operative to Pilot and Terminal Personnel.

5. Recommendation to Prevent Recurrence
Master and ship's crew are advised to maintain cordial and co-operative attitude with all shore personnel including pilots and Terminal representatives to avoid such Feedbacks. Master is to strictly comply company SMS procedure OT-TK-4-2 section 13 Navigation with Pilot on Board.

A warning has been issued to all Ship staff involved in this interaction with Pilot and terminal personnel and their status has been down graded to $B!F (BMonitor $B!G (B in our Crew Management system. Furthermore, their performances will be monitored regularly for improvement.

$B!! (B
All Masters are to comply Company SMS procedure strictly to uphold Company's interest at home and abroad.
Master, please include this 'Information Sharing' in the next Shipboard safety & management meeting.
Please acknowledge receipt message.
Best Regards,
Syed Zahangir Alam
Manager Technical
Tel: 6864 7930
H/P: 9645 8986