Wednesday, 9 December 2015
Did you know about Seafarers?
Did you know? Some Seafarers spent almost half of their lives at sea away from their family. Only seafarers can explain their different feelings and reasons. Did you ask them about their job? Did you ask them about their colleagues? Did you ask them if they are okey? But, of course the answer will be "I'm fine and don't worry". It is because they don't want that their love ones will be worried. Can you imagine working while in bad weather? Did you ask them if they can sleep well? Did you ask them if they can eat properly during rough seas? Did you know the hardships, risks, stress and pressure being handled onboard? Did you know how they can handle things on board while their family has a problem at home? Did you know their feelings in times when one member of the family has an illness? Did you know their feelings when the allotment will not be on time and financially in need? Did you say thank you to them?
Wednesday, 2 December 2015
Goodbye Paper Chart - Welcome ECDIS
Wednesday, 24 June 2015
Day of Seafarers
A seafarer is away from home and family.
A seafarer has always been at risks due to hazards, weather, nature of job, difficult cargo operations and unforeseen circumstances.
A seafarer must have patience, knowledge, trust, faith, hope, courage, respect and love.
A seafarer on vacation is never been completely happy. The times are divided between trainings and family.
You shall never underestimate a seafarer. Every individual has a unique purpose in life.
Celebrate the Day of Seafarers.
Good luck to all seafarers.
Have a safe navigation and safe work on board.
Safety First!
Please share your stories or moments on board in comments below.
Wednesday, 10 June 2015
GARBAGE MANAGEMENT PLAN
1. INTRODUCTION
2. PURPOSE
3. DEFINITIONS
4. TRAINING, EDUCATION AND INFORMATION
5. MINIMIZING THE AMOUNT OF POTENTIAL GARBAGE
6. SHIPBOARD GARBAGE HANDLING AND STORAGE PROCEDURES
6.1 Sorting and Collecting
6.2 Plastics
6.3 Food Wastes
6.4 Oil and gas filters
6.5 Other garbage
6.6 Processing
6.7 Storage
6.8 Disposal
7. AVAILABLE EQUIPMENT FOR PROCESSING GARBAGE
7.1 Comminutes or grinders
7.2 Compactors
7.3 Incinerators
8. PORT RECEPTION FACILITIES
9. ENSURING COMPLIANCE WITH ANNEX V
10. GARBAGE MANAGEMENT DAILY LOG
11. SPECIAL AREAS
12. SUMMARY OF REGULATIONS - MARPOL 73/78. ANNEX V
2. PURPOSE
3. DEFINITIONS
4. TRAINING, EDUCATION AND INFORMATION
5. MINIMIZING THE AMOUNT OF POTENTIAL GARBAGE
6. SHIPBOARD GARBAGE HANDLING AND STORAGE PROCEDURES
6.1 Sorting and Collecting
6.2 Plastics
6.3 Food Wastes
6.4 Oil and gas filters
6.5 Other garbage
6.6 Processing
6.7 Storage
6.8 Disposal
7. AVAILABLE EQUIPMENT FOR PROCESSING GARBAGE
7.1 Comminutes or grinders
7.2 Compactors
7.3 Incinerators
8. PORT RECEPTION FACILITIES
9. ENSURING COMPLIANCE WITH ANNEX V
10. GARBAGE MANAGEMENT DAILY LOG
11. SPECIAL AREAS
12. SUMMARY OF REGULATIONS - MARPOL 73/78. ANNEX V
Thursday, 21 May 2015
Permit to work system
Permit to Work systems are widely used throughout the petroleum industry. The permit is essentially a document which describes the work to be done and the precautions to be taken in doing it, and which sets out all the necessary safety procedures and equipment.
For operations in hazardous and dangerous areas, permits should normally be used for tasks such as:
- Hot Work.
- Work with a spark potential.
- Work on electrical equipment.
- Diving operations.
- Heavy lifts.
- Enclosed space entry.
- Cold work
- Working aloft
- Working on pressurized vessel
- Working over side
- Other hazardous tasks
The permit should specify clearly the particular item of equipment or area involved, the extent of work permitted, the conditions to be met and the precautions to be taken and the time and duration of validity. The latter should not normally exceed a working day. At least two copies of the permit should be made, one for the issuer and one for the person at the work site.
The layout of the permit should include a check-list to provide both the issuer and the user with a methodical procedure to check that it is safe for work to begin and to stipulate all the necessary conditions. If any of the conditions cannot be met, the permit should not be issued until remedial measures have been taken.
It is advisable to have distinctive Permit to Work systems for different hazards. The number of permits required will vary with the complexity of the planned activity. Care must be taken not to issue a permit for subsequent work that negates the safety conditions of an earlier permit. For example, a permit should not be issued to break a flange adjacent to an area where a Hot Work permit is in force.
Before issuing a permit, the Terminal Representative must be satisfied that the conditions at the site, or of the equipment to be worked on, are safe for the work to be performed, taking due account of the presence of any ships that will be alongside while the work is being carried out.
While companies will develop their own procedures for managing all aspects of operations and tasks undertaken, many operators choose to incorporate a Permit to Work system into their SMS in order to manage hazardous tasks.
A Permit to Work system is a formal written system that is used to control certain types of work. It delivers a risk based approach to safety management and requires personnel to undertake and record risk assessments in the development of a safe system of work.
Guidance for establishing a Permit to Work system is contained in a number of publications issued by industry organizations and various international safety bodies.
Copies of all permits should be posted as may be necessary. Copies should also be retained by the person in charge of the operation. If any repairs are to be carried out concurrent with cargo handling operations, specific permission should be granted by the terminal operators. Whenever practicable, a drill should be held prior to commencing repair work. Subsequent drills should be arranged when the repairs are to be carried out over an extended period. A dedicated Safety Officer should be appointed by the Master to co-ordinate the permit and certification processes associated with the repair period.
For operations in hazardous and dangerous areas, permits should normally be used for tasks such as:
- Hot Work.
- Work with a spark potential.
- Work on electrical equipment.
- Diving operations.
- Heavy lifts.
- Enclosed space entry.
- Cold work
- Working aloft
- Working on pressurized vessel
- Working over side
- Other hazardous tasks
The permit should specify clearly the particular item of equipment or area involved, the extent of work permitted, the conditions to be met and the precautions to be taken and the time and duration of validity. The latter should not normally exceed a working day. At least two copies of the permit should be made, one for the issuer and one for the person at the work site.
The layout of the permit should include a check-list to provide both the issuer and the user with a methodical procedure to check that it is safe for work to begin and to stipulate all the necessary conditions. If any of the conditions cannot be met, the permit should not be issued until remedial measures have been taken.
It is advisable to have distinctive Permit to Work systems for different hazards. The number of permits required will vary with the complexity of the planned activity. Care must be taken not to issue a permit for subsequent work that negates the safety conditions of an earlier permit. For example, a permit should not be issued to break a flange adjacent to an area where a Hot Work permit is in force.
Before issuing a permit, the Terminal Representative must be satisfied that the conditions at the site, or of the equipment to be worked on, are safe for the work to be performed, taking due account of the presence of any ships that will be alongside while the work is being carried out.
While companies will develop their own procedures for managing all aspects of operations and tasks undertaken, many operators choose to incorporate a Permit to Work system into their SMS in order to manage hazardous tasks.
A Permit to Work system is a formal written system that is used to control certain types of work. It delivers a risk based approach to safety management and requires personnel to undertake and record risk assessments in the development of a safe system of work.
Guidance for establishing a Permit to Work system is contained in a number of publications issued by industry organizations and various international safety bodies.
Copies of all permits should be posted as may be necessary. Copies should also be retained by the person in charge of the operation. If any repairs are to be carried out concurrent with cargo handling operations, specific permission should be granted by the terminal operators. Whenever practicable, a drill should be held prior to commencing repair work. Subsequent drills should be arranged when the repairs are to be carried out over an extended period. A dedicated Safety Officer should be appointed by the Master to co-ordinate the permit and certification processes associated with the repair period.
Safeguards for Enclosed Space Entry
Before allowing access to the space, the Responsible Officer should ensure that:
- Appropriate atmosphere checks have been carried out.
- Piping, inert gas and ventilation systems have been isolated.
- Effective ventilation will be maintained continuously while the enclosed space is occupied.
- Fixed lighting, such as air-turbo lights are ready for extended entry periods.
- Approved self-contained, positive pressure breathing apparatus and resuscitation equipment is ready for use at the entrance to the space.
- A rescue harness, complete with lifeline, is ready for immediate use at the entrance to the space.
- A fully charged approved safety torch is ready for immediate use at the entrance to the space.
- A responsible member of the crew is in constant attendance outside the enclosed space, in the immediate vicinity of the entrance and in direct contact with the Responsible Officer.
- All persons involved in the operation should be trained in the actions to be taken in the event of an emergency.
- Lines of communications have been clearly established and are understood
by all concerned.
- Names and times of entry will be recorded and monitored by personnel outside the space.
The personnel undertaking the task should ensure that such safeguards are put into effect prior to entering the space. The same precautions apply as for entering cargo tanks. Toxic gas must be suspected to be present in spaces into which volatile petroleum may have leaked.
- Appropriate atmosphere checks have been carried out.
- Piping, inert gas and ventilation systems have been isolated.
- Effective ventilation will be maintained continuously while the enclosed space is occupied.
- Fixed lighting, such as air-turbo lights are ready for extended entry periods.
- Approved self-contained, positive pressure breathing apparatus and resuscitation equipment is ready for use at the entrance to the space.
- A rescue harness, complete with lifeline, is ready for immediate use at the entrance to the space.
- A fully charged approved safety torch is ready for immediate use at the entrance to the space.
- A responsible member of the crew is in constant attendance outside the enclosed space, in the immediate vicinity of the entrance and in direct contact with the Responsible Officer.
- All persons involved in the operation should be trained in the actions to be taken in the event of an emergency.
- Lines of communications have been clearly established and are understood
by all concerned.
- Names and times of entry will be recorded and monitored by personnel outside the space.
The personnel undertaking the task should ensure that such safeguards are put into effect prior to entering the space. The same precautions apply as for entering cargo tanks. Toxic gas must be suspected to be present in spaces into which volatile petroleum may have leaked.
Pump Room Entry
Measures to minimize pump room hazards.
Ventilation must be switched on at least 30 minutes. Prior pump room entry.
Before starting any cargo operation:
1. An inspection should be made to ensure that strainer covers, inspection plates and drain plugs are in position and secure.
2. Drain valves in the pump-room cargo system, especially those on cargo oil pumps, should be firmly closed.
3. Any bulkhead glands should be checked and adjusted or lubricated, as necessary, to ensure an efficient gas-tight seal between the pump-room and the machinery space.
4. During all cargo operations, including loading:
5. The pump-room should be inspected at regular intervals to check for leakages from glands, drain plugs and drain valves, especially those fitted to the cargo pumps.
6. If the pumps are in use, pump glands, bearings and the bulkhead glands (if fitted) should be checked for overheating. In the event of leakage or overheating, the pump should be stopped.
7. No attempt should be made to adjust the pump glands on rotating shafts while the pump is in service.
Formal procedures should be in place to control pump-room entry. The procedure used should be based on a risk assessment, and should ensure that risk mitigation measures are followed and that entries into the space are recorded.
A communications system should provide links between the pump-room, Navigation Bridge, engine room and cargo control room. In addition, audible and visual repeaters for essential alarm systems, such as the general alarm and the fixed extinguishing system alarm, should be provided within the pump-room.
Arrangements should be established to enable effective communication to be maintained at all times between personnel within the pump-room and those outside. Regular communication checks should be made a pre-agreed intervals and failure to respond should be cause to raise the alarm.
VHF/UHF communication should not be used as a primary communication method where it is known that reception may not be reliable or practicable due to noise. Where communication by VHF/UHF is difficult, it is recommended that a standby person is positioned on the pump-room top and that a visual and remote communication procedure is put in place.
The frequency of pump-room entry for routine inspection purposes during cargo operations should be reviewed with a view to minimizing personnel exposure.
Notices should be displayed at the pump-room entrance prohibiting entry without formal permission.
Ventilation must be switched on at least 30 minutes. Prior pump room entry.
Before starting any cargo operation:
1. An inspection should be made to ensure that strainer covers, inspection plates and drain plugs are in position and secure.
2. Drain valves in the pump-room cargo system, especially those on cargo oil pumps, should be firmly closed.
3. Any bulkhead glands should be checked and adjusted or lubricated, as necessary, to ensure an efficient gas-tight seal between the pump-room and the machinery space.
4. During all cargo operations, including loading:
5. The pump-room should be inspected at regular intervals to check for leakages from glands, drain plugs and drain valves, especially those fitted to the cargo pumps.
6. If the pumps are in use, pump glands, bearings and the bulkhead glands (if fitted) should be checked for overheating. In the event of leakage or overheating, the pump should be stopped.
7. No attempt should be made to adjust the pump glands on rotating shafts while the pump is in service.
Formal procedures should be in place to control pump-room entry. The procedure used should be based on a risk assessment, and should ensure that risk mitigation measures are followed and that entries into the space are recorded.
A communications system should provide links between the pump-room, Navigation Bridge, engine room and cargo control room. In addition, audible and visual repeaters for essential alarm systems, such as the general alarm and the fixed extinguishing system alarm, should be provided within the pump-room.
Arrangements should be established to enable effective communication to be maintained at all times between personnel within the pump-room and those outside. Regular communication checks should be made a pre-agreed intervals and failure to respond should be cause to raise the alarm.
VHF/UHF communication should not be used as a primary communication method where it is known that reception may not be reliable or practicable due to noise. Where communication by VHF/UHF is difficult, it is recommended that a standby person is positioned on the pump-room top and that a visual and remote communication procedure is put in place.
The frequency of pump-room entry for routine inspection purposes during cargo operations should be reviewed with a view to minimizing personnel exposure.
Notices should be displayed at the pump-room entrance prohibiting entry without formal permission.
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