Issue 3 | 2022

SIRE 2.0 - A Message from the VLOC’s Under COOL RIDER Joins
Inspection Opening Thenamaris Safety The Spotlight After the Thenamaris LNG
Meeting Checklist & Quality Manager String of Losses Managed Fleet
 WELCOME

Contents Welcome
By Captain Zacharias Vairamakis
PAGE PAGE PAGE

03 18 34
Welcome Observations from the Fleet, Safety Performance For decades the shipping industry has been working towards reducing the
including Repeated Observations Overview & Safety Scorecard
By Captain Zacharias Vairamakis
number of accidents and minimizing their impact. Initially, such efforts focused on
PAGE
improving the hardware through building better ships as per SOLAS requirements.
PAG E PAGE

04 21 34 Later, the focus shifted to implementing specific policies and procedures as per
Getting Along with Difficult People Undesired Events Safety Opportunities
By Athina Kapetanaki
PAGE the ISM code. Today, we are in the era of the human element and performance
PAGE
THENAMARIS CONBULK 36 influencing factors, with the human element being what makes humans behave
05 Observations from the Fleet, the way they do and the consequences resulting from this behavior, and
Spike in Container Losses Warrants PAG E including Repeated Observations
Further Investigation
26 PAGE
performance influencing factors being the factors that combine with basic human
PAGE Safety Scorecard
37 error tendencies to create error-likely situations. Statistics prove that safety in
06 PAG E Undesired Events the maritime industry has improved significantly over the years. However, that
SIRE 2.0 -
Inspection Opening Meeting Checklist 26 PAGE doesn’t mean that hardware is perfect, or that procedures and risk assessments
38
Observations from the Fleet, including
PAGE Repeated Observations on their own can ensure no accidents happen. It is important to combine hardware
10 PAG E
Best Practices/Safety-Energy Efficiency
Ideas and Experience Shared
with procedural and human elements to achieve a strong and sustainable safety
Industry Learning Material
27 PAGE
culture. Additionally, work to improve both hardware and procedures, as separate
Undesired Events
39 safety-related elements, must also continue.
PAGE

11 PAG E

28
Fleet Health & Safety
Thenamaris at Work
PAGE
Maritime organizations, including OCIMF, continue to raise the bar by implementing new requirements for the training of
VLOC’s Under the Spotlight
THENAMARIS
After String of Losses 40 shipboard and managing office personnel. There have been numerous instances where we at Thenamaris have initiated
safety improvements well before they were an industry obligation, and we continue to promptly respond to all emerging
Safety on Board
requirements. Whenever an undesired event occurs, we thoroughly investigate and analyze what happened to prevent
PAG E

14 THENAMARIS LNG PAGE

46
PAG E reoccurrence. We believe there are lessons to be learned even from minor events. However, when an event results in
32
Safety Performance Overview
By Captain Georgios Deligiorgis Shell’s Maritime Partners
a tragic consequence, such as a fatality, in addition to investigating and analyzing what happened we must take a step
PAGE Overall Safety Performance in Safety Program back and carefully refocus our efforts. We must rigorously examine what should have been done differently, and come
16
of Thenamaris LNG Managed Fleet
up with new means of ensuring that safety is the highest priority.
47
PAG E

33
Safety Scorecard In addition to the standard Beacon features, this issue includes an article on ‘Getting Along with Difficult People’ by
COOL RIDER Joins the
PAGE
Athina Kapetanaki from the Marine Personnel team, as well as an industry alert about the ‘Spike in Container Losses’,
17
A Message from the Thenamaris LNG Thenamaris LNG Managed Fleet
Marine Superintendent LPG and the ‘SIRE 2.0 Inspection Opening Meeting Checklist’ as recently released by OCIMF. We have a safety message from
A Message from the Thenamaris By Captain Georgios Zoupas
the Thenamaris S&Q Manager Captain Panagiotis Kallinikos, as well as a message from the Thenamaris LNG Marine
Safety & Quality Manager
By Captain Panagiotis Kallinikos Superintendent LPG Captain Georgios Zoupas, and other industry learning material.
Safety-related articles and updates can also be found in the quarterly Thenamaris News.

This issue of Beacon was edited by:

❚ Captain Zacharias Vairamakis, Safety Development Officer, Thenamaris
❚ Captain George Deligiorgis, DPA/DMR/CSO, Thenamaris
❚ Captain Panagiotis Kallinikos, Safety & Quality Manager, Thenamaris
On the cover: Pre-mooring preparation onboard SEADUCHESS, a VLCC tanker.
❚ Zafeiris Papazoglidis, ISM, ISPS & ISO Officer/ADPA & ACSO, Thenamaris ConBulk
❚ Captain George Karagiannis, ISM/ISPS & ISO Officer, Thenamaris
beacon ❚ The Vetting Team of the Safety & Quality Department, Thenamaris
/bi:k( )n/ ❚ Captain Georgios Zoupas, Marine Superintendent LPG, Thenamaris LNG
noun ❚ Katerina Kastania, Safety Coordinator, Thenamaris LNG
• A beacon is defined as a guiding signal, an aid to navigation that warns and guides vessels. ❚ Christina Pouliadis, Corporate Communications Officer, Thenamaris
 ikewise, with ‘Beacon’ magazine we endeavor to guide seafarers towards the Thenamaris Safety Vision, by
L ❚ Christine Roth, Chief Strategy Officer, Thenamaris
providing useful information and focusing on safety practices on board the managed fleet.
 SPIKE IN CONTAINER LOSSES WARRANTS FURTHER INVESTIGATION

Getting Along
with Difficult People
By Athina Kapetanaki

Most people have experienced a situation where they are trying to relate or reason with
a difficult person. A difficult person may lack empathy and concern towards others,
become easily upset and angry or have a sense of superiority and put others down. Trying
to reason and communicate with a difficult person may be frustrating and disappointing,
especially when he or she is a family member or colleague. However, relating with difficult
people may be unavoidable, either for personal or professional reasons.

HOW TO GET ALONG WITH A DIFFICULT to meet at a different time, take deep breaths and try to
PERSON stay calm during your interaction.

1. Practice active listening. Most people need to be 4. Be mindful of your non-verbal behavior. When we
understood and want to feel heard. Acknowledging disapprove of a behavior or feel frustrated with another
another person by engaging in active listening can help person we may display non-verbal cues that reveal our
facilitate dialogue and lead to a trust-based relationship. disapproval or frustration. Even smiling or nodding at
By focusing on what the other person is saying, instead an inappropriate time during a difficult conversation
may seem like you are mocking the other person, and
of what you want to reply, you may learn important
may be perceived as a sign of disrespect, which may
information that you were previously missing. It can
further fuel a heated discussion.
also help to consider what the person’s underlying need
might be. What does this person really want to achieve? 5. Behave how you would like to be treated. Reflect

Spike in Container Losses

What is this person trying to avoid? dignity and respect towards the other person, because
this is also how you most likely want to be treated.
2. Remain calm. If an interaction becomes emotionally
Dealing with a difficult person may not be easy, but
charged, try to remain calm by monitoring your breath finding at least one reason to respect the person can
and managing your physiological reactions. Slow and
deep breaths can help maintain your blood pressure
be very helpful. For example, his or her experience or
seniority. Once you identify at least one reason to respect
Warrants Further Investigation
and rate of respiration. Staying calm can help you avoid the person, and bear this in mind, your interaction may Source: Allianz Safety & Shipping Review 2021
a conflict. be smoother.
3. Set limits and boundaries. Recognize your own 6. Do not take things personally. It is highly likely that Container losses at sea spiked1 last year and have continued at a high level in 2021,
limits and set appropriate boundaries. For example, at you do not know what the other person is going through. disrupting supply chains and posing a potential pollution and navigation risk.
times when you feel frustrated for your own reasons, An individual’s behavior is shaped and influenced by

I
try to avoid interactions with a difficult person as he or various factors, including past experiences, significant
she might increase your tension, leading to negative relationships with others, upbringing and personal n November 2020, the container ship One Apus lost The rise in container losses may be driven by a combination
consequences. If the difficult person approaches you at struggles. In many cases, you may have little information almost 2,000 containers in rough seas in the Pacific, of potential factors. Larger ships, more extreme weather
a time that is not suitable for you, explore with them the regarding such factors. The difficult individual’s behavior with hundreds more containers left damaged on board and a surge in freight rates and mis‑declared cargo weights
possibility of meeting at another time. If it is not possible and attitude may have nothing to do with you. the vessel. The incident was the worst since 4,293 containers could all be at play, but there are also growing questions for
were lost with the sinking of the container ship MOL Comfort how containers are secured on board ships. Of six cases of
in 2013. In January 2021, the Maersk Essen lost about 750 container losses in the North Pacific between November
boxes while sailing from China to Los Angeles. A month 2020 and March 2021 analyzed by AGCS (One Apus, Maersk
later, 260 containers fell off the Maersk Eindhoven when it Essen, Maersk Eindhoven, Ever Liberal, Tianping and MSC
lost power in heavy seas. Aries) there were a number of common factors.

The number of container losses is the worst in seven years. All container losses occurred in rough seas and when the
More than 3,000 containers were lost at sea last year, while vessels were on a westerly heading during the voyage from
more than 1,000 fell overboard during the first months of Asia to the US. The loss of containers could be the result
2021. This compares with an average of just 1,382 containers of a combination of various factors like synchronous
In summary, although getting along with difficult people is, lost each year from around 6,000 container vessels in and parametric rolling. But there may also be other
operation, according to a World Shipping Council2 report in issues at play, such as container stack collapse due to
by definition, not easy, learning how to do so may help you become more able November 2020. The accidents are disrupting supply chains mis‑declaration of cargo weights at a time when freight
for retailers and manufacturers ‑ from Amazon to Tesla. rates have been increasing.
to overcome challenging situations in general.

4 5
 SIRE 2.0 - INSPECTION OPENING MEETING CHECKLIST

SIRE 2.0 - Inspection

Opening
Meeting Checklist
OPENING MEETING CHECKLIST OPENING MEETING NOTES
1. Introductions 1. Introductions
Inspector (and Quality Assessor) to introduce themselves The Inspector, and if applicable the Quality Assessor,
to meeting attendees. should introduce themselves to meeting attendees and
present their OCIMF SIRE accreditation identification
2. Scope and Format of Inspection
cards if [Link] Master, officers, superintendents
Inspector to describe the scope of the inspection and
and any other office staff present should also introduce
what vessel staff should expect. Inspector to advise
themselves.
whether inspection to be on tablet, partial paper basis or
full paper basis. It should be agreed that only the inspector will conduct
the inspection and that only vessel staff will provide the
3. The SIRE 2.0 Tablet and Camera
Inspector with responses and evidence. Others may
Inspector to introduce the tablet, including the camera,
observe but should not interfere with the inspection or
and confirm any restrictions on use.
the opening or closing meetings.
Note restrictions.
2. Scope and Format of Inspection
4. Personal Protective Equipment (PPE) The Inspector should:
Inspector to advise PPE they will be wearing. Master to ❚ Describe the scope of the inspection.
advise any additional PPE required by vessel procedures.
Note additional PPE. ❚ Explain that vessel staff should be prepared to
discuss their normal work where it relates to
5. Order of Inspection the questions assigned to the CVIQ.
Inspector and Master to agree order of inspection and
❚ Advise the Master whether the inspection will
accompanying officers for each inspection area. Note
In 2018, the container ship CMA CGM G. Washington lost angles for the vessel’s condition. It also noted that large be conducted as a tablet-based inspection, a
agreed order.
137 containers overboard and a further 85 were damaged container ships are particularly vulnerable to parametric partial paper-based inspection or a full paper-
after the vessels unexpectedly pitched in heavy seas in the rolling, where a ship experiences larger than expected roll 6. Equipment to be Tested or Demonstrated based inspection.
North Pacific while on passage from China to Los Angeles. behavior due to the position of wave crests and troughs. Inspector to advise items of equipment or machinery to 3. The SIRE 2.0 Tablet and Camera
The UK Marine Accident Investigation Branch3 (MAIB) be tested or demonstrated during inspection as required
While there has been a large number of container losses in The Inspector should:
investigation into the incident said inaccurate container by the CVIQ. Note equipment or machinery.
the North Pacific during the winter, this is a global problem. ❚ Offer the Master the opportunity to inspect the
weight declarations and mis‑stowed containers and loose
The size of vessels is the common thread, combined with 7. Permits Required for the Inspection tablet and review the applicable certificates/
lashings had contributed to the loss.
the hydrodynamic forces exerted on containers and the Inspector and Master to agree potentially enclosed or letters.
The MAIB recommended that cargo plans are updated to way they are stowed and lashed. This is an issue that class hazardous areas to be inspected and permits required. ❚ Advise the Master of any restrictions on the
reflect container weights as weighed at the port, and that societies urgently need to take up, and shed further light on Note permits required. use of the tablet or camera imposed by port or
onboard lashing software displays maximum pitch and roll what might be causing these losses. terminal regulations.
8. Defect List
Master to provide Inspector with Defect List. Note open ❚ Advise the Master whether the camera is
1 Bloomberg, Shipping Containers Fall Overboard at Fastest Rate in Seven Years, April 26, 2021
2 International Institute of Marine Surveying, World Shipping Council containers lost at sea 2020 report issued and shows a decrease, November 5, 2020
defects. activated or deactivated for the inspection.
3 UK Marine Accident Investigation Branch, Loss of cargo containers overboard from container ship CMA CGM G. Washington, January 16, 2020 9. Stop Work Authority (SWA) The Master should:
Inspector and Master to agree reciprocal SWA for ❚ Advise the Inspector of any documented
inspection related activities. restrictions in the vessel’s SMS on the use of:
❚ The tablet outside the accommodation.
10. Recording Negative Observations
Inspector to advise procedures for recording negative ❚ The camera at any time during the inspection.
observations. Any restrictions on the use of the tablet and camera
should be noted.
11. Planning the Closing Meeting
Master to advise if wireless printer available on board. 4. Personal Protective Equipment (PPE)
Inspector and Master to agree attendees for the Closing The Inspector should advise the Master of the PPE they
Meeting. will be wearing outside the accommodation.

6 7
 DETAINABLE DEFICIENCIES OVERVIEW

The Master should advise any additional PPE required by During inspection pre-work, the Inspector should
vessel procedures. The vessel should provide any such identify all potentially enclosed or hazardous spaces
additional PPE if inspector does not have it. Additional that may be entered during the inspection as stipulated
PPE requirements should be noted. in the CVIQ. These items should be noted prior to the
The Inspector should wear PPE appropriate for Opening Meeting.
the conditions encountered at all times during the 8. Defect List
inspection. (OCIMF recommends, as a minimum, a
safety helmet, fire retardant overalls or long-sleeved The Master should provide the Inspector with a list
clothing, safety shoes, gloves, hearing protection, eye of all open defects entered in the vessel’s defect
protection, and a personal gas monitor.) reporting system as required by core Question 2.4.1.
5. Order of Inspection All defects existing aboard the vessel at the time of the
The Inspector should: inspection, except sudden failures on the day of the
❚ Propose the order of inspection. inspection, should be included in this list.
❚ Identify the expected officers and ratings 9. Stop Work Authority (SWA)
relevant to the questions assigned to the The Inspector and Master should agree that both
CVIQ. vessel staff and the Inspector will have and respect
The Master should advise: SWA for inspection related activities.
❚ Any planned vessel operations that need to
10. Recording Negative Observations
be considered.
The Inspector should advise the Master that:
❚ Any anticipated need to pause the
❚ Any negative observations will be pointed
inspection.
out to the accompanying officer and
❚ The identity of the accompanying officer for recorded in the Inspection Editor at the
each area of the inspection.
time of finding.
❚ Any additional officers or crew that will
❚ Any corrective action taken to rectify a
be needed to support the accompanying
negative observation will be recorded as
officer.
an additional remark within the supporting
The order of the inspection and crew members to be
negative comment.
involved should be agreed to meet the needs of the
vessel and the inspector and noted. ❚ The addition or removal of negative
observations is tracked in the Inspection
6. Equipment to be Tested or Demonstrated
Editor. Errors will be corrected where
The Inspector should advise the Master of the items
warranted, but no negotiation will be
of equipment or machinery required to be tested or
undertaken.
demonstrated during the inspection. The Master
should advise of any port/terminal restrictions on 11. Planning the Closing Meeting
the required tests and arrange any necessary per- The Inspector should advise the Master that:
missions. The Inspector and Master should agree ❚ A wireless printer will be required to print
the vessel personnel designated to perform these the Observation Declaration prior to the
tests and demonstrations. During inspection pre- Closing Meeting.
work, the Inspector should identify those items of
❚ If no wireless printer is available the
equipment or machinery required to be tested or
content of the Observation Declaration will
demonstrated during the inspection as stipulated in
be dictated to the Master, and that screen
the CVIQ. These items should be noted prior to the
Opening Meeting. shots of the tablet are not permitted.
The Master should advise:
7. Permits Required for the Inspection
❚ If a wireless printer is available and has
The Inspector should advise the Master of all
potentially enclosed or hazardous spaces that may be been tested.
entered during the inspection. ❚ Who will be attending the Closing Meeting
on behalf of the vessel and vessel operator.
The Master should:
❚ Introduce the inspector to the sections of Use of the checklist
the SMS that identify enclosed or hazardous The opening meeting checklist is provided as an aid
spaces onboard and the required entry to assist both the Inspector and vessel staff to gain a
procedures for each. common understanding of the expectations for a SIRE
❚ Ensure that enclosed space entry permits 2.0 inspection opening [Link] Inspector is not
are prepared as required for the inspection required to use the checklist and, if they do, they are
in accordance with company procedures. not required to retain it for auditing purposes.

8 9
 THENAMARIS AT WORK

Industry Learning Material Thenamaris at Work

Shell recently released the following Reflective Learning material:

❚ Learning from Incidents LFI – Personnel Transfer

T his ‘Learning from Incidents’ by Shell aims to

highlight both the obvious as well as the hidden
hazards of various methods of personnel transfer,
found the article ‘Learning from the past to safeguard
our future’ in the April issue very interesting. It
highlights the fact that we cannot predict the future,
such as embarking or debarking a vessel using a but we can consider the effectiveness of our past
portable gangway, the accommodation ladder, the pilot actions and safeguards, especially with regards to
ladder, a combination of ladders or the transfer basket. those areas with the most significant potential risks.
After each short video the crew is asked about any To do this we must study the safeguards actively
alternative and safer method(s) that could possibly be undertaken during various work events.
used instead of the obvious one for personnel transfer.
We would like to remind you that industry material,
It also emphasizes that crew should not be complacent
such as Shell’s Maritime Partners in Safety Program,
and take unnecessary risks.
including Reflective Learning, Learning Engagement
Chevron also released their latest monthly Safety Tools (LETs), and Chevron Safety Bulletins, as well as
Bulletins in April, May and June 2022, and we highly Thenamaris LETs, are available on the reference library
recommend careful reading of these bulletins. We of the vessel’s portal.

Maintenance of heating coils on board SEACROSS

Safety workshop on board SEAMUSIC

10 11
 Q2 2022 OVERVIEW

Q2 2022 Overall Safety

Overview Performance of the
Thenamaris-Managed Fleet
By Captain Georgios Deligiorgis

In Q2 2022 the managed tanker fleet achieved a poor safety performance with THREE (3)
reported injuries, one of them being fatal.

No event was reported or characterized as an Accident.

ONE (1) Environmental event was reported when the connection point between two fuel oil
transferring hoses failed, resulting in a small amount of oil being sprayed on the ship’s side.
Despite the fact that the hose was controlled by shore personnel, the crew is responsible
for ensuring that all equipment used is in good condition so as not to jeopardized the ship’s
safe operation.

No Unlawful Act was reported during Q2 2022.

T ragically, this quarter was marked by the fatal

injury of a Second Officer on board SEACROSS,
when he attempted to discharge and dispose of a
assessment of all the possible and plausible risks.
Everything we do must be driven by an increased
attention to safety.
be achieved, and doing so will be evidence of the
hard work that has been contributed by all.
persons and potential hosts of the virus as
a result of their travels
Our officer retention rate remains exceptionally ✔ The obligation of newcomers to carry out
condemned foam fire extinguisher. Despite the im-
In the effort to upgrade our existing safety policies high at 98%, and well above our target of 85%. This
mediate first aid given by the crew and the para- self-tests prior to assuming any duties
following this tragic incident, our SMS has been achievement verifies that the company maintains a
medics who arrived shortly after the incident, the
enriched with additional guidelines and practices, quality pool of seafarers, committed to fulfilling the ✔ The need to avoid having several crew
nature of the individual’s injuries did not allow for
audiovisual training material is under development, vision and mission of Thenamaris.
his resuscitation. We extend our deepest sympathy members gather in the same place simul-
and we are undertaking market research to find new
to the family of the late 2nd Officer and we honor his With regards to COVID-19, the global situation in- taneously, to the extent that this is pos-
equipment to replace fire extinguishers exposed to
memory. dicates that we are now going through the seventh sible considering the need to operate the
the elements with ones constructed from non-cor-
This tragic accident is a reminder as to why safety rosive materials. wave of the pandemic, at least in the Northern hem- vessel in a safe manner
must always be our highest priority. We constant- isphere, and the complacency of a large percentage
In terms of Vetting, the managed fleet achieved the ✔ The personal responsibility of each of us
ly seek to reduce the risks faced by our seafarers of travelers on their summer vacations is a signifi-
level of 1.63 average observations per inspection. to help control the spread of the virus
through policies and procedures, training, and safe- cant contributing factor to this current wave.
ty awareness campaigns. Yet this incident still hap- PSC performance in Q2 2022 has shown a substan-
Therefore, we would like to remind you of the com- As always, the safety of the crew remains the high-
pened, and the consequences were fatal. tial decrease of the DPI (Deficiencies per Inspec-
pany’s COVID-19 Ship and Office Contingency Plans est priority in every operation. Maintaining a high
tion), with 0.65, and in general the overall perfor-
The details of the incident are still being investi- as useful reference documents and remind you of: degree of alertness and awareness among all crew
mance was within our target. We must reinforce our
gated. One lesson is that hazards are everywhere members, at all times, is fundamental to achieving
shared efforts to achieve PSC inspections with no ✔ The importance of social distancing, along
on board, and even an item of equipment made to our shared goal of safety excellence. Through rig-
observations, as we are very close to reinstating our
assist with safety can become lethal if it is mis- with the use of a high-quality face mask orously following safety guidelines and procedures,
status as a high-performance company in the Paris
handled or used outside of it designated operating when in close contact with others tasks can be undertaken smoothly, successfully and
MoU.
purpose. In this respect, it is absolutely necessary
✔ The precautions to be taken by new uneventfully.
that even the simplest of tasks be executed with the This has been a company target for the last 36
greatest of care, and only after having completed an months. We are very confident that this target can joiners, as they are considered high-risk We wish you safe and smooth voyages.

14 15
 A MESSAGE FROM THE THENAMARIS SAFETY & QUALITY MANAGER

Safety Scorecard A Message

Q2 2022
from the Thenamaris Safety
& Quality Manager
ACCIDENTS TOTAL LTIF
RECORDABLE
CASES
By Captain Panagiotis Kallinikos
0 3 0.62
Looking back at my career at Thenamaris, from when I first joined the fleet in 1978,
VETTING OIL MAJOR TMSA I think about how shipping was quite different then than it is today.
OBSERVATIONS REJECTIONS Good seamanship combined with working experience were the main factors that
ensured a successful outcome of almost every task we were assigned to undertake.
1.56 0 3.26
Safety was of paramount im- our training efforts, since priority was given to safely man-
portance, but the formal ISM aging crew changes and traveling, complying with policies
PSC PSC UNLAWFUL ACTS
Code had not yet been imple- regarding attendances, and undertaking remote audits, as
DEFICIENCIES DETENTIONS mented, there was no vetting, well as maintaining commercial approvals. Although we
Port State Control inspections never lost our connection with the managed fleet, there
0.49 0 0 were limited, and in general is no remote interaction or system than can substitute a
safety was primarily driven by superintendent’s physical presence on the vessel and a
the individual’s performance. first-hand understanding of the situation on board. As we
gradually return to the activities that we undertook prior
For example, a good bosun
VETTING OBSERVATIONS PER INSPECTION PSC OBSERVATIONS PER INSPECTION to the pandemic, we have enthusiastically reactivated our
knew how to set up and sup-
attendance program to visit the vessels.
port a group of ratings to safely and effectively paint the
2.5 1
2.08 2.05 2.2 hull marks over side, or to work aloft in derricks and We continue to work on simplifying our SMS, with the
1.98 2.04
2.0 0.8 cranes. Later, the first well-written publications, like target being to make it more comprehensive and us-
1.63
1.5 0.6 0.66 ISGOTT, provided us with the necessary guidelines and er-friendly. We also look forward to recommencing our
0.65
0.57 knowledge to conduct critical cargo operations in a safe seafarers’ mentoring program where we will be able to
1.0 0.4
0.35 manner for both people as well as the environment. Over convey the spirit of ‘Safety Starts with Me’ to junior crew
0.5 0.2
the years, sometimes more slowly and sometimes very members.
0.0 0.0 rapidly, safety in shipping has been transformed to what
2017 2018 2019 2020 2021 2022 YTD 2019 2020 2021 2022 YTD The recent fatal injury of a colleague on board a managed
it is today.
tanker showed that tragic events can happen unpredict-
Being employed with Thenamaris for all these years, ably, and during routine and seemingly low-risk jobs, like
INCIDENTS I have had the opportunity to witness and participate in the disposal of an already condemned fire extinguisher. It
some of the biggest initiatives that have affected our over- is hard to believe that a piece of equipment designed to
12 0.7 all safety performance. One of the most recent such initi- save lives could be the source of a fatal injury. There have
0.42 0.66 atives commenced in 2014, when we decided to invest in been very few cases documented similar to the one that
10 0.6 a program with the objective of building a strong and sus- occurred on board our managed vessel. Unfortunately,
0.5 tainable safety culture. As is well known, the program was events such as this demonstrate that hazards are every-
8 named ‘Safety Starts with Me’ and we are confident that where on a vessel, and the ability to identify and control
0.4 this program has substantially improved our safety per- them can save lives. It is therefore imperative, prior to
6 0.28 formance. A series of actions derived from this program the implementation of a supposedly simple job, and even
0.3
0.31 have contributed to reducing injuries, and through discus- more so prior to the execution of a job that is not often
4
0.2 sions with colleagues, Masters and Chief Engineers of the undertaken, to ensure that all crew members involved are
managed fleet, we have understood that the mindset of well-briefed about the associated risks and control meas-
2 0.1 our crew members is focused on safety with a higher pri- ures, and follow the appropriate safe practices to elimi-
55 11 10 3
0 0
ority than ever before. nate hazards.
2019 2020 2021 2022 YTD There is no doubt that fatigue and the distractions result- Over the years we have developed tools that can act as
Incidents LTIF ing from the COVID-19 restrictions have negatively affect- preventive safety barriers to hazardous situations. These
ed our safety performance. The pandemic also impacted tools include good insight, positive influence and inter-

16 17
 OBSERVATIONS FROM THE FLEET, INCLUDING REPEATED OBSERVATIONS

VIQ NO OBSERVATION BEST PRACTICE AND ACTIONS REQUIRED BY VESSEL

vention, as well as the ‘Stop Work Authority’ and ‘Toolbox for the proper handling, inspection and disposal of fire
Talk’ where all crew members involved have the oppor- extinguishers, and are undertaking market research to 10.4 The UMS extension alarm, The machinery alarm should be acknowledged in the machinery spaces or control
tunity to share their views and verify that all safety and enable us to acquire and replace fire extinguishers that which notifies all engineers, room within a specified limited period of time. All engineers must be alerted within
was not properly tested. It was a five minute time period after the first alarm activation.
technical parameters have been taken into consideration. are exposed to the elements with others constructed tested only by pressing the The UMS extension alarm system should be activated in the Chief Engineer’s cabin
However, we must remember that the most fundamental from non-corrosive material. Additionally, policies and ‘All Engineers Call’ button, three minutes after the alarm is not acknowledged in the engine room. After no
protective safety barrier is the personal responsibility of procedures have been reviewed and amended, and we without checking the timing acknowledgement from the Chief Engineer, UMS extension alarms in all remaining
of the USM extension alarm. engineers’ cabins should be activated after a further three minutes.
everyone to protect himself and his coworkers. will implement additional safety initiatives to enrich our The cabin alarm for the Chief
‘Safety Starts with Me’ program with fresh ideas, in- As per company’s procedures, all duty engineers must test the UMS extension
Engineer was activated after
Nevertheless, no matter how well-trained and familiar alarm every day, once prior to UMS operation (end of day, usually at 17:00) and once
cluding those based on seafarer feedback. three minutes, and the cabin
we are with safe practices, there is still always a risk that during the night, at a convenient time (suggested at 22:00). This test is included in
alarms for all engineers was
the company’s corresponding UMS checklist. Records of this regular testing should
a protective safety barrier will fail. We sometimes learn The role of the Safety Officer on board remains of funda- activated after six minutes.
be readily available on board.
this the hard way. In such instances we must re-do the mental importance for the training on and implemen-
risk assessment from the beginning to make sure nothing tation of the company’s safety policies and procedures.
5.29 The window glass of the front Check the condition of the lifeboat’s windows and replace them on time, as they fade
has been overlooked, and each and every small detail has All crew members must contribute their individual ef- and outboard side port holes due to the sun and sea water exposure.
been noted. The ship’s working environment is very com- forts to rigorously follow the company’s safety policies of both lifeboats were noted as
plicated, and even its everyday operations hide dangers and procedures, and to strive to achieve a strong safety not clear and nearly opaque.

that might lead to serious incidents. culture.

PSC Manifold drip tray not Properly drain the manifold drip trays prior to commencement of cargo operations
After a very thorough investigation of the recent incident There are no ‘magic buttons’ that can transform ships properly drained. and effectively plug the deck scuppers. Check all spill containers and confirm they
are properly drained and plugged. Monitor any temporarily removed scupper plugs
we have reviewed our SMS and implemented a num- to an absolutely safe working environment, as much as at all times. Preventing pollution is extremely important during cargo operations.
ber of preventive actions, such as the marking of con- I wish there were. Rather, it is up to each and every one
demned fire extinguishers to alert the crew to a possible of us on board and ashore to feel the responsibility and 5.11 Several cans of paint were Carry out an inspection on deck, accommodation and engine room spaces prior to
explosion hazard, the development of new training ma- the accountability for safety, and to diligently follow safety not properly rigged inside vessel’s sailing to open sea to ensure proper cleanliness and housekeeping, and
the paint locker. that no hazards exist from unlashed/unsecured equipment and/or tools. Ensure
terial, including videos with maker recommendations recommendations, procedures and best practices.
that all material, equipment, drums, and spares are safely secured and lashed on
deck, in store rooms, accommodation and the engine room. No items should be left
As always, I wish to everyone calm seas and safe voyages at all times, unsecured, especially if bad weather is forecast.
Proper housekeeping is important at all times on board as it contributes to safety.
and hope to see you on board soon.
5.48 Cargo samples should be Check the samples locker and properly dispose of the samples that are stored for a
retained on board for a period period exceeding the company’s requirements.
of 18 months. Cargo samples The samples locker should be arranged such that all cargo samples are safely
from August 2019 were found and properly stored and secured on shelves that are fully resistant to the liquid
in the samples locker. stowed. The samples locker should be located in the dedicated storage area that
is adequately ventilated and protected by a fixed firefighting system. Each sample
should be stored correctly in the sample holder provided.

Observations from the Fleet, As per the ‘cargo samples’ procedure, samples are to be disposed ashore in an
appropriate shore facility. If this is not feasible, then relevant samples are to be
emptied into the appropriate Residue/Slop/Waste Oil Tank and relevant bottles
cleaned and disposed of ashore as plastic garbage. Disposal policy for the cargo
Including Repeated Observations samples is 18 months after cargo has been fully discharged. If the dedicated
storage space is full, inform the Chief Officer and Chief Engineer and notify the
Operations and Safety & Quality departments for them to consider earlier disposal
of samples.
When an observation, even a minor one, is repeated within a specific time period it is an
early warning sign that it might result in an ACTUAL INCIDENT. 9.7 Specifications were Set the brake to the proper position having the indicator and the mark aligned.
available on the winch Verify the correct marking on the brake screw.

T his is the reason why Thenamaris ConBulk and

members of the industry, such as oil majors and
charterers, pay so much attention to repeated obser-
seafarers across the fleet
❚ Prevent undesired events, such as
drums to show the torque
required on the hand wheel
to achieve the design
holding capacity, however,
As per company’s procedures, the brake holding and the rendering capacity test of
the winches is carried out every six months with the respective testing device. Once
the brakes are tested and adjusted, the proper tightness setting is marked with a
accidents and incidents special indicator.
vations and consider these repeated observations as a during an inspection, these
specifications were not met Furthermore, during each mooring operation the crew should utilize the torque
HIGH RISK even if they are not high risk in themselves. The observations noted below have been identified dur- by every winch. meter, which is available onboard, to ensure that the brakes are tightened based on
ing inspections (e.g., vetting, PSC, etc.) or from Port Cap- the calculated torque indicated on the test certificate and stenciled on the winches.
Check-nuts were fitted on
tain attendances or vetting by Masters, and have been the brake spindles of all Proper operation of the brakes contributes to the vessel’s safety as well as to crew
OUR GOAL IS TO: selected based on their severity and repetitiveness. mooring winches to mark safety while the vessel is moored at port or during mooring operations.
the rendering point that may
❚ Avoid these observations happening again NOTE TO MASTERS: Have a meeting to discuss these condense for brakes to be
observations and delegate responsibilities for preven- tightened further in case of
❚ Identify the lesson to be learned from tive tasks to ship Officers. Treat pending observations emergency.
our past experience and share this with as outstanding items in TRITON.

18 19
 OVERALL SAFETY PERFORMANCE

VIQ NO OBSERVATION BEST PRACTICE AND ACTIONS REQUIRED BY VESSEL

5.11 Five fully-filled 200 litre drums During his routine rounds, the Safety Officer should frequently check any drums
of lube oil were located at the (empty or full) that are stored on deck. A thorough inspection of their condition should
starboard side of the poop also be conducted on a monthly basis. If any drum deterioration is observed, the oil
deck. The tops of the drums should be transferred to new drums.
were not covered to prevent
water from accumulating
and subsequent ingress and
contamination.
6.3 The vessel was discharging Place oil spill equipment both forward and aft of the cargo manifolds.
its cargo from the starboard
Ensure that oil spill cleanup material, fire hoses, and firefighting equipment are
side cargo manifolds. Oil spill
readily available for immediate use during cargo operations.
equipment was only provided
forward of the starboard cargo
manifolds. Furthermore, there
was no oil spill equipment at the
aft of the starboard side cargo
manifolds as required.

Undesired Events
8.41 The vessel was discharging Ensure that during the entire cargo operation, manifold pressure gauges on both the
its cargo at the starboard side terminal and sea sides are uncovered, open and regularly checked. Manifold pressure
from the No.2 cargo manifold. gauges on the sea side must have a zero indication.
However, the pressure gauges of
the No.6 cargo manifold and slop
on the port side manifolds (sea
side) were in the shut position at We would have preferred to keep this section blank without any incidents
the time of the inspection. or accidents. This was unfortunately not the case, but remains a target we should
10.41 The gyro repeater located Check the gyro compass in the steering gear room prior to vessel’s arrival at port, or at
in the steering gear room least weekly. The repeater should display the correct reading in accordance with the gyro
all constantly work towards.
indicated a difference of 12 compass signal.
degrees from actual heading
Gyro repeaters are important for the safety of navigation in case of emergency.
as indicated by the navigational INCIDENTS Q2 2022
bridge gyro compass.
5.27 During lifeboat engine test it Ensure that the stopper is adjusted accordingly and confirm that when the control WHERE & WHEN WHAT WHY (ROOT CAUSE) PREVENTIVE ACTIONS
was noticed that the propeller lever is placed in neutral position, the shaft gear is disengaged and the propeller
was continuously turning. is stopped. The lever position should be tested to properly align with the propeller
Even with command in neutral movements in all positions (ahead-astern-neutral). SEAMERCURY The vessel heaved up its port ❚ Wrong positioning of the OS in ❚ A Safety Information Bulletin was
position, the shaft gear could anchor, but the anchor came up front of the warping drum instead disseminated to the managed
As per company’s procedures, lifeboat elements, such as the hull, superstructure, 9 Apr
not be disengaged. with its flukes facing downwards. A of in back of the warping drum. fleet.
hooks, fall preventer devices, water spray system, compressed air support system, messenger rope was used to turn He was holding the line sideways
steering, engine, stores and equipment, and seat safety belts, should be inspected in
the anchor flukes to the normal approximately 30cm close to
line with SOLAS. Inspections are performed by the Safety Officer (Chief Officer) with
upward position. The messenger the drum instead of more than 1
the assistance of the 2nd or 3rd Officer. The results of inspections are recorded in the
log book and the relevant inspections checklist. rope was laid on rounds on the meter facing the drum.
warping drum, and the OS in ❚ Mishandling of the messenger
8.46 The forecastle gas alarm, The fixed gas detection system should always be kept on during cargo operations. charge controlled it with both
forecastle air door open, P/R Place a warning sign next to the fixed gas detection system stating that it should not line; too much slack was given
hands. While the rope was under causing the strong snap of the
H2S pre-alarm, P/R H2S main be turned off without authorization from the Master.
alarm, located on the bridge
tension the OS gave it some slack. messenger line while the line was
and CCR, were found switched Due to strong tension, the slack under significant tension.
off. After it was pointed out by rope violently pulled away, causing
❚ Lack of experience; OS had little
the inspector the equipment a sudden and strong snap. The right
experience and was unfamiliar
was switched on and found to thumb of the OS hit the edge of the
with mooring operations.
be properly working. warping drum and was dislocated.
❚ Lack of supervision; operation
10.25 Gauge glass closing device of Ensure the engine room tank level gauge indication valves are properly closed when
gravity tank was not properly not used to take tank level measurements.
was carried out without
closed. supervision by a Deck Officer.
SEAEXPLORER During the connection of the cargo ❚ Wrong instinctive movement from ❚ A Safety Information Bulletin was
arm to manifold No.5, the cargo OS. disseminated to the managed
1 Jun arm operator on shore lost control fleet.
❚ Poor situational awareness and
and the loading arm dropped and insight.
hit the shore platform. An OS on
❚ Unnecessary presence near to
standby jumped over the manifold
the loading arms.
beam to avoid being hit by the
falling arm and landed on the main
deck behind the manifold’s drip
tray. The OS sustained a light injury
to his left knee.

20 21
 OVERALL SAFETY PERFORMANCE

WHERE & WHEN WHAT WHY (ROOT CAUSE) PREVENTIVE ACTIONS

SEACROSS Two 2nd Officers were opening, ❚ Insufficient procedures related to ❚ The company’s SMS has been
emptying and removing the the condemnation and disposal enriched to include specific
6 Jun
CO2 cartridges from old and of fire extinguishers, especially guidelines for the condemnation
condemned foam fire extinguishers extinguishers under pressure. and disposal of fire extinguishers.
(non-permanently pressurized ❚ Failure to identify the hazards ❚ A Safety Information Bulletin was
type) to deliver ashore as garbage. associated with the development disseminated to the managed
One fire extinguisher could not be of pressure inside a condemned fleet.
opened with a spanner, so one of (out of use/decommissioned) ❚ All vessels have been informed
the 2nd Officers decided to empty fire extinguisher with signs of and instructed to carry out a very
it by activating it and releasing its corrosion, having been stored for thorough inspection of all fire
contents in the garbage room. As a long period of time in a relatively extinguishers.
soon as the trigger was pressed humid and exposed area, such as
and the CO2 was released, the fire ❚ A visual training material on the
the garbage room.
extinguisher violently exploded subject will be prepared by a
❚ Condemned (out of order/not to competent and qualified service
and hit the late 2nd Officer in
be operated) fire extinguishers provider.
the upper abdominal and chest
should not have been stored
area of his right side, causing ❚ A safety campaign focusing on the
under pressure and especially
heavy internal trauma. Crew and inspection of all fire extinguishers
in an area where exposure to
shore paramedics attempted has been launched.
the elements can accelerate
resuscitation and stabilization ❚ The company’s Garbage
corrosion of the metallic cell.
without avail and the 2nd Officer Management Plan has been
was declared dead. ❚ Lack of system in place to
enriched with guidelines for
specifically prevent crew
managing condemned (out of
members from attempting to
order/not to be operated) fire
discharge any equipment under
extinguishers, span gases and
pressure when it has been
aerosols tubes.
characterized as ‘out of order/not
to be operated.’ ❚ The job description on the
inspection of loose firefighting
❚ Failure of the service provider
equipment has been enriched.
to identify corrosion signs and
to condemn the subject fire ❚ A Non-Destructive Test (NDT)
extinguisher. on subject fire extinguisher
will be carried out by a certified
laboratory.
❚ The service provider that tested
the failed fire extinguisher in
February 2022 was placed on
hold.
❚ Develop a feedback form
regarding the condition of the
inspected fire extinguishers from
service providers.

ENVIRONMENTAL EVENTS

WHERE & WHEN WHAT WHY (ROOT CAUSE) PREVENTIVE ACTIONS

SEAEXPLORER While draining of the cargo arm to shore was ❚ Unsafe manner of working ❚ A Safety Information Bulletin
in progress, the hose connected to the shore and overconfidence from the was disseminated to the
1 Jun
cargo arm split resulting in a small amount terminal personnel as they managed fleet.
of oil being sprayed on the ship’s side as well failed to foresee the potential
as between the jetty and the ship’s side. hazard.
❚ Insufficient supervision of
the terminal personnel by
the crew in regards to the
equipment used during the
hazardous operation of cargo
arm draining.

22
 OBSERVATIONS FROM THE FLEET, INCLUDING REPEATED OBSERVATIONS

VIQ NO OBSERVATION BEST PRACTICE AND ACTIONS REQUIRED BY VESSEL

Safety Scorecard PSC The certificate of

insurance or other
Although this is not a valid deficiency, it has been faced during recent PSC inspections under
Paris MoU region. The following is guidance for the Masters on how to negotiate such a case:

for the Dry Sector

financial security, in
It should be noted that, as written in the MLC certificate, ‘shipowner’ means the owner of the
regards to seafarer
ship or another organization or person, such as the manager, agent or bareboat charterer,
repatriation costs and
who has assumed the responsibility for the operation of the ship from the shipowner and
liabilities, mentions
who, on assuming such responsibility, has agreed to take over the duties and responsibilities
the name of the
imposed on the shipowner in accordance with the MLC convention, regardless of whether any
shipowner, whereas
Q2 2022 the Maritime Labour
other organizations or persons fulfill certain duties and/or responsibilities on behalf of the
shipowner. This is detailed in Article II(1)(j) of the Convention.
Certificate (MLC)
mentions the name On the other hand, the P&I Club that issues the certificate of insurance or other financial
ACCIDENTS TOTAL LTIF of the management security in regards to seafarer repatriation costs and liabilities, uses the term ‘shipowner’ in
company a stricter and more traditional sense by declaring the ‘shipowner’ to be the registered ship
RECORDABLE owning company. In this respect, both certificates are correct.
(Thenamaris ConBulk
CASES Inc.).

0 2 0.90 PSC/ Material Safety Data Carry out onboard training and debriefing of all crew members regarding proper segregation
Vetting Sheet (MSDS) was and handling of chemicals on board and the requirement of MSDS for each chemical.
missing for chemical
PSC DETENTIONS UNLAWFUL ACTS products and/or not
available in English.
DEFICIENCIES
PSC Self-closing devices During the inspection the self-closing devices of the said doors were in good working
on fire doors were condition. The observation refers to small hooks that were fitted on the accommodation
1.03 0 1 held open to prevent self-closing doors to hold them open.
them closing.
As per company’s procedures, the accommodation fire doors are inspected on a biweekly
VETTING basis. The inspection includes verification that doors close properly, that self-closing
devices are operational, and that fire doors fitted with an automatic device are properly
OBSERVATIONS functioning.
To avoid re-occurrence:

9.00 ❚ All crew members should closely monitor the vessel and report any safety-related issue
they observe to the Chief Officer.
❚ All the fire doors on board should be checked to ensure that no such hooks are installed.

Observations from the Fleet, Undesired Events

Including Repeated Observations We would have preferred to keep this section blank without any incidents
or accidents. This was unfortunately not the case, but remains a target we should
When an observation, even a minor one, is repeated within a specific time period it is an all constantly work towards.
early warning sign that it might result in an ACTUAL INCIDENT.

T his is the reason why Thenamaris ConBulk and

members of the industry, such as oil majors and
charterers, pay so much attention to repeated obser-
❚ Prevent undesired events, such as accidents
and incidents
INCIDENTS Q2 2022

vations and consider these repeated observations as a The observations noted below have been identified dur- WHERE & WHEN WHAT WHY (ROOT CAUSE)
HIGH RISK even if they are not high risk in themselves. ing inspections (e.g., vetting, PSC, etc.) or from Port Cap-
tain attendances or vetting by Masters, and have been Bulk carrier The vessel’s ETO was occupied with replacing a broken lightbulb ❚ The ETO fell from the portable ladder and
selected based on their severity and repetitiveness. near the ECR entrance. As the bulb could not be reached from landed on the floor, with all of his weight
the floor, a portable aluminum ladder was needed. A Wiper was only on his left foot. This impact resulted
OUR GOAL IS TO: NOTE TO MASTERS: Have a meeting to discuss these 19 Jun assigned to assist the ETO with the job. Prior to commencing the in him suffering a calcaneus (heel bone)
observations and delegate responsibilities for preven- job, a visual inspection of the ladder took place. The Wiper held fracture.
❚ Avoid these observations happening again
tive tasks to ship Officers. Treat pending observations the ladder, and the ETO climbed on it to remove the light cover ❚ One of the legs of the portable ladder
❚ Identify the lesson to be learned from as outstanding items in TRITON. which he handed to the Wiper to place on the floor. While the ETO failed, bending unexpectedly. This led to
our past experience and share this with was removing the broken bulb, one leg of the ladder suddenly the ETO losing his balance and falling.
seafarers across the fleet bent, resulting in the ETO losing his balance and landing on the
floor with his left foot. Because the Wiper was holding the ladder,
it did not fall onto the ETO.

26 27
 CARRIAGE OF SOLID BULK CARGOES - LIQUEFACTION AND DYNAMIC SEPARATION

Large ore carriers, particularly converted ones,

can pose a higher exposure due to the risks
of cargo liquefaction and structural failings

VLOCs Under the Spotlight T he grounding of the Stellar Banner follows a

number of incidents involving VLOCs. In 2017, the
Stellar Daisy sank in the South Atlantic with the loss of 22
(bending moments and shear forces) due to their sheer size
and carriage of high‑density cargoes. When high capacity
shore cranes are used for loading these vessels careful
crew. The accident investigation later concluded the vessel planning, monitoring and execution is required to prevent

After String of Losses

sank after listing caused by a catastrophic structural failure overloading of the hull structures. Repeated deviations from
of the ship’s hull related to the vessel’s conversion from a the cargo loading plan can lead to structural fatigue in the
very large crude carrier in 2008. The accident report said long term and result in catastrophic consequences.
Source: Allianz Safety & Shipping Review 2021 the strength of the ship’s structure had been compromised
Converted VLOCs like the Stellar Daisy are, however, on their
over time due to fatigue, corrosion, unidentified structural
way out, as newer and more reliable ships replace older
defects, multi‑port loading, and the forces imposed on the
In June 2020 the very large ore carrier (VLOC) Stellar Banner was scuttled hull as a result of the weather conditions.
converted vessels and as freight contracts expire. According
off the coast of Brazil after the vessel ran aground to avoid sinking in February. to BIMCO, three out of five converted VLOCs are no longer
VLOCs can pose a higher than usual exposure due to the operating. Since June 2017, 43% of the VLOC fleet has been
Salvage teams briefly re‑floated the vessel in order to remove just over half risks of cargo liquefaction, structural failings and the added scrapped while 18% is idled or damaged. Converted VLOCs
of the 270,000 metric tons of iron ore cargo and de‑bunker, although the ship was challenge of salvage and wreck removal. There have been are a red flag. Investigations into prior losses have found
declared a total constructive loss and deliberately sunk. a number of VLOC losses involving both converted and structural failings linked to the vessel’s conversion.
unconverted vessels. VLOCs experience higher hull forces

28 29
 A MESSAGE FROM THE THENAMARIS LNG MARINE SUPERINTENDENT LPG

Q2 2022 Overall Safety A Message from

Performance
of Thenamaris LNG Managed Fleet the Thenamaris LNG
Marine Superintendent LPG
PERSONNEL SAFETY STATUS By Captain Georgios Zoupas

INJURY CATEGORY LTI OR TRC INCIDENT EVENT DESCRIPTION

Eye injury 1 Level 2

Eye injury by broken quartz sleeve I have been working as a seaman in the maritime industry for almost three decades.
of UV sterilizer
From 1994 until 2000 I worked onboard tankers, and then until 2020 onboard LNG and
LPG carriers. For the past year I have been a member of the Thenamaris LNG family.
FLEET LTI TABLE
I would like to take this opportunity to share with you an experiment conducted by a
SHIP LTI DAYS NUMBER OF TRC NUMBER OF FIRST AID CASES
professor with a group of his students.
COOL EXPLORER 2730 0 0
COOL RUNNER 2567 0 0
COOL VOYAGER
COOL DISCOVERER
2623
647
0
0
0
0 One day the professor
told his students that
explain. “I will not rate you for this, I just wanted to
give you a chance to think. No one wrote about the
COOL RACER 497 0 0 they would have a test. He white part of the page. You all focused on the black
COOL RIDER 2 0 0 gave each student a piece of dot. The same thing happens in our lives. We always
SEASURFER 1893 0 0 paper and handed it to them focus on its dark spots. Our life is a gift with a lot of
SEASPEED 1827 0 0 so that it was face-down, light, love and interests. And we always have reasons
SEASUCCESS 43 1 0 with only the blank, back to be happy. We tend to focus only on life’s dark spots,
side of the paper visible to
SEASHINE 1583 0 0 on the daily problems that bother us, such as lack of
the students. After they had
SEARAMBLER 426 0 0 money, problems in relationships with our family, and
all been handed out, the
SEAMAID 360 0 0 frustrations with friends. Dark spots are very small
professor asked the students to turn their paper over
SEAGEMINI 170 0 0 compared to everything we have in our lives, but they
and start the test. To everyone’s surprise, there were
SEATEAM 128 0 0 are what infect our minds. Turn your gaze away from
no questions on the paper, only a black dot in the center
the dark dots of everyday life and enjoy the most
of the page. The professor then said, “I would like you
to describe what you see.” The students, confused, beautiful moments that life gives you. Be happy and

Safety Scorecard commenced their writing. At the end of the test, the live positively!”
professor read the answers of all the students. I shared the above lesson with all of you, as thinking
Everyone without exception described the black about good things instead of the dark spots gives me
Q2 2022 strength to overcome the difficulties of work, as well
dot, trying to explain its position in the middle of
the page. After reading all of the answers, and once as the difficulties in my personal life. I hope it does the
INCIDENT TOTAL LTIF the students calmed down, the professor began to same for you.
RECORDABLE
CASES

11 0 0.41

VETTING ENERGY TMSA

We tend to focus only on life’s dark spots, on the daily problems that bother us,
OBSERVATIONS MAJOR
REJECTIONS such as lack of money, problems in relationships with our family, and frustrations
2.00 0 3.32 with friends. Turn your gaze away from the dark dots of everyday life and enjoy

PSC PSC UNLAWFUL ACTS the most beautiful moments that life gives you.
DEFICIENCIES DETENTIONS

0.33 0 0

32 33
 SAFETY OPPORTUNITIES

SHARED SAFETY OPPORTUNITY ON MONTHLY SAFETY OPPORTUNITY SUBMISSION

Safety Opportunities DESCRIPTION OF OCCURRENCE

IMMEDIATE CORRECTIVE ACTION
TAKEN BY OBSERVER
PREVENTIVE ACTION

Safety Opportunity #1: Crew Without Safety Harness

SAFETY OPPORTUNITY REPORT SUMMARY Q2 2022
During working hours, a crew member Due to lack of safety awareness The OOW politely approached the crew
was scheduled to grease the wire of the during the job, a Stop Work Authority member and explained that he must secure
SAFETY OPPORTUNITIES provision crane was raised by OOW. himself with the safety harness. All crew
members must be aware of safety on board,
FLEET OPPORTUNITIES AVERAGE
especially when working aloft, as well as

13 399 10.23 Safety Opportunity #2: Grating Found Not Secured

what equipment must be used for each job.

During daily work, the grating located at Upon discovery the grating was The Chief Officer and 2nd Engineer
LNG FLEET the top of the stairs leading to the poop properly secured. discussed this subject during the pre-work
LNG VESSELS OPPORTUNITIES AVERAGE deck was found not secured with nuts Toolbox Talk the next morning, as well as in
that could cause slipping/tripping hazard. the next Safety Meeting.

5 183 12.20 Safety Opportunity #3: Failure of Fast Rescue Boat Throttle
While at anchor, the vessel was The Chief Engineer and 2nd The engine room team fabricated parts for
LPG FLEET conducting a Fast Rescue Boat (FRB) Engineer were notified. The 4th and a more robust and long-term solution. The
training and the three-monthly lifeboat 3rd Engineer made a repair to allow Senior Management Team of the vessel
LNG VESSELS OPPORTUNITIES AVERAGE
launching. During the training, the FRB the FRB to continue to function for suggested that this be communicated to

8 216 9.00
throttle lost connection, which resulted the remainder of the training and to the managed fleet, as several of the crew
in the throttle slipping back to the idle assist with the lifeboat launch. members know of similar problems having
ABA position. The 2nd Officer stopped the job occurred on other vessels. For the FRBs
and returned the FRB to the vessel for to run at a constant RPM as per design,
TOP
ABA FIVE ORIGINATORS OF SAFETY OPPORTUNITIES Q2 2022 repair. two persons are required in order to
SOAA
simultaneously control the FRB propulsion
SOAA 25 even though that is not the norm.
AB
34
Safety Opportunity #4: Oiler Slapped by Messenger Line
AB
CAP
During mooring, the Oiler was heaving The tug line was secured. All deck mooring team members were
CAP
SOB 34 up a messenger line from a tug line informed and briefed regarding this
on a winch. He stood 1.5 meter from occurrence, and all aft mooring station
SOB
SOA 43 the winch and was controlling the crew members were briefed to keep a
messenger line. The tug line got stuck proper distance from the winch and to
SOA 0 10 20 30 40 4550 on a storage drum of the tug, and the ensure the messenger line end remains in
0 10 20 30 40 50 messenger line was suddenly under front of them.
tension. The messenger line then
became twisted, and its end slapped the
Oiler’s left leg. The Oiler did not incur any
serious injury, and, as medical treatment
TOP FIVE ROOT CAUSE OF SAFETY OPPORTUNITIES Q2 2022 was not required, he continued his work.
It was the Oiler’s good body position and
distance from the drum that reduced the
Incorrect use of equipment or machinery 27
severity of this incident.
Incorrect
Defectiveuse of equipment or machinery 40
equipment, machinery or tools Safety Opportunity #5: No Emergency Means of Escape Arrangement Inside the Bow Thruster Room
Defective equipment, machinery or tools During a routine inspection, it was A safety harness was immediately Include the escape arrangement in the
Poor housekeeping/disorder 44 observed that there are no means of installed near the bottom part of the routine inspection checklist, and discuss
Poor housekeeping/disorder escape or rescue arrangements in bow thruster room. The harness this during the Safety Meeting.
Failure to warn or secure 48 place in case of an emergency when at was attached to one end of a rope,
the bottom of the bow thruster room. and the other end of the rope was
Failure to warn or secure
Failure to follow rules, regulations and procedures 64 secured to the entrance of the bow
thruster compartment.
Failure to follow rules, regulations and procedures 0 10 20 30 40 50 60 70 80

0 10 20 30 40 50 60 70 80

34 35
 UNDESIRED EVENTS

Observations from the Fleet, Undesired Events

Including Repeated Observations INSPECTIONS COMPARISON
A total of eleven (11) incidents occurred, with eight (8) still under investigation

UNDESIRED EVENTS Q2 2022

VETTING
Documenta on
PERFORMANCE
Ch.2 Cer fica on and Ch.3 Crew
Management
/ PER
Ch.4 Naviga on andVIQ Ch.5
Communica ons
CHAPTER
Safety
Management
Q2
Ch.6 Pollu2022
Preven on
on
Ch.7 Mari me Securit
h.8 Cargo and Balla
Ch.9 Mooring
Ch.10 Engine and
Steering
Ch.11 General
Appearance and Cond.
General Informa on Null
Systems
WHERE WHY PREVENTIVE
INSPECTIONS COMPARISON WHAT
4
& WHEN (ROOT CAUSE) ACTIONS

3.75
INSPECTIONS COMPARISON
Ch.2 Cer fica on and Ch.3 Crew Ch.4 Naviga on and Ch.5 Safety Ch.6 Pollu on h.8 Cargo and Balla Ch.10 Engine and Ch.11 General
Ch.7 Mari me Securit General Informa on Null
Documenta on
Ch.2 Cer fica on and
Management
Ch.3 Crew
Communica ons
Ch.4 Naviga on and
Management
Ch.5 Safety
Preven on
Ch.6 Pollu on
Systems Ch.9 Mooring Steering
Ch.10 Engine and
Appearance and Cond.
Ch.11 General
COOL VOYAGER Blackout at anchorage. ❚ Defective ❚ Share report and findings with
h.8 Cargo and Balla
4
Documenta on Management Communica ons Management Preven on
Ch.7 Mari me Securit
Systems Ch.9 Mooring Steering Appearance and Cond.
General Informa on Null
5 Feb The vessel was at anchor in Rotterdam, when due to equipment, the managed fleet.
3
(Level 1) machinery or tools
3.75

the deterioration in weather it received the order to ❚ Regularly inspect mechanical

Per Inspectons Per Inspectons

4
prepare propulsions in standby mode and to be ready overspeed device according to
3.75

3
for departure. MGE No.1 was on load HV MSB BUS maker recommendation, and
at anchorage, when the duty engineer started MGE create relevant PMS work order.
Observatons Per Inspectons

32
2.38

No.4 and connected the propulsion motors, and then

ObservatonsObservatons

stopped the MGE No4. Later the bridge telegraph

1.63
2 moved to slow ahead.
2.38

1.38
1.38
2
Later on the same day, and while at anchorage, the
2.38

1.63
1

0.88
event which led to the blackout commenced. The HV

1.38
1.38

1.63
MSB BUS No.1 frequency triggered the low low-

1.38
1
1.38

0.88
0.67
0.44

level alarm. MGE No.1 ran with a constant speed of

0.33

0.22

0.22
1

0.88
0.17

0.17

0.38

0.38
0.67
0.13

0.170.13

0.13

Vetting 0.22 0.11

514rpm then tripped by false mechanical over speed,
0.44
0.00

0.13 0.00

+ USCG0.17 0.00

0.00

0.11 0.00

0.00

0.000.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00
0.33

0.22

0.22
0
0.17

0.38

0.38
0.67
0.13

0.13

0.13

0.11

eventually disconnecting from HV MSB. In the process,

0.44
0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

+ USCG 0.00

0.00

0.00

0.00

0.00
0.33

0.22
0
0.17

PSC + USCG0.38

0.38
0.13

Attendance0.13

standby generators MGE3 and MGE 4 started in

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00
PSC + USCG

PSC + USCG

PSC + USCG

USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG
Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Attendance

PSC Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting
0
PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC ++USCG

PSC + USCG

+ USCG

PSC + USCG

PSC + USCG
Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

PSCVetting

Attendance

Vetting
back up mode, and the emergency diesel generator
PSC + USCG

PSC + USCG

+ USCG

USCG

PSC + USCG

PSC + USCG

+ USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG

PSC + USCG
Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting

Attendance

Vetting
started automatically and connected to the emergency
PSC

PSC
PSC +

switchboard.
PSC

PSC

OBSERVATIONS
OBSERVATIONS
OBSERVATIONS
TOTAL OBSERVATIONS PER INSPECTIONS
TOTAL
TOTAL OBSERVATIONS
OBSERVATIONS PER 2022 PER INSPECTIONS
INSPECTIONS
12.25 2022
12.25
2022 COOL VOYAGER Failure of gas combustion unit (GCU) bearing and ❚ Defective ❚ Take vibration measurement with
12
12
12.25
4 Apr belts. equipment, Yellotec tester on a regular basis.
12 (Level 1) GCU fan No.2 belts and drive end bearings found machinery or tools ❚ Conduct thermographic check
10
10 broken, after dismantling of the bearing housing due to of belt-driven equipment after
damage of the fan shaft. maintenance.
10
8
8 REPEATED OBSERVATIONS FROM SIRE/ ❚ Ensure bearings are properly
greased and maintenance carried
6
USCG/PSC IN Q2 2022: out in line with manufacturer’s
8
6
There were no repeated observations from SIRE/PSC/ recommendations, including a
monthly performance test of the
4
4
6
3.17
3.17
USCG. GCU fans.

2
2.00 ❚ Issue defect report M176 ‘GCU fan
2
2.00
No.2 belts and drive end bearing
OBSERVATIONS THAT LED TO
0.33
4
3.17
0.33 broken’.
0
0 A endance
A endance
Ve ng
Ve ng
Vetting By Vessel
Vetting By Vessel
PSC+USCG
PSC+USCG MANAGEMENT SYSTEM CHANGES ❚ Check the temperature, noise,
2.00 and vibration of fan bearings after
2 IN Q2 2022: starting the GCU.
0.33
There were 3 SIRE observations that led to Management ❚ Issue a technical bulletin for the
0 proper installation and alignment
A endance Ve ng Vetting By Vessel PSC+USCG System changes. of belts.

SEASUCCESS Eye injury from broken quartz sleeve of UV ❚ Failure to follow ❚ Carry out training for Senior
18 May sterilizer. rules, regulations Officers regarding supervision
(Level 2) The ETO was given the job of rectifying the water leak and procedures and cross-checks before leak/
on the fresh water UV sterilizer. The job was part of ❚ Inadequate use of pressure tests.
the daily work plan and the Task Risk Assessment and protective PPE ❚ Carry out additional training
required Work Permit were in place. The ETO rectified for all crew regarding job
the leak and proceeded with recommissioning the UV procedures and leak/pressure
sterilizer. While switching the water on, the side quartz test procedures.
tube was blown out and shattered into pieces. Some ❚ Update the Risk Assessment,
of the shattered segments hit the ETO’s face and right since a full-face shield should
eye. First aid was administrated on board, and the ETO be used for leak/pressure tests.
was sent to shore for further treatment which included
eye surgery.

36 37
 FLEET HEALTH & SAFETY

Best Practices / Fleet Health & Safety

Safety - Energy Efficiency Ideas and
Experience Shared / Q2 2022 SAFETY CAMPAIGN HEALTH CAMPAIGN

T he Safety Campaign for the first half of 2022 focused

on ‘Unsecured Items Onboard – Volume 2’, providing
the managed fleet with additional guidelines to minimize
The current Health Campaign commenced on April 1,
2022, and focuses on the mental health of seafarers with
regards to social media. Social media refers to the means
The sharing of best practices, safety ideas and energy efficiency ideas can be an
this trend. For the second half of 2022, the Safety of interactions among people in which they create, share,
effective way to help minimize the possibility of problems reoccurring by making Campaign currently running until the end of the year is and/or exchange information and ideas through virtual
others aware of successful solutions their colleagues have implemented. Best focused on ‘Failure to Follow Rules and Regulations’. communities and networks. As social media has become
practices submitted are promoted and shared throughout the company and the This topic was selected due to the numerous Safety an integral part of our lives we must consider both the
managed fleets to help us improve our safety performance. Opportunities related to such failures received in the positive and negative impact it has on us. Some keys
first semester of 2022. This Safety Campaign promotes messages to take away from this campaign are:
The following best practices, safety ideas and energy efficiency ideas were selected out of 35 (34 from the ships the importance of compliance and shows that following
and one from the office) shared during Q2 2022: rules and regulations leads to a safe workplace. The
campaign refers to the company’s Management System, ✔ Social media can minimize the distance
Take 5 for Safety, Stop Work Authority, Intervention, and between ship and shore and ‘bring’ your
Open Reporting as tools that help achieve a strong safety family into your cabin
performance.
✔ Wise use of social media can enhance life
on board
✔ Do not spend too much time online
✔ Think before you post

Marking Barrier for Safe Handling

of Messenger Lines

SAFETY IDEA SUBMITTED BY CREW ON

BOARD COOL VOYAGER
Following a safety opportunity where a crew member
was observed keeping his hands and body close to the
operating winch drum when collecting the messenger
PPE Boards in Engine Room line during a mooring operation, the following safety idea
was implemented: A warning line was marked on the
deck at one meter from the warping drum indicating the
BEST PRACTICE SUBMITTED BY CREW ON safe distance for the operator
BOARD COOL DISCOVERER
To keep PPE well organized and ready for use at the
Keep EER AC Off When Not Required
chemical handling station, a number of PPE boards were
fabricated. Each board contains a Material Safety Data
Sheet and instructions for the use of chemicals, PPE to ENERGY EFFICIENCY IDEA SUBMITTED BY
prevent exposure, and an eyewash station in the event CREW ON COOL RACER
of exposure. The PPE boards are also marked with the Electronic equipment rooms are equipped with two sets
relevant IMO symbols. of package AC units. Experience has shown that one AC
unit is sufficient to maintain desired temperature. By
keeping the second AC unit off, energy required is saved.
Furthermore, by not accumulating unnecessary running
hours, maintenance cost is reduced.

38 39
 SAFETY ON BOARD

Safety on Board
Fleet Safety Man of the Month / Q2 2022

APRIL 2022 MAY 2022

SEASUCCESS - Oiler Michael Sichon SEARAMBLER - Fitter Capacio Chris John

Oiler Sichon was the most proactive person during the month of April. His performance was Fitter Capacio’s input in raising the vessel’s safety standards is valuable. He proposed a
excellent, he demonstrated a high level of responsibility, good safety awareness and active best practice for the month of May and actively participated in executing best practices
participation during Toolbox Talks. He is always positive and polite. Michael reported four communicated among the managed fleet. During his entire contract there were positive
Safety Opportunities related to safety in the engine room. He has been a good example to all remarks about his attitude towards safety.
crew in regards to high attention during routine safety rounds. He has good knowledge and He is very diligent and correct in the use of PPE. He has excellent performance during
understanding of the Take 5 for Safety and Stop Work Authority procedures. Michael reported potentially dangerous operations, like mooring and bunkering, and actively participates in
a Safety Opportunity regarding ‘Stop Work in Engine Room’; he stopped a crew member from all drills and trainings, Toolbox Talks, preparation of Task Risk Assessments and permits.
unsafe work and advised him to use a platform or ladder. He is a great example to all crew members.

JUNE 2022
COOL VOYAGER - 4th Engineer Valic Mauro

4th Engineer Valic tends to encourage ratings to contribute and improve their behaviors to SEATEAM – AB Oliver Aguado
elevate the safety culture on board, and maintains good cooperation with the entire crew. He
is actively engaged in submitting high quality Safety Opportunities and encourages others AB Aguado was elected Safety Man of the Month for June. Oliver, who has served on board
to do so as well. He gives proactive advice during the debriefings of various drills, seeking different types of vessels in our company, always shares his knowledge and safety awareness
improvements. Moreover, he demonstrated proper operation of various safety systems and with the crew. After years of experience, he knows the meaning of ‘health and safety’ and is
devices, and properly uses PPE. well aware of safety procedures. He took part in safety activities on board, reported four Safety
Opportunities, and suggested the best practice for June; a hanger for the ammonia mask. He
applies Stop Work Authority with the crew, and is the one who does the safety stencils on the
deck. AB Oliver consistently helps to promote safety culture on board the vessel. Additionally,
he wrote the safety article for June about the ‘Importance of Recreational Activities Onboard’.

MAY 2022

COOL RUNNER – AB Eslao Aramis COOL RUNNER – Deck Cadet Matijevic Denis
AB Eslao was the most proactive person during the month of May. His performance was Deck Cadet Matijevic actively participated in trainings as the team leader. He reported four
excellent, he showed the crew a high level of responsibility, very good safety awareness Safety Opportunities and also wrote a safety article about ‘Intrinsically Safe and Explosion
and active participation in Safety Opportunity reporting. During May he reported ten Safety Proof Equipment on board.’
Opportunities. He has good knowledge and understanding of Take 5 for Safety and reported
two Stop Work Authorities; one for attempted lifting without gloves and one for a person
standing too near to lifting crane operations.

Congratulations to all, and keep up the good work and strong focus on safety!

40 41
 SAFETY ON BOARD

Intervention and Safety Question / Q2 2022

Stop Work Authority / Q2 2022 WHAT IS THE WEAKEST AREA WHAT ACTIONS ARE WE GOING HAVE THE ACTIONS WE TOOK
IN OUR PERFORMANCE THIS TO TAKE DURING THE NEXT MONTH LAST MONTH BEEN SUCCESSFUL (AND
MONTH? TO IMPROVE THIS AREA? WHY SO THAT OTHERS CAN LEARN
especially during rolling of the ship. He then called FROM IT)?
STOP WORK AUTHORITY the second Messman for assistance, the job continued
COOL RACER: and was discussed during the morning Toolbox Talk. APRIL 2022
Replacing a broken lightbulb in the engine room
SEAMAID
During daily routine round in engine room one of the STOP WORK AUTHORITY - INTERVENTION
lightbulbs was found out of order. A crew member under SEAGEMINI: Crew are less engaged in During the Safety Meeting, the Master ❚ The best practice was widely
supervision of the SETO tried to replace it. He decided reporting Safety Opportunities, encouraged all crew to participate in promoted, and instructions along
to use a standard A-type ladder for the job. During While the vessel was rolling a crew member tried to close and they are mostly reported by the reporting of Safety Opportunities. with placards were applied to
the watertight doors to the deck store by himself. Stop the Safety Officer or the Master. Moreover, department heads will be inform crew members about the
preparation it was established that the ladder was not
Work Authority was applied immediately. A second crew Safety Opportunity reporting has more proactive in reporting Safety disposal requirements of garbage.
suitable as it was too short, and a taller ladder had to be The Senior Officer made random
used. In addition, the lightbulb was located higher than member was called to assist with the door’s handling; become a habit of compliance, Opportunities in their department.
one crew member held the door while the other one checks to ensure compliance
expected and all preparations were canceled due to a rather than being a safety
with the company’s garbage
removed the pin. Once the pin was removed the door was initiative that one can learn from.
Stop Work Authority by SETO. After a reassessment of all management procedures.
able to be closed and the task was completed in a safe The same is true about best
potential hazards, a Work Aloft Permit was prepared and ❚ Procedures for collecting,
manner. All crew members were advised that handling practices and safety ideas. processing, stowing and disposing
a taller ladder was used
of watertight doors alone can be very dangerous during of garbage on board the ship were
vessel’s rolling, even if such rolling is minor. explained during the Toolbox
Talk conducted by the heads of
Working on ladder without standby man SEASPEED: departments. Crew was informed
A messman borrowed a small ladder and started During boarding of the vessel, a contractor was about to about the importance of garbage
cleaning the galley exhaust fan. When the Cook segregation and its role in pollution
climb the pilot leader with his backpack. The Deck Officer
Assistant entered the galley, he noticed that nobody prevention on board the ship.
applied intervention and interrupted his action. During
❚ Daily Work Plan meetings were
was holding the ladder for the messman. He applied the familiarization with the contractor, guidelines were conducted in line with garbage
Stop Work Authority and explained the possibility of given regarding the correct procedure for embarking the KPI. Proper planning of compactor
an injury if the messman lost his balance and fell, vessel. usage and incineration in place.

COOL DISCOVERER

Despite following PER 05 - PPE All crew members will be frequently During April all areas were checked
Take 5 For Safety / Q2 2022 Matrix during working activities,
some crew members do not
reminded to strictly follow company
standards regarding dress and
for proper garbage bins, as well as
appropriate garbage segregation
always fulfill FIM requirements uniform, both when at sea and in port. instructions and color coding being
A) COOL DISCOVERER: B) While working at the paint store a crew member regarding foot protection outside All crew members should remind posted nearby the bins. All cabins
During unmooring operations, while heaving up wanted to lower a heavy bucket of paint from an upper of working hours. Occasionally, their colleagues of the proper foot were checked that relevant placards
mooring lines and storing them on a drum, a crew shelf. Initially he wanted to perform the operation when leaving their cabin for a wear. Relevant extract from FIM ‘Foot were displayed. The importance
member started to arrange the line. He took two quickly and easily, so he started climbing the shelves. snack or to visit the smoking Protection’ on p.68 will be temporarily of strict MARPOL and Garbage
steps back and away from the drum, still arranging But then he stopped, thought again and decided to room, crew members wear flip posted in the vicinity of smoking room Management Plan compliance, as
the line properly, but well clear from the winch. use a ladder to lower the paint from the shelf. flops. Upon observing a few and messrooms. well as related company policies, are
such cases, advice was given by brought to the attention of the crew on
superiors, as this is not a safe board as well as during familiarization
practice. of on signers. Misplaced garbage was
not reported during April.

42 43
 SAFETY ON BOARD

WHAT IS THE WEAKEST AREA WHAT ACTIONS ARE WE GOING HAVE THE ACTIONS WE TOOK WHAT IS THE WEAKEST AREA WHAT ACTIONS ARE WE GOING HAVE THE ACTIONS WE TOOK
IN OUR PERFORMANCE THIS TO TAKE DURING THE NEXT MONTH LAST MONTH BEEN SUCCESSFUL (AND IN OUR PERFORMANCE THIS TO TAKE DURING THE NEXT MONTH LAST MONTH BEEN SUCCESSFUL (AND
MONTH? TO IMPROVE THIS AREA? WHY SO THAT OTHERS CAN LEARN MONTH? TO IMPROVE THIS AREA? WHY SO THAT OTHERS CAN LEARN
FROM IT)? FROM IT)?

MAY 2022 SEARAMBLER

COOL RUNNER Some of the reported Safety Effective supervision should be Crew conducted additional
Opportunities of this month were maintained on board to prevent familiarization.
During May the number of Safety 1) Each one of us must act responsibly As observed from the reported about lack of supervision from accidents or incidents. The person
Opportunities was very high, on board and understand that the Safety Opportunities trends for the person in charge. Lack of involved in a job should perform it as
however we noticed that there is vessel is like our second home, so May, we improved and achieved supervision has been identified discussed during the Toolbox Talk and
room for improvement and our we have to follow standards and this month’s goals. We noticed as a leading cause of injuries as per Task Risk Assessment.
weakest areas are: rules to keep it clean, tidy and safe. that each department had a clear at the workplace. Some people
By maintaining high housekeeping understanding and knowledge of tend to choose the quick and
1) Poor housekeeping; easy way and are complacent,
standards, we are eliminating potential the Garbage Management Plan and
Based on examples such as the safety hazards. waste segregation. Also, proactivity especially if they do the job very
garbage bin in the galley being of the crew members increased and often and forget or neglect the
Actions we planning to take are: consequences of not performing
overloaded, toasters found not performance was improved.
unplugged, poor housekeeping in ❚ Adequate leadership/supervision; the job safely.
the laundry area, loose items on each head of department shall
the floor, and unsecured items double-check his working area and
in the galley. We were able to crew before end of working day.
JUNE 2022
identify weak points and focus on ❚ Be prepared at all times for any
them the next month to improve weather and/or sea condition COOL RUNNER
our safety culture on board. changes. Ensure there are no loose
and unsecured items. After a discussion with the crew Encourage all crew members to share The best practice related to
2) The reported Near Miss ‘Oiler
❚ Follow the catering manual for public members it was decided that the their ideas and opinions. This way housekeeping significantly improved
Hit by Messenger Line’
spaces as well as the safety posters. weakest area is communication. intervention and soft skills should tidiness on board since last month.
❚ In case of a visitors and/or improve. The tips regarding the securing
contractors coming on board, ensure of items from the Health & Safety
that proper familiarization has been campaigns were also adopted. All the
given and monitor the execution of crew members were satisfied with the
relevant rules and standards. training, and the plan for upcoming
mooring operations was agreed with
all related personnel.
2) All of the deck mooring team was
informed and briefed accordingly.
SEAMAID
Mooring stations crew members were
briefed to keep proper distance from Based on Safety Opportunities To achieve a high safety performance ❚ Stores requisition was created.
winch and keep messenger line end in reported by the vessel in June, and a strong safety culture, compliance ❚ Close cooperation and
front of them. we believe that the wrong or with the company procedures is communication with superintendent.
Prior to the next mooring operation, incorrect use of PPE is our required. Thus, the PPE Matrix requires ❚ Advanced planning of consumption
the respective Task Risk Assessment weakest area. close monitoring and proactiveness, due to limited ROB.
will include the occurrence which must and ensuring the ship has adequate
be discussed with all crew involved in stock of PPE at all times is very
the mooring operation. important.

44 45
 Shell’s Maritime Partners
in Safety Program - Thenamaris LNG
Another successful quarter was completed, with all crew members on board the
Thenamaris LNG managed vessels having reviewed the Shell safety material,
including presentations and videos, as well as having completed parts of the trainings
as per SQ53. Superintendents have resumed visits to the managed vessels where
possible given the COVID-19 restrictions, and were able to brief crews on board on
the Shell Maritime Partners in Safety Program.

F eedback received from the crew members

regarding the Resilience training during Q2 2022
was positive from all involved. Interactions and new
After you have completed the training,
please also send us your photos!
ideas on the topic of resilience were also presented
to the office. We can either be contacted at
Additionally, the SQ53 ‘Annual Drill Plan - Training hseqse@[Link],
Plan - Partners In Safety’ form has now been updated
to include new trainings issued by Shell. or you can contact the DMR directly.
A selection of photos from the onboard training
sessions is shown below:

COOL RIDER Joins the

Thenamaris-LNG Managed Fleet
COOL RIDER, a second-hand LNG, joined the Thenamaris LNG managed fleet in June.
The vessel was designed and built in 2007 by Hyundai Heavy Industries located in
Ulsan, South Korea.

T he vessel, a Dual Fuel Diesel Electric (DFDE) LNG

carrier, has a cargo carrying capacity of 155,000 cbm
and a boil-off rate of 0.15% per day.
fuel Wartsila 50DF engines, two 12-cylinder V-type and
two 9-cylinder in-line models, driving four Converteam
high voltage alternators. COOL RIDER is propelled by two
14.8MW Converteam synchronous propulsion motors
COOL RIDER was the first LNG carrier with a DFDE via a Renk reduction gearbox, and two 2-stage Cryostar
propulsion system to be built in Korea and only the cargo compressors are fitted to manage the boil-off gas
fourth LNG carrier so powered, to be commissioned. generated. The ship is also fitted with cold ironing facilities
The vessel’s 39.9MW power plant is based on four dual to allow it to accept shore power while in port.

46 47