chief officer-handing over notes
TRANSCRIPT
STELLAR OCEAN TRANSPORT LLC FORM : SOT/FO/078 REV : 01 DATE : 30.11.2011
M.V. DIAMOND STAR
CHIEF OFFICER’S HANDING OVER NOTESFrom
Outgoing c/o _MR.N.S. CAMA____ to Incoming c/o _Mr. Madhu Prasad___________================================================================================
At (Kandla) – Date : xxxxxxxIntroduction
Welcome aboard the M.V. DIAMOND STAR Mr. Mr. Madhu Prasad _(INCOMING CHIEF OFFICER)It is my pleasure to hand over the deck department of this vessel to your good care, with the following brief notes foryour information and guidance.
Hope these notes assist you in getting you familiarized with the vessel. These notes are divided in to various sections in anorder which may be convenient for you to go through. Items of a general nature which are a normal practice of goodseamanship may not reflect in these notes and are understood to be followed as a general practice. All information is notcontained herein and a complete set will be handed over to you upon your arrival.
01.Vessel's operation and performance / maintenance status - deck / bridge equip. dk. mc. includingcrane / accommodation.
02. Inspection status - ballast tanks , fresh water tanks , void spaces
03. Zonal maintenance on board wrt painting
04. Deck stores / spares / paints / tools /maintenance equipment / sopep inventory. Pls mention storearea wise.
05. Status of mooring ropes / wire ropes
06. Status of guarantee claims as applicable
07. Bunkering and sopep status
08. Deck crane typical problems crane wise and status
09. Inventory of accommodation / galley / medicine
10. Defect list and the difficulties encountered with proposed remedial action
11. Any other matter which can be highlighted and will be helpful for the s/onc/o.
a) CARGO HOLDSb) HATCH COVERSc) LSA FFA maintenance status
d) GREASINGe) BRIDGE & NAVIGATION EQUIPMENT MAINTENANCE STATUSf) ACCOMMODATION BLOCK MAINTENANCE STATUS
01. VESSEL’S OPERATION AND PERFORMANCE / MAINTENANCESTATUS - DECK / BRIDGE EQUIP. DK. MC. INCLUDING CRANE /ACCOM.
A) Vessel's PERFORMANCE :
Also like other bulkers of her size she tends to dip by the head while underway due to herblock coefficient.Permanent bunker capacities (100%) : FO 2036.54 mt/ DO 120.42 mt. Port consumptionper 24hrs idle (mt) : FO: 4mt (with no cranes working) & FO: 6mt (with all 4 cranesworking) At sea she consumes abt 35mt. The bunker tanks are situated between 3 & 5cargo holds, if the voyage consumption is from these tanks during the voyage, ensure youfinish the vessel with a slight sag of about 3-5 cms to make up for the hog that will becreated during the voyage due to bunker consumption and fresh water generation, in orderto have an accurate draft survey at the disport. Failure to do this will land up the vesselwith a Hog of around 7 cms.Consumption of bunkers lifts the vessel almost bodily furnishing it with a slight stern trim.
Regarding the final loading please be guided by circular CIR/TECH/005/12 for TRIMOPTIMISATION & SAVING BUNKER COST which basically states to finish the vessel at as evenkeel as possible such that during sailing the vessel should sail at even keel to maximizebunker efficiency .Keep the trim as minimum as possible to arrive safely to the discharge port. Having said thisplease adhere to the draft restriction if any at the discharge port.This voyage we were advised to go at ECO speed as the bunker prices are soaring hence wehave kept RPM at 113. And consuming around 30 MT/day.
B) Vessel's operationOwners of the vessel – Full speed shipping.Operators - Stellar ocean transport llc,dubai
Vessel was built at STX DALIAN SHIPBUILDING CO., LTD CHINA & delivered on 11 March 2011 at Dalianshipyard.
She is a relatively new geared bulk carrier 190m long and 32.26m wide displacing 67795.5Mt at her summer draft of13.02m. She is classified by ABS, and has successfully completed her 1st annual survey in China on 24/03/12.The vessel has 5 self trimming holds built I n accordance with the latest regulations, having ship structure access, (themanual is in your cabin.) Her guarantee period has expired on 11/03/2012.
She is classified as ABS , +A1 (E) Bulk Carrier,ESP,CSR,AB-CM,BC-A(Holds 2&4 may be empty),S,+ACCU, TCM, CPS, UWILD, BWE,RRDA,CRC,RW,
The vessels lifting gear comprises of 4 electro hydraulic deck cranes, 2 bunker davits, one on either side (SWL 0.5T) Oneprovision davit on the port bridge wing SWL 2T
She usually plies between SOUTH EAST ASIA, INDIA AND PERSIAN GULF.
Voyage instructions are received from SOT office followed by detailed instruction from charterers. Ifthere is any discrepancy between the two please inform it to the master immediately. I have made adeadweight calculation spreadsheet which includes all details from density adjustments to cargo uplift,stowage plan, and bunker consumption. I will show you once you are on board. All my calculations arein that file and for every voyage there is a separate folder which includes all the activities, draft surveys,charter party, correspondence for that voyage. Its upto your disposal to use it or calculate manually. Ofcourse I too counter check it manually. Please involve, & keep the master closely updated regardingyour calculations.
AGENTS DETAILS ARE AS FOLLOWS:SCORPIO SHIPPING AGENCIES PVT. LTD.SECTOR NO. 7, PLOT NO. 57, GANDHIDHAM (KUTCH) 370 201PHONE : +91 2836 231602 / 229025, FAX : +91 2836 232162,email : [email protected] [email protected] she is on a time charter with JALDHI OVERSEAS PTE.LTD/SINGAPORE .Voy no. 014. (The voyage numbers only when the charter changes.)
Present cargo is 56601 MT of STEAMING (NON COKING) COAL IN BULK.The present plan is to discharge the cargo to obtain a draft of 12.0m at anchorage and then proceedalongside where the rest of the cargo will be discharged. ETA Kandla is 03/1000 lt. Cargo will bedischarged by ships gears both alongside and at anchorage. The port is tidal and hence it will depend onthe tide as to which day we can go in.
The actual charter party will be handed over to you upon your arrival asits privy to the vessel.
The salient features are as follows:§ CARGO: COAL IN BULK§ QUANTITY: 55000MTS 10% MOLOO SF ABT 44CUBFT(up to tropical drafts)§ LOADING PORT: EAST KALIMANTAN - INDONESIA (TO BE CONFIRMED)§ DRAFT RESTRICTION: NIL (kindly check with the agent)§ DISCHARGING PORT: ECI VIZAG-WCI MUMBAI OR KANDLA ( TO BE CONFIRMED)§ DRAFT RESTRICTION: NIL(kindly check with the agent).
GEAR AND GRABS: ALL CRANES/GRABS ON BOARD ARE IN GOOD WORKING CONDITIONSAND SUITABLE FOR LOADING UPTO FULL LIFTING CAPACITIES WITH GRABS AND FORCHRTS FREE USE .LIGHTS - VSL TO PROVIDE SUFFICIENT LIGHTS AS ON BOARD DURING LOADING ANDDISCHARGING FREE OF EXPENSE TO THE CHRTRS.
CHARTERERS SUPPLY BUNKERS AT SINGAPORE TO MAKE REDELIVERY QUANTITY SAME ABOUT AS
ON DELIVERY.
>AV SHIPPING PTE LTD (SINGAPORE AGENT) MIC: MR. YUSRI
>Mob: + 65 90043831 Fax : + 65 6223 8920
>Tel : + 65 6223 8929 Ext:217 EMAIL:
>[email protected]<mailto:[email protected]>
>101, Cecil Street, # 08-06 Tong Eng Building, Singapore 069533
Status report in port (as 0900hrs LT daily) when loading/discharging and or atanchor awaiting berth using our std format as stated below. Please ensure theyare sent to us daily without fail.>H/No. Qty (Intn load/arrd) / Daily load/discharge / Ttl qty load/disc / Cargo Balance
>1.>2.>3.>4.>5.>6.>7.>--------------------------------->Total (all in metric ton)>>- date/time start/stop for each hatch/hold>- no of gangs engaged>-fo/do consumption. rob with date/time>- any stoppages/delays each hold and any remedial actions taken to>resolve same remarks>- any other useful information
Deck Maintenance Status :Vessel loaded HBI cargo at Sohar(Oman) in May 2011 which had left layer of cargo deposits all overthe vessel. Since then, cleaning of cargo deposits has been in continuous progress till 20/03/2012opportunity permitting.
The affected areas are cleaned by applying Aquatuff cleaning chemical as required.Areas covered before my tenure FOR AQUATUFF CLEANING:1.Accomodation Super structures (Overall).2.Main deck (P&S)3.Guard railings4.Aft Poop deck4.Mast house superstructures5. Hatch coaming area of #3,#4 and #56.Deck cranes No.3 & No.47.Fwd mast and Radar mastAreas covered during my tenure FOR AQUATUFF CLEANING:1.Deck Crane No. 1 & 2.2.Forecastle deck.3.Cross decks & hatch coaming fwd & aft of #1,#2 .4.Hatch coaming area of #1 and #2 including trackway.ALL AQUATUFF CLEANING ON MAIN DECK AND SUPERSTRUCTURE HAS NOW BEENCOMPLETED. THE ONLY OUTSTANDING ITEMS REMAINING ARE THE CARGO HOLDS 2-5.
Spot Chipping and painting:Ø Windlass & fittings, Standing platforms, Suez canal davit., rollers, fore castle bulwark, vents, drip
trays etc. {entire fore castle}Ø Ship side rail stbd side, full coat applied.Ø Spot c/p of mast houses.Ø Spot chipping and painting of stbd side #s 1-5 hatch coamings, stays, main deck, track ways,
Manholes, air& sounding pipes, Walkway,Ø Colour coding & stenciling of Air pipes, Manhole covers, Save all trays, sounding pipes and
garbage drums.Ø Painting of Non grid walkways on main deck port & stbd sideØ Poop deck spot chipped and primered.Ø Gangways & combination ladders washed with Oxalic acid, to remove the stains of HBI cargo. (
frequent washing preferably every voyage will result in keeping them in a presentable conditionat all times)
Ø Spot chipping of all accommodation decks, and bulk heads.Ø Full coat on wheel house deck.Ø Full coat on A deck aft.Ø Funnel exhausts painted.Ø Oil mist box louvers and oil mist box cleaned (done by e/r staff) {preferably if carried out
monthly will avoid frequent oil drippings on the funnel casing.}
Ø Poop deck quarters painted.Ø Gangway areas spot chipped and painted.Ø Ship’s hull spot touched up black above the summer loadline and antifouling area till 8 metres
draft. Area remaining to paint is from port side of hold 5 to port quarter.Ø Fire line and fire hose boxes.Ø The full main deck and hatch covers have been spot chipped painted and stenciled. The cross
decks and areas of the holds within the cross decks are remaining . Already we have started fromthe forward cross deck between hold one and the forepeak store.
For detailed description please refer to the Sot/FO/11 form sent to the company on a monthly basis.
All ventilators, dampers are checked monthly, and maintained as required. Sounding caps, pipes andhold water tightness are intact. Draft marks have been recently painted. CO2 smoke detection system hasbeen checked during annual survey by blowing smoke into the system sensor on 25/03/2012, recentlywhen we had ballasted hold 3 we found water in the sensor which was later rectified by E/O.
At Indonesia we get a good opportunity to do shipside maintenance please use the opportunity to carryout the same.There was a crack recently found on the conduit pipe junction box abreast thecross deck of holds 3 & 4. It has been repaired.The plan for the next month can include:Cross deck chipping starting from holds aft of no.1.Ventilators of all hatches (just need spot touch up)Cleaning of HBI residues in holds.Rescue boat davit spot touch up.
CARGO HOLDS:^There are 5 self trimming cargo holds on the vessel having the following capacities:Hatch Cover Particulars : Area (L x W) Cap. (mt/m²) No. 1 : 18.04 x 18.26m 2.50 /m² No. 2,3,4&5 : 19.68 x 18.26m 2.50 /m²Grain & Bale Capacity (m³) : Grain Bale No. 1 : 13620.1 m³ 12929.5 m³ No. 2 : 14872.1 m³ 13696.5 m³ No. 3 : 14308.3 m³ 13188.9 m³ No. 4 : 14875.1 m³ 13696.4 m³ No. 5 : 14291.5 m³ 13362.9 m³ Total : 71967.1 m³ 66874.2 m³
^No.3 cargo hold is a ballast hold. Procedure for change over is posted in the Ballast ControlRoom.
^The strainers are kept in the mast house located in no.2 cross deck.^The crew and cadets are familiar with the change over procedure.^Please ensure the hold has been hosed down to atleast drop the cargo from the top frames in
order to avoid the eductor from getting choked.^DO NOT BALLAST THE HOLD AT SEA AS SLOSHING IS TREMENDOUS ENOUGH
TO BEND THE FRAMES.^ When taking heavy weather ballast please ensure the No.3 WBTs’ have been dropped else
the stresses swill go very high.^The no.1 and no.5 cargo holds converge towards their forward and aft end respectively and
hence the foreman, stevedores should be briefed accordingly whilst operating their payloaders, bulldozers as well as when loading general cargo.
^ The booby hatches have got supports that are to be maintained in good condition, they arerequired by AMSA. While parking the grabs be very careful especially at anchorage as ifthe grab hits these they tend to bend. Also when the grabs are parked vessel to be upright.
^There still is HBI residue in the holds 2-5 and the stains are getting more stubborn afterevery hold cleaning. The cleaning is done by using high pressure wash and Aquatuff. As youare aware that opportunity is limited to get it cleaned, it is prioritized, time & weather,permitting on the ballast voyage.
^We have been able to clean only hold 1. The rest are still pending.^All the bilges are working fine and can be pumped out very easily.^The bilge is around 78 cm deep. There are 3 sections with two lightening holes, which allow
the cargo to get filtered before it reaches the last section. The lst section consists of thestrainer (rose box). Ensure all 3 sections of all the bilges are cleaned every hold cleaning toavoid further complications.
^ I have started a practice over here to hold the hose in each hold bilge for 30 minutes aftercompletion of hosing down and cleaning the bilges to enable flushing of the line to preventchoking. Upon completion of hold cleaning two hoses are lowered in hold 1 and keptstarted in the bilges with the bilges running to clear the entire line.
^The strum box /NRV are in the duct keel before the valve. It has been opened and inspectedand was found satisfactory.
^The bilges are stripped/ pumped out through the common bilge and ballast eductor. Thefire and bilge pump and the fire and g/s pump can also be used for the same.
^The sounding pipes pass through the holds which have to be inspected for damages beforeloading & after discharging.
^The ventilation system is natural.^There are 3 PMA manholes to every hold this is as per the ship structure access manual.^There are 3 ladders in the inside of each holds located on the hoppers to enable thorough
check of Ships structure.^During every hold cleaning ensure the WIAS sensors are free of cargo to enable activation
of alarms.^Monthly test of alarms can be carried out using a magnet put on the sensor of the WIAS
located in the duct keel. Both alarms can be tested from there. LAST TEST WASCARRIED OUT ON 28/04/2012 .
^There had been a problem with the NO.5 CH sensor but now it has been rectified and isnow working satisfactory. The problem was electrical in nature & has now been solved.
^The main console is Located on the wheel house on the aft bulkhead of the chart room fromwhere the alarm can be acknowledged and overridden in the case of no.3 hold being used asthe ballast hold.
^The cargo securing manual is under the master’s custody.^Top up the ballast hold every time it slackens to avoid extensive sloshing.^The temperature pipes are situated at the fwd and aft end for holds 1 & 2 only the rest are
situated aft.^Co2 ports are checked after every cubic cargo discharge and are cleared if clogged.^Hold 3 has a valve system to present the water from getting into the CO2 line when in
ballast mode. PLEASE ENSURE IT IS SHUT WHEN BALLASTING THE HOLD.
HATCH COVERS:S The hatch covers are folding type, operated hydraulically.S The pump is located in the fore peak store, from where it is operated.S ONLY ONE PUMP TO BE STARTED AT ANY GIVEN TIME AND HATCHCOVERS
TO BE OPERATED ONE PONTOON AT A TIME. ANY PONTOON FIRST.S DO NOT ATTEMPT TO CLOSE THE HOLDS WITHOUT STARTING THE PUMP
UNDER GRAVITY ELSE IT WILL DAMAGE THE SYSTEM.S Operating Procedure Is Posted In The Ballast Control Room.S All QACs are in good shape and are used for battening down the holds.S The cargo hold No.3 (Ballast hold) has got 4 additional stoppers.S The rubber packings of all hatch covers are in good condition.S Recently a GC has been raised regarding the clearances of the pontoon. The pontoon wheel
tends to rest on the stopper and the clearance on both sides of the same pontoon is notequal.
S Port side stopper for hold 1 does not have a greasing point. GC has been raised. Presentlybeing opened up, greased & refitted.
S Each hold has 6 drain valves.S Compression bars are in good condition.S Hatch covers are weather tight.S HOSE TEST OF HOLDS LAST CARRIED OUT ON: 27/03/2012.S Hold 3 is the helipad area BUT FOR WINCHING PURPOSES ONLY.S Access to the holds is from fwd and aft of the holds and have an Australian and a straight
ladder at either end.S There are 3 voids near the access ladder wherein water accumulates when hosing down is
done. They should be cleaned and dried after completion of hold cleaning else the water willslowly drip on to the cargo thereby causing damage.
S The condition of the holds is not fit for grain loading and will require rigorous chemicalwashing with a chemical sprayer to pass USDA and NCB grain inspections.
S Avoid operation of hatch covers when the vessel is listed more than 1.5 degrees or trimmore than 1.5 meters unless absolutely necessary. The uneven load causes the wheelbearings and the ramp bushes to wear out. At the time of discharging close holds as theycomplete and the discharging / ballasting plan to be drafted in such a way so as to completeholds with as less a trim as is safe and practicable . Of course the last hold which is usuallyno.4 in my case will have to be closed at the final trim.
S HATCH COVERS STRICTLY NOT TO BE OPENED AT SEA. If opening is necessarymaster’s permission needs to be sought.
S When closing the holds, Ensure all the rest pads and rolling and pitching stoppers aregreased well prior closing.
S All drain plugs are blown through with compressed air and checked with a bottle of water,before closing the holds after loading.
S Bosun and duty a/bs are instructed not to close the holds without cleaning of the track ways.S Each hatch cover has gas sampling points to draw the sample during coal loading.S Maintenance of the hatch pumps is done by the c/e.S The underside frames of the hatch covers have started getting rust weepings. This is the
next job in hand; access is easy by climbing on the frames, the next available opportunitythis needs to be looked into.
S The hatch cover pump has a temperature setting and if run for too long will trip at 8odegrees.
S Each hatch cover has and emergency stop button situated on the stbd side to stop theoperation in an emergency. It has been tried out during my tenure and found satisfactory.
S In case the pump doesn’t start please check all 5 buttons for activation as if ANY ONE ISALSO pressed then the pump will not start.S The system is working fine. Line filter is cleaned as per schedule (monthly).{BY 2/E} There
has been a leakage from one of the line valves and we had received a spare valve. We haveraised a requisition for spare hoses for the hydraulic line.S The QAC’s are free and are to be o’hauled periodically.S Some of the stoppers have a tendency of going back to the lock position once turned over
for opening please exercise caution while opening the holds, to check the same.
BRIDGE & NAVIGATION EQUIPMENT MAINTENANCE STATUS:All bridge equipments are in good condition.2/o maintains the same .There is a drawer for C/o on bridge.Vessel is fitted with JRC equipments which are user friendly, and once you are on board you willbe familiarized with their operation.Vessel is fitted with Fleet77 And Fleet Broad Band for communication and distress purposes.Installation of BNWAS is supposedly to be done . Office will come back upon its installation in thenear future.The installation points will be as approved by the office.The location of the SSAS will be shown to you during the time of hand over.The vessel has a networking/LAN system installed and is working fine.Annual servicing of gyro is due.The VDR gives an alarm at a particular UTC twice a day.One lamp of the chart table had broken during my tenure and will be replaced soon.A few GCs’ have been raised by the vessel and are filed in the GC file. Please go through themonce you are on board.The vessel has 2 GPS .Charts & publication corrections are done by 2/o & 3/o and they directly report to the master forthe same.All the main switches are located in front of the control console.The v/l is bridge controlled and usually we go at 114-115 rpm for matching the fuel criteria. andachieve a speed of 14kts.At times the zero synchronization does not occur, so just give Dead slow ahead and again bringher to stop.Also when astern movement is given please be advised that during routine operations let theengine run on dead slow astern for atleast one minute till the rpm stabilizes before giving slowastern. In case you fail to comply with the above the slow down is activated which takes around2~3 seconds to get reset. In scenarios (it happened to us in Minasaqr) where immediate halfastern/ ahead is given ME does not respond. So, a bridge ahead / astern movement has to berestricted till the slow down conditions are reset.There are two computers on bridge. One is used by master for communication purpose and other
one is used by all officers..
ACCOMMODATION BLOCK MAINTENANCE STATUS.
ü All accommodation decks, railings, have been spot chipped and primered.ü Bridge wing has been given a full coat of paint.ü The funnel exhausts are painted on a monthly basis.ü The weather tight door locks are freed on a monthly basis.ü Hose test of all doors has been carried out and found satisfactory.ü All vents and flaps are regularly greased and kept free.ü Port side B – deck scupper is a design defect and needs additional clearing.ü Ac fresh air intake louvers have been spot chipped and painted.ü A few GCs’ have been raised by the vessel and are filed in the GC file. Please go
through them once you are on board.
ACCOMODATION INTERIOR MAINTENANCE STATUSØ Wax polishing of all accommodation alleyways, common rooms, Offices and Wheel house to be carried out once
in 2 months.Ø Kraft paper is put before arrival every port.Ø Upon departure all mats are cleaned with aquatuff and fresh water.Ø Crew & officer laundries are maintained and kept in a tidy condition.Ø Weekly thorough cleaning of all bulk heads and accommodation is carried out.Ø Please find below the agenda for cleaning is followed:
Ø
M.V.DIAMOND STAR
DAILY MORNING ACCOMODATION CLEANING SCHEDULE FOR DECK & SALOON CREWW.E.F. 01 April 2012
TRAINEE G.S. G.S Cadet*CREW'S MESS ROOM *OFFICER'S MESS ROOM * BRIDGE & CONVERTER ROOM*CREW'S SMOKING ROOM *OFFICER'S SMOKING ROOM*COMMON TOILET (UPP.DK & A.DK) *C-DK ALLEWAY & BULKHEADS*OFFICER'S LAUNDRY *B - DECK ALLEY WAY & BULKHEADS*A-DK ALLEWAY
O.S CADET
*DK.CREW CHANGING LOCKER *BALLAST CONTROL ROOM*CREW LAUNDRY *GYM ROOM*STAIRWAYCASE * SHIPS OFFICE
*UPPER DECK ALLEYWAY & BULKHEADS*TALLY OFFICE
SALOON CREW TO CLEAN ALSO THE OFFICER'S CABINS AS DESIGNATED ALONG WITH THE ABOVE MENTIONED AREAS.SALOON CREW ALONG WITH THE CHIEF COOK TO CLEAN GALLEY AND OFFICER'S PANTRY EVERYDAY WITHOUT FAIL.
CHIEF OFFICER MASTER
Ø Weekly inspections of galley, pantry, provision stores and crew quarters are carried out.Ø The galley fumigation is done daily along with the cleaning.Ø The flushing system is Vacuum Strip system, which helps in conservation of a lot of fresh water.
Ø Please ensure no foreign materials, strictly apart from toilet papers are flushed down the toilet as it will lead tomalfunction of the Sewage treatment Plant. Crew has been given training on this aspect.
Ø Fresh water pipelines are PVC, hence care has to be taken and checked frequently for cracks or looseness ofclamps or joints due to vibration.
Ø There are 2 spare cabins at the moment, one on b deck crew(5,6) and another junior1 cabin. Please note the crew(5,6) is used by the foreman in Indonesia during cargo operations for his stay onboard.
Ø There is a slight puffing on the floor at certain places in the accommodation.Ø There is also a deformation in the flooring of the hospital and galley & gymnasium.Ø As of now no fresh water leaks have been noticed or found.Ø C/o cabin blower closing arrangement is not functional, i.e. the blower cannot be shut. A GC has been raised to
that effect.Ø Please ensure thorough cleaning of the crew changing rooms.Ø Presently there are no cockroaches or rodents on board. Frequent fumigation of all spaces will ensure the same.
The Ch/ck and G/S are constantly pestered to maintain it in a good condition.Ø There are a few floor tiles in the galley missing; we are awaiting white cement to fix it.Ø On your routine accommodation rounds please keep a check on expired items. We were caught in Indonesia for
the same.Ø There are a few minor doable GCs within the accommodation once you are on board will brief and discuss with
you in detail.
LSA FFA maintenance status.All LSA & FFA is being maintained by 3rd officer but under your supervision. Iusually allot him tasks which he fulfils.
• Rescue boat davit painted full coat applied.• Fire hose boxes painted and stenciled.• Spot chipped and painted Life boat davit & full coat applied.• Full coat of paint applied on Embarkation ladder stands.• Spot chipped and painted rescue boat cradle.• LSA annual servicing of l/boat, r/boat, davits has been carried out in Feb 2012
at Chennai.• All LSA FFA is in immaculate condition and being maintained.• We do not have an SCBA compressor on board. In order to refill the bottles in case
of emergency. We have to inform office well in advance for refilling SCBA & EEBDfor them to arrange the same.
• After I boarded the vessel we had tried out the rescue boat engine with the drum inplace, at that time I had noticed that no cooling water was coming out of the exhaustnozzle, we had raised a GC for the same. Rescue boat engine has just been rectifiedat china. The problem was, the cooling water pump impeller had burnt out. Thisoccurred because the engine was started without water prior my joining the vessel.PLEASE ENSURE THAT THE RESCUE BOAT ENGINE IS STARTED WITHWATER IN THE DRUM AT ALL TIMES. IT SHOULD BE DONE IN YOURDIRECT SUPERVISION AS FAR AS POSSIBLE. The usual practice I amfollowing is during Saturday routines they (3/o & 4/e) should try out the engine after1600 so that I am on bridge and can personally monitor the same. A notice has alsobeen place to implement the same on the r/b engine.
• The manual for rescue davit has been received from the yard and is in the folder\\Bridge\CHIEF OFFICER DIAMOND STAR\COFF\MESSAGES FROMCOMPANY.
• Fire hose pressure test has been carried out 29/03/2012.• Life jackets, immersion suits and TPA monthly checks carried out.• Life rafts were recently serviced in Mina saqr on 26/01/12.• The door of the lifeboat doesn’t open fully a GC had been raised.• Annual servicing of fire extinguishers was carried out at Mina Saqr on 25/01/2012.• Also we have received a new cover for the rescue boat engine.• FFA annual servicing has been carried out in Jan 2012 at Mina Saqr. Pls find
attached copy.
• There were a few GCs’ on the lifeboat and rescue boat rectified at china on 25/03/2012.Pls find attached the report.
•• There is a fire detection system onboard and has a control on the bridge. It is based on a
loop system there are 3 loops, each 5 zones. Each of these 5 zones consists of a set ofdetectors. There are 29 manual call points, 59 smoke detectors,7 flame detectors and 3heat detector sensors. A few points are checked weekly thereby covering the entiresystem. A list is attached to the fire detection control console on the wheel house. I willappraise you of how to isolate a particular zone in the system. Whenever you do itplease put the signboard provided and isolate for a max of 6 hrs only (the system has atimer function) so just in case anyone forgets to activate it, it will get activated by itselfafter 6 hours.
GREASINGvWindlass, inclusive of gears and teeth.à Once a month OR after every 2
operations whichever is earlier.vHatch coversà once a monthvHolds Rest pads and stoppers à after every loading and discharging
operationvWater tight doors, sounding caps, butterfly nuts, vents & flapsà monthlyvAccommodation ladder and pilot assist combination laddersà monthly
{All wires to be greased 2 monthly}vProvision craneà monthlyvBunker davit à monthly {All wires to be greased 2 monthly}vLifeboat davità monthlyvLife raft/Rescue boat davità monthlyvMooring winchesà monthlyvRoller leads, old manà monthlyvDECK CRANES TO BE GREASED PRIOR EVERY CARGO
OPERATION OR ONCE A MONTH WHICHEVER ISEARLIER. {All wires to be greased 2 monthly}
vGRABS TO BE GREASED EVERY 6 HOURS DURING CARGOOPERATIONS, BEFORE AND AFTER CARGO OPERATION,OR ONCE A MONTH WHICHEVER IS EARLIER. {All wires to begreased along with the grabs}
vVessel has been provided with a Castrol lube chart please find belowan extract from the same. The entire lubricant schedule is in your folder onthe bridge computer (C:\Documents and Settings\All Users\Documents\CHIEFOFFICER DIAMOND STAR\COFF\Diamond Star lube chart)
v Castrol MarineGeneral InformationCastrol Spheerol SX2 performance has been extended to a fully multi-purpose grease and has replacedCastrol Spheerol EPL2. Spheerol SX2 is fully compatible with Spheerol EPL 2.In order to realise the full benefits of these products it is important that the following points be observed:-a. Do not mix different synthetics with each other or with mineral oils.b. When changing over from a mineral oil to a synthetic lubricant ensure thorough cleanliness. Removeas much of the old mineral oil as possible by draining down with the oil still warm. When this iscomplete remove surplus oil from the system and internals of the machine with a lint free rag. Refer tooperators manual for any instruction on changeover to synthetic lubricants.c. Store all synthetics in a cool environment in sealed containers.
Greases:Spheerol SX2 is used for:Fuel Oil Hose Davit Grease Points, Fuel Oil Hose Davit Wire Rope.Accom. Ladder Winch Reduction Gearbox, Accom. Ladder Winch Grease Points.Accom. Ladder Winch Wire Rope.Pilot Ladder Hoist Grease Points,Pilot Ladder Hoist Wire Rope.Provision Crane Grease Points,Provision Crane Open Gears.Provision Crane Wire Rope.Deck Machinery Grease Points, Deck Machinery Wire Rope.Hatch Covers Grease Points.Deck Crane Grease Points, Deck Crane Open Gears.Deck Crane Wire Rope.Freefall / Rescue Boat Davit Grease Points, Freefall / Rescue Boat Davit Open Gears.Freefall / Rescue Boat Davit Wire Rope.Liferaft / Rescue Boat Davit Grease Points, Liferaft / Rescue Boat Davit Wire Rope.General Greasing Grease Points, Open Gears Brush Applied.Wire Ropes Brush Applied.Liability DisclaimerThis Lubrication Schedule has been prepared on the following basis (which the Owner / Customeracknowledges and accepts by making use of it):(i) The preparation of this Lubrication Schedule is governed by our standard Terms & Conditions ofSale (a copy of which can be found at the back of your Marine Lubricants Agreement and/or isavailable on request).(ii) In recommending which of our lubricants is most suited to a given piece of machinery, we haverelied on information about that machinery which you or a third party have provided to us orally or inwriting. Accordingly, we do not accept any liability for any inaccuracy in that information. If youbecome aware of any such inaccuracy, you should inform us immediately.(iii) This Lubrication Schedule replaces all previously dated lubrication recommendation schedules& surveys, which should be removed from use and destroyed.
02. Inspection status - ballast tanks , fresh water tanks , void spacesSOT/FO/037 is the company s tank inspection form which is duly filled up as and when required. All thetanks to be completed once in a year.Inspections completed for the following tanks:1.Fpk tank2. Fwd Void space3. Freshwater tank (P&S)4. No.1 TST P&S tank.5. No.2 TST P&S tank.6. No.3 TST P&S tank.7. No.4 TST P&S tank.8. No.5 TST P&S tank.The reports are filed and the soft copies are in the folder \\Bridge\CHIEF OFFICER DIAMONDSTAR\COFF\TANK INSPECTIONS.INSPECTION STATUS AS ON
30 Apr 2012
TANK NAMEDATE CARRIED
OUTDATE DUE
NO.1 TST PORT 14 Feb 2012 12/02/2013NO.1 TST STBD 14 Feb 2012 12/02/2013NO.1 DB PORT 11 Mar 2011 09/03/2012NO.1 DB STBD 11 Mar 2011 09/03/2012NO.2 TST PORT 14 Feb 2012 12/02/2013NO.2 TST STBD 14 Feb 2012 12/02/2013NO.2 DB PORT 11 Mar 2011 09/03/2012NO.2 DB STBD 11 Mar 2011 09/03/2012NO.3 TST PORT 08 Feb 2012 06/02/2013NO.3 TST STBD 08 Feb 2012 06/02/2013NO.3 DB PORT 11 Mar 2011 09/03/2012NO.3 DB STBD 11 Mar 2011 09/03/2012NO.4 TST PORT 31 Jan 2012 29/01/2013NO.4 TST STBD 31 Jan 2012 29/01/2013NO.4 DB PORT 11 Mar 2011 09/03/2012NO.4 DB STBD 11 Mar 2011 09/03/2012NO.5 TST PORT 31 Jan 2012 29/01/2013NO.5 TST STBD 31 Jan 2012 29/01/2013NO.5 DB PORT 11 Mar 2011 09/03/2012NO.5 DB STBD 11 Mar 2011 09/03/2012
FPK 17 Feb 2012 15/02/2013APK 12 Mar 2012 11/03/2013FWP 15 Oct 2011 13/10/2012
FWS 27 Aug 2011 25/08/2012VOID SPACE 10 Mar 2012 09/03/2013
There are no structural defects noted as such.There are coating defects as you will see once you go through the photographs. A gc has been raised forthe defects. Jotun experts had boarded the vessel on 25/03/2012 at Rizhao and their reports are with themaster. According to them the coating was found to be in a satisfactory condition. ATTACHED PLSFIND THEIR REPORT AS BELOW.
We have received some paints & thinners from jotun as a part of gc rectification forcoatings defects. The relevant GC has been closed as they form a part of yard supply.
Index03. Zonal maintenance on board wrt painting
04. Deck stores / spares / paints / tools /maintenance equipment / sopep inventory. Pls mention storearea wise.
05. Status of mooring ropes / wire ropes
06. Status of guarantee claims as applicable
07. Bunkering and sopep status
08. Deck crane typical problems crane wise and status
09. Inventory of accommodation / galley / medicine
10. Defect list and the difficulties encountered with proposed remedial action
11. Any other matter which can be highlighted and will be helpful for the s/onc/o
a) LOADICATORb) CARGO WORKa) TRIM AND STABILITY BOOKL ETb) REQUISTIONS & REQUSITION STATUSc) Crew routine & Administrationd) CADETSe) FRESH WATER MANAGEMENTf) Plansg) Email systems and backup procedure:h) Anchors and mooring equipment:i) De watering:j) Safety meetings and drills. SHIP SECURITY SYSTEM:k) Gas measuring instruments:l) Month end Filing system. Log books, garbage book, Office correspondence daily, monthly,
weekly msgs. Ballast record,. Vessel history file.m) Annual surveys & V.I. reportn) COMPANY CIRCULARS
03. ZONAL MAINTENANCE ON BOARD WRT PAINTINGKindly refer to the SOT/FO/082 and photo condition report for detailed report regarding the areas covered which is tobe sent monthly to Office. Presently we have finished, the forecastle, the Port side & stbd side main deck and hatchcoaming stays, pipelines and hatch covers watertight doors, davits , pilot assist ladders and gangways..The next indent for paint is mainly white and buff which is for the accommodation block and cranes. INTEND TOCOMPLETE BYMID JUNE balance by end December 2012.Since during the monsoons external maintenance will not be at its peak and during the coastal voyages the paint storewill also be locked. The plan is to complete the GC items inside the accommodation. After which we have to attend tothe spot rusting in the top side tanks. Paints for same are being asked in the half yearly requisition.ALL THE ABOVE, TIME, WEATHER AND OPPURTUNITY PERMITTING.
Kindly be guided by the below mentioned msg from the company regarding the above, (you can find the entire msg inmy mail foldersJ
QUOTE:From: Tech/SOT <[email protected]>To: [email protected], [email protected], [email protected], [email protected], [email protected]: Sun, 08 Apr 2012 18:02:32 +0400Subject: FW: Paint Maintenance ** MSG#:<87906>to:master/ce>As part of the painting maintenance schedule to be adopted on the vessel we have made a plan whereby the vessel hasbeen segregated into various zones encompassing the whole vessel The idea is that following this plan each zone mustbe painted twice in a year . And if each zone is painted twice a year it means that the whole vessel is painted twice ayear. THIS IS A PLAN. The relevant forms are SOT/FO/080 for the Engine Room and SOT/FO/081 is for the entiredeck area.
>To monitor the progress on the we have the form SOT/FO/082 which records the progress as per the above plan. Soany maintenance upgrading the cosmetic appearance of the vessel through painting cleaning is to be reported here.DAILY WORK DONE LIKE ISPS WATCHES, REMOVAL OF CYLINDER HEAD ARE NOT TO BE WRITTENHERE as is being done in certain cases.We are enclosing 2 forms from the Deck Dept. and 1 from the engine dept. for your understanding and necessaryaction.UNQUOTE
PAINTS: All info will be found in: \\Bridge\chiefofficer diamond star\COFF\PAINTSThe vessel uses Chugoku paints. The original yard paint scheme is for Jotun but I have made a shipspecific one for this vessel with the corresponding paints for Chugoku. It has been sent to the officefor approval. A shade card is also there in your folder for easy reference. We have epoxy based paintswhich require two pack mixing in the particular ratios. The thinners are specific to the paint types.Requisition for paints to be raised or 6 months consider weather days and in port days where painingwill not be done, Do not raise a requisition for too much as it will start hardening. Stock rotation isdone every month when the inventory is taken. There is a sprinkler system in the paint locker which istried out every month. Every 3 month the paints are turned for top elements to settle down as is a
normal practice with all epoxy based paints. As the vessel is new after proper SA2 power tooling andgood surface preparation we apply two coats of primer followed by one finish coat, but please feelfree to do as you desire.There is no spray painting machine on board. We have a zonal maintenance painting plan on board asper which the entire vessel should be entirely painted twice a year. But this is a plan only it should be followed to its maximum. A monthly maintenance report is alsosent which is discussed further under the topic of month end papers.Paints for engine room are also ordered by us and they in turn order grease & chemicals for us.Whenever you order paint please ask the 2/e to give you the approximate requirement of paint for 6months. Rollers brushes etc are ordered by them. The bosun mixes the paint in small quantities andgives it to them when they are painting. Please do not allow any paints to be kept in the strg gearroom; it is a fire hazard and a PSC deficiency. There is no mechanical paint mixer on board hencemanual mixing is in progress I have asked for one in this quarterly rqsn.Please remember to rinse the area with fresh water before and after the painting. Prior my arrival thel/boat davit was painted in Indonesia anchorage. The next day coal was loaded and the entire davit hadturned blackish. I had to get it redone. Upon investigation I found out that no rinsing had been doneafter painting there by not removing the curing chemical. Hence when they started loading the nextday as the vessel was at anchor and the vessel was heading into the wind all the coal got stuck on thedavit. I have instructed the boson and the crew to rinse before and after painting, if fresh water s notavailable please do a salt water rinse followed by fresh water mop, it is well worth the time and effortspent.For primer it is umeguard paint followed by a finish coat of unymarine or epicon finish paint. Thethinners for both are the same epoxy thinner A or unymarine.Please ensure you have sufficient stock of rollers at all times for painting.
04. DECK STORES / SPARES / PAINTS / TOOLS /MAINTENANCEEQUIPMENT / SOPEP INVENTORY. PLS MENTION STORE AREAWISE.
KINDLY REFER TO THE ATTACHED SHEETS FORTHE LATEST ROB OF STORES ONBOARD AS ON30/04/2012 .There are 5 deck stores on this vessel
1. Forepeak store2. No.2 mast house3. Sopep locker4. Paint store.5. Mates locker.
The inventories of the same will be handed over to you during the handing over process.They are taken monthly and filed.You have enough equipment to last you a month.All the spares are in the mates locker except for hatch cover spares and the ship structure accessequipments which are in the fore peak store.
Sopep locker is designated and has the emg hatch cover pump also.There is a navigation cum fire locker in the wheelhouse. Obsolete documents are kept in the linenlocker.
Chemical and grease ROB is given to C/E every month.
We presently have 4 machines. The requisition DS-DKSP-12-054 SPARES FOR JET CHISEL hasbeen received at Singapore this call and the spares renewed. Now all 4 machines are operationalThe existing model of jet chisel on board is some Chinese make called XCD 2. The spares ordered arebasis 2 mm needles. The major break down is the needle holder & the piston. The holes in the needle holder are gettingwider due to wear and tear. The broken needles are replaced as deemed necessary.
1. Forepeak store
S.NO ITEMS ROB
1 MUCKING WINCH 1 SET2 ACRYLIC PLATE(4MM×1M×2M) 3 SHEET3 PLY WOOD 3 SHEET4 BLACK CEMENT 190KG5 WHITE CEMENT 40 KG6 ALUMINIUM ALLOY STRAIGHT LADDER 1SET7 CANVAS COVER S ASSORTED 1 BOX8 BURLAP 2 ROLL9 MANILA ROPE 20MM,28MM,26MM,16MM 220MTRS10 COMBI - GUN 2 SET11 OLD FIRE EXTINGUSHER(CO2:14,DCP:6,ABC:15) 35NO.12 SPARK PROOF SHOVEL 1PC13 NYLON ROPE(30MM) 160MTRS14 POLYPROPYLINE ROPE(22MM) 170MTRS15 SAW DUST 2BAGS16 COTTON RAGS 150KG17 JUTE 100 KG18 ROPE STOPPER 3PC19 DAYLIGHT SHAPES 3PC20 ROPE FENDER 5 NO.21 TYRE FENDER 4 NO.22 GANGWAY NET(4×8.5M) 3 NO.23 CARGO LIGHT 2NO.24 ANCHOR BUOY 2PC25 METAL PIPE AND SHEET(ASSORTED) 14 NO.26 WIRE ROPE(12MM,16MM) EACH 1
COIL27 AIR HOSE 4 COIL28 WIRE SLING (1M,3M,4.5M,6M) 11NO.29 WOODEN BLOCK(ASSORTED) 5NO.30 HACH COVER RUBER KIT(1×1,L-
BOW,CROSSBAND,JOINT PACKING)1BOX
32 BAMBOO STICK 14PC33 ANCHOR CHAIN KIT(BETTER END HAMMER
,STEELRODS)1 BOX
34 IMMERSION SUITS 6PC35 LIFE JACKET 6PC36 RAT GUARD 9 PC37 COIR DOOR MATS 26PC38 ALLOMINNIUM ALLOY STEP LADDER 1NO.39 SAFE ACCESS LINE FOR DECK 2SET40 ALUMIMINIUM ALLOY EXTENSION LADDER 1NO.41 SPARE HYDRANT 2NO.42 STAGE WITH ROPE 1PC43 HAND GREASE P/P 3 NO.44 SUMERSIBLE P/P 1 NO.45 ANCHOR WASH RUBBERHOSE 1PC46 P.V.C HOSE(2INCH×20MTRS) 2 COIL47 P.V.C HOSE(3INCH×30MTRS) 1 COIL48 AIR HOSE SPAIR WITOUT COUPLING 2 COIL49 FLEXIBLE DUCT 1NO.50 TOILET PAPER 10BAGS51 RAMNEK TAPE 10BOX52 BOSUN’S CHAIR 2 NO.
2-MAST HOUSE STORE
53 JOINT SHAKLE 2 NO.54 BETTER END SLUDGE HAMMER 2 NO.55 EMPTY DRUMS FOR HATCH CLEANING 1056 HYDROLIC OIL DRUM 5 NO.57 PLASTIC PIPELINE BENDING JOINT (ASSORTED) 1BOX58 SPARE FIRE HOSE 2 NO.59 SPARE DECK WASHING HOSE 3 NO.60 SPARE PILOT LADDER STEPS 6 PC61 SPARE PILOT LADDER RUBBER STEPS 6 PC62 RAZOR WIRE 35 COIL63 PILOT LADDER SPREADER 4 PC64 GRAB WIRE (30MM) 10 COIL65 BOTTLE SCREW LASHING SHACKLE 12NO.66 SUSPENSION CONNECTING SHACKLE 2NO.67 O-RING 1NO.68 HARD BROOM 12 PC69 COMPOUND GREASE 40 KG70 HEAVING LINE ROPE 100 MTR71 MAN ROPE 2 SET72 RUBBER ADHESIVE 6 BOX73 HAND LEAD LINE 2 COIL74 OXALIC ACID 200 KG75 CRAFT PAPER 10 ROLL76 CAUSTIC SODA 150 KG77 SAND BAGS 6 NO.78 MAN HOLE GAURD 1 NO.
S.NO ITEMSROB
1 KEW –MACHINE 1 NO.2 HYDRAULIC V/V MANUAL P/P 1 NO.3 SUMERSIBLE P/P 1 NO.4 CHAIN BLOCK ASSORTED(S W L 1T, 5T, 2T,1.5T) 5 NO.5 SPARE TURN BUCKLE 12 PC6 DUCK KEEL FLENCH 1 PC7 JUBILEE CLIPS ASSORTED(4inch,2.5inch,2inch,6inch) 65 PC8 D-SHACKLE(ASSORTED) 5 NO.9 PNEUMATIC GREASE P/P 2 NO.10 BELT SLING 6NO.11 STEEL SCOOP 2 PC12 WOOD HAMMER 3 PC13 WOODEN SPIKE 2PC14 NAILS (6 inch) 20 kg15 NAILS (5 inch) 1 BOX16 NAILS (1.5inch) 1 BOX17 HAND CLEANER(BULK) 10 BTL18 HAND CLEANER 10 KG19 SMALL HARD BROOM 12PC20 BROOM STICK 12 PC21 FIRE HOSE COUPLING ASSORTED 10PC22 SHOVEL 14 PC23 DENSO TAPE 8 PC24 MOP STICK(STEEL) 18 PC25 MOP 2PC26 PLASTIC COIL 1 ROLL27 DECK WASHING HOSE 3 NO.28 SPANNER AND WRENCH ASSORTED 10 NO.
SLNO SOPEP LOCKER INVENTRYDATE :
28.04.121 OIL ABSORBENT PAD 1 BOX2 SAW DUST 25BAGS3 WILDEN PUMP 1 SET4 OSD 4 DRUMS5 PROTECTIVE CLOTHING NIL6 SPARK PROOF SHOVELS 9 PC7 SPARK PROOF BUCKETS NIL8 RAGS 20KG9 200 LTR DRUM 2NOS
10 MOP 2NOS11 CHINESE BROOM 6NOS12 SCOOP 2NOS13 SEA BOOT 3PAIR14 SCUPPER 15NOS15 SQUEEZE 2 NOS16 AQUATUFF 175 LTR17 GREASE 320 KG18 DISINFECTANT 250 KG19 FLOOR POLISH 45 LTR20 STRIPPER 80 LTR
Paint ROB is as below.STELLAR OCEAN TRANSPORT LLC
PAINT INVENTORY
FORM NO.: SOT/ FO/ 058REV NO. : 0130.11.2011
30/04/2012PAINT GRADE OPENIN
G STOCKRECEIVEDIN THEMONTH
CONSUMED
AREAATTENDED (PLEASEATTACHPHOTOGRAPHS)
CLOSINGSTOCK
AREA TO BEAPPLIED
SEA FORCE 60 DARKRED(OTWDRD)
120 MARCH 11 100 ANTI FOULINGFINISH:SIDEBOTTOM
PENGUARD HB II RED(ORUY96)
40 MARCH 11 WINCHES NIL DECK RED PRIMER
EPICON FINISH REDBROWN
20 AUGUST FOCSLE NIL DECK RED PRIMER
UNY MARINE TS-IRED BROWN
360 100 L (ATU.A.E)
P&S MAINDECK&HATCHCOVER
NIL FINISH PAINT.
UMEGUARD SX REDBROWN
200 100 L(ATU.A.E)
100L DECK REDPRIMER:OUTFITTINGS
PENGUARD HB IIWHITE(ORU001)
20 MARCH 11 NIL FINISH: INSIDESTUCTURE&E/RM
PENGUARD FSGWHITE(5EC001)
40 MARCH 11 20 PRIMER
JOTACOTEUNIVERSALWHITE(5FA001)
20 MARCH 11 20 PRIMER:ALL OUTFITTINGS
5526 UNY MARINE HSWHITE
100 JULY 100 FINISH
PENGUARD HB IIBLACK (ORUPGAX20)
NIL MARCH 11 NIL FINISH: TOP SIDE
EPICON FINISHBLACK CS-650
20 40L (ATU.A.E)
5L
JOTACOTEUNIVERSALALUMINIUM(OCLALU)
240 MARCH 11 240 FINISH:HATCH/G.WAY/PILOTLADDER
UMEGUARD SXGREY CS-614(N.6)
80 200L (ATU.A.E)
60 PRIMER
JOTACOTEUNIVERSAL
140 MARCH 11 160 PRIMER:1ST COAT
ALUMINI.REDENED(OCLART)
EPICON FINISHGREEN CS-518
20 100 L (ATUAE)
WALKWAY
NIL
2400EVAMARINERED CS-625
40 40 L(ATU.A.E)
40
2400EVAMARINEBLUE CS-643
15 JULY 11 15
EVAMARINE BLUEGREEN CS-680(7.5BG7/2)
20 40L(LANDEDAT U.A.E)
20
2400 EVAMARINEORANGE CS-623
NIL 10 L(ATU.A.E)
NIL
EVA SIGN 100ORANGE
10 10 L(ATU.A.E)
10
UNYMARINE TS-IBUFF CS-618
60 AUGUST 11 60
JOTUN THINNERNO.2(092202)
NIL MARCH 11 NIL
URETHANETHINNER A
40 60 L(ATU.A.E)
NIL
EPOXY THINNER A 80 140L (ATU.A.E)
NIL
SOVALIT AL NIL MARCH11
NIL FUNNELALUMINIUM HR/E/RM
UNY MARINEYELLOW CS-622
80 100L (ATU.A.E)
40
JOTACOTE UNI ACOMPA 15C
160 160(ATSINGAPORE)
160 DB TANKS
JOTUN THINNER 17 40 40(SINGAPORE)
40
REQUISTIONS & REQUSITION STATUS.M.V DIAMOND STAR, REQUISITION STATUS AT THE END OF:APRIL 2012
DATE REQN NO DESCRIPTION REQRDATE REQR PORT STATUS REMARKS
06.08.2011 DS/CHRT/11/062 CHARTS 11.08.2011 POHANG PARTIAL EXCEPT ITEM.NO.2
16.08.2011 DS/DKSTR/11/067PRINTERCARTRIDGES 25.08.11 SINGAPORE PARTIAL
ITEM NO. 1 NOTREC'D
09.12.2011 DS/PUB/12/011 PUBLICATIONS 19.12.11 DHAMRA PARTIALRECEIVED ONLYITEM NO.26 & 31
29.01.2012 DS/DKSTR/12/030MISSING / FADEDIMO SYMBOLS 04.02.2012 Chennai PENDING
22.03.2012 DS/ENSP/12/041RAuxiliary BoilerSpares PENDING
5/3/2012 DS/DKSP/12/043LUFFING WIRE FORNO.1 CRANE 17.03.2013 RIZHAO PENDING
12.3.2012 DS/ENSP/12/045 Incinerator 21.03.2012 RIZHAO PENDING
13.03.2012 DS/DKSP/12/046
NAUTICALSEXTANT & CO-RECPENS SINGAPORE PARTIAL
Partially recceived atsingapore. 22/04/2012
13.03.2012 DS/ELST/12/047Electrical Store(Urgent) 21.03.2012
RIZHAO PENDING
16/03/2012 DS/PNT/12/049(PAINTS FOR GC 176198 and 173) PARTIAL
AS PER MSGMSG#:<85187>Partially rcvd atsingapore 22/04/2012
18/03/2012 DS/ENSP/12/050Hoses for HatchCover 19.04.2012
Dubai PENDING
19/03/2012 DS/ENSP/12/051Hoses For DeckCrane 19.04.2012
Dubai PENDING
22.03.2012 DS/ENSP/12/052Mechanical SealsFor Various Pumps 22.04.2012
PENDING
15.04.2012 DS/DKST/12/060 GC STORES 09.04.2012 SINGAPORE PARTIALPartially recceived at
singapore. 22/04/201216.04.2012 DS/MED/12/061 MEDICINES 21.04.2012 SINGAPORE PENDING28.04.2012 DS/ENSP/12/062 HFO PURIFIER 28.04.2012 INDIA PENDING
REF REQUSITIONS PLS FIND BELOW THE INSTRUCTIONS FROM THE COMPANY:QUOTEFrom: Tech/SOT <[email protected]>To: [email protected], [email protected], [email protected], [email protected], [email protected]: Thu, 08 Dec 2011 12:16:30 +0400Reply-to: [email protected]: STORES , SPARES AND REQ. ** MSG#:<74509>X-CodePage: utf-8To MasterPls note followingQUARTERLY STORES:1.DECK STORE - DKST , 2. CABIN STORE- CBST, 3. ENGINE STORES - ENST, 4.ELECTRICAL STORE- ELST, 5. STATIONARY -STN , 6 . SAFETY -SAF ,REQ- SIX MONTHLYPAINT - PNT , CHEMICAL - CHEM
REQ- AS AND WHEN REQUIRED
LUBE OIL - LUB , MEDICINE – MED GAS – GAS PUBLICATION & CHARTS – PUBENGINE SPARES – ENSP DECK SPARES- DKSP
NAVIGATION& BRIDGE EQUIPMENT SPARES PUT IN SAFETY REQ WHENEVERREQUESTED FOR SAME.
raise req. as per above requested manner. ,pls put appropriate abbreviation for stores as shownnext to the req. We are trying to standardizing the quarterly stores for all vessel, once readywill send onboard for vessel review. Kindly acknowledge the receipt.regardsPradeep Gupta.UNQUOTE
Regarding Stores Requisition, Company’s policy is to indent quarterly stores.
Last quarterly stores received at MINA SAQR & CHENNAI in Jan 2012 and Feb. 2012 respectivelyand next due is in June 2012.
I have made the quarterly requisition for deck stores, and cabin stores but it is to be sent in May2012 for receipt in June 2012. Paints will be supplied in June I have got it ready and wheneverthe office asks you can send it to them. As discussed above the plan is to paint the crane so Ihave concentrated on buff paint mostly and considering the south west monsoons round thecorner I have asked for the paints accordingly. Please have a look at it and alter it to suit yourrequirements.
The indents are sent to office through the Company’s Form SOT/FO/006.
Emergency indents are sent as required by the Master’s Approval. Regarding store req, refer tomessages from company for requesting in a correct manner. The pending requisition status is asattached. The requisition status is in the common folder path \\Chiefengineer\cecabin\COMMON FOLDER ON LAN\REQUISITION STATUS
All the deck requisitions are filed and are stored on the BRIDGE COMPUTER path:D:\CH OFFICER\DK REQUISITION\RQSN 2012\DS DKST(the shortcuts to both are in your folder and on the bridge
computer desktop)Quality Store Confirmation / Complaints To Be Sent To The Office Once You Start Using Them.
Upon receipt as far as possible please check the stores for quality and reject substandard stuff thereand then. Try to cover maximum stores under quarterly requisitions.I have asked for kerosene, oil & grease remover for removing the grease stains on deck, also haveasked for aquatuff for cleaning of holds. I have additionally asked for metal brite, for cleaning of ruststains, weeping from accommodation and cranes. We have received the spare piston and needle holderfor the jet chisels at Singapore and now we have 4 machines fully operational with 3 boxes of spareneedles.The requisitions for medicines, charts and publications and nautical equipment are filed with the 2nd
officer.
The requisition status is in the folder \\Chiefengineer\ce cabin\COMMON FOLDER ONLAN\REQUISITION STATUS it is to be updated every time you send a requisition.And is to be sent to the office monthly.
05. STATUS OF MOORING ROPES / WIRE ROPES
Kindly refer to the amended company’ form SOT/FO/054 which is sent to office on monthly basis.Presently vessel having certificates for all wire/mooring ropes/lifeboat falls/rescue boat falls, thecopies of which are filed and the originals with Master.WIRES:Vessel has received 4 nos grabs at Mumbai on Sep-2011 for which the certificate of attestation isonboard and yet to receive the other loose gear certificates. Also the chain register is to be updatedaccordingly.SOT/FO/054 is also updated reg the grab certificate status last month. Please refer to theCorrespondence in/out file for the messages exchanged regarding the matter.It was noted that after loading operations in Indonesia IN DEC 2011, grab wires were founddeteriorated and same informed to company. We received new wires in Singapore, Indonesia andDhamra.All 4 wires were renewed by end December. By mid February we had to renew all wires again due toexcessive wear and tear. The present lot is from Mina Saqr which is a relatively good qualitycompared to the ones received in Dhamra.We have received 2 more sets of wires in Singapore present ROB as per SOT/FO/054. The presentlyreceived wires are having high breaking strength as well as plasticized construction for durability.Once the wire rope is put in use, the performance needs to be monitored closely and running hrs to berecorded as per wire rope running hrs. Please find below msg to this effect from the office.Subject: DS - Grab wire rope OLDMSG#:<89278> ** MSG#:<89696>>>Dear capt,>>The wire rope supplied for grab is of high breaking strength (3 times more compared to earlier type).The construction of this wire is plasticized compacted with Lang's lay, which have higher degree ofresistance against wear and tear.>>Once this set of wire is put in service, pls adv us the date installed and keep>us posted about its performance.>>Rgds/Randhir
Grab wires usually last 2-3 operations after which they may have to be renewed. A close check dailywill help prevent undue delays. Also the presently renewed ones are from the Mina Saqr which has ahigher degree of durability compared to the ones received in Dhamra.CRANE RUNNER WIRES HAVE BEEN RENEWED IN FEBRUARY 2012CRANE NO. 1 CRANE NO.2 CRANE NO. 3 CRANE NO.4
H 343696/1 NT10P00728 05 H 343696/1 H 343696/1 CERTIFICATE NO. OF NEWWIRE
20/02/2012 13/02/2012 17/02/2012 15/02/2012 DATE CHANGEDPLEASE NOTE DO NOT ATTEMPT TO DISPOSE ANY OLD WIRE WITHOUTCOMPANY’S PERMISSION. THE WIRES ARE COLLECTED AND THEN DISPOSED OFFSIMULTANEOUSLY BY A COMPANY APPROVED SCHANDLER.
ROPES:We have 6 ropes forward and 6 ropes aft for mooring stations. One rope is of a 72mm diameter used for giving it to the tugs.All ropes are kept in upon departure port and are removed prior arrival.We have 2 heaving lines fwd and 2 aft, +1 gentline fwd and aft.We have recently renewed the gantline for the stage.I have indented for one also. We have different ropes for wire greasing and wirerenewal.You have 1 spare manila rope for a pilot ladder.We have 2 pilot ladders & 2 aluminium draft ladders.Spare rubber, wooden steps, spreaders and chokes are kept in the fpk store.There are 2 manropes for pilot ladder.There is only one set of staunchions and manropes for the pilot assist ladder.There is one seperate set of staunchions and manropes for the Gangway.We have 2 bosun chairs which are in good condition.We have rope fenders fwd. In addition we also have tyre fenders, which are used inIndonesia as a cushion to the ship whilst the barge comes and is alongside thevessel.THE LATEST SOT/FO/054 is in the month end folder.
Please find below list of spare wires on board with certificates:
STATUS OF SPARE WIRES AS ON 01/04/2012
DECK CRANESCRANE NO. 1 CRANE NO.2 CRANE NO. 3
CRANENO.4
HOISTING WIRE ROPE : CONSTR - U4 X SeS(48)-5FC,LAYING -SZ, DIA - 33.5mm,LENGTH - 288.2m.LUFFING WIRE ROPE : CONSTR - 6 X Fi(29) IWR,LAYING - ZS,DIA - 26mm,LENGTH - 209m.
SPECIFICATIONS
LUFFING
CERTIFICATE NO. OF NEW WIREL-2009-11-G029-2
HOISTING
CERTIFICATE NO. OF NEW WIRE
H343696/1
GANGWAY WIRESPARTICULARS PORT STBD
KIND 7 X 18 7 X 18COMPOSITION SP SP
DIAMETER 20MM 20MM
LENGTH 70M 70M
CERTIFICATE NO. NJ08W00064
PILOT ASSIST LADDERPARTICULARS PORT STBD
KIND GSWR GSWRCONSTRUCTION 6 X 24 6 X 24
DIAMETER 12mm 12mm
LENGTH 55m 55m
LAST DATE CHANGED SHIPYARD SHIPYARD
CERTIFICATE NO. NJ08W00064
GRABSGRAB NO. 1 GRAB NO. 2 GRAB NO. 3
GRAB NO.4
SPECIFICATIONS
4 COILS(2SET)
4 coils (2sets)
CERTIFICATE NO. OF WIRE SIME/PMR/VSP/006/2011-1212S014316-19
RCVD @DHAMRA
RCVD @Singapore
06. STATUS OF GUARANTEE CLAIMS AS APPLICABLEKindly refer to the attached guarantee claim status regarding the present status. The soft copy of the GC status is kept in\\Chiefengineer\ce cabin\COMMON FOLDER ON LAN\GC STATUS\G.CSTATUS and the hard copy is filed in the respective file. The vessel’s guarantee period has now expired but theoffice is still in the process of settling the claims and hence correspondence is in progress.There are some stores which will be supplied from office. (A LIST OF WHICH IS ATTACHED) A monthly status isto be sent till all the claims are settled.
VESSELM.V.DIAMONDSTAR
DATE 25-Apr-12
GC 001/2011 13/03/11 WINDLASS HYD PUMP HOSE LEAKAGE 14.03.11
Open,(Underadvicefromoffice, thepipelinedesignneeds tobemodified)
GC 034/2011 6/5/2011 VARIOUS LEAKS Open
GC 036/2011 10/5/2011 E/R LIGHTING Open
GC 070/2011 10.08.2011 RUST FORMATION INSIDE ALLCARGOHOLDS Open
GC 072/2011 16.08.2011 SHIP'S HOSPITAL CALLING ALARM Open
GC 080/2011 23.09.2011 MISALIGNMENT OF PORT SIDECOMBINATION LADDER Open
GC 081/2011 23.09.2011 MISALIGNMENT OF STBD SIDECOMBINATION LADDER Open
GC 084/2011 05.10.2011 IMPROPER FLOORING INSIDE HOSPITAL
itemsreceived
yet torectify
Closed
GC 087/2011 15.10.2011 FAULTY INDICATION ON REMOTE UNIT OFVDR Open
GC 088/2011 15.10.2011 RESCUE BOAT DAVIT OIL LEAKGE FROMHOSE Open
GC 090/2011 15.10.2011 RUDDER ANGLE INDICATOR ILLUMINATION
SparesReceived,
Yet ToInstall
Open
GC 093/2011 19.10.2011 NO LSSS PLAN Open
GC 096/2011 22.10.2011 CYLINDER MORTOISE LOCKS Open
GC 097/2011 22.10.2011 GYM ROOM FLOORING
itemsreceived
yet torectify
Closed
GC 098/2011 23.10.2011 CLEAR VIEW SCREEN Open
GC 099/2011 23.10.2011 STAIRWAY FLOORING
itemsreceived
yet torectify
Closed
GC 100/2011 23.10.2011 FORE DRAFT VALVE Open
GC 102/2011 23.10.2011 COVER PLATE FOR FAIRLEAD ROLLER Open
GC 103/2011 23.10.2011 CRANE POST DRIP TRAY Open
GC 109/2011 08.11.2011 CLINOMETER NOT FITTED IN MASTER'SCABIN Open
GC 110/2011 22.11.2011 WATER INGRESS PRE ALARM FOR NO.5CARGOHOLD
SparesReceived,
Yet ToInstall
Open
GC 111/2011 22.11.2011 RUBBER REST PADS FOR CRANE JIBCRUTCHES Open
GC 113/2011 02.12.2011 Control Room Flooring Open
GC 115/2011 09.12.2011 Water Ingress into enclosed gear casing of Port sidewindlass. Open
GC 116/2011 09.12.2011 Sextant with non-adjustable errors. Open
GC 118/2011 14.12.2011 Remote FO Tank Level Gauges not functional. Open
GC 119/2011 15.12.2011 Remote Temperature sensors for variousmachineries not working. Open
GC 120/2011 15.12.2011 Dimmer function of Rudder Angle Indicator NotFunctional At Wheel House.Follow up GC of 090 Open
GC 122/2011 17.12.2011 Shift of track on both radars Open
GC 124/2011 20.12.2011 Leakage from gland packing of bolier water levelcontroller. Open
GC 129/2011 20.12.2011 PRESSURE GUAGE OF AIR HORN Open
GC 132/2011 21.12.2011 Dimmer function of ME RPM Indicator Not FunctionalAt Wheel House. Open
GC 135/2011 27.12.2011 Replacement Of Auxiliary Engine Turbochargers (3 Sets) Open
GC 136/2012 01.01.2012 Malfunction of the ME RPM Indicator at the WheelHouse Open
GC 137/2012 05.01.2012 Damage to No. 1 Deck Crane Geared cable For Slewing Open
GC 138/2012 10/1/2012 GALLEY FLOOR TILES
itemsreceived
yet torectify
Closed
GC 139/2012 10/1/2012 FIRE DOORS & DOOR CLOSURES WITHIN THEACCOMODATION Open
GC 141/2012 10.01.2012 PUFFING OF FLOORING IN VARIOUS PLACES INACCOMODATION
itemsreceived
yet torectify
Closed
GC 142/2012 11/1/2012 RESCUE BOAT MISCELLEANOUS DAMAGES
Open (Partly closedonly enginecoverreceived)
GC143/2012 11/1/2012 VARIOUS DAMAGES TO FIRE HOSE BOXES OPEN
GC145/2012 11/1/2012 RUST BLISTERS ON NAV DECK, COMPASS &FUNNEL DECK OPEN
GC146/2012 11/1/2012 NO CORRECTION FOR HEEL IN SOUNDINGTABLES & LOADICATOR OPEN
GC147/2012 11/1/2012 NRV OF HOLDS FOUND CRACKED AT VARIOUSLOCATIONS OPEN
GC 148/2012 11.01.2012 Filter cover casing for hydraulic line filter for No. 1 deckcrane. Open
GC 149/2012 11.01.2012 COURSE RECORDER PLOTTER PEN
SparesReceived,
Yet ToInstall
Closed
GC 153/2012 12.01.2012 CHANGING LOCKER LOCKS Open
GC 154/2012 12.01.2012 BALLAST P/P 1&2 SUCTION/DISCHARGEPRESSURE GAUGES Open
GC 155/2012 12.01.2012 DECK AIR VALVES
SparesReceived,
Yet ToInstall
Closed
GC 156/2012 14.01.2012 Damage of Hoisting Lever Spring Pin For No. 1 DeckCrane. Open
GC 157/2012 14.01.2012 Key For CO2 Release Cabinet Found Missing. Open
GC 158/2012 16/01/2012 186 BROKEN NUTS ON MAIN DECK Open
GC 159/2012 16/01/2012 End hinge stopper of no.1 cargo hold having no greasepoint Open
GC 160/2012 16/01/2012 Different type of grease nipples for hatch covers Open
GC 161/2012 16/01/2012 Leaking Fire hoses Open
GC 162/2012 17/01/2012 FIRE HYDRANTS LEAKING AND DAMAGED Open
DS-Grab-003-12 17.01.2012 O ring damage leading to hydraulic oil leakage. Open
GC 163/2012 17/01/2012 MALFUNCTION OF UHF HANDHELD RADIO(WALKIE TALKIES.) Open
GC 164/2012 22/01/2012 FORWARD AND MID SHIP DRAFT GAUGE VALVES Open
GC 166/2012 22/01/2012 Sewage Treatment Plant Sampling Test Kit Found To BeMissing. Open
GC 168/2012 26.01.2012 LO Leakages from the LO cooler for the Aft MooringWinch
SparesReceived,
Yet ToInstall
Open
GC 169/2012 3/2/2012 IMO SYMBOLS Open
GC 170/2012 4/2/2012 RPM-TELEGRAPH MIS-MATCH Open
GC 171/2012 4/2/2012 DECK COATING DEFECTS Open
GC 172/2012 05.02.2012 Revision Of Piping Diagram For AE Drip Tray Drains. Open
GC 173/2012 8/2/2012 CRANE coating defects Open
DS-Grab-004-12 10.02.2012 Various flaws in Grab steel structure Open
GC 174/2012 14/02/2012 NO.2 CRANE WIRE DAMAGE Open
GC 175/2012 14/02/2012 Accomodation ladder and combination laddder materialdefect. Open
GC 176/2012 14/02/2012 Tank coating defects.
Receivedas peryard
supply
Closed
GC 177/2012 15/02/2012 NO.4 CRANE WIRE DAMAGE Open
GC 178/2012 15/02/2012 NO.3 CRANE WIRE DAMAGE Open
GC 179/2012 17/02/2012 DECK CRANE JIB HEAD LASHINGS Open
GC 181/2012 20.02.2012 NO.1 CRANE WIRE DAMAGE Open
GC 182/2012 19.02.2012 HOISTING WIRE DAMAGES TO ALL 4 CRANESFROM SAME POSITION Open
DS-Grab-005-12 20/02/2012 DAMAGE TO 16 GRAB WIRES IN 5 OPERATIONS. Open
GC-183-2012 21.02.2012 Malfunction of CLO non flow alarm for ME cylinderlubricator units 1 and 2. Open
GC-184-2012 21.02.2012Non flow of CLO from the CLO storage tank when thevolume of CLO in the tank comes down to around 5000L.
Open
DS-Grab-006-12 22.02.2012 Batteries for Grab Open
GC-185-2012 27.02.2012 Overspeed Trip For No. 2 DG Open
GC-187-2012 01.03.2012 HFO Bunker Line Intake Valve (Manifold Valve) NotHolding) Open
GC-188-2012 05.03.2012 Hold stopper clearances Open
GC-191-2012 08.03.2012 Faulty indication of valves on the ballast control panel. Open
GC-192-2012 08.03.2012 Faulty readings of fwd & aft gauges in ball control room. Open
GC-193-2012 08.03.2012 Broken air filter for combination ladder Open
GC-194-2012 08.03.2012 Faulty readings of freshwater tank gauges. Open
GC-195-2012 08.03.2012 Faulty closing arrangement for air condition duct Open
GC-198-2012 10/3/2012 Shipside coating defects Open
GC-201-2012 10/3/2012 Scratches on cylinder liner of ME No. 5 unit followingprogressive reduction in CLO feed rate. Open
GC-202-2012 29/3/2012 Dry washing cleaning arrangement has been not suppliedfor all 03 Aux engine Open
07. BUNKERING AND SOPEP STATUS
Vessel Last bunkered at singapore on 23-April -2012 prior proceeding to India .Bunkering plan is discussed with chief engineer prior bunkering operations.Ensure no ballasting/deballasting operations are carried out during bunkering as per Company’ policywhich is always complied with.Designated SOPEP locker is Deck store aft of #3 on main deck.All SOPEP equipments are sufficient and are maintained in good condition ready for use inemergency.Monthly SOPEP inventory is sent to Company through form SOT/FO/055.Paste the Emergency contact details of the arriving port on bridge prior arrival every port.
08. DECK CRANE TYPICAL PROBLEMS CRANE WISE ANDSTATUS
V/L is equipped with 4 cranes & grabs. All 4 cranes & grabs are in good working condition.Below is guidance from the office for the periodicity at which the crane wires are to bechanged
Subject: Luffing wire renewal periodicity. ** MSG#:<83622>>To: DS-mas/ce>CC: Fleet vsls-mas/ce
Good day gentlemen,Pls note flwg guideline for the renewal of d/crane runner and luffing wire:01) Runner wires to be changed after around 800~1000 hrs.>02) Luffing wires to be changed after around 1400~1500 hrs. The service life of luffing wires is generally onhigher side due to steady load working on these topping wires compared to runner/hoisting wire, where the loadis variable and causes shock load too. The variation of load on runner wire is from minimum(when hook is without load and while biting the cargo by grab) to max load with full loading capacity.> There are no problems on deck cranes as such during operations.>Cranes must be greased on monthly basis/prior every use / as required.>Routine checks and inspections are carried out as required.>Renewal of luffing wire of no.1 crane will be due.>At the end of every month please obtain the running hours form the chief engineer to fill in the
wire condition report.>Remote controls for crane AC and grab remotes are with E/O.>The limits of all cranes have been set and are operative they have been recently tried out and
set on 02/04/2012 prior arrival Indonesia (Muara Jawa). It is a general practice that they aretried out prior every cargo operation.>All crane wires have been greased recently. It is a normal practice to grease it once in two
months.Rocking tests were carried out in December 2011 and the records are filed accordingly. The
clearances, thus obtained, were found to be satisfactory. We have raised a requisition for spare hoses
which is very comprehensive and if supplied in full, vessel need not order any spare hoses in nearfuture.Small problems related to electrical connections or slight leakages are observed from time to time andare rectified as required. Grabs are working satisfactory. We had a few failures, one with the sensorand another with the leakage in the hydraulic hose. Spares has been received vide a GC.We have 6 spare batteries for grabs with 4 in use.There have been failures with the wire rope in the past and has been renewed as mentioned earlier. Assuch, we did not face any major machinery breakdowns with the cranes.Another problem we faced was in no.1 crane, In vizag the slewing gear cable parted. Now, this cableis basically a linkage or connection from the handle to the slewing motor, it acts as a commandtransmitter. Since we did not have a spare one, we were using it by welding it. Prior loading coal atmuara jawa we renewed it and the old one is as spare with the e/o.Also the locking bolt on the lever had dislodged in no.1 crane which takes about 5 minutes to fix.At Kijang Anchorage we had a problem with the overload trip of no.1 crane. It was reset by the E/Oand now is working fine. We then removed one spill plate from all grabs as the cargo coming was wetand the problem did not resurface
09. INVENTORY OF ACCOMODATION / GALLEY / MEDICINE
Accommodation equipment list Deck inventory list FILE supplied by the yard is in the ships plans.Inventories are taken monthly and are filed in c/o file.Provision store inventory is taken by the chief cook.Linen locker inventory is taken by the G/s.Medicine indents and inventory file is with 2nd officer.
There are a few boiler suits and safety shoes in my cabin, they can be issued to the crew as the masterdeems fit, or if people have joined w/out them. Refer to a recent circular {CIR/PER/023/11} that hasbeen sent in this regard.
10. DEFECT LIST AND THE DIFFICULTIES ENCOUNTERED WITHPROPOSED REMEDIAL ACTION.
Kindly refer to the GC status for the defect list and the running defectregister.
Difficulties encountered are,
1.FPK water ingress sensor is faulty and GC raised for thesame(GC/068/2011).New sensor was supplied at Mumbai but unable torectify even after replacement of the sensor.Same to be attended at china.
2.Ballast stripping eductor drive discharge pressure gauge is nonfunctional. Hence it is difficult to find out the driving pressure duringstripping of ballast tanks. GC is raised for the same too.
3. Sounding gauges for forepeak and apk tank show incorrect sounding.The same has been notified to office and E/o has tried to rectify it but invain.
4. At times the cranes do not respond quickly enough to the amount ofmovement of the levers, they need to be then adjusted by the electricalofficer.
5. Mostly the problem occurs in no.1 & 4 crane so hence as per thecompany circular we should endeavor to finish the forward most and aftmost holds first to avoid undue expenses of installation of shore gear
11. ANY OTHER MATTER WHICH CAN BE HIGHLIGHTED ANDWILL BE HELPFUL FOR THE S/ON C/O.
Do not trust the Sounding gauge for stripping purposes.
Refer to the Inspection of critical equipments which is of company’s format.
LSA/FFA files are maintained by the third officer and is checked by me as required.All the Drills has been completed for the last month. Life boat was lowered by secondary means and was never freefalllaunched since delivery of the vessel but vessel complying with the SOLAS requirements regarding the same. There isa very little amount of oil leak from the flexible hose on rescue boat davit for which GC has been raised. Overall allLSA/FFA equipments are in good condition and ready for use at all times.
All the cargo holds have deposits of HBI cargo residues which is being attended as time permits. Presently No.1 cargohold reachable areas are completed and No.2 in progress. This job was carried out at Kandla anchorage before loadingiron ore fines. Now if the weather conditions are unsuitable for carrying out external deck maintenance this can beattempted. Aquatuff has been asked for and will be supplied soon.
Garbage record book, water ballast record book, Official log book, Chief officers log book, are maintained by chiefofficer. Daily work done for the deck department must be sent to office on daily basis. Sounding log book and bilge logbook are kept on bridge which is maintained on daily basis.
Keys for all the locks onboard including 1 grand master key is in chief officer’s cabin. Master is the SSO for the vessel and you will have to assist him in all aspects for maintaining the security of the vessel.Files regarding the security are kept in masters cabin along with all other files. Seperate inventory is maintained for theISPS equipments onboard.
Garbage management plan copies are kept in coff’s cabin and Master’s cabin. Amended GMP was implemented on Oct2011.All the soft copied related to chief officer will be handed over to you during sign off.CHOKING OF EDUCTOR: Recently we had a problem relating to the eductor where in the eductor was opened up andit was found that the vena cava for the eductor was choked by a nut. The obstruction was removed and now it isworking fine.
STRIPPING OF TANKS BY BLEEDING.: While deballasting please ensure that you bleed the previous tank from itssuccessive tank. i.e when the sounding of the successive tank comes to about 1-2 meters open the previous tanks thiswill help in removing most of the water and will save on your stripping time. During this period keep checking thedischarge pressure as starvation of the pump will lead to damage.
FLICKERING LIGHTS ON CONTROL PANEL. Lights of certain valves flicker on the ballst control panel therebygiving an illusion of the valve position. I will personally brief you regarding this during our hand over.
There are two hydraulic motors for opening/closing hatches. Only one pump to be used at a time. Hatchopening/closing is very simple.The system is working fine. Line filter is cleaned as per schedule (monthly). The handle for the isolation valve isbroken. We have received a spare valve which has not been renewed. We have raised a requisition for spare hoses forthe hydraulic line.
For windlass motor cooling, deck water to be on all the time while pump is in operation.
CARGO AND STABILITY.Loadicator:
LOADICATOR MAKE : SHIP MNANGER 88.
Loadicator computer is kept in Ballast control room and is solely used by chief officer only. Thepassword for the loadicator is MERCURY.It is very user friendly; the manual for the Loadicator is kept in the cabin along with the finished plansboxes. I will brief you about the detailed operation during handing over. Block loading is alsoincluded. The latest test report has been signed by the surveyor at Rizhao this is sometimes requiredby fussy PSC officers and is kept along with the test report in my cabin. A negative trim indicates trimby stern and a negative heel indicates heel to port.It has calculations for grain loading and steel coil loading also details of operation are in the manual.
Regarding the value of constant in the loadicator program, the value has been increased after receivinggrabs by 40mt and matched up the observed draft values with the calculated draft values. PLEASEREMEMBER TO UPDATE THE CONSTANT EVERYTIME YOU OPEN A NEW FILE ELSETHE DRAFTS WILL GO HAY WIRE. There are 2 options for drafts one a perpendicular and theother at the marks ,I personally prefer to keep it on the marks option, there will be no difference tovalues of trim, or any other parameter ( except for the drafts of course). The rest is your choice. Theloadicator is based upon midship LCF and forward of longitudinal is positive.It has an option for draft survey but I don’t use it.It also has an option for preparing the loading/ discharging sequence. I will show you once you are onboard.Also please remember to change the loadline you will be loading to else it will start giving an audiblealarm if you over load.
The loadicator is also programmed for grain calculation and steel coil loading.The cargo securing manual is under the master’s custody.
Test conditions are fed in the program and the same approved by the class surveyor.
Loadline survey full term was carried out on 27th july 2011. All the conditions of vessel during mytenure are saved in the Coff folder in loadicator and previous conditions inside OLD folder. The visualdrafts are very close to the drafts on the loadicator.
There are previous versions of the loadicator in which the light ship is in error. The latest version is inthe cabin drawer. The class approved test condition (approved by ABS ) is in c/o cabin along with thetest report document.All print outs for arrival, departure port are to be filed in the file for arrival departure stabilityconditions.Whenever you do a test condition for a loadicator please use the test report and not the trim andstability booklet.
We had recently raised a GC as there was a slight error in the figures obtained from the loadicatorcompared to the one in the trim and stability booklet.Upon correspondence with the yard we were advised there are certain allowable limits within which ifthe values fall it is considered satisfactory.The limits are specified in the attached letter.Msg ref (Fwd: FW: ??: D2022 DIAMOND STAR Loadicator - gc 189 part 2 ** MSG#:<84950>Fwd: FW: ??: D2022 DIAMOND STAR Loadicator - gc 189 part 1 ** MSG#:<84946>)
Loading manual & Trim and stability booklet (finalcopy)Whenever during any cargo calculation you use the trim and stability booklet please use
the one marked FINAL VERSION. The difference lies in the light ship used in thecalculation of the provisional version which may induce an error. There is a spreadsheetfor the draft survey which is quite accurate. The deductibles are as follows:H.F.O.D.O.L.OFRESH WATERT/CLEAN WATER IN A.P.T.BALLASTSagging allowance
Constant is around 250 MT.The meanings of the signs in all loading conditions are as below:+ Positive sign ; trim by stem (bow)- Negative sign ; trim by stern
ALL LONGITUDINAL DISTANCES RELATE TO MIDSHIPS. LCG, LCB, LCF & MOMENTS(LCF is measured from the midships)+ positive sign ; Forward from midships- negative sign ; After from midships
For TCG and heeling angle:+ positive sign ; Starboard side- negative sign ; Port side
READING OF DRAFT MARKS AND CO-RELATING IT TO THE BOOKLET:The read drafts correspond to the DRAFT BOK (which is the abbreviation forDRAFT ABOVE BOTTOM OF KEEL) in the Trim and stability booklet and not themoulded draft. This should be pointed out to the surveyors during their draftsurvey.
All the parameters such as displacement, lcf, etc when taken should be taken for draftBOK. This is because as per the draft mark arrangement plan the draft zero line isabove the thickness of the keel plating at midships, (i.e. 19.5mm). {As per condition ofassign it is 17.5mm but it will not make any difference to cargo calculation as finallyboth are rounded up to 20mm when the drafts is read to the nearest cm.}For the moulded draft the draft marks are measured from each datum position which ifcarefully observed in the plan is not at the baseline but is at the keel bottom. (You canalso apply the keel thickness correction to the moulded draft and then take the parameters but itis the same thing)
However, after saying this please note that when you are calculating your cargouptake, the displacement to be taken should be for draft moulded, as when thevessels displaces the water around it, it will finally displace it as per the mouldeddraft. Hence the deadweights which are in the ship s particulars are as per themoulded drafts. Please feel free to discuss this topic during our handing over as it isvery important to have knowledge about this constraint.
The vessel has two hydrometers both are without certificate. The master has beennotified of the same. Whenever they are used please calibrate with fresh water fromthe evaporator drain of the e/r before using for draft survey. They sometimes show anerror of +2 and sometimes +3. Ensure you use your own hydrometer at the load anddischarge port not that of the surveyors thereby keeping the error constant. Theysometimes don t agree but if you explain this to them they tend to understand. Do notget into an argument with them as it may turn the matter bitter.
We have 4 fuel oil tanks on deck. The storage and settling tanks are in the e/r. Nowthere is a problem in the sounding for storage tanks for HFO , hence we prefer to keepthem full. As fuel oil transfer cannot be done in port it is preferable it is done beforearrival the port. Stripping of the FOT s can be carried out in ballast passage as the trimwill give better results. This you can discuss with the chief engineer and master beforehand and act accordingly.Also before bunkering they prefer to keep their storage tanks full hence when planningthe cargo especially on the leg of departure from the bunker port please discuss withthe chief engineer before hand and distribute the cargo accordingly especially whenyou are loading to the marks else you will land up down by the head and will have noscope even to Take ballast in the Apk tank.
THE DISCHARGING PLAN FOR THIS DISCHARGE WILL BE HANDEDOVER TO YOU ONCE WE MEET.
CARGO WORK:She has a tendency to sag when loading to her marks, hence proper care to be taken duringtrimming to keep sufficient cargo in hand to distribute to avoid any stresses of undue nature.She responds very well when loaded towards her ends. If a slightly more increase in draft isrequired, then when loading in the end holds load in the forward part of no.1 she will trim byher head faster than expected/calculated. Heeling moments are maximum in no.3 cargo hold asis with any ship of her size, so is the sag. Careful loading has to be planned in accordance withbunkers to avail as minimum a hog and sag as possible. Slight sag will get rid by itself during thevoyage itself considering the bunker consumption from 1P& S.This also has an added advantage that as less cargo is in no.3 you can get it ready for heavyweather ballasting upon completion of cargo.NO.3 TO BE FINISHED AS SOON AS POSSIBLE AND KEPT READY FOR HEAVY WEATHER
BALLAST, PREFERABLY BEFORE DEPARTURE PORT. IF CIRCUMSTANCES DEMAND, INCONSULTATION WITH THE MASTER BALLAST THE SAME IN PORT.
Junior officers keep six on six off in port and you are to be available any time during port.Cargo is your prime responsibility and stability your prime concern at all times, need notmention keeping the safety of the vessel at utmost priority. Draft surveys are done at 0600 and1800 and reports to be sent to the office after the morning survey report. Usually vessels gearis used and routine rounds to be taken by officers, rating & engineers. THE GEAR IS TO BECHECKED FOR ABNORMALITIES, ERRATIC SOUNDS, OIL LEAKS IN MACHINERY SPACEAND CONDITION OF WIRES AND SHEAVES.While ships gear is in operation please calculate the max load the grab can lift and accordinglyadjust the spill plates, these are 12 cbm grabs.
GRAB CBM WITH ALLSPILL PLATES ON 12
GRAB CBM WITH 2SPILL PLATES ON 10
GRAB CBM WITH 1SPILL PLATE ON 8
GRAB CBM WITH NoSPILL PLATE ON 6
These are semi automatic mechanical grabs operated by a remote. The opening ishydraulic but closing is mechanical, hence they are equipped with two wires of 32mmdiameter and 10.4 m length. Grab weight is 9.7 mt. SWL of the grab is 15 mt .The manual for the grabs is in your cabin. The grabs need to be greased every six hoursand the crew in the cargo watches do the same.We have welded stoppers on the grab scoops to limit the opening thereby reducing thelift. I will show you once you are on board. The total weight on the crane is to becalculated prior loading to avoid any damages to wires on crane hydraulics
If a pay loader has to be lifted check SWL of slings+loader to ensure things are withinSWL of the cranes.
The deck cranes are of SWL 30 tonnes in hook mode and 24 mt in grab mode.Please ensure you have the shipper s declaration prior to commencement of loading.Vessel can load limited DG cargoes, the list of which is with the master, along with thecertificate. Vessel has spare EEBD and chemical suits for DG use.Ensure all holds are ready at the time of loading for receiving the required cargo.The bilges are monitored daily and soundings entered in the log. They are pumped outas & when necessary.We have coal temperature monitoring thermometers, gas analyzer, and litmus paper,for testing the required parameters of the cargo. Soundings are monitored daily.There are 4 draft gauges in the BCR. Each one has a valve. The forward valve is locatedin the forepeak store, and the midship is located abreast hold 3. The aft gauge valve islocated in the e/r. Between 3-9 metre drafts the gauges may not match at times with thevisual draft. But after 9 metres they are quite accurate. I had done a small analysiswherein the error at every metre was calculated and in all the loadings so far this thumbrule has prevailed. After the 9 metre mark the difference between the forward visual andgauge reading is +0.5m. The difference in the aft draft is +0.11m. This error remainsconstant after 9 metres even till tropical drafts.Of course don t lure into it and final trimming I do using visual drafts ONLY.The un pumpable ballast reaches about 50 Mt finally but in my cargo uptake I alwaysshow 155 because at nil sounding as per the sounding table the total of all tanks willamount to approx 155 Mt at even keel. At times the draft surveyor may create an issuewith the subject hence to keep clear at load and discharge ports this is declared, youactual balance will depend upon what trim your will strip the ballast tanks, usually atrim of around 3 meters ensures good stripping.The forms relating to cargo work are as follows:SOT / FO/ 026, SOT /CL/ 017, SOT /CL/ 016In case of any damage by the stevedores please issue a TPD form
SOT/FO/065 Third party damage
Hold cleaning is paid as per circular CIR/PERS/002/12PAYMENT OF HOLD CLEANING ALLOWANCE IS 1500 FOR THIS VESSEL.When only sweeping is carried out only half the amount is paid.Hold cleaning chemical Aquatuff is used for cleaning the holds under company guidanceand knowledge.The vessel is provided with PMA manholes which allow access to the top areas of thehold. Get them opened midway between discharging so that the stevedores or deckcrew can drop the cargo off them, this makes it easier during the hold cleaning. Theholds are also equipped with ladders to reach the top they are handy for inspection aswell.
Crew routine & Administration:Vessel has 1 bosun, 3 a/bs, 1 o/s, and 1 dktrsmn on deck.Saloon staff comprises of 1 ch/ck, 1 g/s, 1 tr g/s.They are all under your supervision and guidance.At sea the a/b are on deck during the day and keep the watches at night with 2hours of overtime in between.All crew are hardworking except for the A/B Sujit Aravindan whose attitude is slackand slow. He has been caught drunk when he came from ashore and was held upat the gate in Kakinada. The chief cook was also caught drunk on duty at Rizhaothis call.The bosun is well experience and has a good hand on the crew. His attitudetowards work and skills are commendable. Usually Sundays are off but if you needto work they will work.There is no system of overtime, OVERTIME IS FIXED, but please ensure watchkeepers are given adequate rest prior navigation watches.I have has an unpleasant experience regarding a matter of additional overtime butwe managed to nip it in the bud. Moreover The crew has been talked to by thepersonnel department of stellar at Mina Saqr and it was clearly explained to themthat their overtime is fixed, so if any nuisance is created on that basis, inform themaster and he will do the needful.Routine accommodation cleaning is carried out as per cleaning schedule.The g/s does the cabins for master, c/o, cheng, E/o.The trainee g/s cleans 2/o, 3/o, 2/e, 4/e.The DTSM is to not to be used for routine jobs he has been specifically provided formaintenance and cleanliness of the vessel as per office instructions.MSG#:<88163>A separate crew mess & smoke room has been provided.No crew or officer to have their meals or breaks in dirty clothes in the crew mess.No officers including cadets and E/o are to be allowed in the crew mess for meals ortea breaks.Laundry cleaning of the crew is done by them and for the officers the G/S does it.The crew is good and hard working, but time to time they need a bit of stoicism andSternness, but at times you may let the line go loose, especially after a hard portstay.During the port stay the ratings keep 6 on 6 off when ships gear is running usually3 people + duty officer on deck, when no ships gear is running only 1 a/b at thegangway and cadet along with the duty officer. Bosun and DTSMN are on day work.
The trainee G/s was recommended for promotion by me in the previous appraisalreport. Kindly re recommend him as he is a very hard working fellow who deservesto be promoted his potential is not just limited to G/s duties but also has a goodknowledge of computers and makes requisitions using the IMPA code.
Ballast:Vessel has an approved Ballast water management plan in place. The ballast water management planis kept in your cabin. There is a ballast water record book on board which is to be filled up every timeyou pump in/ pump out or exchange ballast.
The vessel has 2 peak tanks, 5 WBTs’ on each side &1 ballast cargo hold. The TST and DB areinterconnected. The trunking area is from about 5.0m to 14.0 m. These tanks do not have a trunkingaccess where in one can enter the DB through the TST.The hopper level for the db starts at about 1.36m. All tanks are ballasted using the ballast pump exceptfor apk tank which is ballasted using FIRE/ G.S pump or FIRE /BILGE pump.
Vessel has 2 ballast pumps (capacity 100m3/hr)1 FIRE/ G.S pump and 1 FIRE /BILGE pump (capacity 240m3/hr)Stripping eductor (same for both ballast tanks and cargo holds) suction cap 100m3/hrBilge eductor for fwd bosun store (suction cap 60m3/hr)Do not trust the Sounding gauge for stripping purposes.
The valves are remotely operated from the BCR, these are hydraulically controlled. Two pumps areprovided for their operation. The hydraulic power pack is on 1st platform of e/r where the indication ofthe valves can be observed. They can also be opened using the manual hand pump provided. There are2 manual hand pumps on board. The lineup is relatively simple with 2 cross over valves one remotelyoperated forward and the other manually operated in the E/r. The cadets are familiar with theballasting, deballasting & stripping procedures. The procedure for the ballasting, deballasting,stripping & exchange is posted in the BCR. The TST’s of no.4 and no.5 are smaller compared to therest to accommodate the FOTs. Stripping is done by the bilge and ballast eductor. Individual lines canbe isolated to achieve better efficiency with the cross overs and the other stripping line valve shut. Theline is set up by the cadets, but in case of any problem with the pumps 2nd engineer is to be called tolook into the matter. Practically speaking the ballast can be pumped out within 24 hours.For ballast exchange there is the flow through method. The normal rule of 300 % exchange is validthere are valves on the ship side which are opened and the water is continuously pumped in for therated period of time. This method makes it possible to exchange ballast in slightly bad weather also.The details are in the plan which please goes through before commencing exchange.There was a previous history of the 4p and 5p valves leaking but we changed the seat ring and now ithas been rectified. The soft copy for the IMO exchange form is in your folder.
WHEN TAKING HEAVY WEATHER BALLAST NO.3 WBT HAS TO BE KEPT EMPTY.
In case you are in situation where in you find that heavy weather ballast has to be taken at sea a simpleprocedure will be drain no.3 wbt in no.3 cargo hold. In doing so the stability and stress distributionwill be minimally altered. Then ballast the cargo hold then remove no.3 WBT. This speeds up thingsas well as is structurally safe for the vessel. When pumping out tno.3 cargo hold first open up theballast overboard valves ( on the side) and then drain in no.3 wbt. Top up no. 3 wbt and then deballastthe hold. During arrival paradip they require a minimum mean draft to be maintained. Hence you haveto keep about 2 meters of water in the hold to attain that draft. It can be later pumped out in port.
I do the ballasting / deballasting personally especially when using the pump to avoid any kind ofissues with using the pumps. The duty officers are aware of the system and they do operate it but onlyunder my personal supervision. Basically I am present when the pump is running. Even for strippingthe tanks I set up the line and confirm that the water is going only then hand over to the duty officerjust to change over once the tank is empty.There are sounding gauges in the BCR which are fairly accurate for the WBTs. The peak tanks gaugesare erroneous. Do not trust the Sounding gauge for stripping purposes.
Fresh water management:There are two fresh water tanks. Both tanks water are used for drinking. Total capacity of tanks is 508MT. FW water consumption per day is about 5-6 tons whereas FW generation is about 14-18 MT in24 hrs.There is a water mist system in the e/r for firefighting which consumes fresh water.Fresh water for water mist is to be kept at all times. The fresh water tank loses suction at around 50 mtthis is because the bell mouth for the water is situated ABOVE this.The tanks are equipped with gauges as well as there is a sounding pipe on the poop deck.
The sanitary system also uses fresh water, as mentioned earlier there is a vac strip system in place. Invery rare occasion we take fresh water, but please keep the master abreast it so that same can bearranged well in advance the valves in the common toilet & spare cabins to be checked regularly toavoid any surprise water losses.There are two taps on either side of the main deck near the accommodation ladder to supply freshwater to the main deck. We use the Kew machine to rinse the main deck and accommodation withfresh water.In Indonesia or even in any other anchor port when the stevedores are on board to regulate the issue offresh water we have 200 litre painted drums. We supply them with about 2-3 drums a day.
Cadets:Presently there are 2 cadets on board of which one will be signing off. The other cadet will stay tillcompletion of his tenure on board. He is there since the time of delivery and knows the vessel well.The usual routine of the cadets is 6on 6 off in port and day work at sea. One cadet keeps morning 4-8watch and the other evening 1600-2000.Since you will be having a new hand initially you may consider keeping an A/b in the morning watch.
The cadet knows the ballasting, deballasting line up well and is capable if deballasting and strippingthe tanks as mentioned. He is a good hard worker and trust worthy. Although he has completed morethan a year on board he cannot be assigned critical tasks alone. Please ensure for critical, importantjobs the cadet is supervised or just assists the senior or junior officers.
The sounding log is maintained by the cadet but is checked by me daily. He takes the store inventoryand is familiar with the filing system on board as well.
THEY DO NOT OPERATE THE CRANES
I try to give them o’hauling jobs on deck along with the bosun under my supervision to add to theirexperience. They also help the 2nd and 3rd officers in their bridge and LSA/ FFA respectively.
Ship Security:The vessel has a ship security plan in place and it is with the master.The master is the SSO. Our CSO is Capt. Mukherjee.The vessel is equipped with an SSAS which is to be tested monthly and is done by the master and 2/o.I have gone through the procedure and will show you its location once you are on board. Thisinformation is privy to master, c/o and 2/o. Acknowledgement is received from office. Ship securityaudit was done on 25/01/2012. We have one observation which is now closed.The vessel has the following ship security equipments and a maintenance log is being maintained bythe master for the same.
ISPS EQUIPMENTHIGHBEAM TORCHES 3
WALKIE TALKIE08 NOS(5NOS WITHDECK DEPT + 3NOS
WITH ENGINEDEPARTMENT)
NIGHT VISION BINOCULARS 1The walkie talkies are the same as for routine use. All 3 deck officers + master +1 on deck. The usualdistribution for port watches is 1 with the master, duty officers share one, one is at the gangway andone is with me.All equipments are located on the wheel house will brief you once you are on board.The e/r and deck walkie talkies are not on the same frequency; hence they cannot be used in tandom.The office was appraised about this but when the walkie talkies were taken to the lab they found theE/r has VHF and deck has UHF handsets hence they could not lock onto the same frequency. Initiallythere were 6 w/t one deck but one was landed at Mina saqr for repair and was declared beyond repair.The superintendent had said he would replace the damaged walkie talkie even a GC for the same hasbeen raised.The high beam torches are of rechargeable type and are to be discharged and recharged monthly donot discharge all at once as it will be a breach of security that the equipment is not working. Dischargeone at a time make sure to recharge it ASAP. The chargers are also kept in the same place as thetorches.The night vision binoculars are not to be used in daytime. They have been tested at night and the infrared sensor is good.We don’t have a metal detector as it is not required by flag state.Indian ports are on SL2 so every time we arrive India we have to raise the Security level to 2.All personnel are checked at the gangway and upon departure every port we comply with thestowaway search checklist.While transiting the HRA we report to UKMTO, the updates & reporting requirements are detailed intheir message received. Anti piracy measures like security gates, razor wires & fire hoses etc arerigged.The normal practice over here is to rig a double layer of razor wires from the combination aft till thepoop deck and a double layer on the liferaft deck also.Please requisition for the razor wires as they get deteriorated when exposed to weather.We have a security equipment inventory form SOT/FO/055 which is sent to the company monthly.
Security updates are received frequently.Recently one of our company ships were audited by an external security body a few recommendationsthat were received are as follows: (ref MSG: 87737)1. All portholes provided with metal deadlights to be secured, especially main deck area.2. Razor wires to be installed around the main deck and atleast the first deck.3. All companionways on deck to be secured with some kind of obstruction to prevent free access toupper decks. It could be a stretch of Razor wire or gates where provided.4. All curtains on portholes to be drawn at sunset and Alleyway lights to be dimmed. Except forNavigation lights no other lights should be visible from outside.5. The engine room should be considered as a possible citadel and stocked with suitable dry / ready toeat provisions for atleast a 3 day stay and should have a FW and toilet facility (which are alreadythere)6. A sound signal distinct from all other signals is to be decided and conveyed to all crew. This soundsignal is to alert the crew to a possible pirate attack. On hearing the same the Crew should allassemble in the 1st Muster Point (sayThe crew mess room) for a head count and then proceed to the citadel as required.7. Evasive Measures to be practiced.8. All cutting equipment like Torches should be securely hidden to prevent easy access.9. Check all floodlights and lights on deck are in good working order.10. Fire Hoses on deck should have sufficient pressure to give a strong deterrent spray.Another recent update received is as below.MESSAGE NUMBER : 88233Quote>Dera All,>An assesment of converting the E/R into a temporary citadel has been carried out>on Emerald Star with encouraging results.All SSO are advised to inspect the E/R>entrances and advise us of the possibility of converting the E/R into a>temporary CITADEL capable of withstanding an attack for 24 to 72 Hrs. the>following guidelines will assist you during the assessment;>1. Check accesses to E/R protected by steel watertight doors and wether they can>be locked from inside.>2. Check how many normal firedoors doors access the E/R from accommodtaion. Can>companion ways / stairs leading to the E/r from these doors be protected by>fabricating a steel gate / door.>3. Is there a toilet facility?>4. Is sufficient FW available for your crew. vessel should have a FW line in E/R>for drinking purposes.>5. Sufficient stock of Dry food like instant noodles / biscuits / chocolates etc>to be kept there.>6. is there a means of communication. One suggestion id Electrical Officers to>check if they can draw a communication cable from the bridge to the E/R so that>the Fleet 77 / broadband telephone handset can be disconnected from the wheel>house and connected in the E/R.
>The above are guidelines only and should be adapted as per your individual vessel. These vesselhardening measures are additional to the razor wires and other security measures implemented on thevessels. Please raise a requisition if you require additional items like angle bars etc.Unquote.
Safety meetings and drills:The company has a drill planner and drills are carried out as per the planner. Security drills are heldonce in 3 months. We also conduct training sessions as per the planner. The drill reports are preparedas per forms
SOT / FO/ 015 Records of emergency drillSOT / FO/ 016 Boat drill reportSOT / FO/ 017 Fire drill report
At the end of the month the vessel sends the drill reports to the company.
Upon joining the vessel everyone is familiarized with the LSA FFA as per formsSOT / FO/ 001 Familiarization form officers.SOT / FO/ 002 Familiarization form seafarers.
The muster lists are updated at crew change and revised under master’s guidance & jurisdiction. Thereis a fixed format for them too as per the company manual. The drills for the month of April have beencompleted. The last safety meeting was carried out on 24/04/2012
Safety meetings are conducted minimum once a month or when we have an accident or when deemednecessary. You are the safety officer on board. The minutes are reported to the office monthly underthe form
SOT/FO/093 MINUTES OF SAFETY COMMITTEE MEETING
The safety committee comprises ofMaster --- chair person\Chief engineer – Vice chair personChief Officer – Safety officer2/E – Executive MemberE/O -- Executive MemberALL OTHER STAFF -- MEMBERS
The minutes of the previous meetings are discussed and items that are completed are closed in thereport. All members are asked regarding any unsafe acts, situations or conditions encompassing theentire vessel.
The company circulars are reviewed along with safe practices and any accident or incident occurredon our vessel or any of the fleet vessels. All safety and security correspondence for the month arediscussed and crew updated regarding any new regulations or practices to be followed.
Month end, SMS, Filing system. Log books, garbage book,ballast record. LOTO forms and risk assessment.The company has incorporated a total revision of the entire SMS in November 2011. The manuals havebeen revised and are now down to 2 manuals one which consists of the procedures, guidelines and theprose information and the other which consists of the forms & check lists.There are 2 copies of the manuals one is on bridge and the other in the c/e cabin.Al the procedures and the info are there in the SMS.
The SMS consists of 13 chaptersYour job responsibilities are as per section 4.3 of the manual.Time to time we receive amendments to the manual and they are incorporated accordingly. The latestrevision was on 20/03/2012 for which the supplement s were received in Singapore and have beenincorporated accordingly. Once you go through the index You will be able to make out the same.The amendments to the forms are sent by e-mail and are incorporated in soft as well as hard copy.Soft copies of the forms are kept on the bridge computer and are shared on the network.\\Bridge\NEW COMPANY FORMS\FORMS.MASTER SET UPDATED 28-01-12There is a list of forms under the apex manual \\Bridge\NEW COMPANYFORMS\FORMS.MASTER SET UPDATED 28-01-12\APEX MANUAL ANN II.FORMS LIST.Most of the forms I have hyperlinked so to get to know the contents of the form just press <CTRL> andthe left mouse button and the form can be opened directly from the word document.The last amendment to the forms was received on Date: Wed, 21 Mar 2012 17:20:59 +0400 Subject: form changes ** MSG#:<85906>Date: Mon, 26 Mar 2012 15:38:29 +0400 Subject: AMENDED FORMS ** MSG#:<86333>Please file save as the file to create a new one . DO not AMEND the master list.We work towards a goal of zero injuries and accidents. This is being emphasized on in every safetymeeting carried out on board.The company has in force a Lock Out Tag Out system (LOTO) which is an additional safety feature forisolation of appliances before commencing work on them. This is to be filled as and when necessary.The internal audit is due in June 2012. The files are being maintained as per the company sfiling system. All the files are upto date to my knowledge.
Vessel history file.We are keeping a vessel history file in the common folder the location is \\Chiefengineer\CECabin\COMMON FOLDER ON LAN\ VSL. History M.V. DIAMOND STARThe file is in soft copy and is helpful to know about the previous histories. I have updated it and it formsan integral part of the Supdt inspection report. A message to that effect has also been received.MSG#:<87598>.
COMPANY CIRCULARS:The company has a system to impart safety, commercial and technical information in the way of
circulars in order to update with the existing/ upcoming regulations. The latest one received isCIR/PERS/006/12 ENFORCING DISCIPLINE ON BOARD by PERS DEPT on 19.04.2012. All the circulars arefiled in File D05 which is with the master.Please go through the same for your reference. The soft copies are in your e-mail in box as well.There is also a system in place for issuing fleet safety data where in all the different accidents takingplace on all vessel s are compiled and emphasis towards Zero injuries is laid.The latest FSD received is FSD FOR THE MONTH OF FEB AND MARCH 2012 **MSG#:<87763>The file for the company circulars is maintained with the Master
The ships plans are in your cabin cabinet. All plans are present as per the list. There are 5 boxes.The plans for radio and bridge equipments are on the bridge. C/e has the e/r plans and electricaldrawings are with the electrical officer.The master has the virgin copy of all plans in his cabin. There are a few soft copies of the drawings on aCD also with the master. A copy of the CD is in your folder.\\Bridge\CHIEF OFFICER DIAMOND STAR\COFF\FINISHED PLANS D2022 (DIAMONDSTAR)
MONTH END AND FILING SYSTEM: The chief officer filing system is maintained as described in the SMS. All the B group files are yourresponsibility. The list of files under you is as below.
GENERAL CORRESPONDENCE RETENTION
B01 A) IN 2 YEARSB) OUTC) HANDING/TAKING OVERCERTIFICATES RETENTIONA) MOORING ROPES/WIRES/TAILS. B) DK CRANES WIRES
B02 C) PROVISION CRANE WIRE D) G'WAY WIRE E) L/BOAT CURRENTF) OTHER MISCELLANEOUS WIRE/ROPE CERTIFICATESG)CHAIN REGISTER(SHACKLES ETC) H) GRAB CERTIFICATESREPAIR AND MAINTENANCE RETENTIONa)MAINTENANCE PLAN(PMS AND ZONAL) CURRENT
B03 b)MAINTENANCE REPORT 7 YEARSc)COPY OF REPAIR LIST/REPAIR REFERENCEd)WORK SERVICE REPORT e)DAILY WORK DONE BOOK
B04 DECK CADETS RETENTIONa)CADET WELFARE,TRAINING,SPECIAL WORK FORM 2 YEARSCREW MATTERS RETENTION
B05 a)OVERTIME RECORDSb)SPECIAL WORK FORMDECK STORES RETENTION
B06 a)P.O. REQUISITION & INVOICES:DECK STORES/RROPES/ 2 YEARSPAINTS/CABIN STORES/ENTERTAINMENTb)INVENTORY OF DECK/CABIN/PAINTS/ROPES/ENTERTAIN RETENTION
B06 MENT STORES 2 YEARSc)MONTHLY SUMMARY OF DECK/CABIN/PAINTS/ROPES/ENTERTAINMENT STORESCARGO MATTERS RETENTION
B07 a)CHARTER PARTY AGREEMENT b) OFFHIRE/DELAYSREPORTc)NOTE OF PROTEST/CARGO CONTAMINATION/LOSS REPd)SHIP/SHORE LOADING/UNLOADING CHECKLIST
B07 e)CARGO OPERATION CONTROL FORM f) BALLASTOPERATI RETENTIONON CHECKLIST g) LOADICATOR/STABILITY PRINTOUT
B08 STOWAWAY AND SECURITY SEARCH CHECKLIST 1 YEARLIST OF QMS MANUALS CURRENT
In addition I have made some miscellaneous files which I will personally appraise of once you are onboard. These are some general papers which we file but may not be necessarily incorporated within theSMS.The obsolete documents locker is the linen locker located on your deck, all papers if within theretention period are to be kept in that locker.I will personally go through all the files with you giving prime importance to the pones relating to safetyand cargo work. The copies of all certificates are in the files. The wire rope condition report is up todate and made in a manner which is easily identifiable and user friendly.
There is a set of common files the G group in which we file various permits and forms common to deckand engine. Also the deck PMS is being filed by you.
The requisition status and the GC status are also to be sent at the end of every month.The photo condition report is to be sent to the company on a monthly basis showing various areas ofthe vessel.A running defect register is being maintained on board which has the list of defects and its rectification.The SMS also requires us to report and injuries and accidents as and when they occur.The risk assessments for all the jobs carried out during the month are to be sent along with the monthend.
There are a few papers which are required to be sent periodically. The list for that is as below along withthe periodicity and the form no. with which it is to be sent.
PERIODICITYMONTHLY
SOT / CL / 010 Checklist Safety
SOT / FO/ 011 Work done reportSOT / FO/ 015 Records of emergency drillSOT / FO/ 016 Boat drill reportSOT / FO/ 017 Fire drill reportSOT / FO/ 021 Periodical ins / maint charts for safety
equipmentsSOT / FO/ 023 Watchman rest time log stcw95 section a-
viii / 1SOT / FO/ 027 Inspection of critical equipmentSOT / FO / 048 Hatch cover PMSSOT / FO / 051 Anchoring and Mooring equipment PMSSOT / FO / 054 Wire condition ReportSOT / FO / 055 SOPEP , ISPS InventorySOT/ FO / 056 Deck PMSSOT / FO / 058 Paint InventorySOT/FO/093 Safety committee MeetingSOT/FO/082 Zonal Monthly ReportSOT/FO/084 Photo Condition ReportSOT/FO/086 Risk Assessment Form
PERIODICITYQUARTERLY
SOT / FO / 045 Pipes and valves PMS
PERIODICITY AS ANDWHEN
SOT/FO/001 Familiarization Form OfficersSOT/FO/002 Familiarization Form SeafarersSOT/FO/003 Emergency details FormSS/CL/018 Hold Condition Report
SOT/FO/022 Crew Appraisal Form
SOT/FO/037 Tank Inspection ReportSOT/ FO/ 064 De Breifing FormSOT/ FO/ 065 Third Party Damage FormSOT/FO/078 CO Handover FormSOT/FO/085 Vessel Condition ReportSOT/CL/021 Heavy Weather Precautions checklist
PERIODICITY SIXMONTHLY
SOT/FO/081Zone Wise Painting Deck
The ones highlighted in red will be given to you by the third officer and 2nd officer, include it in yourmonth end. The drill reports are to be verified and counter signed by you and the master. You pack themonth end mail so be careful to include everything.The previous month ends are in the folder: \\Bridge\chief officer diamond star\COFF\MONTH END.The forms under the heading of as and when are sent as and when the situation demands such as Thirdparty report is to be sent within 24 hours of the damage occurring of course in consultation with themaster
Log books, garbage book, ballast record:The garbage and ballast record book is kept on the wheel house.DECK LOG BOOK & OFFICIAL LOG BOOKThe deck log book is filled by all officers but verified and signed daily by you and the master. A newchange of articles has occurred on 22/04/2012. Since then a new Official log book has been started. Therelevant weekly entries pertaining to checking of accommodation, provisions drills and departure draftsare made by you in the official log book.GARBAGE RECORD BOOKThe garbage record book is filled by you when any garbage is landed or disposed, when you disposecargo residue as in hosing down or hatch cleaning and when garbage is incinerated. THEINCINERATION OF OILY RAGS IS TO BE ENTERED IN THE GARBAGE RECORD BOOK.There is a garbage management plan in place the copy of which is kept in your cabin. The vessel isequipped with an incinerator and a comminutor, any garbage being processed using these 2 equipmentsalso need to be reflected in the garbage record book. Please ensure entries regarding entry and exit intospecial areas are synchronous with the GPS log and deck log book.OTHER LOG BOOKS.There is a sounding log for ballast tanks, fresh water tanks and bilges being maintained.The port log is also filled in daily by the duty officer in port and an extract is reflected in the deck logbook. BALLAST RECORD BOOK:The ballast record book is filled every time a ballast operation is conducted. It is self explanatory and isin the format of the normal IMO ballast exchange form. It is required to be filled from each port. Inaddition we also have ballasting de-ballasting log which is filled every time operations are carried out.
Office correspondence daily, monthly, weekly msgs.:Daily messages to office comprise of reporting the daily work done and during cargo operations ,additionally the morning cargo message the format of which is as below.
MSG REF:DS/12/xxxx DATE: VOY:NO:14
K/A:CAPT:AM
DEAR SIR,
PLS FIND THE DAILY CARGO REPORT FOR THE LOADING OF COAL AT MUARAJAWA.1)PORT2)DATE/TIME3)QTY LOADED LAST 24 HR4)TOTAL QTY LOADED5)ESTD BAL QTY TO LOAD6)STOPPAGE7)AVG LOAD RATE/HR8)BUNKER CONSUMED :IFO xx MT , MDO - xx MT.9)BUNKER ROB :IFO xx MT , MDO - xx MT.10)ETC/D11)REMARKS :
Additionally you have to send the cargo status to the chrtr as per their format. For this I have made aspread sheet which calculates the cargo based on the crane running hours for that 24 hour period. It isfairly accurate as I have compared it with the figures in the loadicator and also average it out from thestevedores tally, all 3 are checked before sending the figures to any third party
THE MMER GOES AT THE 1ST OF EVERY MONTH IT S A FORM WHICH REQUIRES THECOMBINED INPUT OF THE C/O, C/E AND THE MASTER. The c/e will put it n the commonfolder around the 28 th of the month You can update the items till that date keeping a few which require
updating exactly on the 30th. DO NOT DELAY THIS AS IT S A VERY VITAL PIECE OFINFORMATION FOR THE OFFICE AND IT IS QUITE UNPLEASANT AND EMBARRASINGFOR THE MASTER TO RECEIVE A REMINDER FROM THE OFFICE FOR THIS.
Also at every departure port a list of port activities is to be sent which is a collective compilation of yoursand the chief engineer s activities. A format is kept in the e-mail I will show it to you once you are onboard.
Annual surveys. & V.I. report.Annual survey was carried out by class ABS in Rizhao China and no deficiencies werereported. There was one matter which is pertaining to the coating technical file. The shiphas been searched and it was not found. The office is aware of this.The superintendent inspection was carried out On 25 Jan 2012 . The frequency is 6 monthshence it will be due in june mostly along with the audit. The VESSEL INSPECTION REPORTIS ON THE BRIDGE COMPUTER IN THE FOLDER \\BRIDGE\CHIEF OFFICER DIAMONDSTAR\COFF\V.I. REPORT MINA SAQR 250112
Please also find the status as below.
CLOSED 23OPEN 1
INPROGRESS 4
TOTAL 28
VESSEL INSPECTION -DEFICIENCY LIST dtd: 25 JAN 2012
DEPT: DECKVESSEL :M.V.DiamondStar UPDATED ON :30-APR-2012
SRNO
Deficiency orNonconformity(Deck)
CorrectiveAction
DATECOMPLETED STATUS
D01
Cargo hold (2-5)on side hopper,corrugated bulkhead shedder
plates found fouled withHBIresidue
TO apply aqatuff ,scruband clean with hp wash OPEN
D02Hatch coaming /scantling alongwith piping found fouled with HBI
TO apply aqatuff ,scruband clean with hp wash
21-Mar-12 CLOSED
D03Hatch coaming stays andbrackets found with sign of spotcorrosion
Toderust,c/outadequate surface
preparation, apply coats
INPROGRESS
D04Hatch cover panel internal beams &stiffeners found with spot rusting
Toderust,c/outadequate surfacepreparation, applycoats.Do raise gc
5-Feb-12 CLOSED
D05Cross deck found scrapped ,butinadequately cleaned
TO apply aqatuff ,scruband clean with hp wash
21-Mar-12 CLOSED
D06Super structure walls ,near vent
louvers found with spotrusting&rust weeping
Toderust,c/outadequate surface
preparation&re coat4-Mar-12 CLOSED
D07Name plate found missing in paintlocker,bousen store etc
To stencil on w/t doors,raise gc for missing
plate28-Apr-12 CLOSED
D08L.o filling manifold found not
stenciled
To stencil all L.o. fillingposition on p&s
manifold6-Mar-12 CLOSED
D09Deck crane exterior found with spot
rusting.NO.1fouled with stains
To derust ,clean &recoatafteradequate surface
preparation.Do raise gcfor d/crane exterior
rusting
1-Feb-12 CLOSED
D10Hatch cover ramps found rusted&missing caution mark at tiltingstoppers
Track way to wire brush&keep free of
flackes.verticlesurrounding plates to derust /coat.caution mark
to stencil at all tiltingstoppers(4nos./hatch
28-Apr-12 CLOSED
D11
Inspected port side shell plating(along side on port side ):side shell
found fouled with cargo residue.Thestbd side shell is found with
stain too
TO scrub and clean withhp wash at suitable
opportunity8-Mar-12 CLOSED
D12Funnel exterior fouled with oil ,Wetsoot around oil mist chamber outlet
To,clean,degreaseandapply finish coat
9-Mar-12 CLOSED
D13
Local minor indentation of approx15~20 mm deep at 6 point noted
near port bow (around no.1db tankboundary area),rust formation is
evident
To derust &apply coatwhen time permits
8-Mar-12 CLOSED
D14
Deck crane internal platformfound greasy &black inappaerance,oil drum foundinadequately lashed
To clean regularly andkeep in tidy condition
.oil drums to stowproperly with the help
of angles bars
INPROGRESS
D15Paint inside paint locker notarranged /secured properly
To arrange &secure toprevent spillage /loss
9-Feb-12 CLOSED
D16Caution mark not found at hatchcover operting station
caution to be displayedthat while opertatinghatch cover both side
(p&s)to be manned andmonitored
28-Apr-12 CLOSED
D17Windlass gypsy wheel with spot
rusting
To derust all area andapply coat after
adequate tooling28-Feb-12 CLOSED
D18 Builder (stx)name plate rusted Toderust /clean&raisegc for name plate
22-Feb-12 CLOSED
D19Accom ladder found fouledwith
strains
To clean and keep inpresentable condition at
all time3-Feb-12 CLOSED
D20
NO.2TSWBT;spot rusting notedon few stiffener ,sidelongitudinal, vertical ladderreinforcement plate
To c/out power tooling& apply three coats ofapproved designatedepoxy coat. Pls notethat all WBT is PSPCcomplaint coating
,hence anymaintainence carried
out to be mentioned inCTF (COATING
TECHNICAL FILE).Allothers TST to beinspect and advisestatus ,do raise gc
INPROGRESS
D21Grabs noted with weld defects and
material chipping off at variousplace
Toraise gc ,maker toarrange their techs to
attend 10-Feb-12
CLOSED
D22Fw filling and sounding pipe found
unsecuredRequire tobe securedand locked at all times
26-Jan-12 CLOSED
D23Hatch cover stopper gaps &hingesbush clearance appears on higher
side
To cheak all, comparewith maker data &raise
gc05-Mar-12 CLOSED
D24Rust weeping found on inner duct
of fore castle store vent fansTo de rust ,clean &apply
white coats28-Apr-12 CLOSED
D25Spare M.Spipes found badly rusted
inside fore castle store
To wire brush/powertool and apply
thin coat of primer23-Feb-12 CLOSED
D26Spare wire found inadequatly
stowed with old wiresAll spares to be stowproperly and tagged
24-Feb-12 CLOSED
D27Hatch cover rest pads found
inadequately greased and rusted
Regular and adequategreasing needs to be
done26-Jan-12 CLOSED
D28Ballast control panel missing
indication lights &flickering lightnoted
To attend to thedeficiency and gc
accordingly8-Mar-12
INPROGRESS
Anchors and mooring equipment:There are 2 windlass forward and 2 mooring winches aft.All 4 are in perfect working order. There are 12 shackles on both the anchors.The anchor hauling speed is satisfactory. The brake liners of all winches and wind lass are insatisfactory condition.These are twin drum winches thereby giving you 4 ropes on the drums itself. There is noauto tension. Greasing to be adequate and regular. These are of electro hydraulic type , &water cooled .There is no header tank hence priming is not required. There was a previous history( designdefect of the fwd hyd windlass pipe bursting, But after they changed the pipe in Abu Dhabilast year there has been no problem. Check the mooring arrangement plans for details ofrigging the ropes. The gear teeth for the windlass are usually greased once a month whileanchoring or while picking up anchor. The grease for this purpose is also the same spheerolSX2 grease.The oil gauge on the hydraulic tank of the windlass shows its gauge glass to be absolutelyfull to the brim. When I had joined the vessel I had raised concern over this to which theprevious c/e, 2/e came and confirmed the tank to be full. Recently when the 2/e joined thevessel he too raised the same point and the c/e confirmed that the tank level is adequate.Also all fairlead rollers are free and rotating well. There is one on which the cover plate ismissing and they are greased monthly. We tried to open up the same for o haul but foundthat the allen bolt which locks the securing ring in position has broken inside. It was thenfreed and is now working satisfactorily.Chain lockers are educted every voyage and the final sounding is around 7 cm.
Equipment & Gas measuring instruments.:The following certain equipments are being handed over to you and are ship s property .
• Ships camera with memory card & cord make SONY. Location on bridge• Multi Gas analyser Make Qrae location your cabin.• Raytheon temperature gun Location e/r. It is not under your custody.• Hold thermometer and one high temperature thermometers.• On LCD tv in your cabin• One double door refrigerator.• The alcohol thermometer is on bridge• One DVD player in your cabin• Two sea water hydro meters. (both without certificate).
De watering:The vessel has a dewatering system for the forward areas as required by SOLAS. The areasare forepeak store and chain locker. There are 2 bilge wells in the forepeak store and thesystem is remotely controlled from the BCR.The eductor is in the forepeak store. The eductor is driven by the fire and g/s pump. This istried out monthly and is satisfactory. Last TRIED OUT ON 25/04/2012.
Email systems and backup procedure:The vessel has sky file mail for e-mail communications. Each crew member has his ownaccount. The username and password is mentioned on the last page. All official mails areforwarded to you by the master on to your mail and you have to reply to them using thesame system. No attachments are allowed. I have put in a Macros for easy template so thatu don t have to type the messages all the time.Whenever you click on the answer button or on the new mail just type the letter followedby <f2> key and the template will appear on the message body.I have segregated the mails into different archives as you can see in the snapshot below.
FPD is fleet personnel i.e. basically crew matters.This prevents overloading of the system there by making access faster.The charter messages are kept voyage wise as is under the CHRTR archive.
You can right click on the mail and click on reply this will lead you to the reply window, Keepthe trailing mail as a reference for the master which he will delete when he further forwardsit to the office. Only the master is allowed to send attachments.If you need to send any attachments you can put them in the \\Bridge\2o\CO OUT\TO BESENT and the master will attach it from there.
Please take a back up of the email as is it is prone to loss of information we have had 2losses on the main communications computer from the time I joined. The procedure fortaking a back up is simple. Just click on file and then on back up then choose the folder youwant to create your back up on. It will back up all your information. I do it monthly just forsafety reasons.There is a system of sending SMS to a mobile phone but it is not allowed as per thecompany policy. You can send personal mails directly from this system. A blind carbon copy(bcc) also goes to the master of all your outgoing, incoming mails.
There is no restriction for the e-mails but please use it judiciously and it is entirely upto themaster to limit your use on the e-mail. In case you want to resend a mail you have sentbefore just go to the sent folder and right click on the message and then click on sendagain.Please note the limit to send a message with attachment is about 1 Mb. In case the mailexceeds that, such as during month end, split up the mails into 3-4 parts of 1mb each andthen send them.
All the matters which are not completed or require further communication are retained in theInbox the rest are put in the respective archives.
The system is connected to the fleet broad band connection only. Only the master isauthorized to exchange mails and the mail exchange has been disabled for all other users.
You can access the email from all the computers on the LAN.
Daily news is updated by the master in the Pin board folder from where all can read it.We have made a separate folder under share archives where all the SOT circulars are storedso it is easily accessible to everyone on board.
We have 2 satellite systems on board, fleet 77 and fleet broadband. The fleet 77 does nothave any log or record keeping as such. The fleet 77 is not connected to the e-mail systemalso. There is a parallel line of only the fleet 77 phone in the master s cabin. For telephonecalls both the systems can be used but by calling cards only. The calling cards are with the3rd officer in case required.
I will show you the system personally once you are on board.
DANAOS PMS:Chief Officer: User Name: choffow09 Password:choffow09The company has recently installed a system of Danaos PMS in addition to the existingSOT / FO / 056 Deck PMS Form
Both need to be filled up.
Danaos is installed on all the computers on board. I usually y use the ships office one. All msgs./guidance pertaining to danaos is kept in your e-mail under the danaos Archive.2/o & 3/o also need to fill up the Danaos PMS. I update the deck PMS and send it to the officemonthly the danaos needs updating once a week at least there are many things you can get off danaos.As you read the manual you will get the grip of it.
The basis on which this PMS works is creating job cards. I create the job cards weekly and distribute itto the duty officers also. I export the job card in an excel format and give it to them and they fill it up.Then I import those files back into the Danaos application.
THE PROCEDURE TO CREATE A JOB CARD IS AS FOLLOWS:( This is just to get you started. The entire manual is in the folder \\Chiefengineer\CE Cabin\DanaosOnboard software Manuals)
Double click the danaos icon.Login using ur id and password.Click on technical. Click on Onboard reports, jobs scheduling, jobs planning section.
1.2 Job Card GENERATION (JOBS PLANNING SELECTION)A. Go to the following path and run report JOBS PLANNING SELECTION.
B. In the Parameters window select the items you want to carry out maintenance on:
C. Then press button System will retrieve all jobs of this location.
Hint: At the top of the list it displays all overdue jobs marked with a red dot [ ] as anALERT reminder to the user.D. Press button or just click on desired maintenance work. All of them will behighlighted BLUE
Hint: You could Tick the box to include also the ConditionPlan in the reports output.
E. Press the button and complete the new window as follows:
Selected Jobs to be done on Date: The last date of thedefined period.Role: CHIEF Officer ROLEPerson: Name, Surname of responsibleperson.Given On Date: The current DatePrint Jobs per Page: Keep it unchecked.Press OK button to proceed.
System will retrieve again all selected jobs of step D having the following format. Print alljobs by pressing Print button and give these print outs to the person who will do the jobs.For each job there are is one form with empty spaces (fields) in order to be filled in withdata. Later Chief Engineer will update the PMS with Dates, RH and comments as written onthese forms.
F. Press button in order to group all jobs under a Job card code.
G. Press the button in order to generate a Unique Job Card (J.C.) number.
H. Finally press the button to confirm.
HINT: This action will produce a code with format VSL-VXXXXwhere:VSL: Is the vessel code.V: Is an indication that the job card has created by a vesseluser.XXXXX: Is a counter.
So, TVS-V00154 means that this is job card No 4 created forvessel 048 by a vessel user.
I. Repeat steps C to F in order to produce one Job card for each location. In order to makethe process faster you can select in step C more than one location but try to create job cardswith no more than 20 jobs as it will be difficult later to update them.
AFTER THIS YOU WILL HAVE AN OPTION OF EXPORT TO EXCEL CLICK ON IT ANDSAVE THE JOBCARD IN FOLDER YOU DESIRE.
1.2.1 How to Update Job Card (Jobs Planning Selection)
Assuming that you have completed steps A to I in order to create a job card, proceed asfollows in order to update it with data (last done of the job, RH if required and comments)A. Go to the following path and click on JOB CARDS UPDATE (JOBS PLANNINGSELECTION).
B. In the new screen, click on the job card code in the left side under CHIEF officer USERin order system to retrieve all the jobs grouped by this code. Click on the Icon “IMPORTFROM EXCEL” and choose the excel file in which you have updated the job card. Fill in thedate done and returned on date options. Then click on the
D. Press the SAVE button to save your work at this stage.
Note that the status of the Job card has been switched fromto (white background)
HINT: The status is COMPLETED only if all the yellow fields inthe job card are completed.
E. Last step is to press the button in order to transmit the job card to the office andprovide fresh re-calculate the maintenance Plan.
HINT: When Job Card is then turns to VIEW ONLY status (Grayedout)
PLEASE GO THROUGH THE MANUAL AT YOURCONVENIENCE.
YOUR PAPER WORK FOLDER.
LOCATION: \\Bridge\CHIEF OFFICER DIAMONDSTAR
You will find two folders cargo and port and COFF. These are the two main folders inwhich all the papers are located.
The folder cargo and port consists of all the activity in port.
All the cargo calculations, voyage instruction, pertaining to that voyage they have beensegregated in various folders voyage wise. The path is \\Bridge\CHIEF OFFICER DIAMONDSTAR\CARGO AND PORT\COMPLETED VOYAGES FROM VOY 009 ONWARDS
All the company and the SMS related stuff is in the folder \\Bridge\CHIEF OFFICERDIAMOND STAR\COFF
All the company forms are in the folder.\\Bridge\NEW COMPANY FORMS\FORMS.MASTER SET UPDATED 28-01-12If you open the apex manual short cut in co out folder you will be able to see hyperlinkswhich will directly take you to the respective form.
All the items such as attachments to mails other important stuff which I have sent to thecompany before the e-mail was given, you will find it in the folder \\Bridge \2o\COOUT\sent.
These are segregated month wise as you can see.All the incoming stuff is in the folder \\Bridge \2o\CO IN
COMPUTER AND E-MAIL PASSWORDS.There is a LAN system on board and all the computers are interlinked.
There are 6 computers s you can see below all with operating system ofwindows xp except for the communications which is vista business edition.S Ships office computer: user name : shipofficer Password: shipofficer1S Loadicator: Username Administrator, Password mercury ( it is privy to
you only)S Bridge computer username: Administrator Password: admin12S Administrative rights are issued to administrators. For all computers to
obtain administrative rights the user name : administrator Password:admin12S Danaos login : choffow09 password: choffow09S Chief Officer Private mail id.: [email protected].
Username: choff Password: choffS Password to communications computer is privy to the master.
Ship s office computer is used by all officers whereas ballast control room computer is used bychief officer for loadicator onlyHope these notes put you on a splendid start and assist you during your tenureon board.WISH YOU A PLEASANT AND SAFE STAY ONBOARD. BON VOYAGE, SAFE SEAS, &FAIR WINDS.(Upon receipt of these notes if you have any doubts or need any detail you can e-mail meon [email protected] & I shall be glad to assist.)
Out-going In-coming
Chief Officer Chief Officer Name: Nekzad Cama Name: Mr. Madhu Prasad
Note : The s/off c/o to prepare and send this to office minimum 3 days prior to s/off.Original hard copy to be signed respectively and filed on board.