Dear readers, On 8th April 2019, "K" Line celebrates its 100th anni-versary. I am so proud that I can tell you about it here. I believe that it is one of the important factors that all the crew members return to their families after work-ing on our fleet without injuries or accidents. And this is the key to leading this company for the next 100 years. I believe publishing this bulletin together with your contribution will assist achieving further path to next century.

EDITOR: Mr H. Yamauchi (Chief-QCG)

Volume 46 31st March, 2019 1

Issues Inside

klsmqcg@klsm.jp.kline.com

Vol. 46

Message from Capt Toshikazu Saito,

the President of K-ENE Tokyo

“K” Line Energy Ship Management Co., Ltd. klsmqcg@klsm.jp.kline.com 15th Floor, Iino Building 1-1, Uchisaiwaicho 2-chome, Chiyoda-ku, Tokyo, 100-0011, Japan www.klsm.com.sg www.klsm.india.com www.klsm.co.jp/en_index.html

Dear Staff both on-board and ashore,

First of all, I would like to say thank you for each individual’s contribution to our vision of “Zero” accident. I am very happy to say that we neither had any major accident, spill nor a navigation-al incident in last year, I am so proud in announcing this to all of you. We、Tokyo office had Annual Management Review (AMR) meeting on 31st January 2019 and abridged all the re-ports with KPI achievements in 2018.

While looking at 2018 KPI achievements, I can proudly an-nounce that 25 vessels have received “Zero-Observation Awards”. This includes a total of 11 absolute “Zero Observa-tions” and such results were achieved in spite of the application of new VIQ 7 since September 2018. I really appreciate each crew members on the vessel for their excellent contribution in SIRE vetting inspections. The rate of accident per month per vessel has further improved and lowered to next milestone. There is significant improvement found in reduction of cargo work re-lated delays and/or stoppage from previous years. Thanks again for your good work!! It clearly shows the high consciousness of our ship and shore staff, towards safety in navigation, engineer-ing and cargo operation, and excellent team work that is the most important element to maintain high HSSE standards on-board. The rest hours compliance for MLC 2006 has shown significant improvements from the last year and our yearly NC average per-centage has achieved to the lowest level so far. This shows effec-tive management of work/rest hours on ship which has success-fully avoided fatigues on our ships. During the year our office had been visited by a few oil majors for TMSA audits. It was once again zero-observations for one oil major and no high-risk observations were recorded in such office audits. This demon-strates the excellent work from all our ship and shore colleagues which is commendable. Observation for small injuries creeped up in 2018 and have made some concerns to our 2017 results, where we had achieved lowest injury rate in past ten years. The injuries resulted were minor in nature i.e. hands and fingers, but we cannot ignore them. We all need to join hands to reduce the injuries on board.

Safety is our ultimate target. “LET’S COME TOGETHER IN MAK-ING ZERO INCIDENT INDUSTRY, GAMBAROU”

Capt Toshikazu Saito

2 Quality, Safety, Health & Environment Bulletin

VETTING Inspection “ZERO OBSERVATIONS” AWARDEES

K-ENE & KLSM AWARDS

VETTING INSPECTION “ZERO OBSERVATIONS” AWARDEES

SETAGAWA

TANGGUH FOJA

YAMATOGAWA

NAGARAGAWA

VIKING RIVER

KISOGAWA

On 10th Oct 2018 by CDI at port of Gladstone, Australia.

On 13th Oct 2018 by BP at port of Gwangyang, Korea.

On 7th Nov 2018 by Showa Shell at port of Yokkaichi, Japan.

On 7th Nov 2018 by IDEMITSU at port of Nagoya, Ja-pan.

On 21st Nov 2018 by Showa Shell at port of Tomakomai, Japan.

On 14th Dec 2018 by Showa Shell at port of Yokkaichi, Japan.

TONEGAWA GENUINE HERCULES On 29th Nov 2018 by IMT at port of Sikka, India. On 26th Dec 2018 by SHELL at port of Kakinada, India.

3 Volume 46 31st March, 2019

Best-Best Practice Award (Vol.45)

K-ENE & KLSM AWARDS & HOT TOPIC

GMS Seminar inTokyo on 23rd October 2018

K-ENE MSIs had an excellent opportunity to attend Gallagher Marine Services (Qualified Individual) seminar on 23rd October at Tokyo. Titled as 2018 North American Regulatory Conference, the representatives from many Japanese shipping companies were invited. The main focus of the seminar was to update owners and managers with regulatory changes in North America along with participation in drill exercise. This drill exercise was a focus training seminar which enables planholders to fulfil their annual table top exercise requirements. Conference started with opening session by Mr. David Berry, president of GMS. The following items were covered during the seminar Pre Lunch session – Session started with GMS refresher course which served as overview of the basis compliance require-ments necessary for vessels to trade to the USA, Panama and Canada. Followed up with tea break, other part of the session was focus training seminar. All representatives participated in the seminar which was completed with Q & A session. It was good opportunity for all to familiarize with USCG preparedness for Response Exercise Program (PREP) Objectives. Post lunch Session - Session started with technical services presentation by Capt. Kuldeep Singh , VP technical services which followed up with P & I update from Steamship Mutual Underwriting Association, Ltd. Japan Branch. Session continued with GMS- North regulatory update , Overview of Panama registry by Panama maritime Authority and Effective communications strategy by MTI Network Asia, ltd. Seminar ended with cocktail reception which was organized for all participants.

NAME GENESIS RIVER ABBREVIATION GNR

TYPE LPG Carrier BUILT AT Kawasaki Heavy Industries, Ltd.

DELIVERED 20th November 2018 FLAG Panama

CALL SIGN H3UA LOA 229.90 M

DEAD WEIGHT 54,149 MT TANK CAPACITY 82200 ㎥ POWERED BY KAWASAKI-MAN B&W 7S60ME-C8.2

Movement in fleet 3rd quarter of 2018 (October - December)

Newly delivered

Awarded to “Supplemental steps” practiced by Mr Julian B. Macarilay,

the BSN of “ONE MINATO”

Ship-Shore cyber security Exercise at K-ENE on 29th November 2018

Tokyo office carried out 12th 'Company Security Exercise' in compliance with the ISPS Code A/13.5 taking into guidance given in part B/13.7 with our managed vessel "GENESIS RIVER". The aim of exercise was to review ship and shore readiness in han-dling Cyber Security related incident and ensure efficient communication channels between the parties concerned. The scenario of incident covered “Cyber Security incident in Japanese coastal water”. The Vessel was SE bound in Inagi Shima (Japan) while the visibility was good and fair weather with Pilot on board, the primary ECDIS failed and the vessel switched to secondary EC-DIS, however secondary ECDIS also failed and shut down. The vessel responded to the incident properly and made necessary reports to office and external parties. The vessel activated their cyber security emergency plan as detailed in KLQSMS-J, while the office has activated the ERT (Emergency Response Team). The vessel safely managed to anchor keeping the safe naviga-tion as priority. The technician was arranged, and system restored back to normal. Pre-exercise notification was given to office staff as this was announced exercise. However, exercise scenario was not informed to anyone to see the real response till just one hour of the exercise. The vessel response was excellent. This was the 1st Cyber security exercise ever for K-ENE while simulating ECDIS failure by Cyber-attack. As the exercise was concluded, short comings and points of improvement were discussed. The best practices were identified, and improvements planned for closure of actions. The exercise was finally concluded, and it was successful and satisfactory.

7 years zero injuries award

Awarded to “TANGGUH JAYA” (27th Oct 2011 to 26th Oct 2018)

Exercises & seminars for office (October - December)

Near-Miss Reports

4 Quality, Safety, Health & Environment Bulletin

Outline of the incident: During safety round near boilers, strong hot water suddenly splashed from the bonnet of feedwater valve. Immediately the duty engineer was informed to stop the boiler, then to change over to stby boiler. Upon cooling down and depressurizing, the valve was checked and confirmed that gasket installed was teflon type which was not suitable for high tempera-ture. What could have happened? Burn Injury to the crew. Damage to the electrical equipment in the vicinity. What should have been done? Suitable gasket material should have been chosen when replacing after maintenance. If it is in doubt, advice from immediate superior or equipment's man-ual should be sought to ensure the right gasket. Im-portance of applying proper procedure and materials must be discussed and well understood prior to car-rying out the job. This kind of misused gasket is ob-served while dock repair. Crew members are re-quired to check hand’s job.

Teflon gasket on high temperature

Outline of the incident: During testing of the paint store sprinkler system, small amount of water came out. The sprinkler noz-zle was clogged by dirt and rust. What could have happened? Failure of readiness for fire fighting.  

What should have been done? It should have been always in operational readiness. If current inspection interval is not sufficient, increase it to keep the safe working condition.

Outline of the incident: During cargo operations, after the completion of loading of reefers in one of the bays, the duty crew plugged the reefers immediately. Temperatures, ventilations, container numbers, seal and locations were checked as per reefer list and found all in order. About 30 minutes later, he then cross-checked the condition of the bay. He found power of one reefer was turned off. Upon checking, the power lever was found staying middle position. He then put the power lever to on. What could have hap-pened? Damage to the cargo. What should have been done? Power socket to be properly plugged and switched on. Further, all reefer contain-ers loaded on board should be checked prior sailing as some of the stevedores are putting the unit off dur-ing their lashing work

Outline of the incident: After taking over the watch, an officer checked for-ward by binoculars and found one fishing vessel which the predecessor didn't notice. At that time, it was rough sea condition due to strong wind. It was difficult to find fishing boat by eyes that far. However, as radar was not adjusted properly (Sea clutter was set too much), the fishing boat wasn't visible on the radar screen. What could have happened? Collision with fishing boat What should have been done? Sharp look-out should have been maintained using all the available means. Thus, duty officer should have adjusted radar condition according to the weather and sea condition. It should be reminded that navigation look-out is the highest priority for duty officer.

Outline of the incident: Drum lifter was being used in wrong position to the crane hook. What could have happened? Damage to the equipment. What should have been done? Correct way of using should have been confirmed beforehand. All hazards should be identified and discussed during tool box meeting. On site risk assessment with supervision of depart-mental head should have been carried out.

Lever for reefer power plug not turned properly

Improper lifting of drums

Improper watchkeeping / look out

Sprinkler nozzle chocked

5 31st March, 2019 Volume 46

Outline of the incident: When a crew member stopped diesel generator (DG) at local side, he changed over the control position from remote to “local”. After it was secured, he forgot to turn back control position to “remote”. Fortunately C/E no-ticed it and alerted the engineer. What could have happened? Potential black out. When aux. DG control position is local, then electric power supply shall be shut off at main switch board in case turbo generator trip occurs.

What should have been done? Procedures should have been followed until the very end. As a countermeasure, the caution label was placed near the changeover switch at the local control panel.

Near-Miss Reports

Forgetting to change over control mode of DG

Outline of the incident: A crew member was keeping Loctite adhesive in the pocket of boiler suit while conducting maintenance work on deck. He felt a warm sensation near the pock-et and observed that the cap of the bottle was not se-cured tightly and it had started leaking. A small box was used to carry the adhesive after. What could have happened? Chemical burn injury. What should have been done? Such items liable to leak and to cause damage should have been carried in safe manner. Besides, the tight-ness of the cap should be doubly checked after every use. Hazards of skin contact with adhesives and other chemical substances should be discussed and due care should be exercised while handling such sub-stances as per their MSDS.

Loctite adhesive leaked in boiler suit pocket

Outline of the incident: During engine room rounds, the tags used for valves identification during dock were found unremoved. Material used for tags was laminated paper. It was noticed that the tag got burnt due to high tempera-ture of the equipment. What could have happened? Potential fire accident

What should have been done? After completion of dock, job equipment should have been checked for readiness for sea voyage. Such combustible materials to be removed to avoid self-ignition condition.

Auxiliary boiler name tag

Outline of the incident: During routine watches kept in CCR, it was noticed that shore personnel was trying to connect his USB into ships computer without con-sulting the OOW. His inten-tion was taking his personal printouts. He was stopped immediately and advised to E-mail the data which he wanted to take printout to vessel’s E-mail account. What could have happened? Virus infection to ships IT system. What should have been done? Company’s IT policy should have been explained well in advance so that he could take appropriate measures for his need. All USB port should be sealed with K-line seal tape to avoid such incident. Any breaking of seal would alert the watch keeper breach of securing.

Shore personnel connecting USB into ship’s computer

My first ship with KLSM-Tokyo was the AFRAMAX Tanker RAINBOW RIVER, in 2003, where I joined as a Chief Engi-neer. The Junior Officers, Junior Engineers & Ratings were all from the Philippines and this was my first interaction with Filipinos. Even though it was business as usual on board, and the daily work routines were going on as planned, I could sense a “Gap” in the on-board relations. So to bridge this “Gap” and increase the team spirit, some parties, music & games were occasionally arranged, but still they did not seem to hit off. One late evening, after the usual party was over, and all had retired back to their cabins, I could hear music & laughter from Crew’s recreation room, so I decided to take a look inside. I was not invited and when the crew saw me, all went silent. However I smiled & requested if I could join in. The room had guitars playing and the crew singing. They even had a drum-set fabricated with on board material and to-gether the atmosphere was jubilant. It took them some time to “evaluate” me, and within a short while, everyone was back at the same level of enjoyment. More than talking (talking was already done at the routine parties, also I could not talk much as the music level was high!!!) I just got around and did what everyone was doing, mixed around for another hour and then excused myself. The next day of work was a different experience altogether. I could feel the “ease” with which people went about doing the same routines, The Ice was broken, the “Gap” had disappeared, and Cultural Barrier Crossed.

6 Quality, Safety, Health & Environment Bulletin

Sea Breeze

They said being a Seafarer is a job you will surely enjoy. Travel-ling the world for free, going to great different places, meeting new friends, embracing and learning other cultures. BUT there will be always an opposite of these. Sadness, emptiness and lone-liness being away from home. The word SACRIFICE means a lot.

Coming from a Seafarer like me, I can say, Life at Sea is not EASY. It’s a lot of hard work and the margin of error is very small. Sometimes experiences on board can make or break you and even can affect relationships. Days, weeks, & even months going without seeing land, long, tiring hard hours of work & lack of com-munication with my loved ones make it much harder to me. All of these, I experi-enced it since day one of my career. But I have a dream, big dreams for myself and for my family. I hold on to a vision of success, abundance and better life. The moment you stepped on the gangway, courage button is ON! Despite the courage & eagerness to fight loneliness, missing home & emptiness, sometimes I can hardly avoid it that is why recreational activities are on my list. Now that I have reached the top of my career, I want my crew to less expe-rience the experiences I had before. I want them to feel that they also have a family onboard and that they can still enjoy life even if they are far away from home. They also have time to refresh their minds and nourished their souls. I want them to see & realize that life at sea can be fun too which is the reason why we had our Halloween celebration last month. I conceptualized a theme that can surely give them fun, enjoyment and prizes that will excite them that even just for a day they can set aside their personal battles in life. I gathered my team & talked about what I had in mind. The com-pany and the management generosity make it also possible for that we are thankful for. I had our t-shirt personalized, thought of different kind of fun games to play. I spearheaded art & dance competition where they showcase their talents individually on painting their own MASK & DANCING as a group. For them it may just be a one-day activi-ty but one surefire way it helped them feel good & relaxed at the same time. We had so much fun, I saw how happy my team that day and the following day they were more energized and refreshed! My simple goal is to give them relaxation

and fun. I can proudly say, I NAILED IT! Happy people make healthy working environ-ment. Being ONE as team has a vital role in eve-ry workplace. Also, respect to each other has also to do with it. And I nurtured their minds the importance of friendship and being a family,

a team and most importantly they should always have to act as ONE! One as a FAMILY with dreams and one as a TEAM that will work hard for ben-efit of all!

D Seth KLSM(SGP) GM, FMG-3

One day in Swan -SWAN RIVER BRIDGE-

Pick my nuts challenge

Breaking the Ice

Capt. A.S. Grecia

Volume 46 7 31st March, 2019

Healthy Living

With the advancement in technologies the Marine in-dustry consider the use of simulator techniques as a major contributing factor to the fundamental increase of competency. A simulator is defined as, “A device, designed to satisfy objectives which mimics part of real situation in order to allow an operator to practice and/or demonstrate com-petence in an operation in a controlled environ-ment” (Hensen, 1999, p. ix). Moreover, maritime institutes use simulation technology for maritime training and nautical studies, in order to imitate specific environments, for instance channels, fairway, port approach areas and operations of en-trance for certain types and size of ships (Hensen, 1999). Putting the Officers through simulations especially by giving them emergencies is an added dimension to test their human side. This gives opportunities to the ob-server to assess the different traits of the person in a stressful situation. Like it is said, the true behavior is always more visible in a difficult situation. Different kinds of emergencies are created on simula-tions like:

●Man overboard ●Fire in the galley ●Piracy attack ●Oil spill ●Picking up pilot while crossing through high traffic zone

●Rudder failure ●Fight between two crew members etc.

I have observed different nationalities in these emergencies like Indians, Ethiopian, Ukrainian, Cro-atian, Romanian, Sri Lankans, etc… Each person comes with a different mindset and personality. This has a major impact on how they respond in emergencies or in high stress situation. The com-mon observations which were made during these exercises were: 1. During the emergency situation most of the time the

Officers forget to follow certain protocols and proce-dures. The positive aspect was that they were aware of the company policies in theory which sometimes due to stress was missed out.

2. The log entries are also missed as stress levels are high. In a normal routine scenario this becomes a part of the mundane task.

3. Communication with the Bridge team was done fair-ly well, but in some instances it was found that clari-ty was lacking in speech and thought. Some Mas-

ters showed very strong commu-nication with internal and external parties.

4. The situational awareness found in most cases was good. Only in the junior lot of officers it was found fair enough. But as per their expe-rience they performed fairly well.

Suggestions for improving human skills 1. The Officers need to make conscious efforts on Ac-

tive Listening. This can be done by: a. Being more attentive b. Asking open ended questions c. Asking probing questions d. Requesting clarification e. Paraphrasing f. Summarizing the conversation

2. Clarity in communication especially when handling external communication needs to be better. Repeat-ing the message is important.

3. It is also advised to keep a diary or a notebook on the bridge in order to note down important infor-mation received. This helps in keeping a record and also less chances of forgetting the information.

4. Delegation of roles and responsibilities is also an essential aspect of Bridge Team Management. This will help the Master to focus on navigation and other important issues.

5. Lastly always have closed loop communication.

Concluding remarks… As the shipping industry is transforming digitally, the pressure for operators to adapt is increasing. The rapid pace of change calls for seafarer education to catch up and even anticipate further modifications to the mari-ner’s role on board. Some nationalities are very receptive to feedback as compared to few others where they tend to become defensive. Also in some observations it was found that the experienced Master showed an Authoritarian ap-proach in team management. This led to a very formal environment on the Bridge. Sometimes accepting ones weakness also is very chal-lenging which was seen in some nationalities. Every-one’s threshold of handling stress is different. Some displayed stress when the emergency arised while some maintained composure throughout the exercise. Overall it depends on one’s personality and not only nationality how one responds in different situations.

Understanding human behavior on bridge simulators

By Dr Deepti Mankad Professional Development & Consultant

Note: Dr Deepti was involved in assessing our deck officers in BTM/BRM courses in India during simulator training.

8 Quality, Safety, Health & Environment Bulletin

Introduction of Best Practices Reported

When weekly inspection of lifeboat was carried out,

the engine exhaust pipe was found under naked condition. In case of emergency to abandon the ship, there is a possibility that someone may touch it due to heavy rolling and get a burn. It was an

unsafe condition. Therefore, insula-tion was installed so no one get a burn by touching this pipe.

Installation of insulation to lifeboat engine exh. pipe

Originated by: Mr Koki Dempoya , Jr 3/E of “SAKURAGAWA”

Exh. pipe

Insulation installed

Funnel arrange-ment was shown at bridge. It can advise the engi-neers by duty officers when some abnormal smoke comes out from each funnels.

Reported by SI, “SAKURAGAWA”

Funnel arrangement shown at Bridge

While there was no designated bin for damaged lashing gears same were kept here and there (like central locker, inside hatch coamings, may even in cross decks). After making the bin it found quite useful in view of proper segrega-tion, there is no pos-sibility of reuse mis-takenly, during dis-posal etc.

Dedicated damage lashing gear storage box

Originated by: Mr Joselito T Romero,

BSN of “MACKINAC BRIDGE”

Spanner holding arrangement is safer than carry-ing it in pocket, by hand or pulling up to the lashing bridge by a piece of rope.

Spanner holding, hands free arrangement

Originated by: Mr Crisostomo C Carreon,

O/S of “MACKINAC BRIDGE”

It is used when pulling out the delivery valve of M/E fuel pump. It enables the pull out of the de-livery valve easier and safer without using chain block. Re-

duces downtime on the mainte-nance.

Special tool for Main Engine Fuel Pump Delivery valve

Originated by: Mr Jeorge G. Bolante,

1A/E of “GENUINE VENUS”

Marked radiation hazard area

Originated by: Mr Jose L. Obligado Jr.,

3/O of “GENUINE HERCU-

LES”

Volume 46 9 31st March, 2019

Introduction of Best Practices Reported

Ballast pump motors were ob-served to have no protection against splashing liquids. It was not practicable to cover all flanges carrying liquid in and around ballast pump motors with anti-splashing measure. Thus, vessel decided to make hat like cover from GI sheet for

ballast pump motors to safeguard the windings against splashing liquids from above or sides.

Ballast pump cover

Originated by: Mr Pastor Clerigo, No.1 OLR(left)

and Mr Kishor Singh, ETO(right) of “TEDORIGAWA”

The motor is not safe against splashing liquids from top or sides.

Hat like cover will not result in damage of windings and also made sure the cover will not be hindrance for cooling of motor windings.

Some of the placards (Standing order, Compass Deviation Ta-ble, SMC & DOC etc.) was set in plastic cases and pasted bridge wall directly by both side tape on the bridge. When those

documents were revised or in the timing of crew change, it was hard to remove paper from plastic case on the wall and the wall became dirty (some paint and varnish of wall was peeled by both side tapes).

We put wooden rail that seized plastic case on the wall and it enabled to handle smoothly by sliding to side end as below picture.

Wooden rail for bridge placard

Originated by: Mr Santos R. Bulan,

P/Man of “YAMATOGAWA”

blackout. Former practice onboard was to have those muster list filed in crew es-sentials folder and not readily accessible.

Originated by: Mr Jennric Tagle

of “HONOLULU

BRIDGE”

During emergency, it has been proven that most crew members are in panic and tend to forget their duties. To ensure emergency responses are made quickly and timely, posting of rank-wise muster list near the emergency bed light would assist crew members during

Emergency duty posted near the bed light

Originated by: Mr Songco,

C/E and the first batch

E/R stuff of “MADRID

BRIDGE”

When shifting a heavy object between decks by E/R hoist, some

handrails are removed for the operation. It is recommended NOT to stand in the white col-ored zone even though wear-ing a harness for avoiding fall accident.

Safety marking for parts hoist

Originated by: Mr Antonio J. A.

Santiago, WPR of

“ONE MINATO”

Shelter for monorail cable motor & reel

Assembling & Dis-assembling Tool for D/G Nozzle holder

Overhauling stand for D/G fuel pump

Arrangements have been made

Editorial comment The idea of suggesting safe positions is good. However, wording should be “SAFE POSITION for HOIST OPERATORS”.

Environmental Issue

10 Quality, Safety, Health & Environment Bulletin

On 26th November, 2018, we held “K” Line Environmental Summit at Tokyo HQ. The 1st part, “Group Environmental Conference” also served as the 2nd annual review of DRIVE GREEN NETWORK. Each group company shared the status of their activities. In the 2nd part, “Environmental Seminar,” the following 2 speakers gave lectures. Mr. Hi-roaki Sakashita, Executive Consultant in Nippon Kaiji Kyokai, lectured ”The Future of Environmental Measures for Shipping” while Mr. Kazunori Nakatsuka, Head of Research in QUICK Corp., lectured “The Strategy of ESG as Business Challenges” A social gathering was held after the lectures at which both Mr. Asakura, Chairman, and Mr. Murakami, CEO, plus many people attended and had a lively conversation including the lecturers in a sociable at-mosphere.

Explanation for ‘ESG investment’: ESG investment is now a big trend worldwide. Accord-ing to GSIA (Global Sustainable Investment Alliance), an international organization on ESG investment, it is said that world ESG investment balance will amount to about USD2,2 trillion. ESG is an acronyms which shows Environmental, Social and Governance. And ESG investment is an investment method that selects companies targeted for investment based on the com-pany's efforts to these three factors. In other words, it invests in companies that manage ‘E’, such as reducing CO2 emissions, companies that are con-sidering ‘S’ such as supporting women's social advancement, and companies that are considering ‘G’ such as adopting outside directors. Currently ESG investment is being recognized as an investment method to obtain excellent performance over the long term. In particular, it began to receive a lot of attention after the declaration of Principle of Responsible Investment (PRI) which is the principle of ESG investment in the United Nations in 2006. By the way, why is ESG investment attracting attention now? It can be thought that there is a social background that surrounds corporate society as follows. Since the Industrial Revolution, capitalist society centered on enterprises has achieved unprecedented growth. However, negative aspects of capitalism such as excessive economic disparities and environmental destruction have recently become noticeable. Will the growth of the capitalist economy continue? What is necessary for sustainability? Major institutional inves-tors have such questions. One of the answers can be as ESG investment. Can ESG investment lead capitalism in a good direction? As a result, is it possible to get high performance from investment? In the past, investors have enjoyed the greatest fruit from the high economic growth brought about by capitalism. If capitalism is not sustainable, investors are most likely to suffer great damage. Investors are now taking actions themselves to sustain capitalism. The reason for calling ESG investments as Sustainable Investment or Responsible Investment is considered to reflect those ideas. The most common way is to select companies with high ratings based on the ESG rating (like credit rating) for each company and make investment. The ESG rating is provided by a special evaluation agency, but the management agency that conducts the ESG investment also independently evaluates the company's ESG. In the long term, we can expect an increase in investment risk due to not doing ESG investment, and we can’t wait forever. It is a philosophy in a sense, but it is a philosophy that many people can convince. ESG investment is recognized as an important investment theme and it seems that it will be scrutinized as an im-portant investment target in the near future. (Quoted from articles by Mr. Yasuyuki Kato, Ph. D. Economic, Kyoto Univ.) When a company addresses to environmental issues in the ESG investment, a strong leadership is requested to involve its affiliates rather than acting by oneself. “K” Line with many affiliated companies, as one of ESG mem-bers, also need to continue the efforts to reduce environmental impact.

“K” Line Environmental Summit 2018

“ESG”

11 31st March, 2019 Volume 46

Notable PSC and Vetting Findings

PORT CATEGORY DEFICIENCY Hongkong FFA The fireman’s torch light in fire station “A” was missing

Shanghai

Safety The M/E emergency system not checked according to the requirements of ship SMS (remark for action code ( from now on follow-up inspection not required)

LSA The window of port side life boat can not keep weathertight.

No secure handholds provided for persons moving about the exterior of lifeboat on both side.

TYP MJR CHPTR OBSERVATION

VLCC

IDEMITSU 4.7 It was observed that the indication of the engine telegraph on the port side bridge was not correct. It was NF (Navigation Full) at the time of inspection.

SHELL

5.26 There was no evidence that annual inspection of regulators fitted on acetylene and oxy-gen cylinder in storage compartment was carried out.

10.38 When tested, earth test lamp on Light Distribution Board in bosun store indicated that there was some earth fault on forward lighting system. (Company already sent the guar-antee claim to the shipyard.)

IDEMITSU 11.4 One set of drain pipe located under the bridge starboard wing deck was heavily corrod-ed.

AFRA LUKOIL

5.26 Regulators for the oxygen and acetylene bottles were not refurbished or renewed since delivery of the vessel.

8.3 Cargo pipe lines 1.5 times pressure test was done to 1.5 MPa instead of 2.2MPa. Vessel had centrifugal pumps, performance curves indicated that vessel was capable of gener-ating 1.5MPa pressure. Pressure trip was also set at 1.57MPa.

LPG SHELL 6.15 The port side E/R emergency bilge suction valve seal secured to avoid accidental open-ing in port was not properly sealed at the time of inspection.

LNG

IDEMITSU

4.2 A couple of lines were left empty on many pages of deck log book.

4.3 The vessel sailed from last loading port on 15 Nov. 2018. However, test of "Steering gear power failure alarm" was not carried out before departure from port as per alarm record.

BP

5.11 10 pails of the paints (5 Gallons per pail) stowed in the paint store were not secured. These were rectified during the inspection.

5.37 Two (2) fire control plans were externally located at the accommodation upper deck en-trances (P/S) for the shore-side fire-fighting personnel but the fire control plan location sign was not met as per the required sign of the SOLAS Chapter II-2/Reg.15/2.4.2, MSC/Circ.451.

SHELL 5.14 Dedicated rescue boat waterborne was carried out every two months intervals rather than monthly interval as practicable.

IDEMITSU 8.15 Record indicated that local pressure gauges were tested regularly using pressure cali-brator on board. However, there was no evidence that pressure calibrator was calibrated by shore expert.

TYP CTGRY OBSERVATION

LPG 1.3.29 No evidence of audit for company Competency Management System which commenced about two years ago.

LPG 1.4 Radio MF/HF Aerial insulator connecting shackle heavily worn. Shackle were replaced prior inspector’s departure.

LPG 8.3.4 Knowledge regarding oxygen resuscitator operation shown to be insufficient for incident where rapid response required.

CDI

SIRE

PSC

Q.S.H.E. Events & Exercise Quality, Safety, Health & Environment Bulletin 12

Crew seminars in 4th quarter of 2018 Seminar for seafarers on Chemical fleet in Cebu, Philippines (28th –30th

October) The 6th KLSM Chemical Seminar took place last Oct 28-30, 2018 at the BE Resorts in Mactan, Cebu. Attended by KLSM Chemical Officers and Office Staffs, the event included the Training for Ballast Water Treatment System by TECHROSS. Also several topics were covered including the Company Organization/ Chemical Fleet Perfor-mance for 2018, New VIQ.7 –Gap Analysis, updates about Chemical Business as it affects the world econo-my, Cyber Security and Stress Man-agement. Case study for Deck and Engine Department were also facilitat-ed by office staffs. Exercise on Oil Pollution and Collision scenarios were carried out respectively which became more realistic and effective as it was actively participated by the Deck and Engine Officers with the supporting roles of the KLSM Office staffs. It was indeed another successful event for the “K” Line Chemical Fleet. Truly, the achievements of an organization are the results of the combined effort of each individual.

2019 2nd Japanese seminar at head office, Tokyo (1st –2nd November)

Day 1 Health control and Carrier develop-

ment Case Study- Recent accidents and

correspondence RA and TMSA 3 Deck: “Marine weather report” by Ship by

Japan Meteorological Agency ECDIS Case study VIQ 7 & VIRAT (Vessel Inspection

Risk Assessment Tool) Engine: Human error by DAIHATSU DIESEL

MFG. CO., LTD. Case study- “M/E Trouble of GALAXY

RIVER” “Trouble of old vessel” Day 2 Mental health training ”New LNG vessels” Group activity

“human ele-ments & team management”

Recent up-dates of KLQSMS

KLSM India Seminar 18B in Goa, India (13th-14th November)

Day 1 K-Line update Review of working and Rest Hours K-ENE safety culture, ethics, val-

ues and customer's expectations & results

Injury cases in fleet and prevention "CMS New Horizons and updates" Cyber security and compliance KLMA (PHIL) update Deck: "Ballast Pump water hammering

Incident" case study "Heavy Weather" ECDIS 2018 Case study "Introduction of MEG 4" “Handling port official at Japanese

Ports”- “Failure of Monorail” Engine: Case Study-Main Engine Overhaul-

ing training "Technical Incident of Purifier &

Main Air Comp.-case study" "Human element and aging ma-

chineries" "Main engine Exhaust valve trou-

ble" Day 2 RA issue and new way forward Reflective learning "Weak Signal" VPQ 7 updates and preparations "Enclosed entry procedure and

compliance with workshop" "Team building activity" "Why Incident and Accident occur –

A different perspective"- Sharing of on-board experience -

by Capt. Bansal Presentation Of Awards & Certifi-

cates Christmas family gathering

KLMSI Christmas party in Grand Ballroom, Dusit Thani Hotel, Manila,

Philippines (30th November)

Ventis & KLMSI Christmas party in Grand Xing Imperial Hotel, Iliilo, Phil-

ippines (15th December)

Ventis Christmas party in Grand Ball-room, Dusit Thani Hotel, Manila, Phil-

ippines (8th December)

QSHE Bulletin (p.01) messageQSHE Bulletin (p.02 award)QSHE Bulletin (p.03 Hot topic)QSHE Bulletin (p.04 NM-4Ｑ)QSHE Bulletin (p.05 NM-4Ｑ)QSHE Bulletin (p.06 Sea Breeze)QSHE Bulletin (p.07 Healthy Living)QSHE Bulletin (p.08 Best Practice 4Q)QSHE Bulletin (p.09 Best Practice 4Q) RevisedQSHE Bulletin (p.10 Environment)QSHE Bulletin (p.11 PSCVetting)QSHE Bulletin (p.12 Events)