Welcome to ITOSF

To post or comment on this site and view some of its contents you will require a username and password. You should preferably be a tanker operator or have direct connection with health, safety environment protection and maritime quality management in your work. Academics and researchers are welcome too. If you believe you can add value or gain benefit from this forum please send an email to administrator@itosf.org listing the following: - Your name - Your organization - Your location - Your work email address Thank you and we look forward to your participation.   ITOSF is now fully connected with and supports LinkedIn, Twitter and Google+. If...

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2013 QHSE benchmarking results

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2013 benchmarking

Thank you MBoard for your post and initiative. Yes 2012 was not followed up properly but we hope we will get better participation of results from 2013. As soon as I get 10 sets in I will make trending graphs and charts and post them for everybody’s benefit. And there is no good or bad figures. There’s lots of contributing factors not limited to size of fleet as we all know. Anyways to better understand the benefits & limitations of these numbers we need the industry personnel to share some figures which we can analyze and make sense of. I hope we will get a better response this year. Please click and fill out the below attached form for your respective organization and once completed email it back to...

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Benchmarking?

I was very interested in doing some safety stats benchmarking with everyone. Obviously, this is the perfect place to do it.  We can be totally honest and anonymous. I noticed the 2012 was very poorly patronised. Now that 2013 has come to a close.  Obviously, this is the perfect place to do it, but may I suggest the administrator posts a new 2013 end of year benchmarking spreadsheet and we actually use it? I’m happy to post my 2013 rather poor results of LTIF (0.96) and the like.  Let’s support this a bit better and really know how we are performing!  It only takes a few minutes! Thanks.   +20...

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Observations

Dear all, we have received the following obs from a MOC: VIQ 5.24 QUOTE Inspectors Comments: Ship’s staff applied company policy recording gas atmosphere before entering, if ventilation stopped and if personal left the enclosed space for more than 30 minutes. Personal in enclosed space was equipped with a multi gas analyser for continuous monitoring and a portable gas detector was installed at the entry hatch.  Inspector Observations: There was no gas atmosphere records carried out at regular intervals in Enclosed space entry permit C/L while personal was into CTK 1S on 27 July 2013 between 12h36 and 15h00 and also on 30 July 2013 in CTK 2S between 08h44 and 11h50. UNQUOTE As stated in the inspectors comments the gas measurements were continuously obtained...

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ECDIS Back up arrangement

In view of the forthcoming ECDIS as primary system and as part of the each company’s ship specific risk assessment is to decide on the back up arrangement  whether this will be a second independent unit or paper charts.The following back-up options are generally accepted as meeting SOLAS carriage requirements: 1.For ships using ECDIS as their primary means of navigation (no paper charts), an additional and independent ECDIS shall be provided as a back-up. The back-up ECDIS should be connected to an independent power supply and connected to systems providing continuous position-fixing capability.When the ECDIS is being operated in Raster Chart Display System (RCDS) mode using RNC data due to lack of suitable coverage of electronic navigational charts (ENC),...

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Identifying equipment which run on emergency power

On a recent vessel visit I identified a best practice on board worth mentioning. Every single equipment on the bridge including machinery and gauges / dials were identified with a yellow or red sticker as applicable. The yellow sticker indicated power from the battery system available while the red sticker indicated power available from the emergency switch board. This has the potential to come in extremely handy during emergency situations. This may be applied on all shipboard equipment everywhere as a standard. During the unfortunate situation of loss of power knowledge of the equipment available for use could prove invaluable. A few photos are posted below for your reference. Click on the below thumbnails for a bigger version. +40...

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ITOSF posts now have the like button

We have just added the ‘like’ button at the bottom of individual post. So you may now show your appreciation for a post without having to put specific comments. We hope you will find this an useful feature. We have had the social media sharing buttons for LinkedIn and Twitter for some time now. You are encouraged to ‘pass it on’ by using those features. Please do report any bugs if found to administrator@itosf.org +10...

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Protecting the other side of accommodation doors…

For years we have reported near misses on people in harm’s way on other side of accommodation doors due to sudden opening. In many cases unfortunately people have gotten hurt as well. I usually see a notice posted on the doors to be careful while opening. I was just visiting this ship for an audit and saw the door’s reach painted on the deck as in the pictures below (for every accommodation door having a potential for people getting hurt when opened). I found myself getting conscious and sort of walking to avoid those yellow arcs painted on deck, thereby hopefully preventing any injury in case someone was in a hurry and wasn’t thinking too hard. I do believe this is a more effective preventive action than the usual ‘open carefully’...

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Last minute risk assessment

Saw a good and easy to follow example of a last minute risk assessment guidance on a vessel recently (pictured below). These were posted in strategic locations and were also available in laminated sheets. Personnel were using this as a tool aiding their pre-job toolbox meetings. The best solutions are the ones easiest to follow by the vessel’s front line staff and it was good to note how a simple approach was working well. It may not have the swagger of the colored charts depicting risk frequency and consequence calculations, however it is probably more effective for the crew from purely a risk mitigation point of view for routine shipboard tasks. Non-routine and major tasks of course still need to be put through the more detailed appraisals… +50...

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VIQ Ch 8 cargo equipment related observations

Dear ITOSF fellows, below two VIQ Ch 8 (chemicals) questions comes quite often as repeated on our records, mainly due pressure / vacuum sensor faults (on board cargo being high viscosity), or the level alarms and remote level gauges not functioning properly.   8.29    Are the cargo system tank pressure, temperature, and level gauges in good order and is there          evidence of regular testing?   8.30    Are the remote and local temperature and pressure sensors and gauges, in good order and is          there evidence of regular testing? I wonder whether any of you developed standard contingency measures, if such equipment fail, so that crew would be able to better respond? Of course we do say to vessels to fix a pressure and vacuum gauge and monitor manually,...

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Thoughts on Behavior Based Safety

One word – EXPOSURE. Ideally BBS or any other type of targeted / focussed safety approach should have just one goal. Reducing EXPOSURE. To achieve this end, experience and common sense dictates that we follow the hierarchy of controls (which we usually end up doing during our routine risk assessments) to reduce exposure. Let’s consider examples to better illustrate the hierarchy of controls. Remove the exposure completely. For example eliminating items which may have been deemed to be a tripping hazard or where someone could hit their head etc. Failing this the next best thing would be to work around and minimize exposure. This would include creating marked walkways around dangers, machinery cages, an extended handle to operate a tricky valve etc. If the above is...

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Question regarding double-bottom ballast tank inspection prior to discharge

I am hoping some esteemed collegues in ITOSF could advise on the following.  What is the best practice for inspecting double-bottom ballast tanks that do not have access trunks or inspection ports, prior to discharge?  On this particular ship, the access manhole covers are in the fwd void and pumproom respectively. 00...

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Snuffers for PV valves on Chemical tankers

Feedback from some PV valves Makers that their valves act as both flame arrestors and impossible for backflash to occur.Appreciate to receive comments from fellow chemical tanker operators on the use of N2 snuffing system on PV valves fires. Would it be an overkill? 00...

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MARPOL Annex V Amendments

So what about deck wask water? Has anyone considered disposal of deck wash water after washing down all that soot from the poop? Or what about the disposal of spent grit or the associated paint chippings and scale. I would be really interested to hear from members about proposed procedures and landing of such waste. Does anyone with vessels operating in special areas have experince of managing such waste. 00...

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ITOSF 2012 INDUSTRY WIDE BENCHMARKING

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