ANGLO-EASTERN
OWNER’S BRIEFING: NYK
NAME: ______RANK: ______
JOINING VESSEL ______DATE JOINED AESM______
LAST VESSEL ______DATE S/OFF ______RANK ______
A. Organization Structure of Owners1 / Mr.Takaaki Nakano- Deputy General Manager
Mr. Shinichi Inoue- Manager
B. Owner’s Requirements- Reporting/ Circulars
1 / Please read and be familiar with the contents of the following documents:
a) NYK Monthly safety reports “Calm Sea”
b) NYK Safety Stars
c) NYK Circulars
d) NYK Nav-9000 File
e) Sail On Safety Campaign
2 / Following reporting is required:
a) Ship Performance Analyzing System (SPAS) reporting- Daily at noon.
b) ETA Notification- Charterers and Agents- Daily.
c) Report of Bunker ROB
d) Report of supplied bunker- After every bunker supply
e) Bunker Requirement to NYK Singapore (E/ W) – At least 10 days notice.
f) Bunker Delivery Notes- After every bunkering
g) Arrival/ Departure Report
h) Special Communication- Typhoon update- Whenever v/l comes within 500 NM from typhoon.
i) Reefer failure reports (malfunction report and damage failure report) - As applicable.
j) Lashing gear inventory- After every two round voyages.
k) Stevedore damage reporting- Immediately upon occurrence.
l) Tank Condition - After every departure port.
3 / Following are the Owners requirements:
a) Senior officers to carry out the checks at least once in their tenure as per the NYK NAV 9000 checklist and definitely prior to the NAV9000 audit.
b) NYK is very particular about fuel consumption – Instructions from charterer’s and NYK are to be followed diligently for operating the engine at Eco. rpm/ Super slow steaming. These are specific to the trade of the vessel, hence the Master and C/E to go thru the instructions and clarify any doubts with office/predecessors.
c) Permission for carrying out maintenance job that can jeopardize the schedule of the vessel (M/E unit overhaul, exhaust valve overhaul etc.) has to be obtained from NYK thru office. C/E is not supposed to go ahead with the maintenance unless permission is granted by office/NYK. Instruction for the same is posted in the ECR in the respective vessels.
d) Chief engineer to familiarize himself with the procedure for dosing of Fuel additives. The most important thing the C/E should know is the procedure for dosing the additive and the conditions under which approval has to be sought from NYK.
e) Engineers to go thru the NYK engine essentials file and follow the instructions diligently.
f) During UMS period engine room round is to be taken every two hours.
g) Although the planners prefer using Powerstow on NYK ships, it is essential that the class approved Loadicator is used for verifying stability calculations.
h) Chart plotters are provided on NYK ships and these are to be used diligently as they are verified during NAV 9000 audits.
C. Owner Specific PSC Detentions
1 / NYK Isabel was detained at Yangshan, China in Sept 2010.
Ø Two containers located at 170508 and 170708 carrying dangerous goods class 6.1, flash point 34 degree Celsius stowed in no.3 cargo hold had not complied with the requirements of the certificate.
Ø The dangerous goods stowage plan not properly confirmed to comply with the Company SMS manual.
2 / NYK Futago was detained at Melbourne, Australia in Jul 2015 for the following deficiencies:
Ø SMS as implemented does not ensure compliance with procedures for critical operations, or that reported non-conformities are analysed/ corrected, or that the company has ensured appropriate manning to encompass all aspects of safe operation, or the effective maintenance of ship and equipment to requirements, as evidenced by deficiencies 1,3.
Ø Oily water separator defective.
D. Owner Specific Major Problems/ Incidents
1 / On NYK Isabel, all the cargo within 3 reefer containers was noted to be damaged on arrival at Tokyo in July 2009. The reefers were loaded at Manzanillo and remained disconnected through out the voyage for 17 days. Chief Officer had assigned Cadet to note down the daily reefer temperatures. The Cadet was logging fictious temperatures close to the set point temperature instead of logging the actual temperature- No supervision was carried out by Senior Officers at all throughout the voyage.
2 / A Cadet who was given off on ACX Pearl in April 2009 was presumed lost overboard at sea after he failed to turn up for the Bridge watch in the evening.
3 / NYK Silvia departed Manzanillo, Mexico on 26-Mar-2016, bound for Los Angles, USA.
After dropping pilot, the starboard accommodation ladder was being secured for sea by the AB and Cadet. However, as they were not able secure the ladder properly in its stow position, the Electrical Officer and the Chief Officer were informed. The AB inadvertently hammered out the single cleat holding the ladder in position. As a result, the slack wire from the accommodation ladder snapped and the subsequent whiplash hit the Electrical Officer, who was standing in its vicinity thereby injuring him seriously.
Medical first aid was administered on board. The Electrical Officer was evacuated in Manzanillo for further treatment where his leg was amputated.
E. Ship Specific Issues
1 / Please send the GDR status to AESM regularly.
F. Trade Related Issues
1 / Port calls to USA- Please be familiar /ensure compliance with:
· BW management/exchange and reporting regulations
· Electronic Notice of Arrival/Departure (E-NOA/D) procedures,
· NPDES
· Oil Pollution Response Q.I. notification drills, and be prepared for unannounced SOPEP drills.
· US Customs Sea Carrier Initiative Program,
· Pre-arrival equipment test requirements,
Ensure that APIS ICB (Crew/Passengers) is held.
Ensure valid USCG COFR (and bridge letter for those vessels with Operator named in the COFR different from the Registered Owners) is held.
All crew passports are required to be in Master's safe custody at all times.
Please refer Company’s SMS Checklist.
2 / Port calls to Canada- Please be familiar with BW management/exchange and reporting regulations and ensure that Valid OSRO contract is held (if not, contact AE HKG/QA immediately) and declaration of oil spill contractor duly completed.
3 / Port calls to Europe- Kindly beware of the high incidence of stowaways and take all necessary precautions.
4 / Port calls to Australia-
· Kindly be reminded to ensure compliance with BW management/exchange and reporting regulations.
· Ensure that Original or certified true copy of current P & I Certificate of Entry is held.
· Please refer Company’s SMS Checklist.
5 / Port calls to Africa- Kindly beware of the high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions.
6 / Port calls to Brazil -Kindly beware
· That this is very high risk area for sea borne drug smuggling and be on alert accordingly.
· The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions.
· Brazil NORMAN 20 BW management plan, exchange and reporting regulations.
7 / Port calls to Argentina-
· Kindly be reminded to ensure compliance with BW exchange and BW chlorination regulations for Cholera prevention,
· Please note that this is very high risk area for Sea Borne Drug Smuggling and be on alert accordingly.
· Kindly beware in case of transiting River Plate that in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local Agent or the Pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas.
· Kindly be warned that exorbitant fines are imposed on ships for any misdeclaration of bunkers, lubes, paints, spares, equipment stores, cargo or crew's personal effects. The Customs or other authorities will look for the slightest excuse, even minor, innocent, discrepancies or mistakes, to levy huge fines (USD20-30,000 upwards) and/or extort underhanded payments. Please, therefore, ensure that all port papers and customs declarations are prepared carefully and accurately, all items and quantities are diligently accounted for and declared according to local regulations and requirements, to be ascertained by you from port agent early to allow you sufficient time to ensure proper compliance.
8 / Port Calls to Colombia- Kindly beware
· That this is very high risk area for sea borne drug smuggling and be on alert accordingly.
· The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions.
9 / Port calls to Venezuela- Kindly beware
· That this is very high risk area for sea borne drug smuggling and be on alert accordingly,
· The high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions,
· That in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local agent or the pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas.
10 / Port calls to Japan- Kindly be reminded to ensure compliance with the reporting procedure for the compulsory insurance requirement for non-tanker ships.
11 / Port calls to Philippines, Indonesia, Vietnam, Sri Lanka, and Bangladesh- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions.
12 / Port calls to China- Kindly be reminded to ensure compliance with BW exchange and discharge regulations, the current details of which you should ascertain from the Agent.
Ships calling at any Chinese port must have pre-contracted & approved pollution clean-up contractor, known as SPRO (Ship Pollution Response organizations). Please refer RU 71 for details.
13 / Port calls to Singapore- Kindly beware of the high incidence of stowaways and take all necessary precautions
14 / Port Calls to New Zealand- Kindly be reminded to ensure compliance with BW Management/Exchange and reporting regulations,
15 / Port Calls to Russia (Black Sea) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, and BW and sewage discharge regulations of the Russian Federation included in the Prevention of Pollution from Ships, the current details of which you should ascertain from the Agent.
16 / Port Calls to Ukraine (Black Sea) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, the current details of which you should ascertain from the Agent.
17 / Transiting Malacca/Singapore Straits- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions.
18 / Transiting Gulf of Aden (GoA) and High Risk Areas: Please refer the APP (Anti-Piracy Plan), latest version of Best Management Practices (BMP), Ship Security Plan (SSP) and the CSO messages for details.
G. Ship type related incidents
1 / Please see the power point presentation for the type of ship.
H. OPS Guidelines
1 / Bill of Lading- Please ensure officers understand regarding the importance of receiving the original B/L or in case the same is not available then LOI (Letter of Indemnity) from the Head Charterers which has to be accepted/approved by the Head Owners (Owners will give clear writteninstructions directly or via us)- without that no discharge.
2 / LOA (Letter of Authorization) - If the format is not the same as given in AESM Manuals and agents ask the Master to sign a different format (not similar to ours) then they should get Owners approval.
3 / Rain Letter - Various Receivers submit this - basically stating that they will not hold vessel/owners responsible for any wet damage, etc. This is not to be accepted. As and when the same is recd it should be relayed to charterers (responsible for voyage) with cc: other charterers up the chain and a LOI will need to be submitted to Head Owners by the Head Charterers.
4 / Draft survey – There should be no reliance of draft surveys carried out by external parties or by shore scale figures. C/Off has to carry out the same initial/intermediate/final himself. If substantial difference found (between shore vs. ship's draft survey fig) then Master to immediately inform Charterers + Owners/AESM, to enable Owners/AESM decide next course of action i.e., to make decision to call P&I (and to give Master relevant advise - issue LOP, etc). In any case, M/R + B/L + agent's SOF to be claused reflecting actual fig found i.e., ship's fig vs. shore scale fig.
5 / Communications- Communications to be quick with Owners+ AESM.
6 / IWL + WRTW (International Warranties Limits + War Risk Trade Warranties)- Prompt reporting to be made to Owners + AESM, to ensure cover in place
7 / Hold washings - Not to be pumped out in MARPOL Special area.
8 / Minimize Hog/ Sag during loading - Masters are reminded to plan cargo stowage with reference to the bending moments (BM) in the final loaded condition, and loading/deballasting sequence carefully, in advance, together with their Chief Officers, so as to minimize hog/sag and unpumpable ballast water, and maximize cargo lift.
9 / Unpumpable ballast- Please note the following points:
· Masters and Chief Officers are to always strive to maximize cargo lift by careful planning and management of their cargo loading/deballasting sequences, so as to minimise deflection (hog/sag) and unpumpable ballast.
· Ballast tanks should be stripped to the bare minimum possible with the vessel at a good positive trim. The stripped ballast tanks soundings and draft should be recorded at the stage when stripping is completed, and the Agent or Shippers should be asked to arrange for the draft surveyor to be present to witness and participate in the sounding of the stripped ballast tanks at this time.
· If the draft surveyor does not attend at this stage, then the record of stripped ballast tanks soundings made by the vessel should be presented to the draft surveyor to use in the final draft survey calculation upon completion of loading.
· In case the draft surveyor does not accept the vessel’s stripped ballast tanks soundings and uses the zero sounding ballast quantities per the vessel’s tank calibration/sounding tables as the vessel’s finishing draft/trim for the final draft survey calculations, then please make a remark on the final draft survey report about the difference in remaining ballast quantity and the corresponding difference in the cargo quantity, issue a letter of protest and contact Owners promptly for further instructions.
Name of Joining Officer / Signature
Name of Briefing Officer / Signature
Date
Owners Briefing: NYK Revision: 4 Page 1 of 5 Issue Date: 01 Mar 2017