全英文远洋大副交接班报告.doc

M.V.KOTA BUANATo: 01.02.2018The General Manager,Fleet Operation DivisionPacific International Lines (Shanghai) Ltd.CC: Master M.V. Kota BuanaCC: Incoming Chief Officer M.V Kota Buana Subject: CHIEF OFFICERS ASSIGNMENT HANDING OVER REPORTDear Sir, MV Kota Buana is a Multi Purpose ship with a deadweight capacity of 27378.8 Tons and has five cargo holds. Can load containers on hatch covers both 40 and 20 feet. DG cargo can be loaded on deck and inside cargo hold except cargo hold No.1. (See Dangerous goods Document of compliance for reference). Reefer point available on deck for 50 Reefer containers. Total max capacity of container TEUS 1391. The ship is equipped with three Deck Cranes. No.; 1 No.2 and No.3. SWL is 40mt for No.1 crane, SWL is 45mt for No.2 and SWL is 90mt for No.3 crane. Crane No.2 is in fact No.2A as master and No.2B as slave as per manuals. However to the crew, Crane No.2B is No.3 and Crane No.3 is No.4. Adopt the language of the crew when issuing instruction relating to the deck cranes, to the boson. Hatch Covers;1. Weather deck hatch covers are, TTS Tran folding hydraulically operated type hatch cover(Refer to the maker instruction manual for more information)2. Tween decks are the Lift off/Lift on , total 72Pcs (Refer to the maker instruction manual for more information, now no use due to load container and stowed on fwd of accommodation area and both side of No.1 C/H)1. VESSELS TRADE: She is now in service on CHITTAGONG / MONGLA SERVICE(BDS) and presently call Singapore and Chittagong Ports. After sailing from Chittagong prepare Tank condition(ldp file) for Singapore(aft bunkering) departure with vsls aprox. bunker and water ballast, give to Master for sending to planner and Offices operation manager. Also if theres any changes in the actual loading stowage, sent changes plan by ships E-mail to planner and Offices operation manager. After planner will send new EDI file via E-mail including the changes plan, double checked the load condition carefully and avoid amend the plan after alongside due to generate fee and will be complied by charterer.SingaporeOur ship call to SINGAPORE for discharging and loading containers,taking bunker, taking provision and crew change. Port operation in general is smooth. But PSA regulations are very strict regarding safety matters. we should be careful about safety items and to take preventive action. Some foreman created problems about safety items are not properly fitted in position. So.we needed to prepare stanchions and rope at both side walkway on deck and under deck.Safe Berths: All berths at Brani or Kapple are safe and well fendered.Theft: No instance of stealing has been recorded in Singapore at berth. There are incidents of Piracy attacks, but mainly on small vessel when enroute and around in Strait; But the Chittagong Anchorage need pay much attention due to some vessel was boarded and tied up crew and steal too many ship store. Cargo Operations: Normally by Shore crane in Singapore and ship crane at Chittagong. Duty officers must check Lashings bay wise. Stacks to be checked Tier wise. There were some cases which we found out that containers loaded in Singapore did not fit/sit properly in the sockets of the bottom tier container. Lashing in general must be carefully checked to ensure the not left undone.Draft: No draft restrictions for Singapore. Vessel can safely be loaded to her maximum draft, but think ahead for Chittagong, the draft restriction is 8.80FW, but the agent require below 8.65m for entering river(fresh water port), also the Chittagong have the requirement for trim 25cm by astern. Others: Ship husbandry services in Singapore are a huge challenge. You need to plan very well in order not to overstretch your crew. Planning depends very much on the estimated duration of Port stay and the nature of services expected. The store and spare parts supplied in Singapore, but you need check carefully due to they often fish in troubled water and caused mistake to ship.ChittagongBerths: Berths are safe and have adequate depth, but pay much attention to the tide and UKC, avoid grounding when full loaded and at lowest tide.Theft: Vessel must also take extra care to prevent Theft; Mooring ropes may be cut; loose lashing gears left on the Jetty during cargo Operations; Fire hoses, Nozzles and hydrant caps can be easily stolen. No incident of theft occurred during my time.Draft: Normally vessel has safely berthed with max draft of 8.65 m.Cargo Operations: Normally by ship cranes and always starboard side alongside. They worked very carelessly and rushing to complete early but caused many damages to ship and containers. Duty Officers must check lashing. Speed is the main objective of the terminals. Safe Securing may be lack and improper container lashings will result if duty personnel are not at site and seriously take the cargo watch.When you load Reefers, Duty Officer should check and confirm Vent and Temperature setting are correct and as per shippers instructions. Often Reefers are loaded with Vents Shut when they are supposed to open by a certain percentage, or vice versa.Port Papers to prepare: Refer to mail received from Vessels Agent which is sent usually before arrival.Others: It is a good chance for painting ships hull when alongside at Chittagong port, you no need to apply and just painting the scrapped paint by fender. Our vessel just completed dry docking 19.12.2017, the hull was full blasting and painting, you should arrange hull painting every time at Chittgong to keep in beautiful condition when in light load condition and high tide. The port side hull, you can arrange at Chittagong anchorage.2. VESSELS KEY INDICATORSFO: Fuel consumption per day is according to the RPM the engine is making due to the office instruction. Consult with Chief Engineer for the estimated consumption for the voyage. FW: Fresh water consumption is between 8mt and 9mt, you should inspect crew and public water closet avoid leaking. The Fresh water generator produces nearly 9mT per day. There are two fresh water Tanks and two drinking water tanks.Caution: Do your best to Arrive Chittagong Port with good GM and adjust the draught and trim, I often pump out the heeling tank water after departure Singapore for adjusting GM and reduce aft draft.3. MAINTENANCEMaintenance has been carried out as per the PMS/Half yearly Superintendent inspections/Weekly inspection findingsFollowing jobs Pending:1. Ships tween deck and log supporter under maintenance, please continue.2. All deck area, lashing platform, cargo hold, mooring winch, windlass, bobby hatch, ventilator for store and C/H, in good maintenance condition contain crane, but need to make persistent, please devote efforts to keep it and circulate maintenance.3. There are 2pcs hatch cover jack hydraulic cylinder leaking oil, I already arranged greased all the cylinder, please grease one time every one month.4. The deck crane need to grease the wire and gear once every 3months,next grease schedule is end of Mar/20185. The sside pilot ladder and gangways wire need to replace with new wire when new wire on board, I already raised requisition for the wire. PECULIARITIES1. Crane No.2A & 2B in Tween mode. In this mode when cargo weight is near to the SWL or between 80mT and 90mT overload alarm actuates frequently. The crane has to be switched off and on to reset. 2. Loading containers in CHITTAGONG, it was observed double stackers for use under deck should be put into the corner casting of adjacent containers. And tension element plate should be put cargo hold both side wall T/P element slots.(Refer: as per cargo securing manual)3. Limitations at Bay 16 and 20 due to Cr.2A and 2B being master and slave. Exercise care when required to operate 2A a 2B in Tween mode. A sharp look out to be kept sight the least chance of a contact between turntable and container.4. Refer to the head office e-mail of loading in Chittagong for your guidance. Additional lashing to be applied at bay 27; 29 ; 31 and 33 in No.5 hold, 5. Limitation at Bay,11,12,13 only can load (3) tiers of High Cube containers. The center position 3 containers in the bay 17&19 only can load 2 tiers due to the crane house very close to the container and lead to very difficulty to load and discharge at Singapore.6. Refer to the container restriction location plan attached with file and posted near load meter Computer.4. DECK, HULLDeck and Hull are in very good shape. Vessel schedule leaves a little time for consistent maintenance. The vessel is just a 5 years old, but she has started rusting at a very fast rate. You must pay attention to hatch covers and cross deck areas. They have started rusting very rapidly, especially from the corners and the edges of the channel housing the sliding type of hatch cover seals. Ballast system is working satisfactory. Heeling tanks system is working satisfactory. You should adjust with suitable side tank in addition to the auto heeling during cargo operations. Generally, I dont use the anti-heeling system due to Chittagong loading and discharging by ship crane and always ship list 23 degrees, may caused heavy load pressure to the pump.The lashing rings and socket on hatch cover were all in good maintenance condition, please apply primer to the lashing ring, socket and hatch cover when their paint are scrapped when free of cargo.The ships mark arrangement, such as tug push mark, pilot ladder mark, hold boundary mark, frame mark, bow bulb mark, thruster mark, beware of propeller mark, hold depth mark, corp mark, E.S mark, log mark, ICCP marketc ,in good condition due to just from dry docking. Please paint them when discolor or scrapped by fender at Chiitagong.Some of hatchcover rubber seals damaged and need to renew when condition permit, the glue and rubber packing are stowed at pump room.6. Accommodation The floor and stairway in accommodation area and mess room have already strip off and polish with wax ,now in good condition.Galley drain pipe were blocked more than 2years,I have already arrange ships crew and manage to dredge clear thoroughly, please urge chief cook clear the sewer and make sure no garbage to the sewer and give hot water for melting the oily.6. CARGO GEARSCargo gears are in good condition. Flat rack and bins are in good condition. (2) Spreaders have been received at 14.08.2015. two spreaders in good order at present.7. DECK MACHINERY Deck machinery such as windlass, mooring winch, cargo crane, derricketc, in good maintenance condition. And all of the machinery were lubricated properly and can operate smoothly, the inner both p&s fwd mooring winch bearing were replaced with new spare at dry docking 12/2017, so please urge crew adjust mooring line properly and dont tension too much which may lead to the bearing damaged. Please handover this key point to next chief officer for avoiding reoccurred in the future.Almost all the fair lead rollers were free movement, but some not tension oftenly one need to grease regularly Port windlass brake was replaced with new liner 12/2017 in dry docking, and the sside also need to replaced with new liner, I will try best to replaced before I sign off.7. ISM and ISPSISM , ISPS & MLC internal audit has been carried out in Mar, 2017 and the findings were rectified.GENERALLoad Lines items and LSA/FFA are maintained by 2nd off and 3rd off respectively. Routine Boat, Fire, Oil Spill and Emergency response drills are carried out to train and improve the skill of all the crew, various shipboard trainings are carried out as per shipboard Training Plan. NVOD video training must be carried by individual crews by themselves. THE ARK rest hour must be updated by all crew daily.SOPEP materials and equipment is in order and checked frequently. Drills and trainings are carried out every month as per the plan. RISK ASSESSMENT:Vessel has LR Mariner (A RISK- BASED TOOL FOR OPERATIONAL SAFETY AND SECURITY ON SHIPS) which is on the on the common Computer in the Ship Office.(NAME: USER , PASSWORD : user)Risk assessment to be carried out before doing any critical operation including but not limited to1. Lowering of life boats2. Entry into enclosed space3. Working Aloft4. Working Aloft and Over Side5. Hot Works6. Tag in& Tag out7. Mooring and Unmooring operation8. Critical deck operations9. Heavy Weather10. Restricted visibility11. Navigation under congested waters and narrow channel 12. Anchoring.The report and result of the Risk Assessment should be filed in the Risk Assessment File (ON DECK OFFICE)EXTRA JOB DESIGNATION FOR DECK OFFICERS:Master - in charge of crew accounts and transmission of radio messages.Chief Officer - in charge of port papers.2nd Officer - in charge of victual ling and radio communication summary/accounts3rd Officer - in charge of bonded stores, cabin stores and SRC accounts. ADDITIONAL JOB DESIGNATION FOR CHIEF OFFICER- NVOD training and maintenance- THE ARK rest hour management system training and maintenanceEOM Reports:1. Month end FW ROB.( to fill up Ch-Eng EOM template)2. ISPS (visitors pass inventory /Hardening material report) .3. Stevedore summary damage report.4. Inventory of SOPEP Materials.5. PMS overdue items.6. Inventory of container lashing gear.7. Key management system inventory(3 monthly)8. Monthly wire ROB.9. Crew overtime 10. F6-2 C OFFICER eLogabstract-B Class11. Inventory of lifting gear.12. PMS hard copyRemark: the item2, 4, 7 should be submitted to captain after updated at the EOM.And more, 1) F9-3 hatch Cleat Condition, the hatch cleats should be checked . 2) eNotice No.47 TCIS20102016 Cargo Hold flooding causing damage to cargo- a. check and test all cargo hold bilge alarms are in working condition weekly (PIC E/E and CO).b. send photos of all bilge sensor condition (PIC E/E and C/O) - now (asap) and thereafter every month with moth end reports.c. bilge soundings are taken deligently, recorded properly, analyzed differences, if any, and take actions, if required. Same person should not take sounding everyday. (PIC - C/O)d. cargo PIC, C/O, must check and ensure that the soundings are correct and sign. Any abnormalities must be reported to Master immediately. Master to report to Supt PICe. If any high level Alarm comes, this must be taken seriously, the cause must be investigated, bilges must be reduced immediately. DO, DE and CO must take action immediately to reduce the bilge level. (PIC - C/O)f. bilge alarms and actions taken to be recorded in deck and engine room log books (PIC - C/O and 2E).g. bilge to be pumped out in accordance with rules (PIC - Master and CE)h. any job done in the bilge or ballast pipes or valves be tested to the satisfaction of the C/O and 2/E before putting system back in normal operation (PIC C/O and 2/E).i. in no circumstances the bilge should be allowed to accumulate in the cargo hold and C/O will be solely responsible for the consequences unless otherwise found.j. for proper bilge management, please refer to our technical circulars for better understanding. Daily checks of the Bilge level must be conducted deligently and recorded (PIC CO,2/O,3/O) 3) Master on board assessment report of vessel condition:a. hull condition, including draft marking. b. all Booby hatch condition c. all cross deck condition d. all hatch cover conditione. Lashing platform & catwa