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STELLAR OCEAN TRANSPORT LLC

FORM : SOT/FO/078 REV : 01 DATE : 30.11.2011

M.V. DIAMOND STAR CHIEF OFFICERS HANDING OVER NOTES From Outgoing c/o _MR.N.S. CAMA____ to Incoming c/o _Mr. Madhu Prasad___________ ================================================================================

At (Kandla)
Introduction

Date :

xxxxxxx

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 for your information and guidance. Hope these notes assist you in getting you familiarized with the vessel. These notes are divided in to various sections in an order which may be convenient for you to go through. Items of a general nature which are a normal practice of good seamanship may not reflect in these notes and are understood to be followed as a general practice. All information is not contained 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. including crane / 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 store area 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/on

c/o.
a) CARGO HOLDS b) HATCH COVERS c) LSA FFA maintenance status d) GREASING e) BRIDGE & NAVIGATION EQUIPMENT MAINTENANCE STATUS f) ACCOMMODATION BLOCK MAINTENANCE STATUS

01. VESSELS OPERATION AND PERFORMANCE / MAINTENANCE STATUS - 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 her block coefficient. Permanent bunker capacities (100%) : FO 2036.54 mt/ DO 120.42 mt. Port consumption per 24hrs idle (mt) : FO: 4mt (with no cranes working) & FO: 6mt (with all 4 cranes working) At sea she consumes abt 35mt. The bunker tanks are situated between 3 & 5 cargo holds, if the voyage consumption is from these tanks during the voyage, ensure you finish the vessel with a slight sag of about 3-5 cms to make up for the hog that will be created during the voyage due to bunker consumption and fresh water generation, in order to have an accurate draft survey at the disport. Failure to do this will land up the vessel with 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 TRIM OPTIMISATION & SAVING BUNKER COST which basically states to finish the vessel at as even keel as possible such that during sailing the vessel should sail at even keel to maximize bunker efficiency . Keep the trim as minimum as possible to arrive safely to the discharge port. Having said this please 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 we have kept RPM at 113. And consuming around 30 MT/day.

B)

Vessel's operation

Owners 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 Dalian shipyard. She is a relatively new geared bulk carrier 190m long and 32.26m wide displacing 67795.5Mt at her summer draft of 13.02m. 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, (the manual 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) One provision 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. If there is any discrepancy between the two please inform it to the master immediately. I have made a deadweight 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 are in 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. Of course I too counter check it manually. Please involve, & keep the master closely updated regarding your calculations.

AGENTS DETAILS ARE AS FOLLOWS:

SCORPIO SHIPPING AGENCIES PVT. LTD. SECTOR NO. 7, PLOT NO. 57, GANDHIDHAM (KUTCH) 370 201 PHONE : +91 2836 231602 / 229025, FAX : +91 2836 232162, email : operations@scorpioship.com scorpioship@scorpioship.com
Presently she is on a time charter with JALDHI OVERSEAS PTE.LTD/SINGAPORE

Voy no. 014. (The voyage numbers only when the charter changes.)

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 proceed alongside where the rest of the cargo will be discharged. ETA Kandla is 03/1000 lt. Cargo will be discharged by ships gears both alongside and at anchorage. The port is tidal and hence it will depend on the tide as to which day we can go in.

Present cargo is 56601 MT of

The actual charter party will be handed over to you upon your arrival as its 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 CONDITIONS AND SUITABLE FOR LOADING UPTO FULL LIFTING CAPACITIES WITH GRABS AND FOR CHRTS FREE USE . LIGHTS - VSL TO PROVIDE SUFFICIENT LIGHTS AS ON BOARD DURING LOADING AND DISCHARGING 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: >avshipping@gmail.com<mailto:avshipping@gmail.com> >101, Cecil Street, # 08-06 Tong Eng Building, Singapore 069533 Status report in port (as 0900hrs LT daily) when loading/discharging and or at anchor awaiting berth using our std format as stated below. Please ensure they are 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 over the vessel. Since then, cleaning of cargo deposits has been in continuous progress till 20/03/2012 opportunity 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 railings 4.Aft Poop deck 4.Mast house superstructures 5. Hatch coaming area of #3,#4 and #5 6.Deck cranes No.3 & No.4 7.Fwd mast and Radar mast Areas 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&#3 . 4.Hatch coaming area of #1 and #2 including trackway. ALL AQUATUFF CLEANING ON MAIN DECK AND SUPERSTRUCTURE HAS NOW BEEN COMPLETED. THE ONLY OUTSTANDING ITEMS REMAINING ARE THE CARGO HOLDS 25. Spot Chipping and painting: Windlass & fittings, Standing platforms, Suez canal davit., rollers, fore castle bulwark, vents, drip trays etc. {entire fore castle} Ship side rail stbd side, full coat applied. Spot c/p of mast houses. Spot chipping and painting of stbd side #s 1-5 hatch coamings, stays, main deck, track ways, Manholes, air& sounding pipes, Walkway, Colour coding & stenciling of Air pipes, Manhole covers, Save all trays, sounding pipes and garbage drums. Painting of Non grid walkways on main deck port & stbd side Poop deck spot chipped and primered. 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 condition at all times) Spot chipping of all accommodation decks, and bulk heads. Full coat on wheel house deck. Full coat on A deck aft. Funnel exhausts painted. 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.}

Poop deck quarters painted. Gangway areas spot chipped and painted. Ships 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. Fire line and fire hose boxes. 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 from the 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 and hold water tightness are intact. Draft marks have been recently painted. CO2 smoke detection system has been checked during annual survey by blowing smoke into the system sensor on 25/03/2012, recently when 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 carry out the same.

There was a crack recently found on the conduit pipe junction box abreast the cross 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 No. 1 No. 2,3,4&5 Grain & Bale Capacity (m) No. 1 No. 2 No. 3 No. 4 No. 5 Total : Area (L x W) : 18.04 x 18.26m : 19.68 x 18.26m : Grain : 13620.1 m : 14872.1 m : 14308.3 m : 14875.1 m : 14291.5 m : 71967.1 m Cap. (mt/m) 2.50 /m 2.50 /m Bale 12929.5 m 13696.5 m 13188.9 m 13696.4 m 13362.9 m 66874.2 m

^ No.3 cargo hold is a ballast hold. Procedure for change over is posted in the Ballast Control Room. ^ 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 pay loaders, bulldozers as well as when loading general cargo. ^ The booby hatches have got supports that are to be maintained in good condition, they are required by AMSA. While parking the grabs be very careful especially at anchorage as if the 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 after every hold cleaning. The cleaning is done by using high pressure wash and Aquatuff. As you are 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 the strainer (rose box). Ensure all 3 sections of all the bilges are cleaned every hold cleaning to avoid further complications. ^ I have started a practice over here to hold the hose in each hold bilge for 30 minutes after completion of hosing down and cleaning the bilges to enable flushing of the line to prevent choking. Upon completion of hold cleaning two hoses are lowered in hold 1 and kept started 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 inspected and was found satisfactory. ^ The bilges are stripped/ pumped out through the common bilge and ballast eductor. The fire 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 before loading & 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 WAS CARRIED OUT ON 28/04/2012 . ^ There had been a problem with the NO.5 CH sensor but now it has been rectified and is now 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 from where the alarm can be acknowledged and overridden in the case of no.3 hold being used as the ballast hold. ^ The cargo securing manual is under the masters 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 not equal.

S Port side stopper for hold 1 does not have a greasing point. GC has been raised. Presently being 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 will slowly drip on to the cargo thereby causing damage. S The condition of the holds is not fit for grain loading and will require rigorous chemical washing 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 trim more than 1.5 meters unless absolutely necessary. The uneven load causes the wheel bearings and the ramp bushes to wear out. At the time of discharging close holds as they complete and the discharging / ballasting plan to be drafted in such a way so as to complete holds with as less a trim as is safe and practicable . Of course the last hold which is usually no.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 necessary masters permission needs to be sought.

S When closing the holds, Ensure all the rest pads and rolling and pitching stoppers are greased 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 opportunity this needs to be looked into. S The hatch cover pump has a temperature setting and if run for too long will trip at 8o degrees. S Each hatch cover has and emergency stop button situated on the stbd side to stop the operation in an emergency. It has been tried out during my tenure and found satisfactory. S In case the pump doesnt start please check all 5 buttons for activation as if ANY ONE IS ALSO 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 have raised a requisition for spare hoses for the hydraulic line. S The QACs are free and are to be ohauled 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 will be 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 the near 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 them once 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 for the 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. and achieve a speed of 14kts. At times the zero synchronization does not occur, so just give Dead slow ahead and again bring her to stop. Also when astern movement is given please be advised that during routine operations let the engine run on dead slow astern for atleast one minute till the rpm stabilizes before giving slow astern. In case you fail to comply with the above the slow down is activated which takes around 2~3 seconds to get reset. In scenarios (it happened to us in Minasaqr) where immediate half astern/ ahead is given ME does not respond. So, a bridge ahead / astern movement has to be restricted 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.


All accommodation decks, railings, have been spot chipped and primered. Bridge wing has been given a full coat of paint. The funnel exhausts are painted on a monthly basis. The weather tight door locks are freed on a monthly basis. Hose test of all doors has been carried out and found satisfactory. All vents and flaps are regularly greased and kept free. Port side B deck scupper is a design defect and needs additional clearing. Ac fresh air intake louvers have been spot chipped and painted.

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 STATUS
Wax polishing of all accommodation alleyways, common rooms, Offices and Wheel house to be carried out once in 2 months. Kraft paper is put before arrival every port. Upon departure all mats are cleaned with aquatuff and fresh water. Crew & officer laundries are maintained and kept in a tidy condition. Weekly thorough cleaning of all bulk heads and accommodation is carried out. Please find below the agenda for cleaning is followed:

M.V.DIAMOND STAR
DAILY MORNING ACCOMODATION CLEANING SCHEDULE FOR DECK & SALOON CREW
W.E.F. 01 April 2012

TRAINEE G.S.
*CREW'S MESS ROOM *CREW'S SMOKING ROOM *COMMON TOILET (UPP.DK & A.DK) *OFFICER'S LAUNDRY *A-DK ALLEWAY

G.S *OFFICER'S MESS ROOM *OFFICER'S SMOKING ROOM *C-DK ALLEWAY & BULKHEADS *B - DECK ALLEY WAY & BULKHEADS

Cadet

* BRIDGE & CONVERTER ROOM

O.S
*DK.CREW CHANGING LOCKER *CREW LAUNDRY *STAIRWAYCASE *UPPER DECK ALLEYWAY & BULKHEADS *TALLY OFFICE

CADET
*BALLAST CONTROL ROOM *GYM ROOM * SHIPS 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.

MASTER CHIEF OFFICER Weekly inspections of galley, pantry, provision stores and crew quarters are carried out. The galley fumigation is done daily along with the cleaning. The flushing system is Vacuum Strip system, which helps in conservation of a lot of fresh water.

Please ensure no foreign materials, strictly apart from toilet papers are flushed down the toilet as it will lead to malfunction of the Sewage treatment Plant. Crew has been given training on this aspect. Fresh water pipelines are PVC, hence care has to be taken and checked frequently for cracks or looseness of clamps or joints due to vibration. 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. There is a slight puffing on the floor at certain places in the accommodation. There is also a deformation in the flooring of the hospital and galley & gymnasium. As of now no fresh water leaks have been noticed or found. C/o cabin blower closing arrangement is not functional, i.e. the blower cannot be shut. A GC has been raised to that effect. Please ensure thorough cleaning of the crew changing rooms. 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. There are a few floor tiles in the galley missing; we are awaiting white cement to fix it. On your routine accommodation rounds please keep a check on expired items. We were caught in Indonesia for the same. 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. I usually 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 & EEBD for them to arrange the same. After I boarded the vessel we had tried out the rescue boat engine with the drum in place, at that time I had noticed that no cooling water was coming out of the exhaust nozzle, we had raised a GC for the same. Rescue boat engine has just been rectified at china. The problem was, the cooling water pump impeller had burnt out. This occurred because the engine was started without water prior my joining the vessel. PLEASE ENSURE THAT THE RESCUE BOAT ENGINE IS STARTED WITH WATER IN THE DRUM AT ALL TIMES. IT SHOULD BE DONE IN YOUR DIRECT SUPERVISION AS FAR AS POSSIBLE. The usual practice I am following is during Saturday routines they (3/o & 4/e) should try out the engine after 1600 so that I am on bridge and can personally monitor the same. A notice has also been 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 FROM COMPANY. 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 doesnt 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 of detectors. There are 29 manual call points, 59 smoke detectors,7 flame detectors and 3 heat detector sensors. A few points are checked weekly thereby covering the entire system. A list is attached to the fire detection control console on the wheel house. I will appraise you of how to isolate a particular zone in the system. Whenever you do it please put the signboard provided and isolate for a max of 6 hrs only (the system has a timer function) so just in case anyone forgets to activate it, it will get activated by itself after 6 hours.

GREASING v Windlass, inclusive of gears and teeth. Once a month OR after every 2 operations whichever is earlier. v Hatch covers once a month v Holds Rest pads and stoppers after every loading and discharging operation v Water tight doors, sounding caps, butterfly nuts, vents & flaps monthly v Accommodation ladder and pilot assist combination ladders monthly {All wires to be greased 2 monthly} v Provision crane monthly v Bunker davit monthly {All wires to be greased 2 monthly} v Lifeboat davit monthly v Life raft/Rescue boat davit monthly v Mooring winches monthly v Roller leads, old man monthly v DECK CRANES TO BE GREASED PRIOR EVERY CARGO OPERATION OR ONCE A MONTH WHICHEVER IS EARLIER. {All wires to be greased 2 monthly} v GRABS TO BE GREASED EVERY 6 HOURS DURING CARGO OPERATIONS, BEFORE AND AFTER CARGO OPERATION, OR ONCE A MONTH WHICHEVER IS EARLIER. {All wires to be
greased along with the grabs} v Vessel has been provided with a Castrol lube chart please find below an extract from the same. The entire lubricant schedule is in your folder on the bridge computer (C:\Documents and Settings\All Users\Documents\CHIEF OFFICER DIAMOND STAR\COFF\Diamond Star lube chart)

Castrol Marine

General Information Castrol Spheerol SX2 performance has been extended to a fully multi-purpose grease and has replaced Castrol 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. Remove as much of the old mineral oil as possible by draining down with the oil still warm. When this is complete remove surplus oil from the system and internals of the machine with a lint free rag. Refer to operators 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 Disclaimer This Lubrication Schedule has been prepared on the following basis (which the Owner / Customer acknowledges and accepts by making use of it): (i) The preparation of this Lubrication Schedule is governed by our standard Terms & Conditions of Sale (a copy of which can be found at the back of your Marine Lubricants Agreement and/or is available on request). (ii) In recommending which of our lubricants is most suited to a given piece of machinery, we have relied on information about that machinery which you or a third party have provided to us orally or in writing. Accordingly, we do not accept any liability for any inaccuracy in that information. If you become 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.

SOT/FO/037 is the company s tank inspection form which is duly filled up as and when required. All the tanks to be completed once in a year. Inspections completed for the following tanks: 1.Fpk tank 2. Fwd Void space 3. 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 DIAMOND STAR\COFF\TANK INSPECTIONS.
INSPECTION STATUS AS ON 30 Apr 2012

02. Inspection status - ballast tanks , fresh water tanks , void spaces

TANK NAME NO.1 TST PORT NO.1 TST STBD NO.1 DB PORT NO.1 DB STBD NO.2 TST PORT NO.2 TST STBD NO.2 DB PORT NO.2 DB STBD NO.3 TST PORT NO.3 TST STBD NO.3 DB PORT NO.3 DB STBD NO.4 TST PORT NO.4 TST STBD NO.4 DB PORT NO.4 DB STBD NO.5 TST PORT NO.5 TST STBD NO.5 DB PORT NO.5 DB STBD FPK APK FWP

DATE CARRIED OUT 14 Feb 2012 14 Feb 2012 11 Mar 2011 11 Mar 2011 14 Feb 2012 14 Feb 2012 11 Mar 2011 11 Mar 2011 08 Feb 2012 08 Feb 2012 11 Mar 2011 11 Mar 2011 31 Jan 2012 31 Jan 2012 11 Mar 2011 11 Mar 2011 31 Jan 2012 31 Jan 2012 11 Mar 2011 11 Mar 2011 17 Feb 2012 12 Mar 2012 15 Oct 2011

DATE DUE 12/02/2013 12/02/2013 09/03/2012 09/03/2012 12/02/2013 12/02/2013 09/03/2012 09/03/2012 06/02/2013 06/02/2013 09/03/2012 09/03/2012 29/01/2013 29/01/2013 09/03/2012 09/03/2012 29/01/2013 29/01/2013 09/03/2012 09/03/2012 15/02/2013 11/03/2013 13/10/2012

FWS VOID SPACE

27 Aug 2011 10 Mar 2012

25/08/2012 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 for the defects. Jotun experts had boarded the vessel on 25/03/2012 at Rizhao and their reports are with the master. According to them the coating was found to be in a satisfactory condition. ATTACHED PLS FIND THEIR REPORT AS BELOW.

We have received some paints & thinners from jotun as a part of gc rectification for coatings defects. The relevant GC has been closed as they form a part of yard supply.

Index
03. Zonal maintenance on board wrt painting 04. Deck stores / spares / paints / tools /maintenance equipment / sopep inventory. Pls mention store area 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/on

c/o
a) b) a) b) c) d) e) f) g) h) i) j) k) l) LOADICATOR CARGO WORK TRIM AND STABILITY BOOKL ET REQUISTIONS & REQUSITION STATUS Crew routine & Administration CADETS FRESH WATER MANAGEMENT Plans Email systems and backup procedure: Anchors and mooring equipment: De watering: Safety meetings and drills. SHIP SECURITY SYSTEM: Gas measuring instruments: Month end Filing system. Log books, garbage book, Office correspondence daily, monthly, weekly msgs. Ballast record,. Vessel history file. m) Annual surveys & V.I. report n) COMPANY CIRCULARS

03. ZONAL MAINTENANCE ON BOARD WRT PAINTING


Kindly refer to the SOT/FO/082 and photo condition report for detailed report regarding the areas covered which is to be sent monthly to Office. Presently we have finished, the forecastle, the Port side & stbd side main deck and hatch coaming 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 TO COMPLETE 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 store will also be locked. The plan is to complete the GC items inside the accommodation. After which we have to attend to the 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 in my mail foldersJ QUOTE: From: Tech/SOT <tech@stellaroceantransport.ae> To: ruby.star@gtships.com, diamondstar@skyfile.com, emeraldstar@gtships.com, megastar@gtships.com, mvsilverstar@skyfile.com Date: Sun, 08 Apr 2012 18:02:32 +0400 Subject: 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 has been segregated into various zones encompassing the whole vessel The idea is that following this plan each zone must be painted twice in a year . And if each zone is painted twice a year it means that the whole vessel is painted twice a year. THIS IS A PLAN. The relevant forms are SOT/FO/080 for the Engine Room and SOT/FO/081 is for the entire deck area. >To monitor the progress on the we have the form SOT/FO/082 which records the progress as per the above plan. So any 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 WRITTEN HERE 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 necessary action. UNQUOTE

PAINTS: All info will be found in: \\Bridge\chief officer diamond star\COFF\PAINTS
The vessel uses Chugoku paints. The original yard paint scheme is for Jotun but I have made a ship specific one for this vessel with the corresponding paints for Chugoku. It has been sent to the office for approval. A shade card is also there in your folder for easy reference. We have epoxy based paints which 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 paining will not be done, Do not raise a requisition for too much as it will start hardening. Stock rotation is done every month when the inventory is taken. There is a sprinkler system in the paint locker which is tried 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 and good surface preparation we apply two coats of primer followed by one finish coat, but please feel free to do as you desire. There is no spray painting machine on board. We have a zonal maintenance painting plan on board as per 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 also sent 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 6 months. Rollers brushes etc are ordered by them. The bosun mixes the paint in small quantities and gives it to them when they are painting. Please do not allow any paints to be kept in the strg gear room; it is a fire hazard and a PSC deficiency. There is no mechanical paint mixer on board hence manual 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 the l/boat davit was painted in Indonesia anchorage. The next day coal was loaded and the entire davit had turned blackish. I had to get it redone. Upon investigation I found out that no rinsing had been done after painting there by not removing the curing chemical. Hence when they started loading the next day as the vessel was at anchor and the vessel was heading into the wind all the coal got stuck on the davit. I have instructed the boson and the crew to rinse before and after painting, if fresh water s not available please do a salt water rinse followed by fresh water mop, it is well worth the time and effort spent. For primer it is umeguard paint followed by a finish coat of unymarine or epicon finish paint. The thinners 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 /MAINTENANCE EQUIPMENT / SOPEP INVENTORY. PLS MENTION STORE AREA WISE.

KINDLY REFER TO THE ATTACHED SHEETS FOR THE LATEST ROB OF STORES ONBOARD AS ON 30/04/2012 .
There are 5 deck stores on this vessel 1. Forepeak store 2. No.2 mast house 3. Sopep locker 4. 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 access equipments 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 linen locker. 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 has been received at Singapore this call and the spares renewed. Now all 4 machines are operational The existing model of jet chisel on board is some Chinese make called XCD 2. The spares ordered are basis 2 mm needles. The major break down is the needle holder & the piston. The holes in the needle holder are getting wider due to wear and tear. The broken needles are replaced as deemed necessary.

1. Forepeak store
S.NO 1 2 3
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 32 33 34 35 36 37 38 39 40 41 42 43

ITEMS
MUCKING WINCH ACRYLIC PLATE(4MM1M2M) PLY WOOD BLACK CEMENT WHITE CEMENT ALUMINIUM ALLOY STRAIGHT LADDER CANVAS COVER S ASSORTED BURLAP MANILA ROPE 20MM,28MM,26MM,16MM COMBI - GUN OLD FIRE EXTINGUSHER(CO2:14,DCP:6,ABC:15) SPARK PROOF SHOVEL NYLON ROPE(30MM) POLYPROPYLINE ROPE(22MM) SAW DUST COTTON RAGS JUTE ROPE STOPPER DAYLIGHT SHAPES ROPE FENDER TYRE FENDER GANGWAY NET(48.5M) CARGO LIGHT ANCHOR BUOY METAL PIPE AND SHEET(ASSORTED) WIRE ROPE(12MM,16MM) AIR HOSE WIRE SLING (1M,3M,4.5M,6M) WOODEN BLOCK(ASSORTED) HACH COVER RUBER KIT(11,LBOW,CROSSBAND,JOINT PACKING) BAMBOO STICK ANCHOR CHAIN KIT(BETTER END HAMMER ,STEELRODS) IMMERSION SUITS LIFE JACKET RAT GUARD COIR DOOR MATS ALLOMINNIUM ALLOY STEP LADDER SAFE ACCESS LINE FOR DECK ALUMIMINIUM ALLOY EXTENSION LADDER SPARE HYDRANT STAGE WITH ROPE HAND GREASE P/P SUMERSIBLE P/P ANCHOR WASH RUBBERHOSE P.V.C HOSE(2INCH20MTRS) P.V.C HOSE(3INCH30MTRS) AIR HOSE SPAIR WITOUT COUPLING FLEXIBLE DUCT TOILET PAPER RAMNEK TAPE BOSUNS CHAIR

ROB
1 SET 3 SHEET 3 SHEET 190KG 40 KG 1SET 1 BOX 2 ROLL 220MTRS 2 SET 35NO. 1PC 160MTRS 170MTRS 2BAGS 150KG 100 KG 3PC 3PC 5 NO. 4 NO. 3 NO. 2NO. 2PC 14 NO. EACH 1 COIL 4 COIL 11NO. 5NO. 1BOX 14PC 1 BOX 6PC 6PC 9 PC 26PC 1NO. 2SET 1NO. 2NO. 1PC 3 NO. 1 NO. 1PC 2 COIL 1 COIL 2 COIL 1NO. 10BAGS 10BOX 2 NO.

44 45 46
47 48 49 50 51 52

53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78

JOINT SHAKLE BETTER END SLUDGE HAMMER EMPTY DRUMS FOR HATCH CLEANING HYDROLIC OIL DRUM PLASTIC PIPELINE BENDING JOINT (ASSORTED) SPARE FIRE HOSE SPARE DECK WASHING HOSE SPARE PILOT LADDER STEPS SPARE PILOT LADDER RUBBER STEPS RAZOR WIRE PILOT LADDER SPREADER GRAB WIRE (30MM) BOTTLE SCREW LASHING SHACKLE SUSPENSION CONNECTING SHACKLE O-RING HARD BROOM COMPOUND GREASE HEAVING LINE ROPE MAN ROPE RUBBER ADHESIVE HAND LEAD LINE OXALIC ACID CRAFT PAPER CAUSTIC SODA SAND BAGS MAN HOLE GAURD

2 NO. 2 NO. 10 5 NO. 1BOX 2 NO. 3 NO. 6 PC 6 PC 35 COIL 4 PC 10 COIL 12NO. 2NO. 1NO. 12 PC 40 KG 100 MTR 2 SET 6 BOX 2 COIL 200 KG 10 ROLL 150 KG 6 NO. 1 NO.

2-MAST HOUSE STORE

S.NO

ITEMS ROB

1 2 3
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

KEW MACHINE HYDRAULIC V/V MANUAL P/P SUMERSIBLE P/P CHAIN BLOCK ASSORTED(S W L 1T, 5T, 2T,1.5T) SPARE TURN BUCKLE DUCK KEEL FLENCH JUBILEE CLIPS ASSORTED(4inch,2.5inch,2inch,6inch) D-SHACKLE(ASSORTED) PNEUMATIC GREASE P/P BELT SLING STEEL SCOOP WOOD HAMMER WOODEN SPIKE NAILS (6 inch) NAILS (5 inch) NAILS (1.5inch) HAND CLEANER(BULK) HAND CLEANER SMALL HARD BROOM BROOM STICK FIRE HOSE COUPLING ASSORTED SHOVEL DENSO TAPE MOP STICK(STEEL) MOP PLASTIC COIL DECK WASHING HOSE SPANNER AND WRENCH ASSORTED

1 NO. 1 NO. 1 NO. 5 NO. 12 PC 1 PC 65 PC 5 NO. 2 NO. 6NO. 2 PC 3 PC 2PC 20 kg 1 BOX 1 BOX 10 BTL 10 KG 12PC 12 PC 10PC 14 PC 8 PC 18 PC 2PC 1 ROLL 3 NO. 10 NO.

SLNO
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

SOPEP LOCKER INVENTRY


OIL ABSORBENT PAD SAW DUST WILDEN PUMP OSD PROTECTIVE CLOTHING SPARK PROOF SHOVELS SPARK PROOF BUCKETS RAGS 200 LTR DRUM MOP CHINESE BROOM SCOOP SEA BOOT SCUPPER SQUEEZE AQUATUFF GREASE DISINFECTANT FLOOR POLISH STRIPPER

DATE : 28.04.12 1 BOX 25BAGS 1 SET 4 DRUMS NIL 9 PC NIL 20KG 2NOS 2NOS 6NOS 2NOS 3PAIR 15NOS 2 NOS 175 LTR 320 KG 250 KG 45 LTR 80 LTR

Paint ROB is as below.


STELLAR OCEAN TRANSPORT LLC PAINT INVENTORY FORM NO.: SOT/ FO/ 058 REV NO. : 01 30.11.2011

30/04/2012
PAINT GRADE OPENIN RECEIVED G STOCK IN THE MONTH CONS UMED AREA ATTENDE D ( PLEASE ATTACH PHOTOGR APHS) CLOSIN G STOCK AREA TO BE APPLIED

SEA FORCE 60 DARK RED(OTWDRD)

120

MARCH 11

100

ANTI FOULING FINISH:SIDE BOTTOM DECK RED PRIMER DECK RED PRIMER

PENGUARD HB II RED (ORUY96)

40

MARCH 11

WINCHES

NIL

EPICON FINISH RED BROWN


UNY MARINE TS-I RED BROWN

20

AUGUST
100 L (AT U.A.E)

FOCSLE
P&S MAIN DECK& HATCH COVER

NIL

360
200

NIL
100L

FINISH PAINT.

UMEGUARD SX RED BROWN

100 L(AT U.A.E)

DECK RED PRIMER:OUTFITTIN GS FINISH: INSIDE STUCTURE&E/RM PRIMER PRIMER:ALL OUT FITTINGS FINISH

PENGUARD HB II WHITE(ORU001) PENGUARD FSG WHITE(5EC001) JOTACOTE UNIVERSAL WHITE(5FA001) 5526 UNY MARINE HS WHITE PENGUARD HB II BLACK (ORUPGAX20)

20 40 20

MARCH 11 MARCH 11 MARCH 11

NIL 20 20

100

JULY

100

NIL

MARCH 11

NIL

FINISH: TOP SIDE

EPICON FINISH BLACK CS-650


JOTACOTE UNIVERSAL ALUMINIUM (OCLALU)

20

40L (AT U.A.E)


MARCH 11

5L

240

240

FINISH:HATCH/G. WAY/PILOT LADDER PRIMER PRIMER:1ST COAT

UMEGUARD SX GREY CS-614(N.6)


JOTACOTE UNIVERSAL

80
140

200L (AT U.A.E)


MARCH 11

60
160

ALUMINI.REDENED (OCLART)

EPICON FINISH GREEN CS-518 2400 EVAMARINE RED CS-625 2400 EVAMARINE BLUE CS-643
EVAMARINE BLUE GREEN CS680(7.5BG7/2) 2400 EVAMARINE ORANGE CS-623 EVA SIGN 100 ORANGE
UNYMARINE TS-I BUFF CS-618

20

100 L (AT UAE) 40 L(AT U.A.E) JULY 11

WALK WAY

NIL

40

40

15

15

20

NIL 10
60

40L (LANDED AT U.A.E) 10 L(AT U.A.E) 10 L(AT U.A.E)


AUGUST 11

20

NIL 10
60

JOTUN THINNER NO.2(092202) URETHANE THINNER A EPOXY THINNER A SOVALIT AL

NIL 40 80 NIL

MARCH 11 60 L(AT U.A.E) 140L (AT U.A.E) MARCH 11 100L (AT U.A.E) 160(AT SINGAPOR E) 40(SINGAP ORE)

NIL NIL NIL NIL FUNNEL ALUMINIUM HR/ E/RM

UNY MARINE YELLOW CS-622 JOTACOTE UNI A COMPA 15C JOTUN THINNER 17

80 160

40 160 DB TANKS

40

40

REQUISTIONS & REQUSITION STATUS.


M.V DIAMOND STAR, REQUISITION STATUS AT THE END OF: APRIL 2012
DATE 06.08.2011 16.08.2011 09.12.2011 29.01.2012 22.03.2012 5/3/2012 12.3.2012 REQN NO DS/CHRT/11/062 DS/DKSTR/11/067 DS/PUB/12/011 DESCRIPTION CHARTS PRINTER CARTRIDGES PUBLICATIONS MISSING / FADED IMO SYMBOLS REQR DATE 11.08.2011 25.08.11 19.12.11 04.02.2012 REQR PORT POHANG SINGAPORE DHAMRA Chennai STATUS PARTIAL PARTIAL PARTIAL PENDING PENDING 17.03.2013 21.03.2012 RIZHAO RIZHAO PENDING PENDING Partially recceived at singapore. 22/04/2012 REMARKS EXCEPT ITEM.NO.2 ITEM NO. 1 NOT REC'D RECEIVED ONLY ITEM NO.26 & 31

DS/DKSTR/12/030

Auxiliary Boiler DS/ENSP/12/041R Spares DS/DKSP/12/043


LUFFING WIRE FOR NO.1 CRANE NAUTICAL SEXTANT & CO-REC PENS 21.03.2012

DS/ENSP/12/045 Incinerator
DS/DKSP/12/046

13.03.2012 13.03.2012

SINGAPORE RIZHAO

PARTIAL PENDING

Electrical Store DS/ELST/12/047 (Urgent)


(PAINTS FOR GC 176 198 and 173)

16/03/2012

DS/PNT/12/049

PARTIAL 19.04.2012 19.04.2012 Dubai Dubai PENDING PENDING PENDING SINGAPORE SINGAPORE INDIA PARTIAL PENDING PENDING

AS PER MSG MSG#:<85187> Partially rcvd at singapore 22/04/2012

Hoses for Hatch 18/03/2012 DS/ENSP/12/050 Cover


19/03/2012 22.03.2012 15.04.2012 16.04.2012 28.04.2012

DS/ENSP/12/051

Hoses For Deck Crane

Mechanical Seals 22.04.2012 DS/ENSP/12/052 For Various Pumps


DS/DKST/12/060
DS/MED/12/061 DS/ENSP/12/062 GC STORES MEDICINES HFO PURIFIER 09.04.2012 21.04.2012 28.04.2012

Partially recceived at singapore. 22/04/2012

REF REQUSITIONS PLS FIND BELOW THE INSTRUCTIONS FROM THE COMPANY: QUOTE From: Tech/SOT <tech@stellaroceantransport.ae> To: Diamondstar@skyfile.com, emeraldstar@gtships.com, megastar@gtships.com, mvsilverstar@skyfile.com, ruby.star@gtships.com Date: Thu, 08 Dec 2011 12:16:30 +0400 Reply-to: tech@stellaroceantransport.ae Subject: STORES , SPARES AND REQ. ** MSG#:<74509> X-CodePage: utf-8 To Master Pls note following QUARTERLY 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 MONTHLY PAINT - PNT , CHEMICAL - CHEM REQ- AS AND WHEN REQUIRED LUBE OIL - LUB , MEDICINE MED GAS GAS PUBLICATION & CHARTS PUB ENGINE SPARES ENSP DECK SPARES- DKSP NAVIGATION& BRIDGE EQUIPMENT SPARES PUT IN SAFETY REQ WHENEVER REQUESTED FOR SAME. raise req. as per above requested manner. ,pls put appropriate abbreviation for stores as shown next to the req. We are trying to standardizing the quarterly stores for all vessel, once ready will send onboard for vessel review. Kindly acknowledge the receipt. regards Pradeep Gupta. UNQUOTE

Regarding Stores Requisition, Companys policy is to indent quarterly stores. Last quarterly stores received at MINA SAQR & CHENNAI in Jan 2012 and Feb. 2012 respectively and 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 May 2012 for receipt in June 2012. Paints will be supplied in June I have got it ready and whenever the office asks you can send it to them. As discussed above the plan is to paint the crane so I have concentrated on buff paint mostly and considering the south west monsoons round the corner I have asked for the paints accordingly. Please have a look at it and alter it to suit your requirements.

The indents are sent to office through the Companys Form SOT/FO/006. Emergency indents are sent as required by the Masters Approval. Regarding store req, refer to messages from company for requesting in a correct manner. The pending requisition status is as attached. The requisition status is in the common folder path \\Chiefengineer\ce

cabin\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 there and 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 have asked for aquatuff for cleaning of holds. I have additionally asked for metal brite, for cleaning of rust stains, weeping from accommodation and cranes. We have received the spare piston and needle holder for the jet chisels at Singapore and now we have 4 machines fully operational with 3 boxes of spare needles. 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 ON LAN\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, the copies 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 is onboard and yet to receive the other loose gear certificates. Also the chain register is to be updated accordingly.SOT/FO/054 is also updated reg the grab certificate status last month. Please refer to the Correspondence 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 found deteriorated and same informed to company. We received new wires in Singapore, Indonesia and Dhamra. All 4 wires were renewed by end December. By mid February we had to renew all wires again due to excessive wear and tear. The present lot is from Mina Saqr which is a relatively good quality compared to the ones received in Dhamra. We have received 2 more sets of wires in Singapore present ROB as per SOT/FO/054. The presently received 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 be recorded 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 of resistance 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 daily will help prevent undue delays. Also the presently renewed ones are from the Mina Saqr which has a higher degree of durability compared to the ones received in Dhamra. CRANE RUNNER WIRES HAVE BEEN RENEWED IN FEBRUARY 2012
CRANE NO. 1
H 343696/1 20/02/2012

CRANE NO.2
NT10P00728 05 13/02/2012

CRANE NO. 3
H 343696/1 17/02/2012

CRANE NO.4
H 343696/1 15/02/2012

CERTIFICATE NO. OF NEW WIRE DATE CHANGED

PLEASE NOTE DO NOT ATTEMPT TO DISPOSE ANY OLD WIRE WITHOUT COMPANYS PERMISSION. THE WIRES ARE COLLECTED AND THEN DISPOSED OFF SIMULTANEOUSLY BY A COMPANY APPROVED SCHANDLER.

ROPES: We have 6 ropes forward and 6 ropes aft for mooring stations. One rope is of a 72 mm 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 wire renewal. 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 in Indonesia as a cushion to the ship whilst the barge comes and is alongside the vessel.

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 CRANES


CRANE NO. 1 SPECIFICATIONS CRANE NO.2 CRANE NO. 3 CRANE NO.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.

LUFFING CERTIFICATE NO. OF NEW WIRE HOISTING

L-2009-11G029-2

CERTIFICATE NO. OF NEW WIRE

H 343696/1

GANGWAY WIRES
PARTICULARS KIND COMPOSITION DIAMETER LENGTH CERTIFICATE NO. 70M

PORT
7 X 18 SP 20MM

STBD
7 X 18 SP 20MM 70M

NJ08W00064

PILOT ASSIST LADDER


PARTICULARS KIND CONSTRUCTION DIAMETER LENGTH LAST DATE CHANGED CERTIFICATE NO. 55m SHIPYARD

PORT
GSWR 6 X 24 12mm

STBD
GSWR 6 X 24 12mm 55m SHIPYARD

NJ08W00064

GRABS
GRAB NO. 1 SPECIFICATIONS GRAB NO. 2 GRAB NO. 3 GRAB NO. 4

4 COILS(2 SET) CERTIFICATE NO. OF WIRE SIME/PMR/VSP/006/2011-12 RCVD @ DHAMRA

4 coils (2 sets) 12S01431619 RCVD @ Singapore

06. STATUS OF GUARANTEE CLAIMS AS APPLICABLE


Kindly 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.C STATUS and the hard copy is filed in the respective file. The vessels guarantee period has now expired but the
office 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 is to be sent till all the claims are settled.
VESSEL M.V. DIAMOND STAR DATE 25-Apr-12 Open, (Under advice from office, the pipeline design needs to be modified) Open Open Open Open Open Open items received yet to rectify

GC 001/2011

13/03/11

WINDLASS HYD PUMP HOSE LEAKAGE

14.03.11

GC 034/2011 GC 036/2011 GC 070/2011 GC 072/2011 GC 080/2011 GC 081/2011

6/5/2011 10/5/2011 10.08.2011 16.08.2011 23.09.2011 23.09.2011

VARIOUS LEAKS E/R LIGHTING RUST FORMATION INSIDE ALL CARGOHOLDS SHIP'S HOSPITAL CALLING ALARM MISALIGNMENT OF PORT SIDE COMBINATION LADDER MISALIGNMENT OF STBD SIDE COMBINATION LADDER IMPROPER FLOORING INSIDE HOSPITAL FAULTY INDICATION ON REMOTE UNIT OF VDR RESCUE BOAT DAVIT OIL LEAKGE FROM HOSE RUDDER ANGLE INDICATOR ILLUMINATION Spares Received, Yet To Install

GC 084/2011

05.10.2011

Closed

GC 087/2011 GC 088/2011

15.10.2011 15.10.2011

Open Open

GC 090/2011

15.10.2011

Open

GC 093/2011

19.10.2011

NO LSSS PLAN

Open

GC 096/2011

22.10.2011

CYLINDER MORTOISE LOCKS items received yet to rectify

Open

GC 097/2011

22.10.2011

GYM ROOM FLOORING

Closed

GC 098/2011

23.10.2011

CLEAR VIEW SCREEN items received yet to rectify

Open

GC 099/2011

23.10.2011

STAIRWAY FLOORING

Closed

GC 100/2011 GC 102/2011 GC 103/2011 GC 109/2011

23.10.2011 23.10.2011 23.10.2011 08.11.2011

FORE DRAFT VALVE COVER PLATE FOR FAIRLEAD ROLLER CRANE POST DRIP TRAY CLINOMETER NOT FITTED IN MASTER'S CABIN WATER INGRESS PRE ALARM FOR NO.5 CARGOHOLD RUBBER REST PADS FOR CRANE JIB CRUTCHES Control Room Flooring Water Ingress into enclosed gear casing of Port side windlass. Sextant with non-adjustable errors. Remote FO Tank Level Gauges not functional. Remote Temperature sensors for various machineries not working. Dimmer function of Rudder Angle Indicator Not Functional At Wheel House.Follow up GC of 090 Shift of track on both radars Leakage from gland packing of bolier water level controller.
PRESSURE GUAGE OF AIR HORN

Open Open Open Open Spares Received, Yet To Install

GC 110/2011

22.11.2011

Open

GC 111/2011 GC 113/2011 GC 115/2011 GC 116/2011 GC 118/2011 GC 119/2011 GC 120/2011 GC 122/2011


GC 124/2011

22.11.2011 02.12.2011 09.12.2011 09.12.2011 14.12.2011 15.12.2011 15.12.2011 17.12.2011 20.12.2011 20.12.2011

Open Open Open Open Open Open Open Open Open Open

GC 129/2011

GC 132/2011

21.12.2011 27.12.2011 01.01.2012 05.01.2012

Dimmer function of ME RPM Indicator Not Functional At Wheel House. Replacement Of Auxiliary Engine Turbochargers (3 Sets) Malfunction of the ME RPM Indicator at the Wheel House Damage to No. 1 Deck Crane Geared cable For Slewing

Open

GC 135/2011

Open

GC 136/2012

Open

GC 137/2012

Open

GC 138/2012

10/1/2012

GALLEY FLOOR TILES

items received yet to rectify

Closed

GC 139/2012

10/1/2012

FIRE DOORS & DOOR CLOSURES WITHIN THE ACCOMODATION PUFFING OF FLOORING IN VARIOUS PLACES IN ACCOMODATION

Open

GC 141/2012

10.01.2012

items received yet to rectify

Closed
Open ( Partly closed only engine cover received) OPEN

GC 142/2012

11/1/2012

RESCUE BOAT MISCELLEANOUS DAMAGES

GC143/2012 GC145/2012 GC146/2012 GC147/2012 GC 148/2012

11/1/2012 11/1/2012 11/1/2012 11/1/2012 11.01.2012

VARIOUS DAMAGES TO FIRE HOSE BOXES RUST BLISTERS ON NAV DECK, COMPASS & FUNNEL DECK NO CORRECTION FOR HEEL IN SOUNDING TABLES & LOADICATOR NRV OF HOLDS FOUND CRACKED AT VARIOUS LOCATIONS Filter cover casing for hydraulic line filter for No. 1 deck crane.

OPEN

OPEN

OPEN

Open

GC 149/2012

11.01.2012

COURSE RECORDER PLOTTER PEN

Spares Received, Yet To Install

Closed

GC 153/2012 GC 154/2012

12.01.2012 12.01.2012

CHANGING LOCKER LOCKS BALLAST P/P 1&2 SUCTION/DISCHARGE PRESSURE GAUGES

Open

Open

GC 155/2012

12.01.2012

DECK AIR VALVES

Spares Received, Yet To Install

Closed

GC 156/2012 GC 157/2012

14.01.2012 14.01.2012

Damage of Hoisting Lever Spring Pin For No. 1 Deck Crane. Key For CO2 Release Cabinet Found Missing.

Open

Open

GC 158/2012 GC 159/2012 GC 160/2012 GC 161/2012 GC 162/2012 DS-Grab-003-12 GC 163/2012 GC 164/2012 GC 166/2012

16/01/2012 16/01/2012 16/01/2012 16/01/2012 17/01/2012 17.01.2012 17/01/2012 22/01/2012 22/01/2012

186 BROKEN NUTS ON MAIN DECK End hinge stopper of no.1 cargo hold having no grease point Different type of grease nipples for hatch covers Leaking Fire hoses FIRE HYDRANTS LEAKING AND DAMAGED O ring damage leading to hydraulic oil leakage. MALFUNCTION OF UHF HANDHELD RADIO (WALKIE TALKIES.) FORWARD AND MID SHIP DRAFT GAUGE VALVES Sewage Treatment Plant Sampling Test Kit Found To Be Missing. LO Leakages from the LO cooler for the Aft Mooring Winch

Open

Open

Open

Open

Open

Open

Open

Open

Open

GC 168/2012

26.01.2012

Spares Received, Yet To Install

Open

GC 169/2012 GC 170/2012 GC 171/2012 GC 172/2012 GC 173/2012 DS-Grab-004-12 GC 174/2012 GC 175/2012

3/2/2012 4/2/2012 4/2/2012 05.02.2012 8/2/2012 10.02.2012 14/02/2012 14/02/2012

IMO SYMBOLS RPM-TELEGRAPH MIS-MATCH DECK COATING DEFECTS Revision Of Piping Diagram For AE Drip Tray Drains. CRANE coating defects Various flaws in Grab steel structure NO.2 CRANE WIRE DAMAGE Accomodation ladder and combination laddder material defect.

Open

Open

Open

Open

Open

Open

Open

Open

GC 176/2012

14/02/2012

Tank coating defects.

Received as per yard supply

Closed

GC 177/2012 GC 178/2012 GC 179/2012

15/02/2012 15/02/2012 17/02/2012

NO.4 CRANE WIRE DAMAGE NO.3 CRANE WIRE DAMAGE DECK CRANE JIB HEAD LASHINGS

Open

Open

Open

GC 181/2012 GC 182/2012 DS-Grab-005-12 GC-183-2012

20.02.2012 19.02.2012 20/02/2012 21.02.2012 21.02.2012 22.02.2012 27.02.2012 01.03.2012 05.03.2012 08.03.2012 08.03.2012 08.03.2012 08.03.2012 08.03.2012 10/3/2012 10/3/2012 29/3/2012

NO.1 CRANE WIRE DAMAGE HOISTING WIRE DAMAGES TO ALL 4 CRANES FROM SAME POSITION DAMAGE TO 16 GRAB WIRES IN 5 OPERATIONS. Malfunction of CLO non flow alarm for ME cylinder lubricator units 1 and 2. Non flow of CLO from the CLO storage tank when the volume of CLO in the tank comes down to around 5000 L. Batteries for Grab Overspeed Trip For No. 2 DG HFO Bunker Line Intake Valve (Manifold Valve) Not Holding)

Open

Open

Open

Open

GC-184-2012

Open

DS-Grab-006-12 GC-185-2012 GC-187-2012 GC-188-2012 GC-191-2012 GC-192-2012 GC-193-2012 GC-194-2012 GC-195-2012 GC-198-2012 GC-201-2012 GC-202-2012

Open

Open

Open

Hold stopper clearances


Faulty indication of valves on the ballast control panel. Faulty readings of fwd & aft gauges in ball control room. Broken air filter for combination ladder Faulty readings of freshwater tank gauges. Faulty closing arrangement for air condition duct Shipside coating defects Scratches on cylinder liner of ME No. 5 unit following progressive reduction in CLO feed rate. Dry washing cleaning arrangement has been not supplied for all 03 Aux engine

Open

Open

Open

Open

Open

Open

Open

Open

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 policy which 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 in emergency. 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 AND STATUS


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 be changed
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 on higher side due to steady load working on these topping wires compared to runner/hoisting wire, where the load is 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 are tried 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 near future. Small problems related to electrical connections or slight leakages are observed from time to time and are rectified as required. Grabs are working satisfactory. We had a few failures, one with the sensor and 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. As such, 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 cable is basically a linkage or connection from the handle to the slewing motor, it acts as a command transmitter. Since we did not have a spare one, we were using it by welding it. Prior loading coal at muara 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/O and now is working fine. We then removed one spill plate from all grabs as the cargo coming was wet and 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 master deems fit, or if people have joined w/out them. Refer to a recent circular {CIR/PER/023/11} that has been sent in this regard.

10. DEFECT LIST AND THE DIFFICULTIES ENCOUNTERED WITH PROPOSED REMEDIAL ACTION. Kindly refer to the GC status for the defect list and the running defect register. Difficulties encountered are, 1.FPK water ingress sensor is faulty and GC raised for the same(GC/068/2011).New sensor was supplied at Mumbai but unable to rectify even after replacement of the sensor. Same to be attended at china. 2.Ballast stripping eductor drive discharge pressure gauge is non functional. Hence it is difficult to find out the driving pressure during stripping 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 in vain. 4. At times the cranes do not respond quickly enough to the amount of movement of the levers, they need to be then adjusted by the electrical officer. 5. Mostly the problem occurs in no.1 & 4 crane so hence as per the company circular we should endeavor to finish the forward most and aft most holds first to avoid undue expenses of installation of shore gear

11. ANY OTHER MATTER WHICH CAN BE HIGHLIGHTED AND WILL 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 companys 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 freefall launched since delivery of the vessel but vessel complying with the SOLAS requirements regarding the same. There is a very little amount of oil leak from the flexible hose on rescue boat davit for which GC has been raised. Overall all LSA/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 cargo hold reachable areas are completed and No.2 in progress. This job was carried out at Kandla anchorage before loading iron ore fines. Now if the weather conditions are unsuitable for carrying out external deck maintenance this can be attempted. 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 chief officer. Daily work done for the deck department must be sent to office on daily basis. Sounding log book and bilge log book are kept on bridge which is maintained on daily basis. Keys for all the locks onboard including 1 grand master key is in chief officers 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 the ISPS equipments onboard. Garbage management plan copies are kept in coffs cabin and Masters cabin. Amended GMP was implemented on Oct 2011. 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 and it was found that the vena cava for the eductor was choked by a nut. The obstruction was removed and now it is working fine. STRIPPING OF TANKS BY BLEEDING.: While deballasting please ensure that you bleed the previous tank from its successive tank. i.e when the sounding of the successive tank comes to about 1-2 meters open the previous tanks this will help in removing most of the water and will save on your stripping time. During this period keep checking the discharge 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 thereby giving 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. Hatch opening/closing is very simple. The system is working fine. Line filter is cleaned as per schedule (monthly). The handle for the isolation valve is broken. We have received a spare valve which has not been renewed. We have raised a requisition for spare hoses for the 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. The password for the loadicator is MERCURY. It is very user friendly; the manual for the Loadicator is kept in the cabin along with the finished plans boxes. I will brief you about the detailed operation during handing over. Block loading is also included. The latest test report has been signed by the surveyor at Rizhao this is sometimes required by fussy PSC officers and is kept along with the test report in my cabin. A negative trim indicates trim by 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 receiving grabs by 40mt and matched up the observed draft values with the calculated draft values. PLEASE REMEMBER TO UPDATE THE CONSTANT EVERYTIME YOU OPEN A NEW FILE ELSE THE DRAFTS WILL GO HAY WIRE. There are 2 options for drafts one a perpendicular and the other at the marks ,I personally prefer to keep it on the marks option, there will be no difference to values of trim, or any other parameter ( except for the drafts of course). The rest is your choice. The loadicator is based upon midship LCF and forward of longitudinal is positive. It has an option for draft survey but I dont use it. It also has an option for preparing the loading/ discharging sequence. I will show you once you are on board. Also please remember to change the loadline you will be loading to else it will start giving an audible alarm if you over load. The loadicator is also programmed for grain calculation and steel coil loading.

The cargo securing manual is under the masters 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 my tenure are saved in the Coff folder in loadicator and previous conditions inside OLD folder. The visual drafts 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 in the cabin drawer. The class approved test condition (approved by ABS ) is in c/o cabin along with the test report document. All print outs for arrival, departure port are to be filed in the file for arrival departure stability conditions. Whenever you do a test condition for a loadicator please use the test report and not the trim and stability booklet. We had recently raised a GC as there was a slight error in the figures obtained from the loadicator compared to the one in the trim and stability booklet. Upon correspondence with the yard we were advised there are certain allowable limits within which if the 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 (final copy)


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 the calculation of the provisional version which may induce an error. There is a spreadsheet for the draft survey which is quite accurate. The deductibles are as follows:
H.F.O. D.O. L.O FRESH WATER T/CLEAN WATER IN A.P.T. BALLAST Sagging 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 for DRAFT ABOVE BOTTOM OF KEEL) in the Trim and stability booklet and not the moulded draft. This should be pointed out to the surveyors during their draft

survey.
All the parameters such as displacement, lcf, etc when taken should be taken for draft BOK. This is because as per the draft mark arrangement plan the draft zero line is above the thickness of the keel plating at midships, (i.e. 19.5mm). {As per condition of assign it is 17.5mm but it will not make any difference to cargo calculation as finally both 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 if carefully observed in the plan is not at the baseline but is at the keel bottom. (You can also apply the keel thickness correction to the moulded draft and then take the parameters but it is the same thing)

However, after saying this please note that when you are calculating your cargo uptake, the displacement to be taken should be for draft moulded, as when the vessels displaces the water around it, it will finally displace it as per the moulded draft. Hence the deadweights which are in the ship s particulars are as per the moulded drafts. Please feel free to discuss this topic during our handing over as it is very important to have knowledge about this constraint. The vessel has two hydrometers both are without certificate. The master has been notified of the same. Whenever they are used please calibrate with fresh water from the evaporator drain of the e/r before using for draft survey. They sometimes show an error of +2 and sometimes +3. Ensure you use your own hydrometer at the load and discharge port not that of the surveyors thereby keeping the error constant. They sometimes don t agree but if you explain this to them they tend to understand. Do not get 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. Now there is a problem in the sounding for storage tanks for HFO , hence we prefer to keep them full. As fuel oil transfer cannot be done in port it is preferable it is done before arrival the port. Stripping of the FOT s can be carried out in ballast passage as the trim will give better results. This you can discuss with the chief engineer and master before hand and act accordingly. Also before bunkering they prefer to keep their storage tanks full hence when planning the cargo especially on the leg of departure from the bunker port please discuss with the chief engineer before hand and distribute the cargo accordingly especially when you are loading to the marks else you will land up down by the head and will have no scope even to Take ballast in the Apk tank.

THE DISCHARGING PLAN FOR THIS DISCHARGE WILL BE HANDED OVER TO YOU ONCE WE MEET.

CARGO WORK:
She has a tendency to sag when loading to her marks, hence proper care to be taken during trimming 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 is required, then when loading in the end holds load in the forward part of no.1 she will trim by her head faster than expected/calculated. Heeling moments are maximum in no.3 cargo hold as is with any ship of her size, so is the sag. Careful loading has to be planned in accordance with bunkers to avail as minimum a hog and sag as possible. Slight sag will get rid by itself during the voyage 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 heavy weather 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, IN CONSULTATION 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 not mention keeping the safety of the vessel at utmost priority. Draft surveys are done at 0600 and 1800 and reports to be sent to the office after the morning survey report. Usually vessels gear is used and routine rounds to be taken by officers, rating & engineers. THE GEAR IS TO BE CHECKED FOR ABNORMALITIES, ERRATIC SOUNDS, OIL LEAKS IN MACHINERY SPACE AND CONDITION OF WIRES AND SHEAVES. While ships gear is in operation please calculate the max load the grab can lift and accordingly adjust the spill plates, these are 12 cbm grabs. GRAB CBM WITH ALL SPILL PLATES ON GRAB CBM WITH 2 SPILL PLATES ON GRAB CBM WITH 1 SPILL PLATE ON GRAB CBM WITH No SPILL PLATE ON

12 10 8 6

These are semi automatic mechanical grabs operated by a remote. The opening is hydraulic but closing is mechanical, hence they are equipped with two wires of 32mm diameter 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 hours and the crew in the cargo watches do the same. We have welded stoppers on the grab scoops to limit the opening thereby reducing the lift. I will show you once you are on board. The total weight on the crane is to be calculated 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 within SWL 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 the certificate. 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 out as & 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 located in the forepeak store, and the midship is located abreast hold 3. The aft gauge valve is located in the e/r. Between 3-9 metre drafts the gauges may not match at times with the visual draft. But after 9 metres they are quite accurate. I had done a small analysis wherein the error at every metre was calculated and in all the loadings so far this thumb rule has prevailed. After the 9 metre mark the difference between the forward visual and gauge reading is +0.5m. The difference in the aft draft is +0.11m. This error remains constant 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 always show 155 because at nil sounding as per the sounding table the total of all tanks will amount to approx 155 Mt at even keel. At times the draft surveyor may create an issue with the subject hence to keep clear at load and discharge ports this is declared, you actual balance will depend upon what trim your will strip the ballast tanks, usually a trim of around 3 meters ensures good stripping. The forms relating to cargo work are as follows:

SOT / FO/ 026, SOT /CL/ 017, SOT /CL/ 016


In 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/002/12


PAYMENT 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 guidance and knowledge. The vessel is provided with PMA manholes which allow access to the top areas of the hold. Get them opened midway between discharging so that the stevedores or deck crew can drop the cargo off them, this makes it easier during the hold cleaning. The holds are also equipped with ladders to reach the top they are handy for inspection as well.

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 2 hours of overtime in between. All crew are hardworking except for the A/B Sujit Aravindan whose attitude is slack and slow. He has been caught drunk when he came from ashore and was held up at the gate in Kakinada. The chief cook was also caught drunk on duty at Rizhao this call. The bosun is well experience and has a good hand on the crew. His attitude towards work and skills are commendable. Usually Sundays are off but if you need to work they will work. There is no system of overtime, OVERTIME IS FIXED, but please ensure watch keepers are given adequate rest prior navigation watches. I have has an unpleasant experience regarding a matter of additional overtime but we managed to nip it in the bud. Moreover The crew has been talked to by the personnel department of stellar at Mina Saqr and it was clearly explained to them that their overtime is fixed, so if any nuisance is created on that basis, inform the master 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 for maintenance 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 or tea 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 and Sternness, but at times you may let the line go loose, especially after a hard port stay. During the port stay the ratings keep 6 on 6 off when ships gear is running usually 3 people + duty officer on deck, when no ships gear is running only 1 a/b at the gangway 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 appraisal report. Kindly re recommend him as he is a very hard working fellow who deserves to be promoted his potential is not just limited to G/s duties but also has a good knowledge of computers and makes requisitions using the IMPA code.

Ballast:
Vessel has an approved Ballast water management plan in place. The ballast water management plan is kept in your cabin. There is a ballast water record book on board which is to be filled up every time you 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 are interconnected. The trunking area is from about 5.0m to 14.0 m. These tanks do not have a trunking access 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 except for 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 Bilge eductor for fwd bosun store (suction cap 60m3/hr) Do not trust the Sounding gauge for stripping purposes.

100m3/hr

The valves are remotely operated from the BCR, these are hydraulically controlled. Two pumps are provided for their operation. The hydraulic power pack is on 1st platform of e/r where the indication of the valves can be observed. They can also be opened using the manual hand pump provided. There are 2 manual hand pumps on board. The lineup is relatively simple with 2 cross over valves one remotely operated forward and the other manually operated in the E/r. The cadets are familiar with the ballasting, deballasting & stripping procedures. The procedure for the ballasting, deballasting, stripping & exchange is posted in the BCR. The TSTs of no.4 and no.5 are smaller compared to the rest to accommodate the FOTs. Stripping is done by the bilge and ballast eductor. Individual lines can be isolated to achieve better efficiency with the cross overs and the other stripping line valve shut. The line is set up by the cadets, but in case of any problem with the pumps 2nd engineer is to be called to look 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 valid there are valves on the ship side which are opened and the water is continuously pumped in for the rated 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 it has 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 simple procedure will be drain no.3 wbt in no.3 cargo hold. In doing so the stability and stress distribution will be minimally altered. Then ballast the cargo hold then remove no.3 WBT. This speeds up things as well as is structurally safe for the vessel. When pumping out tno.3 cargo hold first open up the ballast overboard valves ( on the side) and then drain in no.3 wbt. Top up no. 3 wbt and then deballast the hold. During arrival paradip they require a minimum mean draft to be maintained. Hence you have to 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 of issues with using the pumps. The duty officers are aware of the system and they do operate it but only under my personal supervision. Basically I am present when the pump is running. Even for stripping the tanks I set up the line and confirm that the water is going only then hand over to the duty officer just 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 gauges are 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 508 MT. FW water consumption per day is about 5-6 tons whereas FW generation is about 14-18 MT in 24 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 mt this 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. In very rare occasion we take fresh water, but please keep the master abreast it so that same can be arranged well in advance the valves in the common toilet & spare cabins to be checked regularly to avoid any surprise water losses. There are two taps on either side of the main deck near the accommodation ladder to supply fresh water to the main deck. We use the Kew machine to rinse the main deck and accommodation with fresh water. In Indonesia or even in any other anchor port when the stevedores are on board to regulate the issue of fresh 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 till completion 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 4-8 watch 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 stripping the tanks as mentioned. He is a good hard worker and trust worthy. Although he has completed more than a year on board he cannot be assigned critical tasks alone. Please ensure for critical, important jobs 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 inventory and is familiar with the filing system on board as well. THEY DO NOT OPERATE THE CRANES I try to give them ohauling jobs on deck along with the bosun under my supervision to add to their experience. 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. This information is privy to master, c/o and 2/o. Acknowledgement is received from office. Ship security audit 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 by the master for the same.
ISPS EQUIPMENT

HIGHBEAM TORCHES

WALKIE TALKIE
NIGHT VISION BINOCULARS

3 08 NOS(5NOS WITH DECK DEPT + 3NOS WITH ENGINE DEPARTMENT) 1

The walkie talkies are the same as for routine use. All 3 deck officers + master +1 on deck. The usual distribution for port watches is 1 with the master, duty officers share one, one is at the gangway and one 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 the E/r has VHF and deck has UHF handsets hence they could not lock onto the same frequency. Initially there 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 has been raised. The high beam torches are of rechargeable type and are to be discharged and recharged monthly do not discharge all at once as it will be a breach of security that the equipment is not working. Discharge one at a time make sure to recharge it ASAP. The chargers are also kept in the same place as the torches. The night vision binoculars are not to be used in daytime. They have been tested at night and the infra red sensor is good. We dont 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 the stowaway search checklist. While transiting the HRA we report to UKMTO, the updates & reporting requirements are detailed in their message received. Anti piracy measures like security gates, razor wires & fire hoses etc are rigged. The normal practice over here is to rig a double layer of razor wires from the combination aft till the poop 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 recommendations that 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 to upper 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 for Navigation 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 to eat provisions for atleast a 3 day stay and should have a FW and toilet facility (which are already there) 6. A sound signal distinct from all other signals is to be decided and conveyed to all crew. This sound signal is to alert the crew to a possible pirate attack. On hearing the same the Crew should all assemble in the 1st Muster Point (say The 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 : 88233 Quote >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 vessel hardening measures are additional to the razor wires and other security measures implemented on the vessels. 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 held once in 3 months. We also conduct training sessions as per the planner. The drill reports are prepared as per forms
SOT / FO/ 015 SOT / FO/ 016 SOT / FO/ 017 Records of emergency drill Boat drill report 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 forms
SOT / FO/ 001 SOT / FO/ 002 Familiarization form officers. Familiarization form seafarers.

The muster lists are updated at crew change and revised under masters guidance & jurisdiction. There is a fixed format for them too as per the company manual. The drills for the month of April have been completed. 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 deemed necessary. You are the safety officer on board. The minutes are reported to the office monthly under the form
SOT/FO/093 MINUTES OF SAFETY COMMITTEE MEETING

The safety committee comprises of Master --- chair person\ Chief engineer Vice chair person Chief Officer Safety officer 2/E Executive Member E/O -- Executive Member ALL OTHER STAFF -- MEMBERS The minutes of the previous meetings are discussed and items that are completed are closed in the report. All members are asked regarding any unsafe acts, situations or conditions encompassing the entire vessel. The company circulars are reviewed along with safe practices and any accident or incident occurred on our vessel or any of the fleet vessels. All safety and security correspondence for the month are discussed 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 have been revised and are now down to 2 manuals one which consists of the procedures, guidelines and the prose 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 chapters


Your 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 latest revision was on 20/03/2012 for which the supplement s were received in Singapore and have been incorporated 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 28-01-12 There is a list of forms under the apex manual \\Bridge\NEW COMPANY FORMS\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> and the 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 safety meeting carried out on board. The company has in force a Lock Out Tag Out system (LOTO) which is an additional safety feature for isolation 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 s filing 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\CE Cabin\COMMON FOLDER ON LAN\ VSL. History M.V. DIAMOND STAR The file is in soft copy and is helpful to know about the previous histories. I have updated it and it forms an 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 is CIR/PERS/006/12 ENFORCING DISCIPLINE ON BOARD by PERS DEPT on 19.04.2012. All the circulars are filed 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 taking place 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 electrical drawings 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 a CD also with the master. A copy of the CD is in your folder. \\Bridge\CHIEF OFFICER DIAMOND STAR\COFF\FINISHED PLANS D2022 (DIAMOND STAR)

MONTH END AND FILING SYSTEM: The chief officer filing system is maintained as described in the SMS. All the B group files are your responsibility. The list of files under you is as below.
GENERAL CORRESPONDENCE RETENTION 2 YEARS

B01

A) IN B) OUT C) HANDING/TAKING OVER CERTIFICATES A) MOORING ROPES/WIRES/TAILS. B) DK CRANES WIRES C) PROVISION CRANE WIRE D) G'WAY WIRE E) L/BOAT F) OTHER MISCELLANEOUS WIRE/ROPE CERTIFICATES G)CHAIN REGISTER(SHACKLES ETC) H) GRAB CERTIFICATES REPAIR AND MAINTENANCE a)MAINTENANCE PLAN(PMS AND ZONAL) b)MAINTENANCE REPORT c)COPY OF REPAIR LIST/REPAIR REFERENCE d)WORK SERVICE REPORT e)DAILY WORK DONE BOOK DECK CADETS a)CADET WELFARE,TRAINING,SPECIAL WORK FORM CREW MATTERS a)OVERTIME RECORDS b)SPECIAL WORK FORM DECK STORES a)P.O. REQUISITION & INVOICES:DECK STORES/RROPES/ PAINTS/CABIN STORES/ENTERTAINMENT b)INVENTORY OF DECK/CABIN/PAINTS/ROPES/ENTERTAIN MENT STORES c)MONTHLY SUMMARY OF DECK/CABIN/PAINTS/ROPES/ ENTERTAINMENT STORES CARGO MATTERS a)CHARTER PARTY AGREEMENT b) OFFHIRE/DELAYS REPORT c)NOTE OF PROTEST/CARGO CONTAMINATION/LOSS REP d)SHIP/SHORE LOADING/UNLOADING CHECKLIST e)CARGO OPERATION CONTROL FORM f) BALLAST OPERATI ON CHECKLIST g) LOADICATOR/STABILITY PRINTOUT STOWAWAY AND SECURITY SEARCH CHECKLIST LIST OF QMS MANUALS

RETENTION

B02

CURRENT

RETENTION CURRENT 7 YEARS

B03 B04 B05 B06 B06 B07 B07 B08

RETENTION 2 YEARS RETENTION

RETENTION 2 YEARS RETENTION 2 YEARS

RETENTION

RETENTION

1 YEAR CURRENT

In addition I have made some miscellaneous files which I will personally appraise of once you are on board. These are some general papers which we file but may not be necessarily incorporated within the SMS. The obsolete documents locker is the linen locker located on your deck, all papers if within the retention 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 safety and cargo work. The copies of all certificates are in the files. The wire rope condition report is up to date 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 deck and 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 of the 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 month end.

There are a few papers which are required to be sent periodically. The list for that is as below along with the periodicity and the form no. with which it is to be sent.

PERIODICITY MONTHLY
SOT / CL / 010
SOT / FO/ 011

Checklist Safety Work done report Records of emergency drill Boat drill report Fire drill report Periodical ins / maint charts for safety equipments Watchman rest time log stcw95 section aviii / 1 Inspection of critical equipment Hatch cover PMS Anchoring and Mooring equipment PMS Wire condition Report SOPEP , ISPS Inventory Deck PMS Paint Inventory Safety committee Meeting Zonal Monthly Report Photo Condition Report Risk Assessment Form

SOT / FO/ 015 SOT / FO/ 016 SOT / FO/ 017 SOT / FO/ 021
SOT / FO/ 023 SOT / FO/ 027 SOT / FO / 048 SOT / FO / 051 SOT / FO / 054 SOT / FO / 055 SOT/ FO / 056 SOT / FO / 058

SOT/FO/093 SOT/FO/082 SOT/FO/084 SOT/FO/086

PERIODICITY QUARTERLY
SOT / FO / 045 Pipes and valves PMS

PERIODICITY AS AND WHEN


SOT/FO/001 SOT/FO/002 SOT/FO/003 SS/CL/018 SOT/FO/022 Familiarization Form Officers Familiarization Form Seafarers Emergency details Form Hold Condition Report Crew Appraisal Form

SOT/FO/037 SOT/ FO/ 064 SOT/ FO/ 065 SOT/FO/078 SOT/FO/085 SOT/CL/021

Tank Inspection Report De Breifing Form Third Party Damage Form CO Handover Form Vessel Condition Report Heavy Weather Precautions checklist

PERIODICITY SIX MONTHLY


SOT/FO/081 Zone Wise Painting Deck

The ones highlighted in red will be given to you by the third officer and 2nd officer, include it in your month end. The drill reports are to be verified and counter signed by you and the master. You pack the month 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 Third party report is to be sent within 24 hours of the damage occurring of course in consultation with the master

Log books, garbage book, ballast record:


The garbage and ballast record book is kept on the wheel house. DECK LOG BOOK & OFFICIAL LOG BOOK The deck log book is filled by all officers but verified and signed daily by you and the master. A new change of articles has occurred on 22/04/2012. Since then a new Official log book has been started. The relevant weekly entries pertaining to checking of accommodation, provisions drills and departure drafts are made by you in the official log book. GARBAGE RECORD BOOK The garbage record book is filled by you when any garbage is landed or disposed, when you dispose cargo residue as in hosing down or hatch cleaning and when garbage is incinerated. THE INCINERATION 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 is equipped with an incinerator and a comminutor, any garbage being processed using these 2 equipments also need to be reflected in the garbage record book. Please ensure entries regarding entry and exit into special 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 log book. BALLAST RECORD BOOK: The ballast record book is filled every time a ballast operation is conducted. It is self explanatory and is in the format of the normal IMO ballast exchange form. It is required to be filled from each port. In addition 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 K/A:CAPT:AM DEAR SIR, PLS FIND THE DAILY CARGO REPORT FOR THE LOADING OF COAL AT MUARA JAWA. 1)PORT 2)DATE/TIME 3)QTY LOADED LAST 24 HR 4)TOTAL QTY LOADED 5)ESTD BAL QTY TO LOAD 6)STOPPAGE 7)AVG LOAD RATE/HR 8)BUNKER CONSUMED :IFO xx MT , MDO - xx MT. 9)BUNKER ROB :IFO xx MT , MDO - xx MT. 10)ETC/D 11)REMARKS : Additionally you have to send the cargo status to the chrtr as per their format. For this I have made a spread sheet which calculates the cargo based on the crane running hours for that 24 hour period. It is fairly accurate as I have compared it with the figures in the loadicator and also average it out from the stevedores 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 THE COMBINED INPUT OF THE C/O, C/E AND THE MASTER. The c/e will put it n the common folder around the 28 th of the month You can update the items till that date keeping a few which require th updating exactly on the 30 . DO NOT DELAY THIS AS IT S A VERY VITAL PIECE OF INFORMATION FOR THE OFFICE AND IT IS QUITE UNPLEASANT AND EMBARRASING FOR 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 yours and the chief engineer s activities. A format is kept in the e-mail I will show it to you once you are on board. DATE: VOY:NO:14

Annual surveys. & V.I. report.


Annual survey was carried out by class ABS in Rizhao China and no deficiencies were reported. There was one matter which is pertaining to the coating technical file. The ship has 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 months hence it will be due in june mostly along with the audit. The VESSEL INSPECTION REPORT IS ON THE BRIDGE COMPUTER IN THE FOLDER \\BRIDGE\CHIEF OFFICER DIAMOND STAR\COFF\V.I. REPORT MINA SAQR 250112 Please also find the status as below. CLOSED

OPEN
IN PROGRESS
TOTAL

23 1 4
28

VESSEL INSPECTION -DEFICIENCY LIST dtd: 25 JAN 2012


DEPT: DECK

VESSEL :M.V.Diamond Star


SR NO

UPDATED ON :30-APR-2012

Deficiency or Nonconformity(Deck)
Cargo hold (2-5)on side hopper ,corrugated bulkhead shedder plates found fouled with HBIresidue Hatch coaming /scantling along with piping found fouled with HBI Hatch coaming stays and brackets found with sign of spot corrosion

Corrective Action

DATE STATUS COMPLETED

D01

TO apply aqatuff ,scrub and clean with hp wash

OPEN
21-Mar-12

D02

TO apply aqatuff ,scrub and clean with hp wash Toderust,c/out adequate surface preparation, apply coats

CLOSED IN PROGRESS

D03

D04

Hatch cover panel internal beams & stiffeners found with spot rusting Cross deck found scrapped ,but inadequately cleaned Super structure walls ,near vent louvers found with spot rusting&rust weeping Name plate found missing in paint locker,bousen store etc L.o filling manifold found not stenciled Deck crane exterior found with spot rusting.NO.1fouled with stains

Toderust,c/out adequate surface preparation, apply coats.Do raise gc TO apply aqatuff ,scrub and clean with hp wash Toderust,c/out adequate surface preparation&re coat To stencil on w/t doors ,raise gc for missing plate To stencil all L.o. filling position on p&s manifold To derust ,clean &recoat afteradequate surface preparation.Do raise gc for d/crane exterior rusting Track way to wire brush &keep free of flackes.verticle surrounding plates to de rust /coat.caution mark to stencil at all tilting stoppers(4nos./hatch TO scrub and clean with hp wash at suitable opportunity

5-Feb-12

CLOSED

D05

21-Mar-12

CLOSED CLOSED CLOSED CLOSED

D06

4-Mar-12

D07

28-Apr-12

D08

6-Mar-12

D09

1-Feb-12

CLOSED

D10

Hatch cover ramps found rusted &missing caution mark at tilting stoppers

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 Funnel exterior fouled with oil ,Wet soot around oil mist chamber outlet Local minor indentation of approx 15~20 mm deep at 6 point noted near port bow (around no.1db tank boundary area),rust formation is evident Deck crane internal platform found greasy &black in appaerance,oil drum found inadequately lashed Paint inside paint locker not arranged /secured properly

8-Mar-12

CLOSED

D12

To,clean,degreaseand apply finish coat

9-Mar-12

CLOSED

D13

To derust &apply coat when time permits To clean regularly and keep in tidy condition .oil drums to stow properly with the help of angles bars To arrange &secure to prevent spillage /loss

8-Mar-12

CLOSED

D14

IN PROGRESS
9-Feb-12

D15

CLOSED

D16

Caution mark not found at hatch cover operting station Windlass gypsy wheel with spot rusting Builder (stx)name plate rusted Accom ladder found fouledwith strains

caution to be displayed that while opertating hatch cover both side (p&s)to be manned and monitored To derust all area and apply coat after adequate tooling Toderust /clean&raise gc for name plate To clean and keep in presentable condition at all time To c/out power tooling & apply three coats of approved designated epoxy coat. Pls note that all WBT is PSPC complaint coating ,hence any maintainence carried out to be mentioned in CTF (COATING TECHNICAL FILE). Allothers TST to be inspect and advise status ,do raise gc Toraise gc ,maker to arrange their techs to attend Require tobe secured and locked at all times To cheak all, compare with maker data &raise gc To de rust ,clean &apply white coats To wire brush /powertool and apply thin coat of primer All spares to be stow properly and tagged Regular and adequate greasing needs to be done

28-Apr-12

CLOSED

D17

28-Feb-12

CLOSED CLOSED CLOSED

D18

22-Feb-12

D19

3-Feb-12

D20

NO.2TSWBT;spot rusting noted on few stiffener ,side longitudinal, vertical ladder reinforcement plate

IN PROGRESS

D21

Grabs noted with weld defects and material chipping off at various place Fw filling and sounding pipe found unsecured Hatch cover stopper gaps &hinges bush clearance appears on higher side Rust weeping found on inner duct of fore castle store vent fans Spare M.Spipes found badly rusted inside fore castle store Spare wire found inadequatly stowed with old wires Hatch cover rest pads found inadequately greased and rusted

CLOSED
10-Feb-12 26-Jan-12

D22

CLOSED CLOSED CLOSED CLOSED CLOSED CLOSED

D23

05-Mar-12

D24 D25 D26 D27

28-Apr-12 23-Feb-12 24-Feb-12 26-Jan-12

D28

Ballast control panel missing indication lights &flickering light noted

To attend to the deficiency and gc accordingly

8-Mar-12

IN PROGRESS

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 in satisfactory condition. These are twin drum winches thereby giving you 4 ropes on the drums itself. There is no auto 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( design defect of the fwd hyd windlass pipe bursting, But after they changed the pipe in Abu Dhabi last year there has been no problem. Check the mooring arrangement plans for details of rigging the ropes. The gear teeth for the windlass are usually greased once a month while anchoring or while picking up anchor. The grease for this purpose is also the same spheerol SX2 grease. The oil gauge on the hydraulic tank of the windlass shows its gauge glass to be absolutely full to the brim. When I had joined the vessel I had raised concern over this to which the previous c/e, 2/e came and confirmed the tank to be full. Recently when the 2/e joined the vessel 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 is missing and they are greased monthly. We tried to open up the same for o haul but found that the allen bolt which locks the securing ring in position has broken inside. It was then freed 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 areas are forepeak store and chain locker. There are 2 bilge wells in the forepeak store and the system 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 is tried 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 own account. The username and password is mentioned on the last page. All official mails are forwarded to you by the master on to your mail and you have to reply to them using the same system. No attachments are allowed. I have put in a Macros for easy template so that u 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 followed by <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, Keep the trailing mail as a reference for the master which he will delete when he further forwards it 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 BE SENT 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 2 losses on the main communications computer from the time I joined. The procedure for taking a back up is simple. Just click on file and then on back up then choose the folder you want to create your back up on. It will back up all your information. I do it monthly just for safety reasons. There is a system of sending SMS to a mobile phone but it is not allowed as per the company 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 the master to limit your use on the e-mail. In case you want to resend a mail you have sent before just go to the sent folder and right click on the message and then click on send again. Please note the limit to send a message with attachment is about 1 Mb. In case the mail exceeds that, such as during month end, split up the mails into 3-4 parts of 1mb each and then send them. All the matters which are not completed or require further communication are retained in the Inbox the rest are put in the respective archives. The system is connected to the fleet broad band connection only. Only the master is authorized 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 stored so it is easily accessible to everyone on board. We have 2 satellite systems on board, fleet 77 and fleet broadband. The fleet 77 does not have any log or record keeping as such. The fleet 77 is not connected to the e-mail system also. There is a parallel line of only the fleet 77 phone in the master s cabin. For telephone calls both the systems can be used but by calling cards only. The calling cards are with the 3rd officer in case required. I will show you the system personally once you are on board.

DANAOS PMS: Chief Officer: User Name: choffow09 Password: choffow09


The company has recently installed a system of Danaos PMS in addition to the existing SOT / 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 office monthly 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 it to 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\Danaos Onboard 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 an ALERT reminder to the user. D. Press button or just click on desired maintenance work. All of them will be highlighted BLUE

Hint: You could Tick the Plan in the reports output. E. Press the

box to include also the Condition

button and complete the new window as follows: Date: The last date of the

Selected Jobs to be done on defined period. Role: Person: person. Given On Date: Print Jobs per Page: Press OK button to proceed.

CHIEF Officer ROLE Name, Surname of responsible The current Date Keep it unchecked.

System will retrieve again all selected jobs of step D having the following format. Print all jobs 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 with data. Later Chief Engineer will update the PMS with Dates, RH and comments as written on these 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-VXXXX where: VSL: Is the vessel code. V: Is an indication that the job card has created by a vessel user. XXXXX: Is a counter.

So, TVS-V00154 means that this is job card No 4 created for vessel 048 by a vessel user. I. Repeat steps C to F in order to produce one Job card for each location. In order to make the process faster you can select in step C more than one location but try to create job cards with 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 AND SAVE 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 as follows 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 PLANNING SELECTION).

B. In the new screen, click on the job card code in the left side under CHIEF officer USER in order system to retrieve all the jobs grouped by this code. Click on the Icon IMPORT FROM EXCEL and choose the excel file in which you have updated the job card. Fill in the date 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 from to (white background)

HINT: The status is COMPLETED only if all the yellow fields in the job card are completed. E. Last step is to press the button in order to transmit the job card to the office and provide fresh re-calculate the maintenance Plan.

HINT: When Job Card is out)

then turns to VIEW ONLY status (Grayed

PLEASE GO THROUGH THE MANUAL AT YOUR CONVENIENCE.

YOUR PAPER WORK FOLDER. LOCATION: \\Bridge\CHIEF OFFICER DIAMOND STAR

You will find two folders cargo and port and COFF. These are the two main folders in which 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 been segregated in various folders voyage wise. The path is \\Bridge\CHIEF OFFICER DIAMOND STAR\CARGO AND PORT\COMPLETED VOYAGES FROM VOY 009 ONWARDS All the company and the SMS related stuff is in the folder \\Bridge\CHIEF OFFICER DIAMOND STAR\COFF

All the company forms are in the folder. \\Bridge\NEW COMPANY FORMS\FORMS.MASTER SET UPDATED 28-01-12 If you open the apex manual short cut in co out folder you will be able to see hyperlinks which will directly take you to the respective form.

All the items such as attachments to mails other important stuff which I have sent to the company before the e-mail was given, you will find it in the folder \\Bridge \2o\CO OUT\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 of windows xp except for the communications which is vista business edition. S Ships office computer: user name : shipofficer Password: shipofficer1 S Loadicator: Username Administrator, Password mercury ( it is privy to you only) S Bridge computer username: Administrator Password: admin12 S Administrative rights are issued to administrators. For all computers to obtain administrative rights the user name : administrator Password: admin12 S Danaos login : choffow09 password: choffow09 S Chief Officer Private mail id.: choff.Diamondstar@SkyFile.com. Username: choff Password: choff S 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 by chief officer for loadicator only Hope these notes put you on a splendid start and assist you during your tenure on 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 me on choff.Diamondstar@SkyFile.com & 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.