CALM SEA

25 23.1 23.5
Downtime DOWNTIME/Vessel/Fleet Till Oct - 2024
21.2
[Hrs/Vessel] 19.9
20 LNG 4…
16.3 0.0
14.5 DRY BULK
15 Monthly 16.40
Aggregate 37.2
9.6 TANKER
10 7.8
6.9
PCC
3.4 23.4
5
CONTAINER 26.09

0
Jan Feb. Mar. Apr. May. Jun. Jul. Aug. Sep. Oct. Nov. Dec.
OTHER V/L

NUMBER OF INCIDENTS TIL Oct-2024 IN EACH INCIDENTS /Fleet Till Oct - 2024
CATEGORY
LNG
500 445 1
21 127
400 Dry Bulk
300 232
353
200
83 85 TANKER Total
45 62 51
100 3 9 3 16 1034
0 PCC
466
66
CONTAINER

OTHER V/L

The tabulated graph is for Calendar Year and shows downtime and Incidents from Jan to Dec 2024.
Downtime per vessel is computed by dividing total downtime by a total number of vessels (692). Data for
the months through Oct, will be subject to change because of possible adjustments from later calculations.

Significant Incident related to DOWN TIME

Type Date Outline of Incident- Cargo Machinery related trouble Downtime
Before start of loading operation ships Gantry Crane No.1 trouble was
reported due to DBU unit problem and no spare was available on board. GC
No.1 was pushed using GC No.2 and parked near Cargo Hold No.1. Loading in
aft cargo hold was completed using GC No.2. DBU unit from GC No.2 was
21st
BOX shifted to GC No.1 and remaining cargo was loaded in forward Cargo Holds. 54.5hrs
Oct
During operation of GC No.1 heavy hydraulic leakage occurred from the
starboard aft jack up cylinder, which was replaced by on board spare. Cargo
loading was completed by transferring DBU unit from one Gantry Crane to
another.
 Lessons Learned Exercise
against
Accident Repeat through Nearmiss
Topic of the Month: Near Miss due to sudden changes & unexpected events.

Significant Nearmiss/Incidents from Recent NYK Near Miss & Devil Hunting Report
1. During bunkering with barge alongside, one of the barge mooring line to the ship suddenly
parted and it started drifting away from the vessel.
2. While securing No. 2 Deck Crane Hook, the securing wire suddenly parted, and the block
swayed up with violent force. Fortunately, no one was injured.
3. While testing the pneumatic wire brush prior use, the wire brush suddenly got detached.
Fortunately, it did not hit the user or any other crew working nearby.
4. One shore personnel was standing near to the shore gangway, when suddenly the gangway
moved due to the ship's movement. The shore personnel miraculously escaped from getting hit
by the moving gangway.

Always be AWARE of your surroundings as you might be subjected

to an Unexpected event.
.

Look out for the DEVIL it is lurking around you.

.
 Effect of Wind on Ships Maneuverability
Wind has a significant effect on a ship’s maneuverability. It can cause drastic heading changes and if
a ship does not have enough "leeway" it will be in a danger of being driven onto the shore.
Failure to compensate correctly for wind during berthing / unberthing is a prominent cause of many incidents.
The difficulty in allowing for wind arises from the variable effect that wind can have on a ship because of
changes in heading and speed.
Although wind force and direction can be estimated from various sources, however the local conditions can change
rapidly and without any warning. Control of a ship can be easily lost during sudden violent gust of wind.

Effect of wind on ships with high freeboard

Vessels with relatively high free-board (PCC, Containers, LNG, Passenger ships, Wood Chip Carriers and
vessels in ballast) may have significantly large windage area, which affects their maneuverability. It is especially
difficult to predict the effect of wind as it varies with the relative wind direction and the speed of the ship.
²
For example, a container vessel with a windage area of 6000m and an abeam wind of 15m/s encounters an
additional lateral force of at least 75 tones. It is useful to know these forces and moments to decide the number
of tugs required during berthing.

Wind force can be estimated by the formula: F = (V²/18,000) x Windage Area

F: Wind force in tones Windage Area: Area of ship exposed to the

V: Wind speed in m/s wind in square meters

This calculation gives an estimate of the total force of wind on a ship and will give an indication of the total
power that tugs will be required to overcome this force.
A ship is most vulnerable when presenting its broadside to the wind. It will be difficult to counteract the effect of
strong wind without proper tug assistance, use of thruster and speed management. Therefore, ships with high
freeboard are susceptible to encounter more leeway and shall take prompt actions to counteract the effect of wind.

Effect of Wind on Course keeping ability

The adjacent chart demonstrates the Maneuverability Limits for
VLCC and PCC in relation to the ratio of Wind Velocity to Ships
Speed (Y axis) & Relative Wind Direction (X axis).
For instance, when the ratio for a PCC vessel exceeds 3
(indicating strong winds / low ship speed), the vessel enters
into an "Un-maneuverable" zone based on the relative wind
direction. In this zone, it becomes difficult for the vessel to
maintain its course, even with the rudder turned hard
downwind.
Masters shall be aware that Course keeping ability becomes
challenging when the "ratio of wind velocity to vessel speed"
exceeds. This is especially crucial when a vessel with a high
freeboard slows down to embark / disembark a pilot near
breakwater.

Points to remember when maneuvering in Strong Wind conditions

• When navigating at low speeds, a vessel becomes more vulnerable to wind effects. Increasing engine speed
will assist in keeping the vessel out of "Un-maneuverable Zone”.
• Take prompt corrective action to counter the adverse effect of wind. Longer the time taken for decision making,
more drastic will be the action needed to control the situation.
• Maintain adequate clearing distances during windy conditions.
• Ensure that conditions are safe and suitable for the planned maneuver. It is advisable to wait until the wind
subside, then to deal with an incident.

This topic will be one of the focus item of Sail On Safety Campaign - 2024
 Safety campaign Nov 2024
“Blackouts required manual recovery” prevention campaign”
We expect all NYK operating fleet to conduct annual blackout recovery test to prevent blackouts that
require manual recovery. However, cause of blackout is always unpredictable, and in fact more than 10
Blackout incidents were reported from NYK fleet in last year. In this regard, we would like to kick off the
campaign to prevent blackouts that requires manual recovery in Calm Sea. Please find below 2 cases for
your review and further discussion.
Case-1 Blackout of the 6600V System
Blackout occurred because the power supply
to the HiMAP (the automation device for
power generation) and the VCB (Vacuum
Circuit Breaker) was lost.
Both of these devices receive power from a
shared UPS battery charger, which is
designed to provide redundancy. However,
the vessel was operating with one unit
malfunctioning, causing a loss of redundancy.
Additionally, the blackout was triggered by a
failure in the PLC (Programmable Logic
Controller), which interrupted the power
supply to both the automation device and the
VCB. Please follow the system details of the
UPS battery charger for your reference.
Lessons Learned
• In high-voltage systems, the UPS battery charger serves as a critical power supply unit and its
redundancy shall be always maintained.
• If the UPS battery charger is of an obsolete model and difficult to repair, consider having a portable
power source as an alternative.
• The secondary side of the UPS battery charger may provide a unique power source that cannot be
replaced by other supplies.
• If the rectifier uses thyristors, any failure in sensitive components like the PLC that controls the opening
and closing can render it unusable.

Case-2 Recurring Blackout incidents due to water contamination in fuel

The DO storage tank may be
accumulated with water due to leaks
in the steam piping or condensation.
If fuel transfer is performed while the
generator is in operation, there is a
possibility that the water will flow
directly into the generator's fuel
system, leading to a blackout.
Considering this risk, please carry out
fuel transfer in advance and take
precautions against water
contamination, such as operating the
DO purifier.
 NAV9000 Bulletin Board
Pictorial description of Navigation related findings pointed out
during the NAV9000 Assessments

Vessel entered Bungo Suido

Channel with expired ENC permits.

Vessel entered port with expired ENC Permits. Look ahead feature was kept off during the passage.

Observed off-set of 2.7nm between vessels position and Vessel was not berthed on the planned berth, however
Radar Information Overlay on ECDIS screen. the route laid on ECDIS was not revised.

PI drawn from NGA line

NGA & Contingency anchorage

marked at shallow contour.

No-Go Areas were marked at the shallow contour and PI Markings were carried out taking reference from NGA
not at the calculated safety depth, giving an impression Line instead of taking the reference points from fixed
that safe water was available till the shallow contour. landmark.
 Good Practice
Earmuff, Helmet & Flashlight kept standby near the E/R main entrance
for the crew to use them before entry into E/R.

Originator: Mr. Cristopher D Rano

Rank: 3rd A/E
Ship Manager: MIZUHO SANGYO
Vessel: JUNO HORIZON

Emergency Sea Water connector was kept readily available in the CO2 room, to
be used in case of emergency.

Originator: Mr. LEE IN SIK

Rank: Chief Engineer
Ship Manager: SATO STEAMSHIP.
Vessel: ORIENT DYNASTY
 NAV9000 Physical Assessments
These vessels participated in NAV9000 Assessments in Oct-2024. GMQA Team would
like to express thanks to the ships crew and the management companies for extending
their good cooperation in successful accomplishment of NAV9000 Assessment process.

MAIZURU BISHAMON GLOBAL DISCOVERY

ASAHI SHIPPING CO., LTD. SEJIN MARINE CO. LTD

ONE STORK HENG MAY

NYK SHIPMANAGEMENT PTE LTD FOREMOST MARITIME CORPORATION

FORESTAL REINA CASSIOPEIA LEADER

HACHIUMA STEAMSHIP CO., LTD. NYK SHIPMANAGEMENT PTE LTD

ONE BLUE JAY NYK PAULA

NYK SHIPMANAGEMENT PTE LTD TAGASHIRA KAIUN LTD.
 NAV9000 Physical Assessments
These vessels participated in NAV9000 Assessments in Oct-2024. GMQA Team would
like to express thanks to the ships crew and the management companies for extending
their good cooperation in successful accomplishment of NAV9000 Assessment process.

SNOW CAMELLIA ELEGANT SALUTE

SANDIGAN SHIP SERVICES, INC. NYK SHIPMANAGEMENT PTE LTD

HISUI HORIZON SHIN SUMA

HACHIUMA STEAMSHIP CO., LTD. ASAHI SHIPPING CO., LTD.

GUARDIAN LEADER SAGA WIND

STAMCO SHIPMANAGEMENT ANGLO-EASTERN

SAGA FRAM ONE CYGNUS

ANGLO-EASTERN NYK SHIPMANAGEMENT PTE LTD
 NAV9000 Physical Assessments

MODERN LINK MOONLIGHT DOLPHIN

CIDO SHIPPING CO. LTD. ASAHI SHIPPING CO., LTD.

NYK NEBULA
HOKOKU MARINE CO., LTD.

NYK Group Mission Statement “Bringing

value to life” can be viewed on your personal SCAN
smart phone by scanning the QR Code. QR CODE
Latest NYK Safety Information as of 30-Nov-2024
(RVSD 10 Jul 24) Navigational Instructions for the Black Sea and the
SAFETY BULLETIN SEQ. No – 2024 003
Sea of Azov (RVSD-02)

CASUALTY REPORT SEQ. No – 2024 012 Grounding Incident due to inefficient BRM/BTM

PSC INFORMATION SEQ. No – 2023 001 Properties of LSGO in CARB

IMB Report on Piracy & Armed Robbery against Ships

SECURITY INFORMATION SEQ. No – 2024 002
(January – June 2024)

MARINE ENGINEERING INFORMATION SEQ. No – 2024 002 Fire in E/R

To find out about NAV9000, or to discuss any concerns you may please contact the Marine Group.
MARQA@nykgroup.com

～ May all voyages be boring ～