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ESM successfully undergoes TMSA
(Tanker Management and Self Assessment) Audit by BP

In keeping with our relentless endeavour for self-improvement together with our sincere concern and commitment for environmental protection, ESM underwent the Tanker Management and Self Assessment (TMSA) audit by BP auditors in both Singapore and Mumbai offices during the month of November 2005.

TMSA is a major step by the oil majors to support that voluntary quality initiatives are the only sustainable quality initiatives. The Tanker Management and Self Assessment programme and best practice guide developed by OCIMF provides ship operators with a means to improve and measure their own management systems. The programme encourages ship operators to assess their safety management systems against listed performance indicators.

The results from these assessments can then be used to develop an improvement plan, using the stages of attainment described in the programme, to achieve safety and environmental excellence. This also assists them to evaluate their approach to the ISM code, to improve their management systems as well as to demonstrate their commitment for a safer and cleaner environment. So far this is not yet become a mandatory requirement, and only a few companies in the industry have so far implemented the guidance fully into their systems.

TMSA will definitely motivate and reward quality and allow tanker operators to comply and exceed with the expectations from oil majors.


*Note: This monthly safety moment is collected from various sources and is not an actual incident from the ESM fleet.

EXCESSIVE SPEED APPROACHING BERTH
A tanker arrived off port. The vessel was laden with heavy oil and water ballast. A pilot was embarked and the tanker proceeded inwards at half speed. On approaching the breakwaters, reduced again to dead slow ahead. The engine was stopped but she was still making headway towards the berth.

Due to the speed of the tanker, the forward tug was not able to hold its position at the required angle to the tanker's side and she started getting pulled by the towing line, finally getting dangerously pressed against the tanker's side. To avoid capsizing, the towing line was cast off.

At this point the tanker was just half a ship's length away from the intended berth. Full astern was given and the port anchor was let go to one and a half shackles on the winch. These measures were however taken too late to prevent an accident and the vessel, still having headway, contacted the berth head.
LESSONS LEARNT

The major contributing factor to this accident is obviously excessive speed.
Having passed the breakwater, the master restricted himself with the order of just stopping the engines and did not reduce headway by going astern. He should have known that when such a tanker attempted to swing the tugs might not be effective in holding her in the desired position.
Under a properly organized bridge team, the third mate would have been of value to estimate and rapidly determine ship's speed and warn the master. The master finally realized the danger of the situation and even then did not take all possible preventive actions. Experts expressed doubt that the mere use of an anchor would have prevented the accident. However, they all agree that the consequences could have been appreciably reduced.

 
Page - 2 Volume 5 , Issue 12 Dt - 01-12-20055 | ENB History | Home | << Page 1 | Page 3 >>