1. business and industrial
2. energy
3. oil

JURNAL
Chemfleet Bulletin
2013 / March

FROM THE DESK OF DPA

SAFETY ARTICLE—HOW TO SOLVE HUMAN ERRORS

MARITIME LABOUR CONVENTION 2006

HEALTH PAGE— HAZARDS IN THE KITCHEN

ENVIRONMENT— KEEP CLEAN THE ENVIRONMENST

COMPANY 2012 ANNUAL KPI STATISTICS & 2013 TARGETS

ACCIDENTS-NEAR MISS ANALYSIS

CIRCULARS, FEEDBACKS, SAFETY ALERTS
Page
Our goals are zero incident , zero pollution and zero detention.
Issue 10
“Denizciliği Türk’ün büyük milli
ülküsü olarak düşünmeli ve onu
az zamanda başarmalıyız”
Quarterly Bulletin / March 2013
Chemfleet Bulletin
Issue : 10
March 2013
INDEX
Production Lead Coordinator :
Ahmet HAZNEDAR
Content
Page
From the desk of DPA
3
Safety Article—How to Solve Human Errors
4
Cargo Information and experience share—Styrene Monomer
5
Safety Bulletins
6-8
Industrial Accidents — Study Case
9
Health Page— Hazards in the Kitchen
10
Environmental Page— 5 Tips to Keep Environment Clean
11
New Regulation— MLC 2006
12
Risk and Chapter Analysis of CDI/SIRE Observations
13-14
Chemfleet 2012 Accident /Incident Analysis
15-16
Near Misses Analysis
17 –18
Company KPI analysis by the end of 2012
19
Company Circulars, Safety Alerts, Feed Backs
20-27
Editorial Board:
M.Tolga ÖZÖRTEN
Editorials :
Altuğ TOPRAKÇI
Barış SAMUR
Ersen UÇAKHAN
Gökhan ERGİN
İbrahim GÜL
Erkan KILIÇ
Doğan YİĞİT
Ahmet Faruk BAYRAM
Kemal ULUÇ
Orçun KUŞÇU
Murat KOCAEFE
Uğur İÇLEK
Selçuk KANAT
Elif KAPLAN
Burcin CICEK
Serdar OLGAÇ
Sevnur DUMAN
Pınar KOCAOĞLU
Berkant INCESARAÇ
Oğuzhan DERIN
Burçin DENKÇİ
Volkan GÜMÜŞ
Özgür SARIOĞLU
Oğuzhan PEKUZ
Ece DÜZER
Yeliz Seher DEVECİ
Çiğdem SAYGI
Seda KARTAL
Canan OZHAN
Orhantepe Mahallesi,
Söğüt Sokak No.6
Dragos-Kartal-İstanbul
Tel: +90 216 352 50 00
Fax:+90 216 352 51 00
www.chemfleet.org
[email protected]
© Copyright By Chemfleet – All Rights Reserved.
® Registered By Chemfleet
Page 2
Our goals are zero incident , zero pollution and zero detention.
Page 3
Chemfleet Bulletin
Issue 10— March 2013
Sayı 2 - Haziran 2010
FROM THE DESK OF DPA
Dear Chemfleet Family,
In 2006, it was the time of Chemfleet challenging into chemical shipping sector with a small tanker, and
after the 7 years since then, we all are now proud of being a member of this big family, well known and
reputably established in the world chemical shipping industry, with its fleet of now total 25 chemical
tankers, and more additions are in the prospects to enter into the fleet within the near future.
During this time period, world shipping industry passed some "high market" days, and also some "low
market" days, which the last one now currently surrounding the whole shipping industry after the world
economic crisis. We all know that we must do better and, it is the day that we must be more supportive,
creative and be assistant to each other to improve the efficiency of our vessel operations.
It is the day that
we must be more
supportive,
creative and be
assistant to each
other to improve
the efficiency of
our vessel
operations.
Having said that, I would like to highlight again that our goals " ZERO POLLUTION, ZERO
ACCIDENT and ZERO DETENTION ", effective and active participation of all our vessel and office
staff to improve our management system up to better levels. The Company's Quality, Health, Safety and
Environmental policies, together with other safety management procedures and elements of our
management system, are tools to effectively implement and improve our management system in order to
achieve our goals of having our vessel operations in a safe manner.
As being a member of Chemfleet family, supported with strong company profile, and with good and
experienced crew onboard and ashore who are assisting and proud of being a member of same family, I
have strong belief and plenty of reasons that we will find more opportunities to improve and to achieve
our GOALS of ZERO, in the shortest term, and would like to thank each one of you for your
commitment and support in this regard.
With this opportunity, I wish safe seas, and all my best regards to you all and your families.
Capt Altug Toprakci
DPA & Fleet Manager
Page 3
Our goals are zero incident , zero pollution and zero detention.
Page 4
Chemfleet Bulletin
Issue 10— March 2013
Sayı 2 - Haziran 2010
HOW TO SOLVE HUMAN ERRORS
Today, Human Error relating incidents are general problem of all chemical and product tanker
industry. As per Analysis of 2012, around 60 % of accident’s cause are relating to human error.
As per IMO MSC 81/8/1, Inter-Industry Working Group identified 35 Human Error relating occurrences that involved fires and explosions in cargo areas of chemical and product tankers from a database of incidents over the past 25 years. The IMO concluded in its study that “The failure to follow
procedures was the primary cause of the incidents in question.”
Major Casualties within the Tanker Industry confirm the exposure to risk when inappropriate levels
of familiarity, expertise & experience are held within the shipboard management team.
Responsibility of
crew is to
participate all
drills and
trainings actively,
learning their
roles very well,
aware of risks
and threats due
to nature of their
job and conduct
operations
properly without
any incident.
Here following most observed Human Error Causes:
- Inadequate Situational awareness / Risk Assessment
- Insufficient Planning & Decision making
- Inadequate familiarity with the operations / equipments
- Inadequate Leadership and supervision
- No Teamwork
IMO and OCIMF has concentrated to solve problems relating Human Failures. Authorised SubCommittees are trying to improve quality and effectiveness of on board training to reduce significance and frequency of incidents. As per TMSA 2 - “ Management must also provide adequate resources to ensure that the vessels are properly managed, crewed, operated and maintained by welltrained, competent personnel”.
It is sure that Proper On board training may assist to solve Human Errors. For this purpose, We are
trying to equippied our ships with modern training devices like VOD unit. VOD is a training tool that
capable Video trainings and Interactive individual training.
Drills can improve our abilities and familiarity with actions and equipmenst significantly. We can
understand possible problems and threats in case of a real situation. We can improve ourselves by
participating the on board drills actively. We can forget the things that we saw or heard on TV but
actions and experience that we lexperienced can not be forget easily
There are 3 golden rules to improve personal abilities on board:
1. Join the drills actively,
2. Join the Video and Interactive trainings continously,
3. Always ask, if you did not understand something or feel something goes wrong.
Aim of on board drills and trainings is to minimize Incidents that casued by Human Failures and
establish a living safety culture.. A living safety culture build safer working environment and
conditions for all crew. Etablishement of a living safety culture is obligation of all ship crew , not
only limited with Captain.
Responsibility of shipboard management is to organize all necessary trainings and drills as per
company procedure and allow crew to participate this activities on time. Responsibility of crew is to
participate all drills and trainings actively, learning their roles very well, aware of risks and threats
due to nature of their job and conduct foperations without any incident.
OUR GOALS ARE ZERO POLLUTION, ZERO ACCIDENT and ZERO DETENTION !!!
Always remember that SAFETY IS EVERYONE’S CONCERN.
M.Tolga Ozorten
Marine Manager
Page 4
Our goals are zero incident , zero pollution and zero detention.
Page 5
Chemfleet Bulletin
Issue 10— March 2013
Sayı 2 - Haziran 2010
CARGO HANDLING EXPERIENCE AND INFORMATION
We have decided add a new section to our monthly Bulletin relating cargo operation. Aim of this section
is to share company experience with all crew and improve knowledge and awareness. We will try to
express past experieces on board our fleet ships and best practices methods. Every month we will issue on
this section a different type of cargo which our ships handle mostly. We would like to start one of most
carried cargo STYRENE MONOMER.
STYRENE MONOMER; Raw Material for Rubber, Resins and plastics. One of most famous self reactive inhibited cargo. Styrene may polymerize violently on contact with other cargoes or certain contaminants. Contaminations include Sulphuric acid; Phosphorus pent oxide, ferrous chloride and certain metal
halydes. Also, it can react with its self by heating. Very sensitive for heat. Temperature above 10 C degree
can start reaction.. Monomer molecules start to sentence each other and become polymer. This reaction
increase temperature and by the way an chain reaction start. A proper inhibitor must be added to avoid to
this reaction. This cargo should be inhibited before loading to ship at Shore tank and Inhibitor certificate
must be delivered to Chief Officer.
Polymerization
risk increases
with temperature. Unexpected
increase of temperature is indicating reaction.
Preparation to Loading /Tank readiness: First to be checked compatibility chart. The stowage plan
must take into considerations the compatibility with adjacent products. This cargo MUST NOT be stowed
adjacent to Heated cargo. Heating Coils or Heat Exchanger connections MUST be blanked. Heating coils
must be blowed with air. There should NOT any water in heating coils. Tanks should be in cleaning condition to load Aromatic Hydrocarbon. Tanks should be flushed with Fresh Water after B/W washing,
drained, mopped and dried. Residues from previous cargoes can cause contamination or polymerization.
N2 Blanketing: Not necessary but can be requested from receiver due to quality purpose. In this case Inhibitor must NOT be Oxygen dependent type.
Inhibitor: Yes. Inhibitor content must be between 10 and 15 ppm. Check certificate validity date of Inhibitor. It must be valid until end of discharging, consider extension of the voyage due to bad weather or
anchorage on arrival. If inhibitor is “OXYGENE DEPENT” type, carry under N2 blanketing is not allowed. Oxygen dependent inhibitors need Oxygen in the tank and do not work under N2 blanket. Inhibitor
protection temperature margins must be stated on the certificate.
Tank Inspection/Wall Wash : Tanks are subject to Cargo Surveyor’s visual inspection. First Foot sampling is compulsory. At the some Terminals, Wall Wash can be required. Wall wash specs is depends on
receiver's criteria but most common criteria; 5 ppm Chloride, 55 minutes PPT.
Loading: VRL connection required. PPE must be used while Hose Connection/Disconnection.Always
obtain the specific MSDS for detailed information including the melting point, Ensure cargo name listed
in the ship’s fitness certificate properly. Brief the operation relating crew regarding operation steps, PPE
requirements and MSDS. Product not to be stowed next to heated cargo.
Attentions during Voyage: Polymerization risk increases with temperature; Cargo Temperature must be
monitored 3 times in a day and measured minimum 3 point and recorded. Unexpected increase of cargo
temperature is indicating the reaction. Keep the tanks below 32 °C. Deck surface must be cooled with sea
water if necessary. Even when inhibited, proper handling instructions of the product must be received
from shipper. Polymerization can not be stop after start and may cause actual bursting or exploding in the
ship's tank.
Discharging: VRL must be connected. PPE must be used while Hose Connection/Disconnection. Remaining cargo on the bottom after discharging can be polymerizing. Try to make a good stripping. Wash the
tanks immediately or fill tank by water to avoid polymerization after receiving empty tank certificate.
Tank Cleaning: Easy to clean, 3 hrs BW with cold seawater is sufficient. Main problem is to remove odor
of cargo. Therefore ventilate the tank before cleaning. After cleaning when reach the 0 LEL; Steam the
tanks for 3 hrs to remove odor. Then continue to ventilation till odor removed..
Contact with us, if you need any further information or in any doubt.
Page 5
Capt.Barıs Samur
Operation Manager
Our goals are zero incident , zero pollution and zero detention.
Page
6 4
Sayfa
Chemfleet Bulletin
Sayı
3 -2013
Ekim
Issue 10—
March
Sayı 2- Haziran 2010
Safety Bulletin
Oil spilled off Shanghai
A CMA CGM box ship and a Chinese bulker have collided off Shanghai, according to Shanghai
Maritime Safety Administration. A CMA CGM box ship and a Chinese bulker have collided off
Shanghai, according to Shanghai Maritime Safety Administration.
CMA CGM Florida (5,000teu) sustained an oil leak in the collision with the 175,569dwt bulker Chou
Shan about 120nm east of Shanghai yesterday morning. Several tonnes of oil had already been
recovered by the evening, the Shanghai MSA added.
Chou Shan is flagged with Panama and owned by Taiwanese company Sincere Navigation.
Two more vessels arrived on the scene today to monitor the pollution, but they reported that no more oil
had been spilled.
The condition of the crew and vessels was unconfirmed, although the Shanghai Daily reported that the
CMA CGM Florida had sustained some flooding.
Seafarers in sinking saved
FOURTEEN mariners have been rescued from a bulker that sunk in a collision off Vietnam.
Vinacomin 03 (3,109dwt) was carrying coal from northern Quang Ninh Province to central Quang Binh
Province on the afternoon of 20 March when it collided with the bulker Vinacomin 02 off Nghe An
Province.
Both are owned and operated by Vinacomin Waterway Transport.
All the 14 Vietnamese crew members of the sunken Vinacomin 03 were rescued by mariners from its
sister ship Vinacomin 02, the company told Fairplay today.
“Immediately after the incident, Vinacomin 02 crewmen were only able to spot and rescue 13 of the
Vinacomin 03 crew members. After more than four hours of search and rescue efforts with local
authorities, the one missing crewman was found and rescued.” said a company representative.
“All 14 of them are currently in good condition.”
Meanwhile, the cause of the collision is still being investigated. Vinacomin is trying to determine with
its insurance company whether it’s worth salvaging Vinacomin 03 for repair as the extent of damage
commands high costs, VWT added
Snowstorm shuts Bosporus
A FREAK snowstorm today closed the Bosporus because of sharply reduced visibility, the GAC
shipping agent said.
Shipping traffic both northbound and southbound was suspended at 1145 local time (0945 GMT), said
GAC, which added that intermittent closures also took place yesterday at the chronically congested
waterway that runs through Istanbul.
The Dardanelles at the other end of the Sea of Marmara remained open to tanker traffic, Reuters
reported.
About 10,000 vessels carrying 150M tonnes of oil and petroleum products pass through the Turkish
Straits.
Page 6
Our goals are zero incident , zero pollution and zero detention.
Sayfa
Page
7 517
Sayfa
Sayfa 20
Chemfleet
ChemfleetBulletin
Haber
Issue 10— March 2013
Safety Bulletin
Tanker confirmed hijacked
A FRENCH product tanker and its 17-member crew were thought to be in the hands of pirates today,
more than 24 hours after mysteriously losing contact with its owners. A FRENCH product tanker and
its 17-member crew were thought to be in the hands of pirates today, more than 24 hours after
mysteriously losing contact with its owners.
French small tanker operator Sea Tankers today admitted that it had lost contact with the vessel, the
2004-built, 7,150dwt Gascogne, on Sunday morning while it was off Ivory Coast.
The vessel is under Luxembourg flag and the nationality of its crew members is not known, although
the French foreign ministry has said that there are no French nationals aboard.
In 2012 five
attacks were
reported in the
West African
country, the
same as the total
number of
attacks during
the previous two
years, according
to the IMB's
annual piracy
report.
Noel Choong of the Malaysia-based International Maritime Bureau said that the bureau believed that
the vessel and its crew had been hijacked.
“The situation in the Gulf of Guinea is quite bad right now,” he was quoted as saying by Reuters.
“There have been three attacks there in the last five days.”
Sea Tankers said the company was in contact with the relevant authorities in the region and was trying
to establish communication with the vessel’s crew.
Sea-Tankers is part of Belgium’s Sea Invest group. It was set up in 2007 through the merger of
Bordeaux-based Petromarine and Marseilles-based Fouquet Sacop and operates a fleet of nearly 30
tankers ranging in size from 1,500dwt to 20,000dwt. It is active in the European, West African and
Caribbean trades.
Ivory Coast has seen a surge in pirate attacks in recent years. In 2012 five attacks were reported in the
West African country, the same as the total number of attacks during the previous two years, according
to the IMB's annual piracy report
EC refuses to extend deadline on sulphur limit
THE EC has told France it will not authorise any EU country to seek an extension of the 2015 deadline
for introducing a 0.1% fuel sulphur limit.
The EC’s stance on the limit – for ships operating in the Baltic, the North Seas and the Channel – was
revealed today by the French owners’ organisation Armateurs de France.
Today was the final deadline for such an application to be made in time to get on to the agenda of the
next meeting of the IMO’s Marine Environment Protection Committee, noted the AdF, which had
hoped to win the panel’s approval for a three-year extension of the 1 January 2015 deadline for ships
already in service in the Channel and North Sea.
Its chairman Raymond Vidil said the AdF regretted the rejection of the French initiative, but argued
that it had at least alerted the EC to grave problems posed by the new limit for EU shipping.
French owners would now count on the EC to offer efficient aid to owners facing implementation
challenges and to explore other mechanisms for delaying application of the limit, added Vidil, who
maintained that the Marpol Convention would allow an 18-month postponement of its application if
trials of new technology associated with the limit were still under way.
“We need now to find concrete solutions because the countdown is under way,” he warned. “If we fail,
companies and jobs will
Page 7
Our goals are zero incident , zero pollution and zero detention.
Sayfa
Page
8 17
Sayfa
6
Sayfa 20
Chemfleet
ChemfleetBulletin
Haber
Issue 10— March 2013
Safety Bulletin
US sentenced PIL for pollution cover-up
SINGAPORE’S PIL was ordered to pay $2.2M for hiding illegal bilge water operations on one of its
vessels.
The sentencing on 22 February in a District of Columbia federal court followed an earlier guilty plea by
Pacific International Lines to three felony charges that it made false statements to federal inspectors and
concealed illegal wastewater operations and discharges in a falsified oil record book.
PIL was also placed on three years of probation, during which time its vessels trading in the US will be
subject to an independent audit of a US government-approved environmental compliance plan.
As of July 2012, PIL operated 150 box ships with a capacity of about 300,000teu.
Inspectors
learned that the
ship’s oil-water
separator had
been broken for
several months
and that the
chief and second
engineer had
ordered the oily
waste water
dumped
overboard, which
violates
international
law.
The violations were discovered in June 2012 on the 2003-built Southern Lily 2 during a routine Coast
Guard inspection, while the Singapore-flagged, 13,497teu, 18,871dwt ship was docked in Pago Pago,
American Samoa.
Inspectors learned that the ship’s oil-water separator had been broken for several months and that the
chief and second engineer had ordered the oily waste water dumped overboard, which violates
international law.
In a related prosecution, Southern Lily 2’s second engineer Qing Cao pleaded guilty to violating
international pollution laws. Cao was sentenced to three years’ probation and ordered not to work on
any vessels that call at US ports during that time.
Novorossiysk cleaning up fuel oil spill
RUSSIA’S Black Sea port of Novorossiysk is today completing a bunker spill clean-up.
Novorossiysk Commercial Seaport Co, operator of Primorsk and several other Russian ports besides
Novorossiysk, blamed crew error for yesterday morning’s spill during the refuelling of the asphalt and
bitumen tanker Hercules.
Fuel oil was spilled onto the deck of the 4,780dwt tanker and into the sea, confirmed the port company,
whose release in Russian said the spill involved minor amounts of fuel on the deck and a smaller
volume overboard.
Port auxiliary vessels contained and skimmed the spill, but details of the volume in the sea have not
been released. Hercules is flagged with Belize and operated by Alfamarine Shipping of Novorossiysk.
NCSC’s incident report said: “The leak was due to the unprofessional actions of the ship's crew.”
The Black Sea spill followed a report yesterday from the International Tanker Owners’ Pollution
Federation, which said in London that such spills from tankers reached a record low last year.
No spills exceeding 700 tonnes of oil were recorded for 2012, it added, while seven spills of 7-700
tonnes were recorded.
Four tankers have spilled more than 200,000 tonnes: the VLCC Atlantic Empress in 1979 (287,000t);
ABT Summer in 1991 (260,000t); Castillo de Bellvers in 1983 (252,000t); and Amoco Cadiz in 1978
(223,000t).
Page 8
Our goals are zero incident , zero pollution and zero detention.
Sayfa
Page
9 17
Sayfa
6
Chemfleet
ChemfleetBulletin
Haber
Sayfa 20
Issue 10— March 2013
Incidents at Industry- Accident Case Study
Fatality in sloptank :
The chief officer of a tanker in portwas planning to carry out maintenance of valves inside an empty
slop tank. The day before the planned maintenance, he instructed the bosun to open the access hatchof
the tank and to start ventilating with air so that it would be gas free before tank entry the next morning.
As this task needed no man entry, no enclosed space entry procedures were followed. Shortly
afterwards, the chief officer and deck crew working nearby ondeck heard a noise as if an object had
fallen into the tank. They rushed to the open manhole and saw the bosun lying motionless on the top
platform of the vertical ladder, about 5m below The main deck. Sending the crew to raise the alarm and
to bring the necessary rescue gear and stationing a lone seaman outside the tank entrance, the chief
officer entered the tank with the intention of helping the bosun. Thewatching crewmember observed the
chief officer descending the ladder and then trying to rouse the bosun. He then sawthe chief officer
collapse next to the bosun and, in panic, also entered the tank. All three persons became unconscious in
the tank. Soon after, the emergency team led by the second officer arrived at the entrance. The gas
analyser that he used to sample the tank atmosphere instantly sounded theH2S alarm and showed values
of O2: 20%,CO: 0%,H2S: 60ppm andLEL: 0%. Quickly donning a breathing apparatus (CABA/
SCBA), he entered the tank, and soon all three casualties were lifted out of the tank. They were
immediately transported to a shore hospital by helicopter (medevac), where the chief officer and
seaman made a full recovery. Unfortunately, the bosun could not be revived.
Result of investigation :
1. As there was no witness, it could not be ascertained why the bosun had entered the tank and How he
fell off the vertical ladder;
2. The chief officer entered the tank impulsively to rescue the bosun, ignoring thehazards and safety
procedures;
3. The crewman stationed at the tank entrance also reacted emotionally rather than logically, and
entered the tank to assist the two casualties;
4. The emergency team responded correctly, identifying thepresence of toxic gas, before mounting the
recovery operation in accordance with procedures;
5. It could not be adequately deduced how a lethal concentration ofH2S gas had developed in the slop
tanks.
Fatality Accident at Mooring :
The vessel was berthing when a mooring line (spring) bounced from its hydraulic reel. The bight of the
spring struck the chest of a crew member engaged in the mooring operation. The crew member later
died from these injuries.
Why did this happen?
Insufficient spring was paid out and, while the reel was paying out further mooring spring, it did so
slower than the vessel’s forward motion. Tension came on the spring and the bight bounced from the
reel. The bight struck a crew member Knocking him over.
Please remember
Be aware of the danger/snap-back zones around the mooring system.
Avoid standing within a danger/ snap-back zone. If this is observed then the officer managing the
berthing operation should warn the crew and raise it as hazardous occurrence
International requirements
- STCWCode, Chapter II, Standards regarding theMaster andDeck Department
- International Safety Management (ISM) Code, 03, Company Responsibilities andAuthority, 07,
Development of Plans for Shipboard Operations, 09, Reports andAnalysis of Non-Conformities,
Accidents andHazardous Occurrence
- Code of SafeWorking Practices (Best practice from theMCA), Section 3,Work Activities, Chapter 25,
Anchoring, Mooring AndTowing Operations
Page 9
Our goals are zero incident , zero pollution and zero detention.
Chemfleet Haber
Page
10 7
Sayfa
Chemfleet Bulletin
Issue 10— March 2013
Health Page - Hazards in Kitchen
All of us know that there are lots of dangerous items of equipment in the kitchen. Sharp knives, meat
slicers, hot liquids and slippery floors can all add up to making large kitchens quite hazardous places
to work. An employer has a duty to reduce the risk of injury to its employees to the lowest possible
and to take all reasonable precautions to ensure that employees are safe.
Maintenance and routine cleaning are often overlooked during the operating of a kitchen. This may
involve dealing with hot liquids and the use of dangerous chemicals. For instance deep fat fryers
pose a particular risk that can be easily controlled. Over the years there have been a number of incidents where employees have spilt hot oil over themselves when changing the oil and as a result received severe burns. You have only to look at a deep fat fryer in action to see how much damage can
be done to human skin.
The process of risk assessment requires that risks are eliminated as a first line of defence followed
by risk reduction measures to control the hazard. If for instance, we refer this to deep fat fryers, the
hazard is simply hot oil meeting human skin during changing. The inset shows how quickly someone will be burned on contact with oil or water. Often oil in fryers is over 180ºC and will cause serious burns instantaneously.
You can see that even when the temperature of the liquid is at 65ºC it only takes two seconds to get
burnt. So a simple method of controlling this is to change the oil at a temperature where burns are
unlikely. The safest way is to change the oil when the fryers have been left off overnight. If this cannot be done, other arrangements may be made such as the use of specialist equipment to drain oil.
Training in safe methods of work for staff will help ensure that they work safely and the risks are
minimized.
Page 10
Our goals are zero incident , zero pollution and zero detention.
Page
11
Sayfa
12
Chemfleet
Bulletin
Chemfleet
Haber
Chemfleet Haber Bülteni
IssueSayı
10— 6March
2013
- Subat
5 TIPS TO KEEP CLEAN ENVIRONMENT
Air pollution creates an adverse effect on the overall global environment. More the number of vehicles
and industries, the more is the contamination in the environment. Sometimes people even find it difficult
to breath easily in a polluted air. Air pollution is caused in excess due to many large businesses that have
their focus on making money rather than maintaining a clean, green and healthy environment. The
smoke emitted from these industries and factories are carried to miles and ultimately generate dirty and
unhealthy pollution.
As a citizen, you can play the right role to control maximum pollution by following a few of easy steps
that starts from your home. You can discover different ways to keep the environment clean, green and
healthy. Read on to know 5 practical ways to help clean the environment.
1. Reduce the usage of your electrical appliances
This serves as the best means to conserve the energy. You can buy appliances that are not only
environment friendly but energy efficient too. One of the best ways to conserve electricity is by
switching off all the lights and appliances when not in use. You can wash your clothes in a washing
machine using both warm and cold water instead of using hot water. Try solar power for heating water
instead of an electrical appliance.
As a citizen, you
can play the right
role to control
maximum
pollution by
following a few of
easy steps that
starts from your
home. You can
discover different
ways to keep the
environment
clean, green and
healthy.
2.Reduce usage of chemicals and pesticides
It is always advisable to eliminate maximum household chemicals and pesticides that directly pollute the
green environment. Instead you can make your own solutions for cleaning purpose using distilled
vinegar, lemon and baking soda. There are many ‘green’ cleaning products available in the market
which is environmentally friendly and conventional cleaners too.
3. Recycle the waste products
Many waste products like glass, plastics, aluminum and paper can be recycled instead of been disposed
off in the dustbin. This will prevent any air pollution accumulated on burning these products. You can
also use reusable towels and reusable bags rather than using disposable plastics or bags.
4. Reduce carbon footprints
There are many ways to cut back carbon footprints causing excess air pollution. You can lower the
temperature of your water heater, wash dishes manually instead of using a dishwasher, reduce the use of
air conditioner or heater and buy energy efficient lights to lower the energy consumption and heat
generation level.
5. Avoid the pollution
Try not to throw away trash or waste materials almost anywhere in and around your house. You must try
to dispose off biodegradable as well as non-biodegradable wastes in a proper way and avoid littering it
all over your home environment. Any excess air or water pollution can negatively affect you and your
family health while destroying the entire environment globally.
Follow these tips that will radically change your entire family lifestyle besides having a greater and
positive impact on the entire environment.
Page 11
Our goals are zero incident , zero pollution and zero detention.
Page
12
Sayfa
12
Chemfleet
Bulletin
Chemfleet
Haber
Chemfleet Haber Bülteni
Issue 10— March 2013
New Regulation— MLC 2006
The ILO's Maritime Labour Convention (MLC), 2006 provides comprehensive rights and protection
at work for the world's more than 1.2 million seafarers. The Convention aims to achieve both decent
work for seafarers and secure economic interests in fair competition for quality shipowners.
A Maritime Labour Certificate (MLC) and a Declaration of Maritime Labour Compliance (DMLC)
will be required to ensure compliance with the Convention for all ships above 500 tons in
international trade.
To come into force, the MLC had to be ratified by at least 30 member States with a total share in the
world gross tonnage of ships of 33 per cent. This milestone was reached on 20 March 2012. The MLC
will thus come into force on 20 March 2013.
Maritime Labour Certification is the responsibility of the Flag State and Class intends to be
authorised by most major Flag State Administrations an become a Recognized Organization
and conduct inspection and certification of MLC compliance on their behalf.
MLC 2006 certificates are required for all ships of:
· 500 gross tonnage or over, engaged in international voyages
· 500 gross tonnage or over, flying the flag of a Member and operating from a port, or
between ports, in another country
The MLC certifies
that the working
and living
conditions of
seafarers on the
ship have been
inspected and
meet the
requirements of
national laws or
regulations or
other measures
implementing the
Convention.
Shipowners operating other ships may request certification. Ships shall carry and maintain a:
· Maritime Labour Certificate (MLC), and
· Declaration of Maritime Labour Compliance (DMLC)
The MLC certifies that the working and living conditions of seafarers on the ship have been
inspected and meet the requirements of national laws or regulations or other measures
implementing the Convention.
The DMLC states the national requirements implementing the Convention for the working
and living conditions for seafarers and sets out the measures adopted by the shipowner to
ensure ongoing compliance with the requirements on the ship or ships concerned.
The MLC shall be issued to a ship by the competent authority, or by a Recognized
Organization (RO)/Class , for a period which shall not exceed five years (and with an intermediate
inspection between year 2 and 3).
The areas that must be inspected and found to meet national laws and regulations or other
measures implementing the requirements of the Convention before a MLC can be issued are:
1. Minimum age
2. Medical certification
3. Qualifications of seafarers
4. Seafarers’ employment agreements
5. Use of any licensed or certified or regulated private recruitment and placement service
6. Hours of work or rest
7. Manning levels for the ship
8. Accommodation
9. On-board recreational facilities
10. Food and catering
11. Health and safety and accident prevention
12. On-board medical care
13. On-board complaint procedures
14. Payment of wages
It must be noted that there are many detailed requirements within in all these areas and that
requirements also from other areas of the Convention will be the responsibility of the
shipowner (operator) and may be subject to inspection.
Also note that beside the Class and Flag, Port States Controls shall inspect the vessels under the scope
of above issues, regularly. PSC control have right to detain a vessel if observe any High Risk Defect
and/or Non Conformity with the requirements of MLC.
Page 12
Our goals are zero incident , zero pollution and zero detention.
Sayfa
14
Page
13 15
Sayfa
Chemfleet Bulletin
Sayı 2 - Haziran
IssueSayı
10—3March
2013
- Ekim
INSPECTION ANALYSIS—2012
Page 13
Our goals are zero incident , zero pollution and zero detention.
Page
14 16
Sayfa
Chemfleet Bulletin
Issue 10— March 2013
Analysis of SIRE & CDI Inspection Observations YTD 2012
Risk Level Analysis of SIRE
Observations
Risk Level Analysis of CDI
Observations
Page 14
Our goals are zero incident , zero pollution and zero detention.
Page
15 16
Sayfa
Chemfleet Bulletin
Issue 10— March 2013
ACCIDENT INCIDENT ANAYSIS OF 2012
KPI
2012
2011
2010
Fatality :
0
0
0
Number of LTI
3
1
1
MTC accidents :
4
0
1
LTI accident frequency:
0,2
0,1
0,1
TRC frequency
0,5
0,1
0,2
FAC accidents:
32
35
33
Number of Near Miss/Unsafe Act/Unsafe Condition :
1086
546
305
Near Miss per ship per month
4,15
2,76
1,64
Pollution - Spill to Air or Sea:
0
0
0
Spill collected on deck :
2
1
1
Major Incidents: (Fire, collusion, sink, explosion etc...)
0
0
0
PERCENTAGE OF ACCIDENT BASED TO LOCATION
Page 15
Our goals are zero incident , zero pollution and zero detention.
Page 16
Chemfleet Bulletin
Issue 10—
March
Sayı
3 -2013
Eikm
PERCENTAGE OF ACCIDENT AS PER CAUSES
Page 16
Our goals are zero incident , zero pollution and zero detention.
Page 17
Chemfleet Bulletin
Issue 10—
March
2013
Sayı
3 -Kasım
5–
6
Eikm
Subat
FLEET NEAR MISS REPORTING AND ANALYSIS
Page 17
Our goals are zero incident , zero pollution and zero detention.
Page 18
Chemfleet Bulletin
Issue 10—
March
Sayı
3 -2013
Eikm
Fleet Near Miss Analysis
WE ARE THANKING FOR ALL FLEET MASTERS AND CREW FOR THEIR
INCREASED SAFETY AWARENESS AND SAFETY CULTURE .
WE ARE SPECIALLY THANKING FOLLOWING MASTERS FOR THEIR GOOD
SUPPORT TO COMPANY SMS BY INCREASED REPORTING PERFORMANCE
DURIN OVERALL 2012 .
CAPT. MEHMET SAİT BATI
CAPT. ÖZGÜR RENDE
CAPT. BURAK DENIZYARAN
CAPT. HAKKI ÇAKIROĞLU
CAPT. YASIN GUNAYDIN
CAPT. ALİ İHSAN YUMUŞAK
CAPT. UMUT ŞAHİN
CAPT. ALPTEKIN CABBAR
CAPT. BUGRA GOKTAS
CAPT. ALI EMRE GULCU
Page 18
Our goals are zero incident , zero pollution and zero detention.
Page 19
Chemfleet Bulletin
IssueSayı
10— 3March
2013
- Eikm
KPI RESULTS AND NEW KPI TARGETS
Page 19
Our goals are zero incident , zero pollution and zero detention.
Chemfleet
Bulletin
Chemfleet
Haber
Page
20
Sayfa
Sayfa 18
18
Issue 10— March 2013
Company Circulars, Feedback & Safety Alerts
SAFETY ALERT 2013- 03
To
Subject
:
:
29.01.2013
All Fleet
Flooding of Forecastle & Alarm Response
Dear Captain,
There have been some incidents heard from industry recently, regarding flooding of forecastle bilge. Due
to significant risk and serious results of such incidents, Therefore, we decided to bring this issue to the attention of Chemfleet Shipboard Management and Crew.
Flooding of forecastle can be resulted with;
- Serious loss of stability,
- Damage of Electrical Panels/Equipments/Lights in F/C,
- Damage of Emergency Fire Pumps and other critical emergency/safety Equipments in F/C,
and
- Crew injuries
As per Investigation of subject incidents it appears that most of such type of incidents occurred due following causes:
1. Making a safety device Inoperative : Bilge Alarm left in active position, Officers / Engineers does not
response to alarm and silence the audible alarm. Visual alarm stays in active mode without sound. Even the
compartment continue to fill no more sound alarm can be heard. This is making a safety device inoperative.
2. Inadequate Safety Awareness: Officers cant understand priority of situation and how serious results
can be occur. Therefore they postpone response to alarm and/or take action against leakage.
3. Inadequate Communication: Duty officer/engineer does not report the situation to Master and Chief
Engineer OR Master was not aware of malfunctioning of a leaking valve in Forecastle.
4. Incorrect Valve Operation : They keep the valves in open position intentionality OR forget the close
valves OR don't verify proper closing of remote control valves, after completing Fore Peak operation or
testing Emergency Fire pump.
5.Defected Equipments : Leaking/defected valve, or Inoperative bilge alarm.
THEREFORE; As Chemfleet management, we have decided to take some pro-active actions to avoid
occurrence of similar incidents on board our fleet vessels. Therefore our Safety Management System reviewed and following amendments have been done in SMS to avoid occurrence of such incident in our
ships.
1. A daily work planning and risk assessment meeting will be completed between the Senior Officers. Senior Officers will exchange the information regarding occurrences/defects etc.. and planning the works to do
at the day, evaluating the risks and necessary safeguards to perform jobs safely. ( SMS REVİSION
FORM NO 6301)
2. A check List regarding checks/controls when leaving the port will be added to SMS. This C/L will include visual checking of all compartments and other works. ( SMS REVİSION FORM NO 2905)
3. A check List regarding checks/controls after finish the daily works will be added to SMS. ( SMS REVİSION FORM NO 3212)
4. An additional procedure regarding" Bilge Alarms" will be added to Operation manual which covers recording bilge alarms to Log Book and reporting to Master when a bilge alarm activated and how to respond
bilge alarms. ( SMS REVISION - SHIP OPERATION MANUAL CH 8.15.7 Bilge Alarm Response)
5. All officers will be trained regarding correct alarm response at both ashore and on board.. This item also
will be added to Officer's Pre Joining Briefing at Office training programme. ( TRAINING)
Page 20
Our goals are zero incident , zero pollution and zero detention.
Chemfleet
Bulletin
Chemfleet
Haber
Page
21
Sayfa
Sayfa 18
18
Issue 10— March 2013
6. If available remote control valves of Emergency fire Pump should be kept closed ( SMS REVISION SHIP OPERATION MANUAL CH 8.15.7 Bilge Alarm Response)
7. Correct Valve Handling training will be given to all officers. ( TRAINING)
CORRECTIVE / PREVENTIVE ACTIONS TO BE TAKEN BY FLEET MASTERS :
1. A Risk Assessment should be prepared regarding flooding of Bow Thruster Room
2. Prepare an inventory list of all bilge alarms in ER and attach to form" 4501_test and check register
for engine room" . Also prepare a separated inventory list for bile alarms under the responsibility of
deck dept and attach to form "3509_test of bilge alarms"
3. All officers should be trained regarding New procedures and check lists.
4. Master should check the some of Bilge alarms randomly to ensure tests have done properly.
5. Train all officers regarding Correct Alarms Response. Non of alarm should left at activated condition, this is making a safety device inoperative and a serious Non Conformity.
6. Brief All crew regarding correct checking, investigation and failure and reporting.
7. Train all officers regarding correct valve handling ( ensure subject compartments valves fully
closed after completion of operation)
8. Bilge Alarm Equipments is a critical equipment, therefore ensure you have sufficient spare on
board and classify the defects relating the bilge alarm as High Risk when recording to ANTBI.
9. Emergency Fire Pumps manual control valves suction valves to be kept open for quick response in
case of emergency. BUT, It is not necessary to kept close also the remote control valves. Remote controlled valves can be opened from CCR in case of emergency without going down to bow thruster
room. Therefore, Check Fore Castle piping schema. Emergency Fire Pump's Remote Control Valves
should be kept closed.
10. Discus this safety alert at the next monthly safety meeting.
Best Regards.
Capt.Tolga Ozorten
Marine Manager
Page 21
Our goals are zero incident , zero pollution and zero detention.
Page
22 19
Sayfa
Chemfleet Bulletin
Issue 10—
March
Sayı
3 -2013
Ekim
SAFETY ALERT 2013- 04
To
:
Subject :
01.02.2013
All Fleet
Safe Using the Microwave Oven
Dear Captain,
There have been one incident reported from our fleet regarding burn of microwave oven, Fortunately,
burn extinguished by crew before becoming a fire. During the investigation understood crew is not aware
general risks and common safe use practices for microwave oven. Therefore, we decided to bring this issue
to the attention of Chemfleet Shipboard Management and Crew.
Following Section has been added to Operation manual section 8.14 Galley Safety.
"8.14.6 Safe Using of Microwave Oven
Microwave ovens at pantries and mess rooms can cause an accident if not properly used. Here below safe
use rules. Improper use of oven may cause electrical shock and fire.
1. Following notices should be well known by crew and to be posted near Microwave oven.
" UNPLUG AFTER USE"
" ALWAYS USE UNDER MONITORING"
" DO NOT PUT ANY METAL or PLASTICS IN TO OVEN"
" NEVER TOUCH WITH WET HAND"
2. Oven must be installed in a safe dry place, there should be no any water or liquid source at vicinity,
3. It must be securely lashed against bad weather conditions.
Ensure crew well trained on above key rules.
Do not use if Microwave Ovens onboard are not normally work or if any suspect of any malfunctioning. In
such case remove the microwave from service and report to office "
CORRECTIVE / PREVENTIVE ACTIONS TO BE TAKEN BY FLEET MASTERS :
1. Post the above notices near the microwave oven.
2. Train all crew regarding above new procedure
3. Discuss this alert at the next safety meeting.
Best Regards.
Capt.Tolga Ozorten
Marine Manager
Page 22
Our goals are zero incident , zero pollution and zero detention.
Page
23 19
Sayfa
Chemfleet Bulletin
Issue 10—
March
Sayı
3 -2013
Ekim
SAFETY ALERT 2013- 06
To
:
Subject :
21.02.2013
All Fleet
Steering Gear System
Dear Captain,
During the ship visits an observation noted regarding Steering Gear System. It was noted that ; valves not
marked, hydraulic diagram showing valve closing scheme in case of leakages not posted, steering gear
manual not available
As a Corrective Action; Steering gear manual sent to the vessel by mail. Steering gear hydraulic diagram
showing closing scheme in case of leakage posted near steering gear. Valves are marked accordingly.
Below instruction prepared by the vessel before departure and training given to all crew.
INSTRUCTION FOR NECESSARY ACTIONS WHEN OCCURS LEAKAGE OF STEERING
PUMP
IF LEAKAGE OCCURS ON PUMP NO 1 (MARKED WITH RED in Picture 1)
CLOSE RED MARKED VALVES-NR 1 AND 3.(as shown in Picture 2 and 3)
IF LEAKAGE OCCURS ON PUMP NO 2 (MARKED WITH GREEN in Picture 1),
CLOSE GREEN MARKED VALVES NR 2 AND 4.( as shown in Picture 2 and 3)
Please check confirm by mail following items in your vessel;
1.Steering Gear Manual available on board.
2.Instruction available near Steering Gear for secondary means of emergency use.
3.Steering gear hydraulic diagram showing closing scheme in case of leakage posted near steering
gear.
4.All valves and pumps marked / identified.
5.Additional Training to be given all crew.
Attachment: sample hydraulic diagram to be posted in the steering gear room.
Best Regards.
Capt.Dogan Yigit
SHEQ Superintendent
Page 23
Our goals are zero incident , zero pollution and zero detention.
Page
24 20
Sayfa
Chemfleet Bulletin
Issue 10— March 2013
FEEDBACK 03 / 2013
To
: All Company Vessels
Subject
: Review of Navigational Audits 2012
13.02.2013
Dear Captain,
2012 Navigation audits have been reviewed and observed below questions repeatedly negatively answered.
Kindly find below Master and Company Navigation Audit Analysis
MASTER NAVIGATION AUDIT ANALYSIS
Most repeatedly negative answered questions from master navigation audits;
Does navigation equipment free from the any defect;
Question was answered negative due to magnetic compass not free from air bubble;
- Magnetic compass shall be checked before departure from port & anchorage according to
SM form 4102- PREPARATION FOR SEA, (form revised and this requirement added)
- Magnetic compass shall be free from air bubble. Masters ensure that enough quantity of magnetic
compass liquid is available on board. Other type of liquid than the original shall not be used to complete
magnetic compass liquid.
- Ship’s heading shall be clearly displayed at main steering position,
- Binnacle light shall be operational,
- Binnacle mirrors shall be clean.
1.6 Are all Navigational Lights in working order;
Question was answered negative due to unlit lights;
- Masters ensure that all navigation lights with spares shall be in working condition.
- All navigation lights shall be daily checked according to ISM form 4120 Daily Check List and
3rd officer carry out these checks at morning watch between 0800lt-1200lt and records
result in to deck log book
- Each officer shall check the navigation lights before take over their watches.
1.10 Is Aldis Lamp Battery Fully charged and spare bulb available;
Question was answered negative due to spare bulb and check placard not available.
- Aldis shall be daily checked according to ISM form 4120 Daily Check List.
- Masters ensure that 3rd officer fully applies the form 4120 at morning watch between 0800lt-1200lt and
records result in to deck log book.
- Aldis batteries shall be checked and charged weekly basis by 3 rd officer and check placard to be signed
by 3rd officer.2
2.4 Is GMDSS log being properly maintained;
Question was answered negative due to operator list not updated and missing additional records.
- All officers including master shall be recorded in the operator list.
- 3rd officer shall be recorded as first responsible officer for routine tests& records and
emergency communication.
- 3rd and 2nd officers’ license shall be posted on the GMDSS room
- Masters ensure that records are being kept according to Company GMDSS Log Book Record Guide.
- Company GMDSS Log Book Record Guide shall be kept in front of the GMDSS record book.
- All officers shall be fully familiar to this guide
Page 24
Our goals are zero incident , zero pollution and zero detention.
Chemfleet
ChemfleetBulletin
Haber
Page
25 21
Sayfa
Issue 10— March 2013
COMPANY NAVIGATION AUDIT ANALYSIS
As a result of the company navigational audits, we have seen that percentage of the sections almost
matching except the 2 chapters.
- Passage Plan
- Navigation equipments
During 2012, the superintendents sailed with the vessels and witnessed to Bridge Team organization
onboard. As a general view, bridge team organization found well but we have decided to focus below
items in 2013 for improvement. At first please find below 2 examples of the findings during audits
1. During 3rd officer night watch, The A/B also was in duty as look out. It has been seen that there is a
lack of organization /communication.
The 3rd officer was focused to watch but the duty A/B was not involved to team management exactly.
Once monitored it has been seen that the duty officer so active and he does not give sufficient time to
A/B for reporting.
The officer defining the objects and telling the duty A/B as I ve seen, I ve seen etc.
Altough it looks good watchkeeping, the A/B staying in the shallow and one man show occurs.
The officers off course will focus their watch strictly but they should encourage the duty A/B s to report
before him.
This will allow one man error and very important for team management.
2. During sailing Black sea to South of Turkey the vessel passed Bosporus and Dardanelles in addition
to departure / arrival maneuverings.
During these periods the Master was on the bridge and had command.
The duty officer was monitoring bridge activities (vessel position, Master steering commands etc)
The communication between Master and officers needs to be improved. (But officers were giving details about other vessels activities without Master ask, this was good)
For example, while passing Bosporus the always Master asked next turn, position, speed etc. Officer
responded but for more effective organization Master should encourage of the officers for continuous
reporting without asking.
They should always give information to the Master directly (next turn, present speed, steering condition, engine position depending of condition)
Once the above items reviewed it is clear that,
- Onboard Team Management to be reviewed in each vessel (leadership of duty officers)
- The Senior officers leadership to be improved and they should encourage the junior officers
In 2013, we will focus above subjects more deeply (good leadership of duty officer and their relation /
coordination with look out) and these will be monitored during onboard sailing.
Additionally we will more concentrate to the ECDIS systems.
You are kindly requested to review above subjects as detailed and share with your deck officers /
look outs.
Capt. Erkan KILIC
SHEQ Superintendent
Page 25
Our goals are zero incident , zero pollution and zero detention.
Page
26 22
Sayfa
Chemfleet Bulletin
Issue 10— March 2013
FEEDBACK 01/2013
22.01.2013
To
: All Company Vessels
Subject : Testing Procedure HLA and Overfill Alarm
Dear Captain,
One of the fleet vessel prepared %95 & %98 (HLA and overfill) alarm testing procedure, sent to the company and we would like to share this as good practice with the fleet vessels.
You are kindly requested to
-Review this feedback with the crew in charge of operation
-Prepare vessel specific testing procedure and post it to the CCR
-Make sure the officers fully familiar proper testing method
Altug Toprakçı
Fleet Manager
HIGH LEVEL(%95) – OVERFILL(%98) ALARMS TEST INSTRUCTION
When we approach the test magnet on the top of housing on the area as shown in Figure 1(Aft
Side of Sensor house) %95 alarm , when we approach on the area as shown in Figure 2(Fore
Side of Sensor House) %98 alarm will be activated immediately.
Test mıknatısını sensor kapağının şekil 1’de(Sensör kapağının kıça yakın tarafı) gösterilen
kısmına dokundurduğumuzda %95 alarmı, şekil 2’de(Sensör kapağının başa yakın tarafı)
gösterilen kısmına dokundurduğumuzda %98 alarmı hemen aktif olacaktır.
When alarm activates a horn will sound on deck and it will be seen on high level and overfill
alarm panels on the Cargo Control Room as shown in Figure 3
Alarm aktif olduğunda güvertede siren sesi duyulacak ve Kargo Kontrol Odası’ndaki High
Level ve Overfill alarm panellerinde alarmlar şekil 3’teki gibi görünecektir.
HIGH LEVEL ALARM PANEL
(CCR)
Page 26
OVERFILL ALARM PANEL
(CCR)
Our goals are zero incident , zero pollution and zero detention.
Chemfleet Bulletin
Page
27 22
Sayfa
Issue 10— March 2013
TECHNICAL LETTER 2013- 02
19.03.2013
To
: All Vessels
Subject : Insulation Monitor Alarm Setpoint
Dear Captain,
During our ship visits observed some of Alarm set points of Insulation Monitors were not as required.
According to the Solas & Class requirements ; Every insulated distribution system, whether primary or secondary (see Note 1), for power, heating or lighting, shall be provided with a device capable of continuously monitoring the insulation level to earth (i.e. the values of electrical insulation
to earth) and of giving an audible and visual indication of abnormally low insulation values
The insulation resistance between each busbar and earth and between each insulated busbar and the
busbar connected to the other poles (or phases) of each main switchboard, emergency switchboard,
section board, etc. is to be not less than 1 MΩ.
Circuits operating at voltages below 50 V are to have an insulation resistance between conductors
and between each conductor and earth of at least 0,33 MΩ.
All vessels in our fleet have an insulation monitor for 440 Volt-230 Volt,as the Pictures below.
insulation monitor should have an adjustment to give an alarm to the alarm system.
You can find different types of Insulation Monitors on board as the pictures above.
-As An good Practice Insulation Monitor should show an value better than 5 Mohm.
-Please adjust your Earth Insulation Monitor alarms to 1 Mohm
-Check Your Insulation Monitor Alarm is Functioning properly
-Prepare an instruction on to the main&emergency switchboard that the insulation monitor alarm
setpoint to be adjusted to 1 Mohm
Mustafa Kemal ULUÇ
Technical Superintendent
Page 27
Our goals are zero incident , zero pollution and zero detention.
Sayı 6 - Subat
CHEMFLEET VISION & MISSION
Vision;
Our goal to provide the highest quality service on the all vessels under our
management. We make full effort for continuous improvement throughout the
organisation. Our business models are long term, environmentally responsible
with a focus on operational excellence and safety.
Mission;
CHEMFLEET shall be a leading, preferred and profitable provider of transportation bulk liquid chemicals and oils. We shall provide our customers with
reliable and efficient services. We shall conduct our business to high quality,
safety and environmental standards working with well educated and experienced crew.
CHEMFLEET aims to achieve the goals of ZERO incident, ZERO spills at
sea and ZERO detention, through continuous improvement.
Page 28
Our goals are zero incident , zero pollution and zero detention.