improving the safety with iso 18001 ohsas • onboard

Transkript

JURNAL
Chemfleet Bulletin
2012 / November

IMPROVING THE SAFETY WITH ISO 18001 OHSAS

ONBOARD SECURITY—GULF OF ADEN TRANSIT

HEALTH PAGE— PERSONAL HYGIENE

ENERGY EFFICIENCY—SEEMP

NEW MARPOL ANNEX 5—GARBAGE MANAGEMENTS REGULATION

COMPANY 3rd QUARTER KPI STATISTICS

CIRCULARS, SAFETY ALERTS

SITUATIONAL AWARENESS
Page
Our goals are zero incident , zero pollution and zero detention.
Issue 9
“Denizciliği Türk’ün büyük milli
ülküsü olarak düşünmeli ve onu
az zamanda başarmalıyız”
Quarterly Bulletin / November 2012
Chemfleet Bulletin
Issue : 9
November 2012
INDEX
Production Lead Coordinator :
Ahmet HAZNEDAR
Editorial Board:
M.Tolga ÖZÖRTEN
Content
Page
Safety Article – ISO 18001 OHSAS
3-4
Altuğ TOPRAKÇI
Onboard Security—Gulf of Aden Transit
5
Barış SAMUR
Safety Bulletins
6-7
Industrial Accidents — Study Case
8-9
Health Page— Personnel Hygiene
10
New Regulation—Energy Efficiency (SEEMP)
New Regulation— Revision to Marpol V—Garbage
Chemfleet Inspection Analysis at 3rd Quarter 2012
11
12
13
Doğan YİĞİT
Risk and Chapter Analysis of CDI/SIRE Observations
14
Orçun KUŞÇU
Most Important Observations in 3rd Quarter 2012
15
Murat KOCAEFE
Company KPI—Incident Analysis
16
Uğur İÇLEK
Accident & Near Misses Analysis
17
Selçuk KANAT
Fleet Near Miss Reporting Statistics/Performance
18
Saadet KALENDER
Good and Bad Practice
19
Company Circulars, Safety Alerts, Feed Backs
20-26
Situational Awareness
27
Editorials :
Ersen UÇAKHAN
Gökhan ERGİN
İbrahim GÜL
Erkan KILIÇ
Ahmet Faruk BAYRAM
Kemal ULUÇ
Elif KAPLAN
Sevnur DUMAN
Pınar KOCAOĞLU
Berkant INCESARAÇ
Burçin DENKÇİ
Volkan GÜMÜŞ
Özgür SARIOĞLU
Oğuzhan PEKUZ
Ece DÜZER
Yeliz Seher DEVECİ
Çiğdem SAYGI
Seda KARTAL
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]
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Chemfleet Bulletin
Issue 8— August 2012
Sayı 2 - Haziran 2010
ISO 18001 — OHSAS
As a company our aim is provide more safely working environment to our workers and try to reach more
higher standards and because of these right along with ISO 9001 and ISO 14001 Environment Protection
System, we applied to ISO 18001 Occupational Health and Safety(OHSAS) certificate. We are planning
to set higher standards with following of these accreditation’s rules and requirements and improve our
current Safe Management System.
The main purpose about to improve our Safe Management System, hold an environment which has zero
incident and zero outbreaks and also which is more healthy and more safe. It includes all employees and
managers safety and health factors value above all the other things and improve their skills to either their
point of view or their views to current happenings. All over the world, with employer’s responsibility,
employees support to the system describes too. It is impossible, some working environment is safe when
workers don’t support to system.
Today when
investigate the
work accidents ,
We see company
responsibility
doesn’t enough
to avoid the
accidents,
We also need
social awareness.
Current Safe Management System (SMS) provide all requirements of IMO and also familiar with more
advanced systems like TMSA. However we want to improve that system and because of that we applied
to a more effective and more valid system, ISO 18001-OHSAS. ISO 18001 literally developed by same
roots with ISM but provide an advanced safety and involve the rules about health and safety wider like
ILO and MLC. That systems most important requirement is provide a permanent Safety culture on employees and create an environment with zero incident.
Occupational Safety can’t be familiar with the company without trainings of security/safety culture. Because of this start with the employees step into company or join to the ship, they needs to attempt to trainings which are both orientation training and specialized trainings about their working department. Therefore we improved our system by put Sea Gull, Videotel VOD and KARCO interactive simulations to the
training system.
When all the incidents and big bad decisions examined, it will show the main factor is human. Herein
psychology, ethical values and cultural values have the lion’s share. Today when investigate work accidents , we see company responsibility doesn’t enough to avoid the accidents we also need social awareness.
Maritime Industry always to be a factor that improve a country on the advance way. I think if people start
to think about safety culture and to be familiar with that, not just our ships, also our community and world
will start to change in better way. As a country we are going to do some improves with all of us. With the
maritime, all industries will start to change in different way as ever. People will start to think about
“Causes of Causes” and “Root Causes” detailed. In other words, they will run view on root causes, not
just the visible reasons. Also Insurance firms want to defend wit their own and they will support their
customers for improve their systems. Although the way will start to be more clever and scientific. Also
quality and production procedures will improve with them. In this case employers want to take more prevention, maybe supervision industry will due consideration with itself. New education firms, new supervision organizations, new firms which they are selling education and supervision equipments will established and cause of this much more people will deploy.
We need to always tend to response to false as a employee or as a citizen in working area and our daily
life. For example, in Turkey, at 1 January 2013, new ISG regulation will enact and according with that
regulation, employees can refuse a subject in some case of danger. Employees needs to follow this regulation to prevent them and their friend form some injury or accident. In our company procedures, we explain this clearly (SHEQ / Part 3.8). “If an employee believe that subject is unsafe which is given to him/
her, employee can refuse to work due to subject is safe. When the work elements reclaim with company
procedures, employee can continue his/her work. Employee shouldn’t take any discipline punishment for
his/her refuse to work.
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Chemfleet Bulletin
Safety Culture consist of visible and invisible items. Rules, Procedures, Check Lists and Statistics be
formed just %10 part of Safety Culture. %90 part of that is invisible items. These are, unspoken rules,
Ethic values and faith. In some cultures, safety rules and preventions are seems like unusable and unnecessary. It is clear that without believe to safety, it is impossible to be familiar with safety culture.
Business culture includes faiths which are directly effective on occupational safety, hidden. Never put into
words but because of past experiences and traditions, they continue to be exist. To provide Safety Culture,
both inshore and onboard managers needs to be a supervisor with respect of Motivation, Encouragement
and Consistency. In other words for change employees view about Safety Culture properly, first of all,
manager needs to be encouraging, praising for to be fit into company procedures, policies and targets with
point of safety view.
Although, its not to be enough to foot the bill by some of the people. All employees needs to take charge
for provide safety culture and improve. The only way to prevent accidents and provide a safely work environment is take some precautions against any possible accident. Both inshore and offshore managers needs
to research which psychosocial factors can directly affect on security perception and needs to affect in
positive way with meetings, trainings an campaigns.
To provide Safety
Culture,
both inshore and
onboard
managers needs
to be a supervisor with respect
of Motivation,
Encouragement
and Consistency.
Many years ago, I was an officer in the ship, in some African country, when I was going to ship with a taxi,
I put on seat belt and then driver was looking at me strangely and ask why I put my seat belt. However I
also asked to him, why he didn’t put the car lamps on and he answered, why I should turn the lamps on,
there are many lights located on the road. So insights and cultural behaviors are put daily life in an order
and determine it. People always prefer to cut corners. Most of the people do that, so a person think why i
shouldn’t do that. So it needs to be clarify and suggest people to do with proper way. This can be possible
with training, education, provide an efficient system and provide a healthy working culture environment.
Briefly, at the same time Safety Culture is an indicator of social awareness and we need work on improve
this culture. In economically and socially improved communities, it can clearly see, this culture reach some
high level.
We need to familiar with Situational Awareness thinking for to get used with safety and company culture,
we should put in our daily life in the ship. Briefly that is always see one step above and define risks in the
environment and prevent all possible incident and accidents with put some precautions. In other words,
engineering discipline and psychological discipline work together.
When take a look at Third quarter of 2012’s statistics, we can clearly see there is a significant improve was
occur. At the last period parallel between increase of fleet ships, personnel number increase too. In this
case, during 670.000 men-hour, we got only an incident and a significant increase of near miss reporting.
Most of our ships got 7 or 8 monthly near miss report. Wit all our pleasing, most of that reports happened
by our near miss reporting boxes.
At the end, it is clear that we already closed to our “ZERO ACCIDENT” target. In our ships, Safety culture and important parts of that which are behavioral safety, situational awareness and chronic qualm cultures are improving step by step and caused of that, its clearly to parallel between these improvements,
accident levels are going to decrease.
I hope certificates we applied which are ISO 9001 and ISO 14001 Environment Protection System, ISO
18001 Occupational Health and Safety(OHSAS) will give us an auspiciousness and provide a working environment more welfare, high quality and clearly purged from occupational accidents.
Stay Safe.
Capt. M.Tolga OZORTEN
Marine Manager
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Chemfleet Bulletin
Onboard Security—Gulf of Aden Transit
Chemfleet values Security matters as much as Health&Safety. It is apperant that Passing via Gulf of
Aden is having a significant security risk due to hijacking, robbery and piracy activities in this
territory. Therefore every vessel under the Chemfleet Management which passing from GOA, takes
serious increased security measures according to OCIMF BMP4 “Best Management Practices for
Protection against Somalia based Piracy”
Chemfleet’s well
trained and experienced crew doing a
good job to keep secure their ships, additional to our well
deployed security
procedures, measures and
planning.
Beside the BMP4 measures we place professional on board armed Security Team by the Flag
permission. The aim of the Security Team is to
provide 24hr security watch and complete a security assessment to have the vessel in a state of
readiness to transit through the high risk areas.
Crew and Security Guards sails together as a one
team during the transit. Good team work is essential to complete this job successfully. The
most important point here to establish a good
cooperation and communication between the
ships crew with the guards.
Chemfleet has gained a significant experience on high risk area transits since GOA became a high
risk area. Chemfleet’s well trained and experienced crew doing the good job to keep secure their
ships additional to our well deployed security procedures and measures. Here below an evaluation
from one of Armed Guards on board one of our fleet ships. I believe this can explain the good cooperation and team work in a better manner:
“During the transit the security assessment was
completed and advise was passed on to the crew
where needed. Due to having a Experienced Captain on board that had already sailed through the
high risk areas many times there was not much to
advise.
In addition to the security assessment I requested
that the Captain and Chief Mate conducted a Anti
Piracy Security Drill whilst the Security team over
watched. The Captain raised the alarm for the drill
and the chief mate then went down to muster in the citadel along with the crew, the Chief mate then
took a roll call to make sure everyone was present, whilst this was happening the Security Team
Leader explained to the captain on the bridge his role and the security teams role if an unfortunate
incident was to take place. Overall the security Drill went well, it was completed in a safe and wellorganized manner, everyone was accounted for and the Captain and security team leader on the
bridge was then informed.
Throughout the ten days on board, the Captain and crew made sure our stay was a very pleasant one
and provided a very warm and welcoming atmosphere. The security Team made the Captain and crew feel at ease and was
very approachable for any questions that anyone onboard may
have had. The Hospitality of crew has been the best I have seen
so far since I started in maritime security.
I would like to take this opportunity to Thank Chemfleet for
inviting the Security team on board to provide a service for their
vessels and I would also like to Thank The Captain and chief
Mate along with all of the Crew for having us on board and
providing such a warm welcome and comfortable stay. It would
be a great Privilege to be able to work with such a Professional
Captain and Crew of Chemfleet again.
By ; Team Leader...”
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Chemfleet Bulletin
3 -2012
Ekim
Issue 8—Sayı
August
Sayı 2- Haziran 2010
Safety Bulletin
Poor pilot action blamed for bash
A POOR response by the pilot of a tanker probably caused it to collide with a box ship in the busy Houston
Ship Channel, a US safety agency has concluded.
The October 2011 accident occurred after the pilots of the 2005-built, 101,970dwt chemical tanker Elka
Apollon and the 1992-built, 2,007teu (47,120dwt) MSC Nederland agreed to pass each other near the
intersection of the Houston and Bayport ship channels.
The accident was caused by a combination of the narrow waterway and traffic density, according to the
results of a National Transportation Safety Board investigation, released yesterday.
The NTSB noted
that bank-effect
forces can
develop and
interact with
vessels transiting
the narrow
channel. It also
determined that
insufficient
separation when
vessels turn, pass
and overtake one
another near
intersections can
create unsafe
situations
As the ships were about to pass, the tanker pilot was unable to correct the ship’s path to prevent the vessel
from crossing the channel and striking MSC Nederland.
The force of the collision caused three containers from the box ship to crash onto Elka Apollon’s deck.
There were no injuries or spills.
“Our investigation highlighted safety issues on the Houston Ship Channel, one of the nation’s busiest and
most challenging waterways, where the ships are large and the margin for error is small,” said NTSB chief
Deborah Hersman.
The NTSB noted that bank-effect forces can develop and interact with vessels transiting the narrow
channel. It also determined that insufficient separation when vessels turn, pass and overtake one another
near intersections can create unsafe situations.
The agency urged the Coast Guard to develop a policy to ensure adequate separation between vessels in
certain areas of the channel.
US bars owner, operator for bilge crimes
GERMAN shipowner and operator Nimmrich & Prahm Bereederung and Nimmrich & Prahm Reederei
have been barred from trading in the US for five years. GERMAN shipowner and operator Nimmrich &
Prahm Bereederung and Nimmrich & Prahm Reederei have been barred from trading in the US for five
years.
A Houston judge barred the owner’s and operator’s vessels on 2 November as a condition of probation,
after they pleaded guilty to illegally dumping bilge waste in the US. They were also ordered to pay a
$1.2M criminal fine.
The companies owned and operated the 2007-built, 4,464dwt general cargo vessel Susan K. The vessel’s
chief engineer and other crew members used a so-called ‘magic pipe’ to bypass the ship’s oily water
separator equipment, repeatedly discharging oily bilge wastes from before 1 August 2011 to 4 March 2012,
according to the plea agreement.
The engineer then falsified the vessel’s oil record book to conceal the dumping from Coast Guard
inspectors when the vessel entered US ports in Alaska on 24 January 2012 and in Houston on 4 March
2012.
The MARPOL violations occurred roughly a year after the ship (under a different crew) had been hijacked
by pirates off Oman. The ship and crew were freed on 16 June 2011 after the owner paid a $5.7M ransom,
according to Reuters.
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Safety Bulletin
BP fined $4.5Bn in US
BP HAS agreed to plead guilty to 11 felony counts of seaman’s manslaughter and pay a record $4Bn
criminal fine in the 2010 Deepwater Horizon spill disaster.
The explosion and fire in the Gulf of Mexico killed 11 people on the platform and caused oil to gush
for months from the well, creating the worst environmental disaster in US history.
The major oil company will also pay another $525M to resolve claims with the US Security &
Exchange Commission, which brings the total penalty announced yesterday to more than $4.5Bn. The
Department of Justice also filed criminal charges against three high-ranking BP employees in the
disaster.
The major oil
company will
also pay another
$525M to resolve
claims with the
US Security &
Exchange
Commission,
which brings the
total penalty
announced
yesterday to
more than
$4.5Bn.
“The explosion of the rig was a disaster that resulted from BP’s culture of privileging profit over
prudence,” Assistant Attorney General Lanny Breuer said in a statement.
“We hope that BP’s acknowledgment of its misconduct brings some measure of justice to the family
members of the people who died onboard the rig,” he added.
David Rainey, a former BP executive who was deputy incident commander during the spill response,
was charged with obstructing Congress.
A month after the explosion Rainey defended before lawmakers a flow rate from the well of 5,000
barrels per day even, although he knew internal company estimates placed the rate at 64,000-146,000b/
d, the DoJ alleges.
Carl-Henric Svanberg, BP’s chairman, commented: “We believe this resolution is in the best interest
of BP and its shareholders. It removes two significant legal risks and allows us to vigorously defend
the company against the remaining civil claims.”
IHS World Markets Energy noted: "Despite the deal, the US administration intends to keep fighting
fervently to 'prove that BP was grossly negligent in causing the oil spill', according to a comment by
US Attorney General Eric Holder."
However, it added: "The agreed settlement does not see BP admitting to gross-negligence and it
remains unclear how it could be used by Holder to prove that. It is further unlikely that BP would have
signed the settlement if it saw any chance that it could be used against its rejection of gross-negligence
claims in court."
Eight killed in sinking
EIGHT people were reportedly killed today after an Indonesian ferry sank in a collision with a
Norwegian-owned gas carrier.
The collision took place at 0540 local time in the Sunda Strait, involving Norgas Carriers tanker
Cathinka and the ro-pax Bahuga Jaya near the port of Merak, IM Skaugen, the Oslo gas carrier's
owner, said in a statement.
"The master of Norgas Cathinka reported the crew and vessel are safe, but that a number of passengers
on the ferry are reported missing,” the company continued. The number of eight dead was later
reported by the Wall Street Journal and elsewhere.
It said 119 people had been evacuated from the ferry, and while Norgas Cathinka had sustained
structural damage, its cargo of propylene was safe. There was no water ingress.
The 3,972gt ferry was built in 1972. Norgas Cathinka was built in 2009 and has a 9,600m³ capacity.
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Incidents at Industry- Accident Case Study
INAPPROPRIATE USE OF DISC GRINDER CAUSED INJURY
A crewman was injured while using a power tool incorrectly. The chief engineer had instructed him to
clean paint and corrosion off the stud threads ofamanhole cover inpreparation for a tank entry. He was
told to perform the task with either a handheld wire brush or an angle grinder fitted withawire wheel.
However, perhaps because of heavy corrosion on the fasteners, he fitted a 5mmcutting disc to the angle
grinder instead of the wire wheel and began to cut off the nuts of the studs securing the manhole cover.
Suddenly, the grinding disc, rotating at high speed, jammed between two adjacent studs and shattered.
The detached piecewas flung at great velocity and cut through the crewman’s coveralls and inflicted a
bruise on his left shoulder.
Result of investigation
1. Existing company procedures and chief engineer’s clear instructions were not followed.
2. No risk assessment was conducted before starting work.
3. The crewman had receivedno training in this specific task and demonstrated a lack of safety
awareness that put himself, his colleagues and the vessel at risk.
Lessons learned
1. Guard against complacency in the use of power tools.
2. All persons involved in a task, from deck officers to supervisors and ratings, must understand the
nature of the task and safe work procedures.
3. All crew should understand the purpose and requirement forrisk assessments for all routine and nonroutine tasks.
4. All crew members should remember the importance of accepting personal responsibility for safety.
All are empowered to stop work until safety concerns have been adequately resolved.
5. Shipboard training and familiarisation should include specific training on particular tasks and
equipment.
BURN INJURY TO ENGINE CADET
A bulk carrier was at an anchorage port, loading coal. A trainee engine cadet was instructed by a senior
engineer to clean the top of the waste oil tank, the contents of which were being maintained at about 70°
C. The top of the tank was fitted with four hinged flap lids, one of thembeing held open by means of a
stopper rod. While carrying out the assigned task, the cadet unknowingly placed his foot in way of the
opening and his left leg stumbled into the tank and plunged into the hot oil, scalding his leg below the
knee. After being given first aid on board, the injured person was transferred to a shore hospital and later
sent home. The senior officer who assigned the task to the trainee cadet declared in his statement that it
was the practice on board to leave one lid of the waste oil tank always open and that he had warned the
cadet about this and that the oil inside was hot.
Root causes/ contributory factors:
1. Unsafe work practices: No risk assessment conducted when the job was planned, in violation of
company SMS There was no justification for the established practice of keeping one flap lid open on the
waste oil tank An inexperienced cadet was assigned a hazardous task, without adequate briefing/
supervision by senior officer.
2. High temperature of tank contents and nowarning notices displayed at site.
3. Inadequate lighting at location.
Corrective/ preventative actions
1. Fleet circular issued with instructions for this incident to be discussed at the next onboard safety
meeting.
2. Company’s SMS procedures for the planning and execution of routine and non-routine jobs on board
revised to prevent recurrence of this incident – tank openings to be kept closed at all times.
3. The company reviewing the in-house safety officer course to include notes onwork planning,
delegation and supervision.
4. Crews instructed to: Conduct and record a risk assessment before starting any task Carefully identify
all hazards in the work area and implement appropriate control measures Use the daily work record book
to plan/assign the daily work to crew Be vigilant to newhazards at all times Ensure that trainees are only
assigned tasks under the direct supervision of a senior crew member
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Incidents at Industry- Accident Case Study
SERIOUS HAND INJURY – FINGERTIP SEVERED
While the fourth engineer was attempting to lower the purifier bowl assembly on to its overhauling
stand, his left index finger got trapped between the bowl and the upper surface of the workbench.
The tip of the finger was severed.
Result of investigation
1. The overhead rail of the travelling chain hoist was not vertically above the bowl overhauling
stand, requiring the user to pull on the suspended bowl assembly and guide it into the stand
manually. This increased the risk of injury to fingers.
2. A routine risk assessment was carried out before the task was started, but it was too generic
and did not address the operation’s specific hazards and risks.
3. A sufficient number of crew were assigned for the job.
4. The fourth engineer was fully fit, alert, sufficiently rested and wearing appropriate personal
protective equipment. He had served on the same vessel previously and was fully conversant with
routine tasks.
5. Although the stand had been wrongly positioned ever since the vessel was commissioned, the
ship’s staff had never issued a request for it to be modified.
6. None of the crew assigned to the task recognised the obvious danger arising from the wrong
working practice employed, ie positioning a large, heavy object by hand while it is being lowered.
7. There appeared to be a training gap on board – no senior engineer or rating had coached the
young fourth engineer on safe working practices.
The same arrangements in the purifier room of a sister vessel were correct in all respects with the
hoist plumbing, the purifiers and the overhauling stand.
Corrective action
1. The overhauling stand was realigned to place it in line with the chain hoist and purifiers.
2. A fleet circular instructed all vessels to discuss the incident at the next safety meeting.
Officers ashore will be briefed on this incident by:
(i.) seminars conducted by the DPA
(ii.) during pre-joining briefing with the superintendents
(iii.) new officers joining the company will be briefed in detail during familiarisation
training.
The knowledge, understanding and proper implementation of safe working practices will be
verified at internal audits and superintendents’ visits on board.
Lessons learned
1. This accident shows again the value of conducting proper risk assessments and the importance
of coaching of junior officers.
2. Toolbox meetings must be held with all crew related to each task. Risks and precautions need
to be discussed and properly understood by all assigned to the task
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Health Page - Personal Hygiene
PERSONAL HYGIENE
Good personal hygiene is important to help control the spread of
harmful germs.
Personal cleanliness is:-

Your moral duty

Your legal duty
 Something to be proud of

Personal hygiene checklist particularly for catering department
1. Keep finger nails short, clean and do not wear nail varnish or false nails as these may fall into
food.
2. Jewellery should be kept to the minimum, particularly Rings, watches etc as these harbour
harmful bacteria; there is also the risk that these might fall into food.
3. Cuts, open wounds, sores etc should always be covered with catering blue waterproof plasters.
4. Appropriate clean protective clothing should be worn including hair protection. Tie long hair
back.
5. Do not wear strong perfume of aftershave as the smell may taint food.
6. KEEP YOUR HANDS CLEAN: Wash them frequently and in particular they must be washed
after:
- Going to the toilet
- Handling raw foods
- Touching rubbish/waste bins
- Smoking
- Every break
- Sneezing, coughing or blowing your nose
- Touching your face or hair
Good personal hygiene not only protects the public, it also protects your business, your reputation as
a food handler, your job and you.
One case of food poisoning can close down a business. Good personal hygiene is not only essential
to prevent the contamination of food, it also makes good business sense.
Customers like to see food handling staff who take hygiene seriously and practice safe food
handling.
Put yourself in their place and observe the food handling practices of your staff
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Chemfleet
Bulletin
Chemfleet
Haber
Chemfleet Haber Bülteni
IssueSayı
8— August
2012
6 - Subat
New Regulation— Energy Efficiency (SEEMP)
Marpol and the NOx Technical Code will undergo a series of amendments. The first, to Marpol, will
see changes across all six annexes, to allow small island developing states to co-operate together and
form regional agreements on port reception facilities.
For the NOx Technical Code there will be an amendment affecting the certification of marine diesel
engines that employ selective catalytic reduction (SCR) applications to reduce NOx. The change will
permit the required testing to be carried out on board when it is not possible to do so on a testbed.
A fair number of guidelines were approved and although they were not available in their final form as
SAS went to press we can expect to see them shortly. Their coverage includes ship recycling, garbage,
regional reception facilities and energy efficiency. Four guidelines were produced to improve the
adoption of measures aimed at increasing the energy efficiency of shipping and meeting the
requirements of the amended Annex VI of Marpol. These amendments should enter into force on 1
January 2013 and will be covered in more depth in a future article.
These guidelines are concerned with the survey/certification and calculation of the Energy Efficiency
Design Index (EEDI) and with the development of a ship energy efficiency management plan
(SEEMP). This additional requirement for all ships over 400gt (bar some exceptions) forms part of the
new Chapter 4 Regulations on Energy Efficiency for Ships within Marpol Annex VI (1 January
2013). Previously, guidance for the development of a SEEMP was provided for within an IMO
circular, MEPC.1/Circ.683. This plan notes and measures the extent of energy efficiency methods
employed on board, promoting their optimisation and improving the performance of the ship in every
aspect of its operation to make it more energy-efficient.
These optimised plans should reduce ship emissions, and perhaps even cut costs to shipowners, as
well as supporting the goals that drive them. The push to reduce greenhouse gases has been a focus of
the IMO for a long time now and the guidance on SEEMP/energy efficiency was published in 2009,
yet the first SEEMP certification of a company by a classification society took place only in March
this year (this was ClassNK certification of NYK’s SEEMP).
There are many reasons for the delay. For practical purposes, shipowners need to be sure what, when
and how such performance is to be regulated. Similarly, the technological solutions for both the issue
of ballast water management and air pollution management will increase vessels’ energy
consumption, creating a trade-off between environmental benefits.
With freight rates suffering and fuel prices so high it is little wonder that owners are wary of adopting
these practices before they become mandatory. Some of the methods appear to compete with existing
business priorities. For example, those sectors of the industry involved with just-in-time logistics may
find it difficult to convince customers that a slower steaming speed will be better for business.
The NYK certification is likely to prompt more quality-assured shipping as the 2013 deadline
approaches. It is worth noting that the IMO intends to extend these frameworks for energy efficiency
to vessels that are currently exempt them.
Even though a great deal was achieved at MEPC63, more still remains to be discussed at the next
meeting before these changes can be finalised. The agenda will include a resolution on the transfer of
technology used in measures promoting energy efficiency. When finished, it will promote technical co
-operation in this area, encouraging the sharing of solutions.
The topic of market-based measures to reduce CO2 emissions was discussed. This method of control
will be considered further and an impact assessment of the different proposals will take place once
terms of reference have been agreed. It is a contentious issue, with developing countries concerned
about the economic effects it could have on their ability to trade competitively.
Page 11
Page
12
Sayfa
12
Chemfleet
Bulletin
Chemfleet
Haber
Chemfleet Haber Bülteni
New regulation— Revision of Marpol V—Garbage
As noted in last month’s Regulation Insight, Marpol will be affected by a number of amendments in
January 2013. The revisions to Annex V (Regulations for the Prevention of Pollution by Garbage
from Ships) are extensive. They amend every regulation and the appendix, also adding a new
regulation (3), renumbering all those regulations that follow. This is carried out through a complete
replacement of Annex V.
Regulation 1 has been extensively expanded. It contains more definitions, which provide more closely
defined categories for garbage previously classified under one of the three previous categories: victual,
domestic or operational waste. This helps to clarify exactly what is considered to be garbage, and will
assist in the accuracy of garbage management plans (GMPs) and record-keeping.
This regulation also sees the inclusion of those special areas recognised for the purposes of this chapter
– details that were formerly to be found within Regulation 5. They do, however, remain the same.
There are no changes to the application of this annex (V).
Regulation 3, General prohibition on discharge of garbage into the sea, is new. It prohibits the
discharge (a term now preferred to ‘disposal’) of all garbage unless it is specifically made allowable by
this annex. It incorporates a passage on prohibiting plastic items that was previously included within
the regulation on garbage outside special areas.
The regulation concerning the permitted discharge of garbage outside special areas and the allowable
distances from the nearest land has been expanded to accommodate the increased number of classified
types of garbage. Some, like food waste, remain the same but are made clearer. They are supplemented
by new categories: cargo residues, animal carcasses and cleaning agents. Garbage contaminated by
other types of garbage should now be disposed of in the same manner as mixed garbage, with the most
rigorous requirement being the one that must be followed.
Fixed and floating platforms are similarly clarified, with the restrictions governing them remaining the
same.
The permitted discharge of garbage within special areas is expanded in much the same way as in the
previous sections, detailing the now-clearer breakdown of garbage types and the specifics of allowable
discharge.
Two different trace on
the world by wind
and by fuel .
Beside a revision of the terminology from ‘escape’ to ‘accidental loss’, there are two other changes to
the allowable exceptions to this annex. These are the discharge of fishing gear for the safety of the
vessel/crew or the protection of the environment, and allowing the condition of being en route to be
disregarded concerning food waste if its poses an imminent health risk.
Regulation 8 sees the inclusion of more explicit requirements for reception facilities within special
areas to ensure that they are suited to the ships operating in those areas. This is strategically matched to
the drive to develop regional reception facilities in areas where small island developing states may
otherwise struggle to provide adequate facilities individually.
Regulation 9 remains the same as before, bar the removal of the note concerning the port state control
assembly resolutions.
The last regulation has been renumbered 10 (and the prerequisite gross tonnage is reduced from 400
to 100gt) but remains concerned with placards, GMPs and record-keeping. The contents of this
document are recognisably based on environmental principles of the three Rs (Reduce, Reuse,
Recycle). It is an approach that is not only green-minded but also able to confer savings if managed
pragmatically.
The form of the garbage record book, contained within the appendix, is largely the same. It has been
expanded to include the increased number of garbage descriptions and likewise the recording of any
accidental loss. The passage dealing with receipts and their retention has been dropped. The two-year
stipulation for the retention of the garbage record book remains in both this appendix and the annex
proper. It is also important to note the new table layout, which has been simplified to help ensure it is
used correctly.
Page 12
Sayfa
14
Page
13 15
Sayfa
Chemfleet Bulletin
Sayı 2 - Haziran
IssueSayı
8— August
2012
3 - Ekim
INSPECTION ANALYSIS - YTD 3/Q 2012
3/Q 2012 ACCIDENT ANALYSIS
Page 13
Page
14 16
Sayfa
Chemfleet Bulletin
Analysis of SIRE & CDI Inspection Observations YTD 3Q 2012
Risk Level Analysis of SIRE
Observations
Risk Level Analysis of CDI
Observations
Page 14
Page
15 16
Sayfa
Chemfleet Bulletin
Most Important SIRE Inspection Observations—2Q /2012
No
SIRE
Ref
1
4.30
Obsevration/Root Cause&Preventive Action
On last voyage from Wismar to Oslo fjord it was noted that voyage planning did not contain bearing and distance for
turning point when significant radar land was available.
1. As clearly indicated in the Bridge Management Manual chapter 4.1.4 the safe progress of the ship along the planned
tracks should be closely monitored at all times. This will include regularly fixing the position of the ship. At least two
methods of position fixing should be charted, where possible. Visual and radar position fixing and monitoring
techniques should be used whenever possible. GPS derived positions should always be verified by alternative methods.
Way points also to be defined with bearing and distance from significiant landmark, where possible.
2. The passage plan reviewed and way point sections revised.
3. Officers to be encouraged by the Masters for using visual and radar position fixing technics as much as possible.
2
6.14
There was a portable oil spill pump fitted with flexi hoses aft port-side main deck. The grounding wire was connected to
non-conductive plastic foundation.
1. A Static Spark may cause explosion resulting with severe injury or death. Electrostatic hazard is eliminated by
proper grounding of the pump and piping system. Air driven pump grounding doesn’t enough to avoid from electrostatic
generation. Each flanges, valves should be bonded with bonding cable in the piping system also. Improper grounding
may cause dangerous operation. Due to this reason portable oil spill pump to be grounded correctly and deck crew
should have sufficient knowledge for grounding.
2. Safety alert 15/2012 has been sent to fleet vessels to explain grounding correctly
3
12.8
The weathertight doors of the heat exchanger room, tanks drying room, boatswain store were not closing properly, gap
or gaps were identified between the doors and their frames. The issue was rectified prior to the completion of this
inspection.
1. It has been investigated that weathertight doors have adjustable screws and once the screw loosen doors lost their
tightness. This may cause water ingress to the accommodation or relevant compartments.
2. It has been reviewed that present control system frequency is not frequent to control weathertight doors. In order to
provide efficient control of the weather tight doors the control frequency has been increased and this item added to
check list 4501
Page 15
Page 16
Chemfleet Bulletin
Issue 8—Sayı
August
3 -2012
Eikm
Key Performance Indicator / 3Q 2012
3Q 2012 Incident Analysis
Page 16
Page 17
Chemfleet Bulletin
Issue 8—Sayı
August
3 -2012
5–
6
Kasım
Eikm
Subat
ACCIDENT&INCIDENT TRENDS BY QUARTERS
Page 17
Page 18
Chemfleet Bulletin
Issue 8—Sayı
August
3 -2012
Eikm
3rd Quarter 2012 Fleet Near Miss Reporting
BY THE END OF 3rd QUARTER 2012 NUMBER OF
NEAR MISS REPORTING FROM FLEET HAVE BEEN
INCREASED SIGNIFICANTLY.
THANKS 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 (MIN MONTHLY AVERAGE : 7 )





Page 18
CAPT. HAKKI ÇAKIROĞLU
CAPT. ÖZGÜR RENDE
CAPT. MEHMET SAİT BATI
CAPT. ALİ İHSAN YUMUŞAK
CAPT. UMUT ŞAHİN
Page 19
Chemfleet Bulletin
IssueSayı
8— August
2012
3 - Eikm
GOOD & BAD PRACTICE
ENCLOSED SPACE ENTRY
GOOD PRACTICE BY FOLLOWING ENTRY ENCLOSED SPACE PROCEDURE AND CHECK
LIST
BAD PRACTICE
( NO GAS MEASUREMENST, NO COMMUNICATION, NBO SUPERVISION, NO PPE, NO
RECORD, FAIL TO FOLLOW COMPANY PROCEDURES&CHECKS LISTS)
Page 19
Chemfleet
Bulletin
Chemfleet
Haber
Page
20
Sayfa
Sayfa 18
18
Company Circulars, Feedback & Safety Alerts
SAFETY ALERT 2012- 13
To
:
Subject :
30.07.2012
All Fleet
Partly Missing Gratings / Plates on the Walkways&Platforms
Dear Captain,
The purpose of this Safety Alert Bulletin is to bring the trend of increasing FAC classified accidents caused by "Partly Missing Gratings on the Walkways" to the attention of Chemfleet
Shipboard Managements and Crew. Within the last 12 months, two First Aid Case accidents
have been reported from our fleet vessels regarding missing gratings on the walkways.
At the both accidents a part of grating was missing near the slop tank walking platform. Fortunately no any serious injury occurred and accidents have resulted only with a few scratches
at leg. But in the wrost case, these accidents could be resulted with a major injury like a broken leg!
Understood subject missing plates are not in place for along time and no any temporarily repair or precaution have taken because no any crew reported this situation as a near miss
(unsafe condition) and not reported by safety officer during the safety inspections.
Please take the following measures to avoid re-occurrence of any similar accident onboard
your ship :
1. A safety Inspection should be conducted on all walkways including Deck, Engine Room,
External Accommodation areas, Forecastle, Bow Thruster Room, Ballast Pump Room. Please
open an ANTBI if there is any missing gratings or plate.
2. Master should train Safety Officer on effective safety inspections. It can be very beneficial if
Master randomly check safety officer's safety inspection reports for verification purpose.
3. Please discuss this matter with your crew at the next Safety Meeting and encourage them to
report similar "Unsafe Conditions". Their increased safety awareness and near misses reporting helps to reduce/avoid accidents significantly.
Best Regards.
Capt.Tolga Ozorten
Marine Manager
Page 20
Chemfleet
Bulletin
Chemfleet
Haber
Page
21
Sayfa
Sayfa 18
18
SAFETY ALERT 2012-14
01.08.2012
To
: All Company Vessels
Subject : Life Saving Equipments Launching Appliances
Dear Captain,
Life saving equipments launching appliances such as Freefall lifeboat and Rescue boat launching appliances
must be servicing by authorized service as per Solas Chapter III Regulation 20 - 11. Also Solas refers onboard maintenance at the same section, Regulation 36 .
In one of the our fleet vessel, during rescue boat drill an incident occured due to rescue boat sling broken
from the pressed lead as you can see in the below photos.
While recovering rescue boat with assigned crew, one of the sling broken when the rescue boat above the
water about 20 cm. Fortunately nobody injured. However if this had been occured when the rescue boat
above the water 3-4 meters, serious injury could have been happened.
As we are carrying out Solas requirement with
every 5 yearly inspection all evacuation
system ( wires, hooks, sling etc.) must be
renewed. Also annual inspections are carrying
out onboard by authorized service. On board
monthly checks to be carried out according to
ism forms 3704, 3707 and 3717.
As a safety issue, during drills lowering and
recovering should be carried out without
crew to avoid any accident possibilty.
Assigned or Operating Crew should use
embarkation ladders for safe access to
lifeboat / rescue boat.
You are kindly requested to check all evacuation systems on board which detailed but not limited with
below items (All checks to be carried out according to ism file 37) . In case of any suspect please open a
defect and contact with company for rectification.
1. Wire Slings & Lashings
Must be free of plastic cover
To be greased and must be free from paint
and rust.
Pressed joints of slings to be checked for
visual damage
2. Hooks
Must be visually in good condition free
from rust.
Quick acting hooks working properly.
3. Ladders
Liferaft ladders should be laid out and inspected and overhauled as necessary, ropework, steps etc
4. Rescue boat davit emergency operation
5. Freefall lifeboat hydraulic release mechanism.
Best Regards.
Capt. Doğan Yiğit
Marine Superintendent
Page 21
Page
22 19
Sayfa
Chemfleet Bulletin
Issue 8—Sayı
August
3 -2012
Ekim
To
Subject
:
:
01.08.2012
All Fleet
Grounding of the Air Driven Pump
Dear Captain,
A Static Spark may cause explosion resulting with severe injury or death. Electrostatic hazard is
eliminated by proper grounding of the pump and piping system. Air driven pump grounding doesn’t enough to avoid from electrostatic generation. Each flanges, valves should be bonded with
bonding cable in the piping system also. Improper grounding may cause dangerous operation.
There are many kind of the air driven pump with different size, type and model. Grounding place
may vary depending of the type and model. Grounding should be done according to instruction
manual for proper grounding.
You can find different grounding figures as below, depending on model and types.
You are kindly requested to check
1. Check spillage transfer system (pump, valve, flange etc) properly grounded, if not rectify accordingly
2. Prepare a poster from user manual showing recommended bonding and post it to messrooms.
Best Regards.
Capt.Ibrahim Gul
Safety Superintendent
Page 22
Page
23 19
Sayfa
Chemfleet Bulletin
Issue 8—Sayı
August
3 -2012
Ekim
To
Subject
:
03.09.2012
All Fleet Ships
: For CPP system ships /Important points during line maneveur at pop deck
Dear Captain,
Purpose of this safety alarm, Chemfleet ship management and personel have attention due to decreasing
accidents and nearly accidents during stern rope maneuver.
In course of arrival and departing ropes coil up to propeller, because of the ice at every turn a scuba diver
must dives under ths ship and check the propeller due to these situations ships might be late and propeller,
shaft seal's might be damage, lastly incident take action in terminal and because of this as a company we
have a difficult situation against our clients, secondly due to time lost and economic damages our company
fall into disrepute. After this type of accident due to propeller and shaft seal's damaged ship will be
detained from her next voyage also will pull in to a ship yard.
Lately reports about accidents and nearly accidents which they are prepared by our Captains, to prevent
these type of action replay Company Management decides to take following precautions:
1. In our vessels all ropes have to be floating type. If vessel's ropes are not floating, immediately ask for
change.
2. Specially stern line, there are lots of severity about rope handling at the same time by stern frame, geting
harder to follow lines by post master due these crew get into dangerous situations. Because of this if the
conditions let stern lines should take one by one. Here, the important point is we should inform the pilot
that lines are going to slack one by one and hawser should take line's eye splice from inside and than take it
on bollard.
3. If it is possible stern line's eye spliced should carry to ship's broadside by a hawser.
4. If condition of port/pier/current etc. is suatible after testing of mk (if it is possible) inactive the clutch or
if the conditions are ok stop engine. After long lines taking onboard in this way, remaining two each or one
spring rope will hold the ship. Engine will start and springs will release and take on board.
5. Stern line maneveour practice should be done by Captain, deck oficcer and bosun. For types of moorings
3-2, 3-1-2 and 2-2-2's diagrams should prepare. While this planning we should consider how to get more
than one line at the same time and faster. Below there is an example schema for 3+2 and 2+2+2 mooring
types.
Page 23
Page
24 20
Sayfa
Chemfleet Bulletin
6. Bridge and stern should have frequent and effective communication. It must not be forgotten that stern
is harder to see compare with bow because of the ship's design. Deck officer positined on stern should
follow lines during heave, if the line get closer to propeller in danger, deck officer must inform the bridge
immediately to stop the engine.
7. Captain should be in agreement with Chief Engineer about stop the engine with Emergency Stop. In
case of emergency stop situation, situations that could occur should be in sight and Captain should take
precaution to not incur situations like drifting etc. For example a spring line should kept last minute or a
tug boat should accompany.
8. Windlass have two speed (fast and slow) mode. These modes should shown the crew. When getting
line in water do not forget fast mode.
9. Windlass performances should checked and poor ones should maintanenced.
10. Especially for lines on the capstan, they are taken on slow mode to take them properly. Lines should
take switfly after than they should put in order. Same thing is exists for lines bight on the deck.
11. When requesting lines we should choose the lightest line that providing criteria.
12. We could check with agent that how many mooring man will join manoeuvre.
13. Short and light lines can take by hand. During line changing at locker crew can take short lines by
hand.
To prevent same type of accidents in your ship:
1. Make a nonroutine Safety Meeting, discuss about these subjects and how to perform them also
distrubition of work. Subjects can not perform or subjects which are not suitable for crew must be
mentioned in the meeting report.
2. All deck crew should trained about these subjects.
3. This safety alert should be post in officer's mess and crew mess.
Best Regards.
Capt.Tolga Ozorten
Marine Manager
Page 24
Chemfleet
ChemfleetBulletin
Haber
Page
25 21
Sayfa
SAFETY ALERT 2012-18
19.09.2012
To
: All Company Vessels
Subject : Good Seaman Practices and Situational Awareness / Loss Time Injury!
Dear Captain,
There have been reported 1 LTI classified injury from one of our fleet vessel. Incident resulted with
eye brow injury. Although not resulted with a serious injury, injured person has left from ship and return
to his country. Frequency of LTI incidents are very rare in our company. Therefore we decided to bring
this issue to the attention of Chemfleet Shipboard Managements and Crew.
Investigation of subject LTI incident has just comleted and it appears that those injury occured due to
poor seaman practice and situational awareness.
During the investigation followings has been observed:
- Injured Seaman was an O/S who 5 months ago promoted fm Steward level to O/S and this was his
first ship as O/S,
- During the incident vessel was occupied with tank cleaning. No any in-appropriate conditions
observed. Weather was calm, day light, vsl was at anchorage and not rolling, deck surface not slippery,
crew were well rested, no fatigue, Chf Off and Bosun in charge for tank cleaning.
- O/S was familiar with tank cleaning for the last 5 months. he participated at least 7-8 tank cleaning
during the last 5 months.
- O/S has opened the BW valve that under pressure ( 7
bars) quickly/suddenly. pressured SW has whiped the BW
hose. Therefore, BW hose strict his eye brow. after the
incident, he has injured fm eye brow and sent to Hospital.
Eye brow has stitched. He left the ship due to this
accident . Therefore this is classified a Lost Work Case
(LTI) injury.
- As per Bosun statement he has been warned "Not To
Open" valves quickly /suddenly at the previous tank
washings.
- As per witness statemenst he has opened the valve very
quickly in rush to react instruction of CCR.
- As per his self statements, he was know the possible risks
of quick opening but his concern was to react CCR
instructions qickly in time. therefore he opened the valve
in rush.
- Physical conditions such BW hose, Sewater pressure,
valve and line investigated. pressure was arouns / kg which
is normal for tank washing, type of valve was ball valve,
condition of BW line and hose were good. But length of
BW hose was longer than sufficient. therefore hose
swinged much more than a shorter hose, when pressurized
suddenly.
- Position of O/S was suitable to open valve. Bosun was on
deck and preparing the other hoses for tank cleaning. Duty of injured O/S was just to open valve when
instructed fm CCR.
Lesson To be Learnt :
If O/S do not act in rush and open the valve easly and/or BW hose secured fixed with a rope, this injury
could be avoided.
Immediate/Direct Causes:
1. Act in Rush
2. Closing the valves very quickly/suddenly
Page 25
Page
26 22
Sayfa
Chemfleet Bulletin
ROOT CAUSE /UNDERLYİNG CAUSES :
1. Poor Situational Awareness :Inexperienced OS could not identfy the risk, Insufficent situational
awareness. He was Rush to do something in urgency.
2. Failure to follow rules : BW hose was longer than required. In this case hose should be secured with
a rope to avoid extreme swinging move.
3. Lack of SMS : there were no any instruction in SMS regarding Good Seaman Ship and Situational
Awareness.
Immediate Corrective Action:
1. Master has briefed the crew on Never Act in Rush
2. Master Has hold the safety committe and completed a special safety meeting on this issue.
PREVENTIVE ACTIONS :
1. Revision of SMS : Company SMS / procedures have been reviewed. There is no any clear guidance
on slow opening the valves under pressure and securing the long hoses even this is part of good seaman
practice.Therefore SOM ch 7.1 revised accordingly.
2. Safety Posters : Safety posters will be designed to remind consideration of pressure in line and open
the valves slowly.
3. Safety Alert : A safety alert will be issued on this
matter and new procedures will be mentioned on this
safety alert.
4. Trainings : Crew on board the fleet ships, will be
trained on "New good seaman practices procedures"
and "poster" and on" "Situational Awareness". Ship
Masters will be required to conduct a safety meeting
on this matter.
5. Bulletin : Meaning of "Situational Awareness " will
be added to next quarterly bulletin issue on September
for all company crew and Chemfleet 3rd party groups.
Also this subject will be added to "Annual Company Officer's Seminar".
Actions to be taken by Masters:
1. Please hold Safety Committee to discuss above items .
2. Please replace the attached revised procedure in SOM and arrange a specific crew training on
above new procedures specially on SOM ch 7.0 Safety / Emergency Precautions / 7.1 General.
3. Please post the attached safety posters to CCR,
crew and officer mess room.
You are kindly requested to state your confirmation
on above actions at next safety meeting report. We
will check completion of above actions fm your next
safety meeting.
Best Regards.
Capt. Tolga Ozorten
Marine Manager
Page 26
Chemfleet Bulletin
Page
27 22
Sayfa
SITUATIONAL AWARENESS
Situational awareness is one of the most effective factor to avoid accidents/incidents.
Situational awareness is a term used to describe a person's awareness of their surroundings, the
meaning of these surroundings, a prediction of what these surroundings will mean in the future, and
then using this information to act.
This can be simplified down into three key words:
Look - Think - Act !!!
Situational Awareness is a key part of the decision-making process. It is important that we have a
full idea about what is going on, to make the best decision possible each time.
There are many things a person can do to maintain their level of situational awareness:
Familiarise yourself with the system you are using. The easier you can find the information you
need, the better your situational awareness will be.
Make sure you are actively gathering all the information required. There are many resources available to you so make sure you are using these wisely.
Plan ahead and
try to foreseen
what is next step
and what can be
done at the next
steps...
Keep up a good scan rate of the environment. Check the obstruction and possible risks around
work area.
Plan ahead and try to foreseen what is next step and what can be done at the next steps.. It is easier
to make plans early when you have a low workload. This way you are keeping yourself stimulated
during low workload times, and then when the workload increases, you have already made all the
important decisions and do not need to use as much mental capacity. This gives you more time to
scan the environment and keep a high level of situational awareness. Having alternative plans is
also a good idea.
Try not to assume what is going to happen. If you assume something and it is incorrect, then the
decision you make will also be incorrect.
Maintaining a good level of knowledge. Make sure that your keep your knowledge current. Procedures are continually updated month to month. You should know your vessel equipments and devices very well.
Keep your skills current. There should be a supervisor to concentrate on what is going on around
you, rather than concentrating on operating the system itself.
Situation Awareness means looking at something that seems to be innocent
enough, And seeing potential hazards that ought not be ignored!!!
Page 27
Sayı 6 - Subat
Wishing You All & Your Families A Very
Happy, Prosperous & Peaceful 2013.
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

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