May_2012_ENGLISH

JURNAL
Chemfleet Bulletin

PARTNERSHIP WITH YILDIRIM GROUP

USE OF MOBILE PHONES AS A SAFETY HAZARD

WARSAH UNIVERSITY FATIGUE STUDY ON WATCH

FIGHTING THE FATIGUE FACTOR ON TANKERS

WHY SHOULD I QUIT SMOKING?

WAYS TO REDUCE AIR POLLUTION

COMPANY 1st QUARTERLY KPI STATISTICS

CIRCULARS, SAFETY ALERTS
Page
Our goals are zero incident , zero pollution and zero detention.
2012 / May
Issue 7
“Denizciliği Türk’ün büyük milli ülküsü olarak düşünmeli ve onu az zamanda başarmalıyız” Bulletin / 2nd Quarter 2012 Chemfleet Bulletin
Issue : 7
May 2012
INDEX
Production Head Coordinator :
Ahmet HAZNEDAR
Content
Page
Head Article– Partnership with Yıldırım Group
3-4
Safety Culture Article—Use of Mobile Phones as Safety Hazard
5
Safety Bulletins
6-7
Article from Industry—Fighting the Fatigue Factors on Tankers
8-9
Health Page— Why should I Quit Smoking
10
Environment—Ways to Reduce Air Pollution
11
Technical News— Marpol Annex 6 at North America
12
Chemfleet Inspection Analysis at 1st Quarter 2012
13
Risk and Chapter Analysis of CDI/SIRE Observations
14
Most Important Observations in 1st Quarter 2012
15
Company KPI—Incident Analysis
16
Accident & Near Misses Analysis
17
Fleet Near Miss Reporting Analysis
18
Good and Bad Practice
19
Company Circulars, Safety Alerts, Feed Backs
20-26
Chemfleet Meetings and Activities
28
Editorial Board:
M.Tolga ÖZÖRTEN
Didem AYKOVAN
Emine AKKOYUN
Merve BUCAK
Editorials :
Altuğ TOPRAKÇI
Barış SAMUR
Ersen UÇAKHAN
Gökhan ERGİN
İbrahim GÜL
Kemal ULUÇ
Melih TOPÇU
Murat KOCAEFE
Orçun KUŞÇU
Erkan KILIÇ
Koray KORKMAZ
Servet KADIZADE
Uğur İÇLEK
Saadet KALENDER
Elif KAPLAN
Burçin DENKÇİ
Sevnur DUMAN
Pınar KOCAOĞLU
Berkant INCESARAÇ
Volkan GÜMÜŞ
Özgür SARIOĞLU
Oğuzhan PEKUZ
Ece DÜZER
Selim DURMAZ
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]
Page 2
Our goals are zero incident , zero pollution and zero detention.
Page 3 Chemfleet Bulletin Issue 7— May 2012 Sayı 2 - Haziran 2010
Partnership with Yıldırım Group When we started to operate our first vessel on May 2006, my biggest wish was becoming a vessel management company that competes in the international platform that has a healthy management system,
that is permanent and continuously achieving successful works, in the light of universal values of maritime.
We have created a highly expensive system in with our limited budget. We gathered our experiences in
to the software programme that we created; we shared our knowledge and experience. We updated our
programme according to daily circumstances. We achieved a standard of vessel managing.
It was more difficult to sustain persistence of both
shipboard and shore personnel than creating a system. So that, we made really very much effort. We
reached the values that most companies couldn’t
reach. We made close co-operation with schools giving maritime education. We tried to help them on
their problems as far as possible. We hosted students
studying maritime in our company and made them
met with their older brothers/sisters who are still
working successfully in different branches of maritime once a year. We named these meetings as
“Chemfleet Traditional Commercial Briefings”. We
became one of the companies that are spoken in the
maritime schools much in a short time.
We kept our sensitivity at a maximum level
about every kind of problems of our shipboard
crew. We made them felt that we are a part of
them which will not be separated. We helped
them both commercial and individual problems.
We effectively made the masters and chief engineers felt that we always stand by them. I got
phone calls from shipboard personnel thanking
that we manned that much vessel with Turkish
personnel and made an opportunity of job for
them in a healthy workspace. All these things
brought to our company not only success but also
sympathy, respect and continuity.
In six years we have raised the vessel number up to 26. There was continuity at successes that we got
from MOC inspections. We exhibited the same success in office inspections.
Page 3
Page 4 Chemfleet Bulletin Issue 7— May 2012 Sayı 2 - Haziran 2010
When we started to manage our first vessel in 2006, I could imagine lots of things but I couldn’t imagine
that in the future we will refuse a Scandinavian company’s vessel reasoning that programme is too full.
In 2011, great performance was shown while adding three vessel of a Scandinavian ship owner in our
fleet and we got attention of other Scandinavian ship owners.
While all these developments are
happening in the beginning of year
2010 we got the chance of managing
a vessel of Yıldırım Group. In this
period our company was recognized
by Yıldırım Group much more.
Yıldırım Group, who has 9 active
under construction chemical tankers
and attracts attention of both national and international maritime
sector investing in maritime, added
power into our power buying %51
stake of our company on 19 April
2012.
We have targets,
To re-schedule respectful, values of maritime that got erosion which we learned from Cpt. Babür Ataman, Cpt.Yılmaz Şenova, Captain Kerim Akgöz, Atilla Kurtonur, Cpt. Hatay Özden and also from other
valuable professions.
To provide a maritime platform that Turkish seafarers can work for all years of their work period, that
satisfies them both materialistically and morally; rather than thinking that maritime is a passage way for
other jobs sustaining to raise money.
To make Turkish Seafarers dominant developing their qualifications both in work power and brain
power ways.
To decrease the unemployment which is one of the biggest problems of our country by gaining job to
the young population in maritime sector.
We believe that we can achieve these objectives that we put on behalf of our country and seafarers in a
shorter time with the association made with Yıldırım Group who got the admiration in maritime world
paying attention on maritime sector and seafarers.
Wish a clear heading, calm seas.
Ahmet Haznedar
Page 4
Page 5 Chemfleet Bulletin Issue 7 — May 2012
Sayı 2 - Haziran 2010
Safety Culture USE OF MOBILE PHONES AS A SAFETY HAZARD
There are some accidents and near misses reported at the industry as a result of Navigators being
distracted by their use of mobile phones. A number of serious injuries have also occurred in the
indusry.
Master’s Risk Management strategies can differ according to the circumstances, but may include prohibiting mobile phone use at Bridge while a vessel is either underway or at critical stages of her passage. It is clear that mobile phones are essential part of modern life and communication. Today
everyone have a mobile phone in their pocket. Also very important place in a sefarers life. Todays
seafarers can speak with their family easly by mobile phones without spending many minutes
while trying to connect via a shore radio station and involve of many parties like radio officers.
Particularly after the long ocean passages crew can reach their family and friends easly.
However, it is also clear that their use can distract the people ’s attention. Therefore using of
mobile phones needs to be managed appropriately to the circumstances of each operation. This risk
is heightened for the Watchkeeping Officer, Watch man and nagigator while a vessel is underway,
Due to nature of watchkeeping job, Navigators should always be very vigilant and concentrated
while on bridge. Losing the concentration and attention of navigator may cause start of a error
chain. Consequences of an accident can be cathostrophic when navigating ;
Coastal Navigation
Around /in traffic schems,
Near/in straights, canals,
High Traffic areas,
Port Entries
Reduced Visibility/Bad Weather
Every Master has legal responsibility to ensure their vessel maintains a proper lookout by sight and
hearing as well as by all available means in the prevailing circumstances and conditions, so as to
make a full appraisal of the situation and the risk of collision.
Because the risk profile of every operation is different, Masters should be ensure that any safety
risk associated with mobile phone use is appropriately identified and managed. Master’s Risk
management strategies can differ according to the circumstances, but may include prohibiting
mobile phone use at Brdge while a vessel is either underway or at critical stages of her passage.
Always remember “SAFETY IS EVERYONE’S CONCERN”
Capt.M.Tolga Ozorten
Marine Manager
Page 5
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Chemfleet Bulletin Sayı 3 - Ekim
Issue 7 — May 2012
Sayı 2- Haziran 2010
Safety Bulletin MASTER CLEARED IN CASUALTY
A DECISION by TK Bremen’s master to leave port despite foul weather was not responsible for the
ship’s grounding and subsequent loss, French investigators have found.
The 6,605dwt general cargo ship ran aground on Kerminihy Beach in southern Brittany early on 16
December last year, just hours after leaving Lorient under ballast, despite weather warnings.
After sailing, the master took shelter from the weather near the island of Groix but the anchor did not
hold. The ship ran aground and was subsequently demolished at the scene.
The accident investigation bureau said in its report that the decision to sail for a sheltered anchorage
cannot be faulted on the basis of the IMO accident investigation code.
Severe weather was cited the main cause, but investigators also noted that the vessel was in ballast,
which contributed to the casualty. The vessel had been unable to develop maximum power because
its motion left its propeller often out of the water.
The bureau recommended incorporating into French law the EU’s rules obliging port authorities to
warn masters of severe weather and obliging masters to justify their decision to sail in such
conditions.
KPI’s SEEN AS SAFETY NET
TERMINALS and shipowners are increasingly turning to ‘key performance indicators’ to defend
themselves against claims seminar delegates heard today.
Use of such pre-agreement KPIs is growing because the liability regime has no major convention that
applies for ports, Matthew Gore, associate at Holman Fenwick Willan, told HFW's multimodal
seminar in London.
Ships and ports therefore need to dig deep and find ways of protecting themselves against claims, he
explained. One way is to include KPIs in contracts – and live up to them.
Claims against a terminal might be down to factors such as cargo damage and loss, misdirection of
cargo and failure of the terminal to perform, causing delays, he pointed out.
"And typically, the burden of proof is on the owner to show they haven't been negligent," said Gore,
who added that the result depends on the bargaining strength of the parties.
The kind of variables on which shipowner and terminals base their defences depend more and more
on KPIs, Gore told Fairplay. These might include berthing guarantees, productivity measurements or
conditions and termination rights that are written into the contract.
KPIs are growing in popularity among cargo associations and large-cargo liners, which have the most
to lose, pointed out Gore, who cautioned: "KPIs are valuable as long as parties not only take them
seriously but enforce them."
When claims crop up, either party can then use them to help the defence, he added.
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Chemfleet Bulletin Chemfleet Haber
Issue 7— May 2012
Safety Bulletin ARREST FOR CAPTAIN IN FATAL COLLISION
MADRAS High Court today dismissed a bail plea filed by the captain of the Singapore-flagged bulker
Prabhu Daya.
The ruling cleared the way for Gordon Charles Pereira’s arrest in relation to the deaths of five
fishermen. The victims were killed in a collision between their fishing vessel and the bulker off Kerala
on 1 March.
A police investigator told reporters: “We want his custodial interrogation to collect certain important
inputs in connection with the probe." The seafarer who had been in charge of the ship when the
casualty took place is already arrested.
Second officer Prashobh Sugathan is still undergoing treatment at a hospital in Trincomalee, in his
native Sri Lanka. He was rescued from waters near the ship after the collision by Sri Lankan
fishermen.
Investigators are still trying to ascertain his role in the casualty and have asked the court to allow them
to take the ship to Kochi for further tests.
Authorities also allege that the voyage data recorder was tampered with at the time of the collision and
when Sugathan fell or jumped from the bulker.
WARSASH UNIVERSITY FATIGUE STUDY ON WATCH
Two in five seafarers might be ‘snoozing’ while on watch, according to a landmark study on seafarer
fatigue, published in February. Project Horizon – an EU-funded research programme headed by the
Warsash Maritime Academy, UK and Chalmers University, Sweden – placed 90 seafarers in simulated
voyages for a week and monitored their fatigue levels.
Some were on a six-on, six-off watch, and the rest of the control group was placed on a four-on, eightoff watch regime. At least one instance of a ‘microsleep’ – the first stage of sleep – was detected
among 40 per cent of the participants during the shift from midnight to both 04.00 and to 06.00.
Conversely, not a single case of microsleep was found among those on watch from 06.00 to 12.00, the
study found. Varying degrees of sleep loss were observed, with those on the six-on, six-off watch
managing less sleep than those on the four-on, eight-off watch. The study also measured reaction times
as the day and week progressed, with a clear pattern of performance deterioration from the start of the
shift to the end, and from the start of the week to the end.
In one case, a simulated collision was narrowly avoided, Warsash associate director of research Mike
Barnett told SAS. As of 1 January, Port State Controls require at least 10 hours’ rest in any 24-hour
period.
Barnett said that the project leaders would like to see the findings of Project Horizon influence vessel
safety-management systems, and he highlighted incidents that backed up the project’s findings. After
the Chinese bulk carrier Shen Neng 1 ran aground on the Great Barrier Reef two years ago, the
Australian Transport Safety Bureau report showed that part of the cause was a poor handover from the
second officer to the chief officer. Barnett pointed out that the reason for that seemed to be that the
quality of a handover deteriorates with fatigue, and fatigue is almost always at its worst at the end of
midnight to 04.00 shifts. He also noted that fatigue affects communications between the bridge and
the engine room.
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Page 8 Sayfa
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Chemfleet Bulletin Chemfleet Haber
Issue 7 — May 2012
Fighting the Fatigue Factor on Tankers In late September the shipping industry received a reminder about the severe risks of a fatigued
individual operating a tanker. US safety regulators declared that pilot fatigue was a major factor
leading to the collision of a tanker with a barge tow that caused an oil spill near Port Arthur, Texas,
last year.
In its report published on 27 September, the National Transportation Safety Board (NTSB)
determined that the pilot of the 52,504gt tanker Eagle Otome failed to correct sheering motions that
began as a result of the late initiation of a turn at a bend in the Sabine–Neches Canal on 23 January
2010. The abrupt manoeuvre caused the tanker first to collide with a docked cargo vessel, Gull
Arrow, and shortly afterwards to hit the lead tow of a barge string pushed by the tug Dixie
Vengeance. The second collision ripped a gash in the hull of Eagle Otome, causing an estimated
1.75M litres of oil to spill into the canal.
Contributing to the collisions, the NTSB concluded, was the pilot’s fatigue “caused by his untreated
obstructive sleep apnea [temporary inability to breathe] and his work schedule, which did not permit
time for adequate sleep; and his distraction from conducting a radio call, which the second pilot
should have handled in accordance with guidelines”. The agency recommended state governors
require local pilot organisations to begin fatigue mitigation and prevention programmes.
If pilot fatigue deserves industry attention, what about crew fatigue on tankers? The issue is at the
forefront of the tanker industry’s safety drive, noted Peter Kelly, senior marine manager at tanker
operator association Intertanko. “Fatigue in seafarers is of great importance to Intertanko because it
impacts upon the safety of navigation and the safety of cargo work,” Kelly told SASI. “For those
reasons, Intertanko is concerned for the welfare of seafarers. The STCW conventions also have a high
significance in achieving this,” he noted; “the hours of rest regulations are now being strictly
enforced by various flag state authorities.”
Captain Anuj Gupta, technical adviser at the Oil Companies International Marine Forum (OCIMF),
told SASI why fatigue was so dangerous to tanker operations. “If you are fatigued beyond a certain
point then you are as good as drunk,” he said. A senior source within the tanker industry told SASI
that all seafarers could sustain a certain amount of fatigue – “a little bit more adrenaline helps in
some situations” – but added that long-term fatigue causes difficulties. If a high-stress navigational
challenge should arise, compounded by the presence of other factors such as fog, then disaster is a
strong possibility, he said.
Gupta said that fatigue remains a problem particularly aboard vessels operating intensive work
schedules, such as shuttle and coastal tankers. “Ships are best when they’re out at sea, when they’re
into a routine,” he reasoned. By contrast, when vessels make port calls, other elements disrupt that
routine, such as inspections, working the cargo and liaising with the terminal authorities. These all
contribute to a build-up of fatigue during the port stay, and port calls will be more frequent for shuttle
and coastal tankers. “The extent of the problem varies from company to company,” Gupta reported.
“Some companies manage it well; some operators don’t pay much attention.”
The industry source agreed with Gupta that frequent port calls can increase fatigue. “Many tankers,
such as chemical tankers, will load up at numerous berths to make one full parcel for the ship,” he
noted. “It’s the action of going from berth to berth and not having that continuous rest which adds
up.” Companies need to be responsible and make an assessment of how the crew have to work, the
source said.
The ITF agrees that fatigue needs to be managed and is concerned that hours of work and the hours of
rest don’t always add up to 24. ITF’s representative at the at the IMO, Bjørn-Erik Kristoffersen, noted
that officers often carry out administrative work in their intended rest hours, greatly increasing the
number of daily working hours
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Page 9 Sayfa
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Chemfleet Bulletin Chemfleet Haber
Sayfa 20
Issue 7 — May 2012
Fighting the Fatigue Factor on Tankers People Power
Professor Andy Smith is director of the Centre for Occupational and Health Psychology at Cardiff
University in Wales and has been heading a research project on seafarer fatigue on behalf of the
UK’s Maritime and Coastguard Agency. “Tankers have a lot of potentially dangerous operations
going on,” he explained. “I think fatigue will manifest itself in ways other than just problems
associated with watchkeeping.” High-risk activities of this kind include enclosed-space entry,
cargo handling and tank cleaning.
Levels of fatigue on large tankers were much
lower than on other types of vessel, Smith
observed, as the master can take care of a lot of
the administration in ports without having to
become a watchkeeper as soon as the ship
leaves port. Others argue that increasing the
number of officers on board would be of
benefit in fighting fatigue. “I think extra
manning definitely helps: people going on
board should be able to relieve the person who
is most fatigued,” Gupta said. Similarly, our
industry source said that employing an
additional chief engineer and an additional
chief officer, or having an extra officer on
board to allow the chief officer to do day work,
would be a positive step. Officers would then
be able to follow a natural work pattern rather
than being forced to carry out watchkeeping
duties that, on top of cargo work, could cause
extra stresses.
However, Smith sounded a cautionary note.
“There was a view that we can deal with all
levels of fatigue by looking at manning levels
[and] working time,” the researcher explained
to SASI. “What we’ve found is that if a
company wants to have a reduced crew and
their flag state won’t go with it, they’ll just
move on to a flag state that will.”
Smith also found that many seafarers admit to
forging their working hour logs. “Clearly,
working hour regulations aren’t working,” he
concluded. “There’s always been a macho view that fatigue is part of the job and you should be
able to cope with it, but that sort of culture is clearly at odds with one that promotes good health
and safety.”
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Chemfleet Haber
Page 10 Sayfa 7
Chemfleet Bulletin Issue 7— May 2012
Health Page Why should I quit smoking ?
Health concerns usually top the list of reasons people give for quitting smoking. This is a very real
concern: smoking harms nearly every organ of the body. Half of all smokers who keep smoking
will end up dying from a smoking-related illness. Smoking is responsible for nearly 1 in 5 deaths,
and about 8.6 million people suffer from smoking-related lung and heart diseases.
Cancer
Nearly everyone knows that smoking can cause lung cancer, but few people realize it is also linked
to higher risk for many other kinds of cancer too, including cancer of the mouth, nose, sinuses,
voice box (larynx), throat (pharynx), esophagus, bladder, kidney, pancreas, ovary, cervix, stomach,
colon, rectum, and acute myeloid leukemia.
Lung diseases
Smoking greatly increases your risk of getting long-term lung diseases like emphysema and
chronic bronchitis. These diseases make it harder to breathe, and are grouped together under the
name chronic obstructive pulmonary disease (COPD). COPD causes chronic illness and disability,
and gets worse over time – sometimes becoming fatal.
Heart attacks, strokes, and blood vessel diseases
Smokers are twice as likely to die from heart attacks as non-smokers. Smoking is a major risk
factor for peripheral vascular disease, a narrowing of the blood vessels that carry blood to the leg
and arm muscles. Smoking also affects the walls of the vessels that carry blood to the brain
(carotid arteries), which can cause strokes. Smoking can cause abdominal aortic aneurysm, in
which the layered walls of the body’s main artery (the aorta) weaken and separate, often causing
sudden death. And men who smoke are more likely to develop erectile dysfunction (impotence)
because of blood vessel disease.
Blindness and other problems
Smoking causes an increased risk of macular degeneration, one of the most common causes of
blindness in older people. It promotes cataracts, which cloud the lens of the eye. It also causes
premature wrinkling of the skin, bad breath, gum disease, tooth loss, badsmelling clothes and hair,
and yellow fingernails.
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Page 11 Sayfa 12
Chemfleet Bulletin Chemfleet Haber
Chemfleet Haber Bülteni
Issue 7 — May 2012
Sayı 6 - Subat
Environment Page Ways to Reduce Air Pollution
We make choices everyday that can help reduce air pollution. Below are a few ideas that you can
take to help clean our air.
At Home
 Conserve energy - turn off appliances and lights when you leave the room.
 Recycle paper, plastic, glass bottles, cardboard, and aluminum cans. (This conserves energy
and reduces production emissions.)
Keep woodstoves and fireplaces well maintained. You should also consider replacing old wood
stoves with EPA-certified models.
 Plant deciduous trees in locations around your home to provide shade in the summer, but to
allow light in the winter.
 Buy green electricity-produced by low-or even zero-pollution facilities.
 Connect your outdoor lights to a timer or use solar lighting.
 Wash clothes with warm or cold water instead of hot.
 Lower the thermostat on your water heater to 120F.
 Use low-VOC or water-based paints, stains, finishes, and paint strippers.
Test your home for radon-a dangerous, radioactive gas that is odorless and tasteless. If the test
shows elevated levels of radon, the problem can be fixed cost effectively.
Choose not to smoke in your home, especially if you have children. If you or your visitors must
smoke, then smoke outside. Visit contribute to global warming.
Buy Smart
Buy efficient lighting and appliances. They are environmentally friendly products.
Choose efficient, low-polluting models of vehicles.
 Choose products that have less packaging and are reusable.
 Shop with a canvas bag instead of using paper and plastic bags.
Buy rechargeable batteries for devices used frequently.
Drive Wise
Plan your trips. Save gasoline and reduce air pollution.
 Keep tires properly inflated and aligned.
 In the summertime, fill gas tank during cooler evening hours to cut down on evaporation.
Avoid spilling gas and don't "top off" the tank. Replace gas tank cap tightly.
 Avoid waiting in long drive-thru lines, for example, at fast-food restaurants or banks. Park your
car and go in.
 When possible, use public transportation, walk, or ride a bike.
 Get regular engine tune ups and car maintenance checks (especially for the spark plugs).
 Use an energy-conserving (EC) grade motor oil.
 Ask your employer to consider flexible work schedules or telecommuting.
 Report smoking vehicles to your local air agency.
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Our goals are zero incident , zero pollution and zero detention.
Page 12 Sayfa 12
Chemfleet Bulletin Chemfleet Haber
Chemfleet Haber Bülteni
Issue 7 — May 2012
Technical Newsletter MARPOL Annex VI – a reminder of the entry into effect of the North American ECA-SOx
The North American Emission Control Area for SOx and particulate matter (ECA-SOx) enters into
effect on 1 August, 2012. From this date, the same requirements will apply as for the existing Baltic
and North Sea ECA-SOx, including the requirements for recording data on entry and exit.
The North American ECA-SOx covers three distinct areas:
1. off the North American Atlantic/Gulf coasts;
2. off the North American Pacific coast; and
3. around certain parts of Hawaii.
It also includes the St Lawrence Seaway, the Great Lakes and rivers (such as the Mississippi) which
are accessed by shipping. The ECA’s exact co-ordinates are contained in the IMO Circular
MEPC.1/Circ.723.
Ships operating in or entering the North American ECA-SOx on or after 1 August, 2012, will need
to have on board sufficient compliant fuel oil (1.00% m/m maximum sulphur content) and bring it
into use as required.
Ships entering the ECA-SOx before this date will need to ensure that compliant fuel oil is brought
into use no later than 00:00 hrs on 1 August, 2012. Lloyd’s Register recommends that this fuel
change-over is recorded in the same way as if the ship was entering an ECA.
(Referance LR Circular No. 11/2012)
Two different trace on the world by wind and by fuel . Page 12
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Page 13 Sayfa
Chemfleet Bulletin Sayı 2 - Haziran
Issue 7— May 2012 Sayı 3 - Ekim
Inspection Analysis ‐ 1st/Q 2012 Page 13
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Page 14 Sayfa 16
Chemfleet Bulletin Issue 7— May 2012
Analysis of SIRE & CDI Inspection Observations 1Q 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 Sayfa 16
Chemfleet Bulletin Issue 7— May 2012
Most Important SIRE Inspection Observations—1Q /2012 MOST IMPORTANT OBSERVATIONS OF THE 1 st QUARTER 2012
No
1
SIRE
Ref
8.97
Obsevration/Root Cause&Preventive Action
The cargo hose annual pressure test was not carried out as required in the ISGOTT
with elongation measurements.
Root Cause and Preventive Action :
1.The company has clear procedure and guidelines for annual testing of the cargo hoses
(ism form 3401). The cargo hoses one of the most critical equipment during cargo
handling both static electric and possible pollution reasons. The vessel should ensure
that available cargo hoses in acceptable specifications by testing as required in the ism
form 3401. Additionally regular meger test to be carried out before each use. The off
spec cargo hoses should be taken out from service and to be clearly marked as “NOT IN
USE”.
2
6.14
The portable air driven pump located at the after end of the maindeck to deal with
small oil spills discharged to the port manifold drip tray, and not to a closed
container as required. The vessel had a fixed pump located at the after end of the
maindeck with fixed suction piping to either side, which discharged to the deck slop
tank, however the diaphragm for the pump was damaged rendering it unusable. A
portable air driven pump was being used until a new part for the fixed pump was
installed.
Root Cause and Preventive Action :
1.Air driven pump is one of the important part of the oil spill kit. In fleet vessels there
are fix air wilden pumps located on deck with discharge pipes to the residue tanks.
These pumps should always to be earthed to the vessel structure to prevent static
electricity hazard.
2. Air driven pump to be readily available for immediate use on deck. Supply air to be
kept open and the pump to be tested before cargo operation
2.In the case of any failure in the fix pump, this one to be replaced with spare one.
However the discharge pipe to be connected to the enclosed tank. Transferring to the
open area such as spill tray etc shall not be allowed.
3
8.39
The pressure sensor alarms for the SOLAS secondary venting system were
incorrectly set. The P/V valves operated at +2100 mmWg, and the alarm points
were set at 1700 mmWg instead of the correct value of 2310 mmWg. The figure
of 1700 mmWg was to be used if a vapour return line was connected.
Root Cause and Preventive Action :
1. The excessive vacuum and positive pressures in the cargo tanks may cause structural
damages. The alarm settings should be carried out as per company policy and poster,
which already posted in the CCR. The visual and audible alarms should be always in ON
position to monitor pressure abnormalities.
2. Officers should be familiar to the alarm handling. In the case of the an alarm
sounded, rate should be reduced immediately in the subject tank and tank pressure to
be bring to the acceptable values. Audible and visible alarm shall not be inhibited and
cargo operations shall be carried out under acceptable parameters.
Page 15
Our goals are zero incident , zero pollution and zero detention.
Page 16 Chemfleet Bulletin Issue 7 — May 2012
Sayı 3 - Eikm
Key Performance Indicator / 1Q 2012 1Q 2012 Incident Analysis Page 16
Our goals are zero incident , zero pollution and zero detention.
Page 17 Chemfleet Bulletin Issue 7 — May 2012 Sayı 6
3 -Kasım
5–
Subat
Eikm
1Q 2012 Accident Analysis 1Q 2012 Analysis of Near Misses AS A RESULT OF ABOVE ANALYSIS , OBSERVED NUMBER OF NEAR MISSES NOT
SUFFICIENT. EVEN 80% OF ACTUAL INCINDENTS HAPPENED DURING MOORING AND AND
64% OF ACCIDENTS HAVE BEEN OCCURED AY MAIN DECK.
THEREFORE CREW SHOULD BE FOCUSED ON MAIN DECK AND MOORING OPERATIONS
FOR HAZARDOUS SITUATIONS/ NEAR MISS REPORTING .
MASTERS ARE REQUIRED TO ENCOURAGE OFFICERS AND CREW FOR MORE REPORTING
FM MAIN DECK/MOORING OPERATIONS.
Page 17
Our
Page 18 Chemfleet Bulletin Issue 7 — May 2012 Sayı 3 - Eikm
1st Quarter 2012 Fleet Near Miss Reporting BY THE END OF 1ST QUARTER 2012 NUMBER OF
NEAR MISS REPORTING FROM FLEET HAVE BEEN
INCREASED SIGNIFICANTLY.
THANKS FOR FLET MASTERS AND CREW FOR
THEIR INCREASED SAFETY AWARENESS AND
SAFETY CULTURE .
WE ARE SPECIALLY THANKING FOR MASTER
AND CREW OF ;






MT DUMLUPINAR,
MT MED ATLANTIC
MT DENIZ A
MT ZEYNEP A
MT YM VENUS
MT YM MARS
‘FOR THEIR STRONG SUPPORT TO HELP US
CATCH OUR TARGETS ON NEAR MISS
REPORTING.
Page 18
Our goals are zero incident , zero pollution and zero detention.
Page 19 Chemfleet Bulletin Issue 6 — February 2012 Sayı 3 - Eikm
GOOD & BAD PRACTICE Page 19
Our goals are zero incident , zero pollution and zero detention.
Page 20 Sayfa
Sayfa 18
18
Chemfleet Bulletin Chemfleet Haber
Issue 7— May 2012
Company Circulars, Feedback & Safety Alerts CIRCULAR
To
03/ 2012
03.04.2012
: All Company Vessels
Subject : Crew Near Miss Reporting System
Dear Captain,
This circular has prepared to present near miss reporting system. In the new system, 0806 forms records which has blank copy attached to the e-mail, crew near miss report collect in the Near Miss Report Box. This box keys are kept by Master and only Master can open this box weekly.
Master has to add report details to the VMP and reported crew’s name has to the system. End of the
contract, his/her positive attitude to the near miss system takes place on his performance report. Number of his near miss reporting shows his safety culture and safety awareness level, it will affect on his
career.
This project is prepared to get the near miss easily, last year we could not get our key performance
level. This system aims increase the number of vessel’s near miss reports to build more safe job environment. Report result analysis to eliminate risk and to find the core subject. This will also eliminate
risk factors.
This system has 2 main elements;
These are;
Crew Near Miss Case Reporting Box: This box appears like mail box, it is white and locked box.
This box keys kept by the Master and at the end of the month only Master check box. Totally 3 box
has to placed accordingly below;
- Officer Room
- Crew Room,
- Enginee Control Room,
This box lid face has to template with "CREW NEAR MISS REPORT BOX" message with red
paint. Beside every box has to identify with number (also keys)
Form 0806 Crew Near Miss Case Reporting Form : This form will be used by crew who want to
fill near miss reports, this form usage will explain to the all crew. Pen has to take place next to the
near miss report box. At this point blank forms has to take place on there.
2nd Officer responsible to the Officers Room’s blank copies and 2nd Engineer responsible to the Engine Room and Pumpman responsible Rating’s copies, if it has not enough copy, 2nd Officer supply
copy.
Additionally; every beginning of the week 2nd Officer will count the blank copies and he has to be
sure that 20 blank copies has to be there.
Page 20
Our goals are zero incident , zero pollution and zero detention.
Page 21 Sayfa
Sayfa 18
18
Chemfleet Bulletin Chemfleet Haber
Issue 7 — May 2012 Dear Captain;
1. This system has to start as soon as box has arrived to the vessel.
2. When the box has arrived and system settled please send a confirmation message to the office.
Please also arrange a safety meeting to clarify system. How many new miss report submitted on his
contract period that shows in the performance report and it will be positive aspect for his/her next
contract. His reporting performance number affects his career development.
3. Organising a training to maintain the effective usage of form 0806 by the crew; in which how to fill
the form is clarified.
4. There are 2 keys for each boxes. The keys should be marked according to the box numbers. The
boxes should be opened by Master in every weekend and the forms inside should be assessed. The
backup keys are in the office and hanging locks may be used in the case of loss of the keys.
5. The name, surname and rank of the crew should definitely be mentioned as the “Reporting Crew”
while weekly adding of the “Crew near miss reports” to the VMP.
6. The number of near miss reports submitted by the crew with 0806 form, should be discussed in
monthly safety meetings.
7. The number of reports provided by the crew with 0806 form, should be mentioned in his crew
evaluation report.
8. This system will definitely not prevent standard near miss reporting, it will continue as usual.
9. In the previous applications it has been noticed that some crew use the system for informing complaints or crew request instead of near miss reporting. These reports should not be added to the should
be retrained about near miss referring system and its subjects.
If you have need any additional information please contact with Marine Manager.
Best Regards
DPA
Altug Toprakçı
Page 21
Page 22 Sayfa 19
Chemfleet Bulletin Issue 6 — February 2012
Sayı 3 - Ekim
Safety Alert SAFETY ALERT 2012-08
18.04.2012
To : All Company Vessels
Subject : Preventing Falls on Stairs / Loss Time Injury!!!
Dear Captain,
There have been reported 1 LTI and 1 MTC classified injuries casued by fall fm Stairs. One of them has
resulted with a strained finger and other resulted wit a bruised leg. Although not resulted with a serious
injury, they could very easily have resulted in something more serious result like Partial Permanent
Disability or Total Permanent Disability or Fatality! Frequency of LTI incidents are very rare in our
company. Therefore we decided tot ake your attention to this subject.
Investigation of subject LTI incident has just comleted and it appears that those fall fm stairs injuries
have been occured due to inproper going down fm stairs.
Falls on stairs can be a major threat to health, independence and confidence. The physical consequences
can be serious, including soft-tissue damage and broken bones — especially hips. Other serious
consequences — particularly for older people — can be psychological effects, such as lowered
confidence and a loss of a feeling of safety, which might further reduce healthful mobility and activity.
Many people never fully recover from the consequences of a fall.
During the investigation followings has been observed:
- Subject stair to forecastle is at 55 degree angle inclined,
- During the incident forecastle lightining was very good, Stairs, handsrails was in good condition, he
was wearing proper safety shoes, no any physical/environmental negative effect.
- He was in rush to go down stairs
- Tool which carried by duty officer was around 5 kg.
- He was holding the handrails with one hand and holding the tool with other hand and was trying to get
down by face fwd position. he could not handle the tool and slipped fm stairs.
As per the Professional studies there are 3 contributing factors to lead falls fm stairs.
Environmental factors ; include poor design, construction and maintenance of stairs; nonexistent or
dysfunctional handrails; poor lighting; and other visual features of stairs such as tread surfaces.
Behavioural factors; include lack of concentration, carrying something while using stairs, unsuitable
footwear( nont to wear safety shoes), unfamiliarity with the stairs (although most stair related injuries
occur on stairs with which the fall victim is familiar) and decisions whether or not — and how — to
modify or maintain the stairway environment.
Lesson To be Learnt : If he go down the stairs by backwards ( face to astern) position and/or if he does
not carry and lower the tool (5 kg) by a heavingline and hold the handrails by both 2 hands; this injury
could be avoided.
Following Causes found as a result of Analysis of LTI Accident :
Immediate/Direct Causes:
1. Rushing up or down stairs to do something in urgency
2. Not holding the handrails
3. Carrying objects on the stairs
4. Going down on a steep stairs at inproper position
Page 22
Our goals are zero incident , zero pollution and zero detention.
Page 23 Sayfa 19
Chemfleet Bulletin Issue 6 — February 2012
Sayı 3 - Ekim
Preventive Actions :
1. Revision of SMS : Company SMS / procedures have been reviewed. There is no any clear
guidance on get down fm the stairs/ladders on bacward position even this is part of good seaman
practice.Therefore followings will be added to SMS:
- 8.8.2 Stairs And Walkways: added " As a good seaman practice, Consider get down fm ladders/
stairs on backwards. Trying to get down fm stairs/ladders on face forward position may cause falls
down which resulted with serious injuries.
Manual Lifting while on too steep vertical stairs/ladders: Recommended to Hold the handrails with
both hand, do not handle any object/material while climbing/get down to vertical ladders/stairs, Use
heaving line to lower or heave up heavy weights and large items,"
- SOM ch 8.10.7 Entering ForeCastle : added " Forecastle stairs may be too steep and carry a risk of
fall. As a good seaman practice, Consider get down fm ladders/stairs on backwards. Trying to get
down fm stairs/ladders on face forward position may cause falls down which resulted with serious
injuries.
- SOM ch 8.8.2.1 Preventing Falls on Stairs/ Environmental and Behavioural Factors "
2. Safety Posters : Safety posters will be designed to remind consideration of go down the stairs
backward position and using both hands. This posters will be posted both end of the more steep
stairs.
3. Safety Alert : A safety alert will be issued on this matter and new procedures will be menationed
on this safety alert.
4. Training : Crew on board the flet ships, will be trained on New procedures and poster and on
good seaman practices to climb/go down the stairs/ladders on board the ship..
Actions to be taken by Masters:
1. Please hold Safety Committee to discuss above items . Discuss the main rules relating do not
in rush at stairs, consideration using both hands to hold handrails, Never carry objects on
stairs if they require use of both hands or block the view and Always walk down the steep stairs
on backward position!
2. Please arrange a specific crew training on above new procedures specially on SOM ch 8.8.2.1
Preventing Falls on Stairs/ Environmental and Behavioural Factors.
3. Please post the attached safety posters to both end of steep stairs
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 23
Page 24 Sayfa 20
Chemfleet Bulletin Issue 7 — May 2012
CIRCULAR CIRCULAR 02 / 2012
25.02.2012
To : All Company Vessels
Subject : New adopted STCW regulations and Prevention of Fatigue.
Dear Captain,
Please be advised that STCW Manila Ammendments have been inforce by the 1st January 2012.
There is some significant changes by this Ammendments. Main aim of Manila Ammendments is to
minimise seafarers fatigue.
Fatigue is seen as a significant contributory factor to many incidents in the shipping industry1. To
minimise fatigue, legislation regarding seafarers’ hours of rest has been in force for many years and
is monitored and controlled in accordance with Flag State legislation, enforced through Port State
Control procedures. However, overall enforcement measures have generally been ineffective.
After the inforcement Manila Ammendemnts OCIMF has isued the circular "Recommendations
Relating to the Application of Requirements Governing Seafarers Hours of Work and Rest". This
circular has been attached to this letter for your guidance. Also here following some highlights of
important sections.
Most of the MOC's have been alerted by this circular and take the preventative actions as per the
OCIMF recommendation. Here attached an important Safety Alert from Shell regarding "prevention
fatigue". It is clearly stated on this alert letter that " Non Conformance or Evidence of false record
may leadto vessels being UNACCEPTABLE for Shell group use. " It means that any observation
fm PSC or a vetting nspection will be considered as HIGH RISK and vessel will be taken to
HOLD .
While some flag states moved on from STCW by legislating for the International Labour
Organization (ILO) Convention 180 some years ago, others will align with MLC/STCW following
the entering into force of the STCW Manila amendments on 1st january. Here below some
critical changes and definitions:
Page 24
Page 25 Sayfa 21
Chemfleet Bulletin Chemfleet Haber
Issue 7 — May 2012 Here below some critical changes and definitions:
Musters and drills
the text of the amended STCW is aligned with ILO/MLC in stating
that musters and drills should be conducted in a manner that minimises
the disturbance of rest periods. This indicates that musters and drills
are to be treated as ‘work’. However, some administrations have taken
the text to indicate that taking part in a muster or drill should not be
considered an interruption to a rest period.
Recommendation
wherever possible, it is recommended that musters and drills are held
so as to minimise disruption to rest periods, recognising that a nonconformance as a result of an individual’s attendance may be
inevitable. In cases where a rest period is interrupted, individual
records should indicate the time spent as a ‘work’ period to ensure the
seafarers are adequately rested through subsequent work periods.
THEREFORE ALL DRILS SHOULD BE CALCULATED AS WORKING HOUSR AND
ADDED TO RECORDS ACCORDINGLY
Watch System:
A two watch system, such as 6 on/ 6 off, will provide short-term compliance although technical nonconformances will occur during each rest period under both the STCW and MLC Conventions. In
addition, any period of additional work will result in significant non-conformances during subsequent
work periods. As a result, it is recommended that any period of 6 on/ 6 off is limited to a short duration
and the impact of any recurrence should be taken into account. Where 6 on/6 off watch systems are
regularly employed, other mitigating measures should be considered, such as short tours of duty or the
provision of extra manning. It should also be recognised that some administrations may consider the
practice unacceptable.
THEREFORE 6 ON - 6 OFF WATCH SYSTEM HAS BEEN PROBITED ON BOARD THE
CHEMFLEET VESSELS.
Non-conformances
record keeping and analysis is aimed at identifying compliance with the
regulatory requirements and any associated periods of non-conformance. The
regulations do not address how non-conformances should be assessed and
this has led to varying interpretations by authorities and software providers.
Recommendation
non-conformances that occur during hours of work may contribute to fatigue.
Technical non-conformances that occur during seafarers’ hours of rest are
unlikely to contribute to fatigue and should not be considered.
For example, in the following graphic, the 4 to 8 watchkeeper works an
additional 1 hour on day 2 from 1100 to 1200. Under some interpretations of
‘any 24 hours’, this results in a non-conformance which occurs during the
subsequent uninterrupted rest period from 2200 to 0400. Such nonconformance should not be recorded.
THEREFORE WATCH SYSTEM 6 ON - 6 OFF HAS BEEN PROBITED ON BOARD THE
CHEMFLEET VESSELS.
Page 25
Page 26 Sayfa 22
Chemfleet Bulletin Issue 7 — May 2012
Day Workers :
Dayworkers are generally viewed as being relatively straightforward when managing their work/rest
periods. However, callouts and the response to alarms will impact on their ability to comply with
minimum rest period requirements. In addition, the need to undertake routine rounds will further
complicate matters. Good planning and, where necessary, the adoption of compensatory rest periods
will serve to limit the number of recorded non-conformances. and, where necessary, the adoption of
compensatory rest periods will serve to limit the number of recorded non-conformances.
Dear Master ; Pls be advised that in accordance with the above changes, incompliance with resting hours may Lead detention of the vessel, Rejection fm MOC's and high penalties by PSC's.
Please conduct a special safety meeting until 1st March 2012 and discuss followings with crew:
1. Drill and Trainings should be calculated as working hours and added to records accordingly.
2. Two watch system 6 on - 6 off is not allowed anymore and prohibited onboard the Chemfleet vessels.
3. Crew Should alert their onboard managers (Senior Officers) at the risk of non conformance with
working hours.
4. Master is full authorized to stop/suspend operations to avoid a potential accident, if observes a serious fatigue on crew.
5. All records should be entered to ISF Watch keeper software on daily basis. The accuracy of the records can be compared with other ISM files and log books.
6. Any Non Conformity regarding to Resting hours should be reported to DPA immediately when
observed.
7. Pls evaluate your ships's extra working hours requirements due to trade congestion and present
working hours conditions. Advise your comments with a specail safety meeting report till 1st March
2012.
Best Regards
Altug Toprakçı
Fleet Manager
Page 26
Our goals are zero incident , zero pollution and zero detention.
Page 27 Sayfa 22
Chemfleet Bulletin Issue 7 — May 2012
CHEMFLEET MEETINGS & ACTIVITIES All participant from ITU have fol‐
lowed Cpt. Ahmet Haznedar and Cpt. Ufuk Cetiner’s speech about marine industry’s and chemical tanker develop‐
ments and indus‐
trial expectations from the new officers. Traditional Chemfleet Professional Knowledge and experience share meetings has
completed with participation of Istanbul
Technical Faculty (ITU) in 5th of May
2012. Chemfleet personnel, ITU students
and shipping industry’s well-known people
have attended to the meeting.
On the meeting, marine industry’s new
requirements and necessity, career planning
and training outline have discussed. Faculty
students have met with weel known maritime journalist Mr. Murat Erdoğan and had
a pleasant conversation.
All participant from ITU have followed Cpt. Ahmet Haznedar and Cpt. Ufuk Cetiner’s speech about
marine industry’s and chemical tanker developments and industrial expectations from the new officers.
Students questions replied from professional and Chemfleet Managers and then barbecue party started
which has prepared by Vessel’s cook.
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.