information sharing bulletin

Dear Premuda's fellows,Dear Premuda's fellows,Dear Premuda's fellows,Dear Premuda's fellows,

The challenge of our Company towards the world economic crisis continues and two new ladies have entered Premuda’s family: we all together welcome the Four Smile and the Four Wind, two tankers vessels which surely will grant our Com-pany new “blood” and future successes.

An exhaustive article has been prepared by the Fleet Director and it’s contained in the “Vessel in the Hurricane” section: good reading to every-one!

And good luck to the two ladies for their future lives under Premuda’s flag!

We need to spent again some words on the inci-dents and near misses received by our vessels. Quite often, the reports are not really individuat-ing the required elements/evidences to define an observed situation as a "near miss" .

As Company has highlighted in several occa-sions, a Near Miss is basically an incident with-out consequence or a potential incident that likely did not happen since the coincidences that could have caused the incident were not pre-sent.

We would recommend ships commands and staff to carefully read the guidelines and the Procedures set by Company on the correct iden-tification of a near miss and avoid to consider those events which are not providing any addi-tional help to Company in the analysis of the Near Miss and neither are included in the mean-ing of the same.

We remind that the concept of the “ NEAR MISS REPORT” is to learn from situation where an incident “ALMOST” happened so that real inju-ries, environmental or property damages can be prevented.

In this edition, the Commercial Issues section is mainly addressed to the definition of “deviation”

The selected closed casesThe selected closed casesThe selected closed casesThe selected closed cases

In this Issue:

• Few words on a Quality System

• Commercial issues: the duty to proceed without deviation

during the carrying voyage

• The new entries under Company management: the Four

Wind and the Four Smile

• The Academic Lesson: the costs of the environmental com-

pliance

Information Sharing Bulletin

is published by:

Premuda SpA - SQE Dept.

Email: [email protected]

Collection of selected Collection of selected Collection of selected Collection of selected

closed cases closed cases closed cases closed cases

Vetting IssuesVetting IssuesVetting IssuesVetting Issues

Commercial issuesCommercial issuesCommercial issuesCommercial issues

Remarks to be sharedRemarks to be sharedRemarks to be sharedRemarks to be shared

Lesson’s bearingLesson’s bearingLesson’s bearingLesson’s bearing

Information Sharing Bulletin

Summary:Summary:Summary:Summary:

§ Two near misses demonstrating clear lack of safety culture § Two near misses demonstrating clear lack of safety culture § Two near misses demonstrating clear lack of safety culture § Two near misses demonstrating clear lack of safety culture

§ One machinery failure involving mooring winch and implicating Customer satisfaction § One machinery failure involving mooring winch and implicating Customer satisfaction § One machinery failure involving mooring winch and implicating Customer satisfaction § One machinery failure involving mooring winch and implicating Customer satisfaction

§ One case of drunk crew member§ One case of drunk crew member§ One case of drunk crew member§ One case of drunk crew member

§ One near miss during bunkering operation with a potential pollution impact § One near miss during bunkering operation with a potential pollution impact § One near miss during bunkering operation with a potential pollution impact § One near miss during bunkering operation with a potential pollution impact

www.premuda.net A workplace with no injuries

Please, send any comment

to the Editor:

[email protected]

Lesson LearnedLesson LearnedLesson LearnedLesson Learned

Issue n° 11

August 2009

and to the duty to proceed without any deviation during the carrying voyage.

The Academic Lesson is considering the costs of the environmental compliance (underlining the effects of the new regulations entering in force), while some words on a quality management sys-tems and the provisions of the ISO 9001 code are described in the “Remarks to be Shared” section.

Enjoy your reading!

By G. Mortola

Academic lessonAcademic lessonAcademic lessonAcademic lesson

The near miss analysed is mostly a lack of supervision and safety culture. Ship’s crew should be better indoctrinated by Senior Officers about safety: ship has to be a workplace where no injuries occur. Heads of Departments and Safety Officers should encourage crew to prevent any unsafe condition, jobs should be supervised to prevent any unsafe act or condition. The Head of the Departments should also ensure that equipments are in good order and appropriate for the work before their use.

Selected closed cases

The near miss occurred during bunkering operations carried out on 7 may and was timely closed by Com-The near miss occurred during bunkering operations carried out on 7 may and was timely closed by Com-The near miss occurred during bunkering operations carried out on 7 may and was timely closed by Com-The near miss occurred during bunkering operations carried out on 7 may and was timely closed by Com-pany after one week.pany after one week.pany after one week.pany after one week.

Pagina 3

The Near Miss occurred in Nantong, while vessel was in Drydock, under conversions works from tanker The Near Miss occurred in Nantong, while vessel was in Drydock, under conversions works from tanker The Near Miss occurred in Nantong, while vessel was in Drydock, under conversions works from tanker The Near Miss occurred in Nantong, while vessel was in Drydock, under conversions works from tanker to bulk carrierto bulk carrierto bulk carrierto bulk carrier


The near miss is a typical case of lack of experience and knowledge. An old and broken ladder was left on board: equipments have to be checked before their use and dis-posed off in case of broken/missing parts. Ships Commands are invited to strongly encourage safety behaviour on board, principally to new crew members.

The machinery failure reports the problem occurred during berthing manoeuvring. Hydraulic oil in the oil tank reached a high temperature which caused the thermostat sensor to stop the mooring operations thus caus-ing a delay in berthing and possible problems to the Charterers. Company reminds that as far as the Com-pany business is related, the Charterers are the Customers to whom the Company has to provide its best ser-vice. Therefore, Company and vessels should meet Customer requirements and strive to exceed Customer expectations. Maintenance done in proper and timely way can prevent similar occurrences to happen.


The machinery failure is of particular importance not for the failure itself which is relatively simple, but con-The machinery failure is of particular importance not for the failure itself which is relatively simple, but con-The machinery failure is of particular importance not for the failure itself which is relatively simple, but con-The machinery failure is of particular importance not for the failure itself which is relatively simple, but con-sidering its implications under the ISO 9001 code (Customer satisfaction).sidering its implications under the ISO 9001 code (Customer satisfaction).sidering its implications under the ISO 9001 code (Customer satisfaction).sidering its implications under the ISO 9001 code (Customer satisfaction).

The incident implies again the discovery on board of a drunk crew member. Unfortunately, some other cases were discovered on board of our vessels during the past period. Company commands are invited to “stress” ship staff in enhancing health on board vessel and protect crew safety from potential hazards that might arise in performing duties under alcohol and drugs effects. Company reminds that our Policy is to have “dry vessels” and it’s most important for Masters to individuate any bad example on board and to provide for immediate disembarkation. Prompt information should be passed to the Company, enabling the same to provide for adequate claim and complain to the responsible manning company.


Another occurrence of drunk crew member found on board.Another occurrence of drunk crew member found on board.Another occurrence of drunk crew member found on board.Another occurrence of drunk crew member found on board.

Pagina 6

The near miss occurred on march 2009 and was closed on june of the same year, after a deep investiga-The near miss occurred on march 2009 and was closed on june of the same year, after a deep investiga-The near miss occurred on march 2009 and was closed on june of the same year, after a deep investiga-The near miss occurred on march 2009 and was closed on june of the same year, after a deep investiga-tion by the shore team.tion by the shore team.tion by the shore team.tion by the shore team.


The analysed near miss luckily did not produce any pollution. The Company analysis reported some inac-curacy in developing the procedures for the bunkering operations. The Risk Assessment done by the ves-sel before the operations was not considering all the potential hazards and all necessary controls were not clearly identified. Company reminds that a correct and precise Risk Assessment is the most useful tool to identify hazards and control the risk for the operations to be carried out. Precise entries and correct identification are necessary to prevent undesired events during shipboard operations.

The vessel in the “hurricane”

New crude oil and product tankers joining Pre-New crude oil and product tankers joining Pre-New crude oil and product tankers joining Pre-New crude oil and product tankers joining Pre-muda fleet in May and July 2009muda fleet in May and July 2009muda fleet in May and July 2009muda fleet in May and July 2009

“ Sailing with new Winds and Smiles with “ Sailing with new Winds and Smiles with “ Sailing with new Winds and Smiles with “ Sailing with new Winds and Smiles with Premuda fleet” Premuda fleet” Premuda fleet” Premuda fleet”

Hello and welcome back to everybody.

Again this month we are not going to resume our talks about a “vessel in the hurricane” but in-stead to complete the introduction to the Com-pany new vessel projects joining the fleet we started last months.

In this case, making a joke out of the two new vessel names, we can say that “new Winds and “new Winds and “new Winds and “new Winds and Smiles”Smiles”Smiles”Smiles” joined the Company fleet.

We wish our new ladies a long and prosperous life!

The Fleet Director comments:The Fleet Director comments:The Fleet Director comments:The Fleet Director comments:

As You all might already know, Premuda has in 1998 started a quite intensive tankers newbuilding program at Samsung Heavy Industries with the aim to provide new breeds to the Company fleet by replacing aging and non commercially attrac-tive tonnage with new vessels representing ship technology state of the art while at the same time allowing easiness of management and maintenance.

The program started by defining with Samsung design office a standard design complying with Premuda commercial percep-tion of the tankers market and at the same time providing high technology and technically reliable double hull tankers incorpo-rating safety and control system features well in advance of the standard shipyards design and of the international regula-tions.

The first group of ships ordered back in 1998 was composed of four Panamax crude oil tankers of 72,500 MT dwt, the con-tract of the fourth of which was later converted in year 2000 into a double hull 160,000 MT dwt Suezmax crude oil tanker, due to the Company management decision to look for more commercially profitable tankers sizes.

At the time of the contract change actually the marked showed that Suezmax vessels, a consistent section of the tankers seg-ment, were the tanker tonnage with highest average age and therefore newbuildings of this size would have been very at-tractive in short time.

The vessel design was developed from an existing SHI stan-dard design of 150,000 MT dwt which was reworked in order

to increase the maximum vessel intake up to 160,000 MT dwt and provide a more commercially attractive vessel.

Hull forms were redesigned according to the new vessels dimensions which stretched up to the maximum allowable for this vessel standard size and the new hull forms model tested at the Samsung Model tank test basin in Taejon. The ship model towing and auto propulsion tests showed a good performance of the new hull forms and therefore the design became the new SHI standard 160,000 MT dwt Suezmax tankers design.

MT “Four Smile”MT “Four Smile”MT “Four Smile”MT “Four Smile”

The M/T “Four Smile” as the vessel was later to be named, took then officially the place of the fourth Panamax tankers as SHI HN 1272 and the vessel design structural and ma-chinery plans submitted for approval to the Company new-building office.

The vessel construction started in 2000 at SHI Koje shipyard, erection being carried out in Dock Nr. 3 (the largest of the shipyard having a 1,0 Mil. tons dwt capacity) the vessel being scheduled for delivery in 2001. The Company management decided for a new nice name for the vessel (“Four Smile”) and accordingly a special bow crest with the familiar “smiling face” was created for the purpose , the first ever bow crest to be applied to a Premuda vessel.

Since Premuda was at the time (and is still now) looking for new long term business and investment opportunities, upon starting to look for a profitable chartering employment of the vessel with a few customers, one good opportunity arose with the German Shipping Company Ernst Jacob that provided for


the sale of the vessel to them upon delivery from the Ship-yard and chartering it back by Premuda for eight full years since delivery, with Premuda being granted the “buy back” option at the end of the eight years charter contract at sales price that was fixed at the time by calculations from the ac-tual market value.

The contract scope was approved by Premuda management and the vessel sold to Messrs. E. Jacob upon delivery from SHI, which took place as anticipated in early June 2001, the “Four Smile” immediately entering the T/C with Premuda.

And now back to 2009, upon confirmation by Premuda that the purchase option would have been confirmed at the estab-lished price, back in 2007, the vessel delivery to Premuda would have occurred at the end of the T/C contract which actually occurred in May 2009…. but this is recent history as we all know and this charming (and big…) young lady has joined the owned and managed Company fleet she was or-dered to be a part of after eight years of good commercial service.

As far as the technical characteristics of the unit are con-cerned, I would like to briefly summarize them as follows:

The Four Smile is a standard design double hull Suezmax crude oil tanker, with flush deck and accommodation block/wheelhouse positioned aft.

The vessel cargo area is divided into six pairs of cargo oil tanks + two slop tanks, separated by longitudinal centerline and transversal plane bulkheads. Cargo tanks under decks

and ceilings 1,7 m down , bottoms and bulkheads 1 m up are fully painted with epoxy coating in order to prevent pitting and corrosion by IGS condensate on these very much ex-posed areas. Twelve pairs of ballast tanks of LLLL shape which create the dou-ble bottoms and sides are fitted for the whole length of the hull cargo area and aft HFO tanks.

The cargo handling system is a conventional type based on three sets of steam turbine driven vertical centrifugal pumps having 3,800 cu.m /each capacity x 120 m w.c., the system is fitted with an automatic self stripping system made by Shinko Japan.

Steam for the cargo pumps turbines and for cargo tanks heating (through al bras coils) is generated by two sets of

vertical cylindrical water pipe boilers made by Aalborg each having 35 tons/hr saturated steam capacity at 16 bars pres-sure.

The ballast system is based on two sets of steam turbine driven vertical centrifugal pumps having 2,000 cu.m/hr ca-pacity each at 25 m head.

The cargo and ballast handling system operations are re-motely carried out from a CCR fully fitted all pumps and valves control systems, radar beam level gauges for the cargo tanks, air pressure level gauges for the ballast tanks and draft gauges, cargo tanks hi level and overfill alarms and all other remote alarm and control system for the cargo an ballast systems and spaces: ballast tanks gas sampling sys-tems, cargo tanks temperature interfaces, VECS , IGS control panel (IGS is flue type with fans capacity 50% of total each) and other safety systems as required by International regula-tions, USCG CFR applicable for foreign vessels trading in U.S. waters, Exxon Mobile minimum safe criteria as applicable to chartered ships.


Ship mooring system in full compliance of OCIMF requirements for vessel above 150,000 m T Dwt including fittings required for off loading tanker in case of side by side lightering.

The vessel propulsion system is based on one set of marine type, single acting, turbocharged two stroke diesel engine built by Korean licensee of MAN B&W, type 6S70MC, having an MCR of 22,920 Bhp at 91 rpm, directly coupled to a four blade Ni al Bronze fixed blades propeller, enabling the vessel to sail at a speed of 15,2 Kn at 90 MCR in design draft condi-tions (i.e. 148,000 m. tons at 16 m draft).

Power supply for the vessel services is provided by three sets of Yanmar 4 stroke HFO burning type diesel generators each having a power output of 900 Kwe.

The vessel is qualified by ABS with unattended engine room notation ACCU.

Main engine and diesel generators are fully compliant with Marpol Annex VI, NOx emission regulations Tier I.

The vessel is able to accommodate a full complement of 30 persons in single berth cabins with private toilet/shower units, is fully equipped with a redundant capacity air handling and A/C units.

Life boats and safety equipment fittings suitable for 30 per-sons complement, according to applicable safety international and Italian Flag Administration regulations; the vessel being fitted with two 30 persons capacity conventional type totally enclosed life boats, with gravity type davits.

MT “Four Wind”MT “Four Wind”MT “Four Wind”MT “Four Wind”

The M/T “ Four Wind” has joined Premuda fleet on 16th July and she is the tenth tanker that has been built by the Company at Samsung.

This vessel as well as her three sister ships (MM/TT “ Four Sky”, “Four Tide” and “Four Sea” to be delivered in 2010, 2011 and 2012 respectively) are among the latest and most modern tankers design available worldwide and represent the natural evolution of the tankers technical and management experi-ence of Premuda S.p.A. by combining new design features to-gether with well proven tanker design features, jointly devel-oped between Premuda and SHI.

The general design of the vessel is based on that of the two previous Aframax 113,500 MT Ice class 1A Aframax crude oil tankers delivered in 2006 to Premuda (MM/TT “Four Antarc-tica” and “Four Atlantica” ) and currently under a eight year bare boat charter contract to Stena Bulk, incorporates many innovative features, among which that of being the largest class of product tankers as far built.

The hull structure design change from Ice class to conven-tional ship has allowed for a decreasing of the ship lightweight notwithstanding the application of the new IACS CSR (common structural rules ) so that the deadweight has been increased to 114,700 MT.

This new type of coated large Aframax vessel is now called LR2 and is intended to be employed together with her sisters, in a

commercial pool managed and led by Teekay, by far the larg-est Aframax tankers operator in the world.

The scope of the LR2 pool is to provide traders with a special market niche represented by these large product tankers, so far only a few of them being available.

As You all know Premuda S.p.A. has an important partner in this new investment and commercial venture on a 50% share basis: Messrs. Ignazio Messina S.p.A. one of the oldest Italian shipping companies who decided as well to follow Premuda in this new investment program.

The vessel and her sisters have and will be taken over by Four Jolly, a new shipping Company founded by the two partners, where Premuda has been appointed as the technical and op-eration manager of the new vessels.

This is a great opportunity we have to confirm our manage-ment system and the full commitment of all our personnel on board and ashore in getting good operating results for the Company fleet, that will be appreciated also by other Shipown-ers and operators to whom we will have to demonstrate our capabilities in full.

I am sure of the outmost commitment of all of us in attaining this very important task that will enforce as well our Manage-ment confidence in the good work quality we provide.

Coming back to the technical description of the vessel main features and characteristics, we can summarize those as fol-lows: the vessel is built under ABS class with the new CSR and Safehull SM notations so far representing the highest class notation available for vessels being constructed under ABS class. The tanker is a flush deck Aframax type double hull tanker of the latest design, i.e. having a beam of 43,80 m allowing a quite shallower draft at a similar intake, compared with that of 42 m beam Aframaxes. The vessel layout is based on six pairs of cargo tanks subdivided by transversal and longitudinal cen-ter line plane bulkheads.


The cargo tanks are fully coated with a pure epoxy coating system applied after full grit blasting of the cargo tanks sur-faces after outfitting completion.

All internal tanks fittings and equipments are wither epoxy coated or in Stainless steel according to specific requirements for this type of vessels.

Two slop tanks and one residual water tank are fitted aft of the cargo tanks area. Ballast is carried in six pair of double bottom and side tanks fully enveloping the cargo area and the aft HFO tanks. Fore and aft peaks complement the list of the ballast water compartments. The cargo and ballast tanks have been fitted with the PMA (permanent means of access) platforms in way of the upper parts of all tanks transversal and longitudinal bulkheads in order to allow for easier and permanent access to these areas for ESP surveys.

The vessel is able to carry three type of cargo with full two valves segregations; cargo handling system being based on three sets of vertical centrifugal steam turbine driven cargo

pumps having 3,000 cu.m/hr capacity each at 135 m head, fitted with fully automated self stripping system.

Two electric driven ballast pumps of 2,000 cu.m/hr capacity handle the vessel ballast system. Steam for the cargo pumps turbines and for cargo heating system (the vessel is fitted with stainless steel heating coils in all cargo and slop tanks) is pro-vided by two sets of vertical cylindrical water tube boilers, Aal-borg type Mission OL-TM, each having a capacity of 25 tons/hr of saturated steam at 16 bars.

Boilers are fully automated with water level and bring control units remotely operated from ECR.

The cargo pump room is fitted with LEL, H2S, smoke and O2 detectors with relevant remote control and alarm system fit-ted in the CCR. The cargo and ballast pumps, valves, fittings and machinery are remotely operated from the CCR where centralized control of all cargo and ballast and relative com-partment safety systems: cargo tanks pressure monitoring system, cargo tanks temperature monitoring, radar level gauges, high and overfill alarms, ballast tanks and void

spaces gas sampling systems, VECS, inert gas remote control panel (the IG generating system is a dual type, being able to operate on MGO burning to provide high quality clean Inert gas and also on boilers flue gas if no clean product is car-ried) .

The IG system is fitted with two sets of fans each rated at 100% of the total system capacity.

Other safety control and monitoring system fitted as per re-quirements of the International regulations, USCG CFR appli-cable for foreign vessels trading in U.S. waters, Exxon Mobile minimum safe criteria as applicable to chartered ships.

Ship mooring system in full compliance of OCIMF require-ments for vessel above 100,000 MT Dwt including fittings required for off loading tanker in case of side by side lighter-ing

The main propulsion system is based on one set of marine type, two stroke, single acting, reversible turbocharged marine diesel engine, built by Korean licensee of MAN B&W, type 6SMC-C having MCR of 18,420 Bhp at 105 rpm and directly coupled to a four fixed blades Ni Al Bronze propeller. The pro-pulsion system allows the vessel to reach a speed of 15 Kn with 90% MCR power at the design draft condition of 101,000 MT dwt with 13,60 m draft.

Power generation system is based on three sets of Yanmar four strokes marine diesel engines burning HF and rated at 850 Kwe each of power output. The generating system is equipped with a power management system capable of opti-mizing the number of DD/GG in service/stand-by according to the power requirement of the vessel.

ABS notation ACCU provided to the vessel for permanently unattended engine room spaces during navigation and cargo operations. The vessel design includes compliance with the latest IMO requirements relevant to the cargo pumps room double bottoms, double sides in way of HFO tanks, local appli-cation fire fighting system in ER spaces, monitoring and alarm units for cargo and machinery systems. etc.

Main engine and diesel generators are fully compliant with Marpol Annex VI, NOx emission regulations Tier I, the latest vessel of the serie, HN1748 TBN “Four Sea” will be compliant with Tier II NOx requirements. Company is discussing with SHI the possibility to extend application of Tier II also to HN 1738.

The vessel is able to accommodate a full complement of 28 persons in single berth cabins with private toilet/shower units, is fully equipped with a redundant capacity air handling and A/C units. Life boats and safety equipment fittings suitable for 28 persons complement, according to applicable safety inter-national and Italian flag administration regulations; the vessel being fitted with two 30 persons capacity conventional type totally enclosed life boats, with gravity type davits.

So let’s say Premuda S.p.A. fleet with the two new ladies is sailing towards the future with a good Wind and a Smile on the face!

F. Beltrami

Pagina 11

Vetting Issues

Result still to be assessed upon receipt of relative SIRE and consequent Company reply. Suspected on the limit of acceptability even if no high risk observation has been raised to Vessel. As the vessel is under T/C with SHELL we gave immediate and prompt information to SHELL Vetting Team for their evaluation and consideration. Normally SHELL in case of negative outcome of external SIRE inspection is immedi-ately requesting a T/C Sire inspection in order to directly assess the vessel condition. Their reply confirmed that SIRE reading is not highlighting any high risk issue so they are not proceeding with immediate re-inspection by their side. At this point considering a possible negative assess-ment from BP, next SIRE inspection become a TOPIC ap-pointment/commitment for the vessel to be positively per-formed within the next docking appointment expected by November 2009. Dedicated communication has been sent to Vessel Master in order to strongly implement vessel maintenance and appearance, strongly commented in BP SIRE in Chapter 12. As discussed with SHELL, next SIRE should be requested either to independent Oil Major so we will start with Chevron, eventually coming back to BHPB or Shell either.

FramuraFramuraFramuraFramura Vessel performed a SIRE inspection with BHPBBHPBBHPBBHPB----Rightship, Rightship, Rightship, Rightship, Singapore 06/05/2009 (7 NO)Singapore 06/05/2009 (7 NO)Singapore 06/05/2009 (7 NO)Singapore 06/05/2009 (7 NO) with positive result, then a T/C inspection with Shell, Singapore 18 July 2009 (9 NO)Shell, Singapore 18 July 2009 (9 NO)Shell, Singapore 18 July 2009 (9 NO)Shell, Singapore 18 July 2009 (9 NO), awaiting assessment. Four SmileFour SmileFour SmileFour Smile Vessel performed her first SIRE inspection with BP, Mum-BP, Mum-BP, Mum-BP, Mum-bai 1 July 2009 (6 NO)bai 1 July 2009 (6 NO)bai 1 July 2009 (6 NO)bai 1 July 2009 (6 NO), and consequently was accepted by ExxonMobil basis BP SIRE. Shell accepted our vessel ver-bally before inspection that will be scheduled at first oppor-tunity, while ChevronTexaco accepted our vessel basis BP SIRE deferring inspection to Jan 2010. Furthermore Total accepted our vessel referring to BP SIRE and to TAM Ques-tionnaire completed and submitted on 3 August 2009, as well as Repsol referring to Questionnaire completed and submitted on 24 July 2009. ConocoPhillips accepted our vessel referring to Questionnaire completed and submitted the same day.

Four WindFour WindFour WindFour Wind Vessel performed her first SIRE inspection with BHPBBHPBBHPBBHPB----Rightship, Geoje 21/07/2009 (8 NO)Rightship, Geoje 21/07/2009 (8 NO)Rightship, Geoje 21/07/2009 (8 NO)Rightship, Geoje 21/07/2009 (8 NO) with positive result. Next SIRE inspection has been requested to Shell during next bunkering operations at Singapore on around 13 Au-gust 2009, waiting for Shell final confirmation of availabil-ity.

Four MoonFour MoonFour MoonFour Moon No inspection performed during this period. Four SpringsFour SpringsFour SpringsFour Springs After completion of conversion works our vessel performed a vetting inspection with BHPBBHPBBHPBBHPB----Rightship, Nantong Rightship, Nantong Rightship, Nantong Rightship, Nantong 03/07/2009 (11 NO) 03/07/2009 (11 NO) 03/07/2009 (11 NO) 03/07/2009 (11 NO) with positive result.

By M. Leveratto

Dear all,

Following the previous quarter, the Vetting results are gener-ally continuing on the same positive trend that is of com-plete satisfaction for all the Company. The above even con-sidering the BP inspection carried out by M/T Four Island in Singapore just completed on 28/08/2009, which outcome seem at first not at Company achieved level ( 17 observa-tions—SIRE still to be received and assessed).

To note that Company during this last quarter performed in mostly three month the following operations with good re-sults:

• Selling two units • Purchasing two units and passing under Italian Flag • Acquiring under Management a new building changing the Flag from Cayman to Italian after Yard delivery

• Completing Four Springs conversion and following her management on dry cargoes.

Totally we got three vessels under Management, two new in-comers and Four Springs newly converted in dry cargo bulk.

To note that for M/T Four Winds, HN 1737, entered in Tau-rus pool with Teekay a new Vetting qualification procedure has been used as agreed with Teekay, performing a SIRE by BHPB at Yard premises, that will be followed by SHELL at bunkering, and BP at discharging port. This will allow a prompt entrance of vessel qualification with all MOC in very short time. For M/T Four Smile, 8 years old Suez max, taken back from Jacobs the qualification with MOC requested a little bit more effort although SHELL recognized vessel from old SIRE and Company as audited on yearly basis. But matter has been cleared by brilliant performance with SIRE BP below re-ported. Always on this vessel a problem arose on deck foam system due to expiration of foam validity enhanced by a March SIRE note highlighting the missing on board of foam certificate. This missing addressable strictly to Jacob Man-agement forced the vessel to refill the full quantity of foam. Anyway both units are now well accepted by Charterer ac-cording to contract requests.

We are adding in this report the Vetting process vessel Four Springs has been submitted by DRYCARGO/PHPB in order to qualify the unit for Australia market and in general. Proc-ess has been quite severe and in terms of paper review and management even more severe of what normally requested per the tankers. Result has been good with full acceptance 3 STARS on five even if my personal opinion is that the ves-sel is suitable for the maximum rating, that for sure will re-main a Company objective for next inspection (12 months) that the vessel will approach after one year full operation, and not as this time after 7 long months in Yard Four BayFour BayFour BayFour Bay Vessel performed inspection with Lukoil, Bin Qasim Lukoil, Bin Qasim Lukoil, Bin Qasim Lukoil, Bin Qasim 28/05/2009 (12 NO)28/05/2009 (12 NO)28/05/2009 (12 NO)28/05/2009 (12 NO) with positive result. Four IslandFour IslandFour IslandFour Island Vessel performed inspection with BP, Singapore BP, Singapore BP, Singapore BP, Singapore 28/08/2009 (17 NO)28/08/2009 (17 NO)28/08/2009 (17 NO)28/08/2009 (17 NO).

Pagina 12

Commercial Issues

“The carrying voyage: “The carrying voyage: “The carrying voyage: “The carrying voyage:

the shipowner’s duty to proceed without deviation” the shipowner’s duty to proceed without deviation” the shipowner’s duty to proceed without deviation” the shipowner’s duty to proceed without deviation”

Dear all,

The primary obligations of a ship owner during the carrying voyage are to proceed directly to the dischargeto proceed directly to the dischargeto proceed directly to the dischargeto proceed directly to the discharge port and to to to to care for the cargo during the voyagecare for the cargo during the voyagecare for the cargo during the voyagecare for the cargo during the voyage..

The duty of the shipowner to proceed without deviation.The duty of the shipowner to proceed without deviation.The duty of the shipowner to proceed without deviation.The duty of the shipowner to proceed without deviation. Unless the charter party contains express clauses to the contrary, it’s Owner obligation to proceed the ship by a usual and reasonable route without unjustifiable departure from that route and without unjustifiable delay. The implied obligations is to commence and complete the voyage in the same ship subject to an express right of substitution that may be included in the charter party and to the implied right to transship the cargo in case of necessity. The usual route will generally be the direct geographical route. However, the usual route often differs from the direct route because of navigational or commercial reasons.

DeviationDeviationDeviationDeviation The deviation is an intentional and unjustifiable departure from the contractual route. Where there has been inadver-tent navigational errors or an involuntary departure from the route caused by wind or current, or to avoid severe weather conditions this will not constitute a deviation.

BunkeringBunkeringBunkeringBunkering Where a bunker port in commonly used by ships in general, a call at that port of bunkering should not constitute a devia-tion.

Deviation by delayDeviation by delayDeviation by delayDeviation by delay If there is an unreasonable delay in the performance of the carrying voyage, this may also amount to a deviation since the effect of a significant delays is to increase the risks of the voyage. The delay must also be intentional on the part of the Owners if it is to amount to an actionable deviation, rather than a delay which occurs by accident even if the accident arises from a cause within the scope of the Owner’s responsibility.

Deviation in case of necessityDeviation in case of necessityDeviation in case of necessityDeviation in case of necessity The shipowner has an implied obligation to take reasonable care of the cargo. If it is necessary to deviate in order to protect the cargo and/or the ship, the deviation may be justified.

Deviation to carry out repairs to the ship and deviation to Deviation to carry out repairs to the ship and deviation to Deviation to carry out repairs to the ship and deviation to Deviation to carry out repairs to the ship and deviation to save lifesave lifesave lifesave life Deviation will be justifiable where the vessel carries out repairs in order to ensure that the vessel is able to com-plete the carrying voyage. Deviation is also justifiable if the Master or shipowner elected to depart from the usual route to save life or to come to the aid of a ship in distress where there is possible danger to life.

Consequences of an unjustified deviationConsequences of an unjustified deviationConsequences of an unjustified deviationConsequences of an unjustified deviation Where a shipowner fails his duty to proceed without unjusti-fiable deviation, it will have committed a fundamental breach of the charterparty, or a breach of a condition of the contract. The effect of the deviation is to give the charterers the choice of:

• Treating the breach of charter as a repudiation thereby bringing the contract to an end;

• Electing to waive the breach as a repudiation and instead to treat the contract as continuing, maintaining the right to claim for damages for the breach of the contract.

Where the charterer treats the charterparty as continuing, the shipowner may still enforce any rights under the char-terparty and can stil rely on exceptions in the event of a casualty occurring either before or after deviation. Should the charterer decide to accept the repudiation and to bring the contract to an end, the position is more compli-cated due to the uncertainty as to whether the doctrine of fundamental breach still applies to deviation cases.

By G. Mortola

Remarks to be shared

ISO 9000 ISO 9000 ISO 9000 ISO 9000 is a family of standards for qual-ity management systems. ISO 9000 is maintained by ISO, the Interna-tional Organization for Standardization and is administered by accreditation and certifi-cation bodies.

Some of the requirements in ISO 9001 ISO 9001 ISO 9001 ISO 9001 (which is one of the standards in the ISO 9000 family) in-cludes:

• A set of procedures that cover all key processes in the busi-ness;

• Monitoring processes to ensure they are effective;

• Keeping adequate records;

• Checking output for defects, with appropriate and corrective action where necessary;

• Regularly reviewing individual processes and the quality sys-tem itself for effectiveness;

• Facilitating continual improvement.

Although the standards originated in the manufacturing industry, they are now employed across several types of organization. Shipping industry in-cluded.

The ISO 9000 includes standards:

• ISO 9000, Fundamentals and vo-ISO 9000, Fundamentals and vo-ISO 9000, Fundamentals and vo-ISO 9000, Fundamentals and vo-cabulary;cabulary;cabulary;cabulary;

• ISO 9001, Requirements;ISO 9001, Requirements;ISO 9001, Requirements;ISO 9001, Requirements;

• ISO 9004 Guidelines for performance improvements.ISO 9004 Guidelines for performance improvements.ISO 9004 Guidelines for performance improvements.ISO 9004 Guidelines for performance improvements.

There are many more standards in the ISO 9001 family, many of them not even carrying “ISO 900x” numbers. For example, some standards in the 10,000 range are considered part of the ISO 9000 family (e.g ISO 10007).

As everyone well know our Company Management System is an integrated system, thus including ISM Code, ISO 9001 and ISO 14000 codes, where ISO 9001 is the 2000 version. However, the 2000 version is already an “old” ver-sion since the 2008 2008 2008 2008 version is now entering en force and will substitute the 2000 version. ISO 9001 9001 9001 9001 combines the three standards 9001, 9002 and 9003 into one cal-led 9001. Design and development procedures are required only if a company does in fact engage in the creation of new products. The 2000 version sought to make a radical change in thinking by actually pla-cing the concept of process management front and center (“Process management” was the monitoring and optimizing of a Company’s task and activities instead of just inspecting the final product). Involvment by upper executives in order to integrate quality into business system and avoid dele-gation of quality functions to junior administrators is another demand. Another goal is to improve effectiveness via process performance metrics—numerical measurement of the effectiveness of tasks and activities. Expecta-tions of continual process improvement and trackink Customer satisfaction were made explicit.

The incoming 2008 version will apport minor changes The incoming 2008 version will apport minor changes The incoming 2008 version will apport minor changes The incoming 2008 version will apport minor changes to the 2000 version, only minor adjustments: we will talk of them more de-we will talk of them more de-we will talk of them more de-we will talk of them more de-eply and in details in our next publicationeply and in details in our next publicationeply and in details in our next publicationeply and in details in our next publication. Finally, what are the reasons for a Company to be ISO 9001 certified? Mainly, the reason of implementino ISO often gives the follo-wing advantages:

• Create a more efficient, effective operation;

• Increase Customer satisfaction and retention;

• Reduce audits;

• Enhance marketing;

• Improve employee motivation, awareness and morale;

• Promote International trade;

• Increase profit;

• Reduce waste and increases productivity.

NEVER FORGET THAT COMPANY’S CUSTOMER IS THE CHARTERER!!!!NEVER FORGET THAT COMPANY’S CUSTOMER IS THE CHARTERER!!!!NEVER FORGET THAT COMPANY’S CUSTOMER IS THE CHARTERER!!!!NEVER FORGET THAT COMPANY’S CUSTOMER IS THE CHARTERER!!!!

ISO�9001:2008�is�ISO�9001:2008�is�ISO�9001:2008�is�ISO�9001:2008�is�

coming….�coming….�coming….�coming….��

Are�we�ready???Are�we�ready???Are�we�ready???Are�we�ready???��

Let’s�talk�about�in�the�next�issues�...Let’s�talk�about�in�the�next�issues�...Let’s�talk�about�in�the�next�issues�...Let’s�talk�about�in�the�next�issues�...��

Lesson’s Bearing

Effective communication: an easy alphabet Effective communication: an easy alphabet Effective communication: an easy alphabet Effective communication: an easy alphabet

Management seminarsManagement seminarsManagement seminarsManagement seminars A means of bringing together seafarers from differ-A means of bringing together seafarers from differ-A means of bringing together seafarers from differ-A means of bringing together seafarers from differ-ent ships and shore management, to exchange in-ent ships and shore management, to exchange in-ent ships and shore management, to exchange in-ent ships and shore management, to exchange in-formation and knowledge.formation and knowledge.formation and knowledge.formation and knowledge.

NoticeboardsNoticeboardsNoticeboardsNoticeboards For the display of important information to the crew, For the display of important information to the crew, For the display of important information to the crew, For the display of important information to the crew, such as safety notices, company bulletins, social such as safety notices, company bulletins, social such as safety notices, company bulletins, social such as safety notices, company bulletins, social

Orders, instructions and proceduresOrders, instructions and proceduresOrders, instructions and proceduresOrders, instructions and procedures The “what to do” and “how to do it” of safe ship The “what to do” and “how to do it” of safe ship The “what to do” and “how to do it” of safe ship The “what to do” and “how to do it” of safe ship operations. All should be clearly defined, easy to operations. All should be clearly defined, easy to operations. All should be clearly defined, easy to operations. All should be clearly defined, easy to understand and in a working language or lan-understand and in a working language or lan-understand and in a working language or lan-understand and in a working language or lan-guages understood by the ship’s personnel. guages understood by the ship’s personnel. guages understood by the ship’s personnel. guages understood by the ship’s personnel.

PaperworkPaperworkPaperworkPaperwork An abundance of correspondence (both paper and An abundance of correspondence (both paper and An abundance of correspondence (both paper and An abundance of correspondence (both paper and electronic), statistical reports, questionnaires and electronic), statistical reports, questionnaires and electronic), statistical reports, questionnaires and electronic), statistical reports, questionnaires and checklists can sidetrack the seafarer (especially checklists can sidetrack the seafarer (especially checklists can sidetrack the seafarer (especially checklists can sidetrack the seafarer (especially the master or the chief engineer) from his primary the master or the chief engineer) from his primary the master or the chief engineer) from his primary the master or the chief engineer) from his primary purpose of working the ship, if it is not carefully purpose of working the ship, if it is not carefully purpose of working the ship, if it is not carefully purpose of working the ship, if it is not carefully controlled.controlled.controlled.controlled.

Questionnaires and checklistsQuestionnaires and checklistsQuestionnaires and checklistsQuestionnaires and checklists Usability and quality assurance questions that re-Usability and quality assurance questions that re-Usability and quality assurance questions that re-Usability and quality assurance questions that re-quire a “yes” or “not” answer. Checklist, if properly quire a “yes” or “not” answer. Checklist, if properly quire a “yes” or “not” answer. Checklist, if properly quire a “yes” or “not” answer. Checklist, if properly used, can be of assistance to ensure that nothing used, can be of assistance to ensure that nothing used, can be of assistance to ensure that nothing used, can be of assistance to ensure that nothing has been forgotten when carrying out a procedure. has been forgotten when carrying out a procedure. has been forgotten when carrying out a procedure. has been forgotten when carrying out a procedure. Can lead to a “tick in a box” culture that in turn Can lead to a “tick in a box” culture that in turn Can lead to a “tick in a box” culture that in turn Can lead to a “tick in a box” culture that in turn can breed complacency.can breed complacency.can breed complacency.can breed complacency.

Rule of the roadRule of the roadRule of the roadRule of the road A form of silent communication requiring vessels to A form of silent communication requiring vessels to A form of silent communication requiring vessels to A form of silent communication requiring vessels to take positive action to avoid the risk of collision, by take positive action to avoid the risk of collision, by take positive action to avoid the risk of collision, by take positive action to avoid the risk of collision, by standing on, altering the course or adjusting the standing on, altering the course or adjusting the standing on, altering the course or adjusting the standing on, altering the course or adjusting the speed, backed up by light signals and sounds.speed, backed up by light signals and sounds.speed, backed up by light signals and sounds.speed, backed up by light signals and sounds. Known as the “Collision regulations”.Known as the “Collision regulations”.Known as the “Collision regulations”.Known as the “Collision regulations”.

SMCPSMCPSMCPSMCP Standard Marine Communication Phrases. A com-Standard Marine Communication Phrases. A com-Standard Marine Communication Phrases. A com-Standard Marine Communication Phrases. A com-prehensive standardized safety language, covering prehensive standardized safety language, covering prehensive standardized safety language, covering prehensive standardized safety language, covering all major safety related verbal communication.all major safety related verbal communication.all major safety related verbal communication.all major safety related verbal communication.

TelephonyTelephonyTelephonyTelephony Active management policies should be put in place Active management policies should be put in place Active management policies should be put in place Active management policies should be put in place to ensure telephones are not used to call the Mas-to ensure telephones are not used to call the Mas-to ensure telephones are not used to call the Mas-to ensure telephones are not used to call the Mas-ter or crew at inappropriate times (eg when navigat-ter or crew at inappropriate times (eg when navigat-ter or crew at inappropriate times (eg when navigat-ter or crew at inappropriate times (eg when navigat-ing in busy or confined waters, etc.)ing in busy or confined waters, etc.)ing in busy or confined waters, etc.)ing in busy or confined waters, etc.)

User feedbackUser feedbackUser feedbackUser feedback Seeking the input of those who live and work Seeking the input of those who live and work Seeking the input of those who live and work Seeking the input of those who live and work aboard ship in order to improve the ship’ systemsaboard ship in order to improve the ship’ systemsaboard ship in order to improve the ship’ systemsaboard ship in order to improve the ship’ systems In terms of maintainability, workability etc.In terms of maintainability, workability etc.In terms of maintainability, workability etc.In terms of maintainability, workability etc.

Visual signalsVisual signalsVisual signalsVisual signals The use of flags, signs, symbols, hand signals and The use of flags, signs, symbols, hand signals and The use of flags, signs, symbols, hand signals and The use of flags, signs, symbols, hand signals and gestures to inform, direct and communicate espe-gestures to inform, direct and communicate espe-gestures to inform, direct and communicate espe-gestures to inform, direct and communicate espe-cially to those who have difficulty in understanding cially to those who have difficulty in understanding cially to those who have difficulty in understanding cially to those who have difficulty in understanding and communicating because the commonly used and communicating because the commonly used and communicating because the commonly used and communicating because the commonly used language on board is not their native language.language on board is not their native language.language on board is not their native language.language on board is not their native language.

Working languageWorking languageWorking languageWorking language English shall be always used on the bridge as the English shall be always used on the bridge as the English shall be always used on the bridge as the English shall be always used on the bridge as the working language for bridge to bridge and bridge to working language for bridge to bridge and bridge to working language for bridge to bridge and bridge to working language for bridge to bridge and bridge to shore safety communications as well as common shore safety communications as well as common shore safety communications as well as common shore safety communications as well as common working language on board.working language on board.working language on board.working language on board.

Pagina 15

The Academic Lesson

“The Cost of Environmental “The Cost of Environmental “The Cost of Environmental “The Cost of Environmental

Compliance”Compliance”Compliance”Compliance”

The shipping industry enables world

trade to operate on the massive scale

that it does today, satisfying the ever

increasing demands of this planet’s

growing population. In the tanker sector, every single day,

people and ships safely deliver energy to all parts of the

world (statistics said that almost two third of the about 4

billion tons of oil annually consumed is delivered by tank-

ers), often in extreme weather conditions.

Not such a long time ago, if the words “shipping” and

“environment” were mentioned in the same sentence, the

topic was likely to me marine pollution.

Often, the discussion would stem from an incident that had

resulted in an oil spill of some kind.

Tankers are then constantly under the spotlight, so it is not

surprising that the tanker industry has tended historically

to be defensive.

However, there is a great record of improvement over the

last years that should be recognized. Several of these im-

provements have surely primarily driven by regulations.

Environmental issues are the most pressing regulatory

challenges facing international shipping. Today’s operators

are dealing with new regulations relating to anti fouling

systems, ballast water, waste management, incineration,

the release of organic compounds, greenhouse gas emis-

sions, cold ironing, ship recycling, SOx, NOx, just to name

few matters.

And new issues continue to emerge.

A recent example is the entry of the EPA requirements un-

der the Clean Water Act.

All these issues may cause “headaches” on even the most

responsible Owners who are doing everything possible to

comply; quite often these “headaches” derive from matters

on which Owners have no control.

As an example, a fully tested and approved system for the

treatment of ballast is not completely available yet, despite

the implementation date set by IMO.

Dramatic examples may lie in the future.

IMO has introduced the new SOx emission requirements in

Annex VI that represent a practical and reasonable com-

promise.

Although not scheduled to take effect until 2020, the ulti-

mate impact of these requirements will be to halt the burn-

ing of heavy residual fuels by ships.

Yet there is a very significant associated impact that is

falling entirely on the oil industry, particularly the refinery

sector.

The new requirement will require huge investments in new

refining capacity to produce the marine distillate that will

replace HFO.

Advocating “one environment, one solution” approach, it

was said that if all merchant ships were to switch from burn-

ing heavy fuel oil (HFO), to lighter cleaner-burning marine

diesel oil (MDO), a significant amount of SOx and particulate

matter oil pollution emissions from ships would be instantly

reduced.

Today, ships have to change fuels before entering a SECA,

switching over from HFO to low sulphur distillates at speci-

fied distances from shore. From January 1, 2010 all ships

operating in EC waters will have to burn 0,1% sulphur con-

tent marine gasoil.

The limitation applies not only to the sailing but also when

ships are operating in port: therefore, 0,1% sulphur content

fuels will have to be used for ME, boilers and auxiliary diesel

engines as well.

Shipowners have now to investigate all options to ensure

that boilers and aux. diesel engines can safely accommo-

date and burn the new fuel.

Some other costs to be “environmental compliant”...

Selected by P. Linari

“Treat the earth well: it was not given “Treat the earth well: it was not given “Treat the earth well: it was not given “Treat the earth well: it was not given to you by your parents, it was loaned to you by your parents, it was loaned to you by your parents, it was loaned to you by your parents, it was loaned

by your childern. We do not inherit the by your childern. We do not inherit the by your childern. We do not inherit the by your childern. We do not inherit the Earth from our Ancestors, we borrow it Earth from our Ancestors, we borrow it Earth from our Ancestors, we borrow it Earth from our Ancestors, we borrow it

from our Children”from our Children”from our Children”from our Children”

Visit our web at:

Www.premuda.net

Premuda, founded in 1907, is one of the most expe-

rienced shipping Company with the mission of tran-

sporting oil and dry-bulk cargoes.

The Company operates also in the FPSO market.

Premuda holds the most qualified certifications in

Safety, Environmental protection, Quality and Secu-

rity standards.

Premuda S.p.A

Via Fieschi 3/21

I—16121, Genova

Tel.: +39 010 5444.421

Fax: +39 010 5444.313

E-mail: [email protected]

There are no shortcuts to

safety, and everyone has to

contribute

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