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

The issue of the period analyzed in this Premuda Information Sharing Bulletin is mainly focused on the important new project of our Company: the conversion of an Aframax tanker vessel into a bulk carrier.

The significant conversion works are in progress at Cosco Nantong Shipyard, where vessel arrived on December 2008. Delivery is scheduled for end June/beginning July.

An extensive description of the project by the Fleet Director is reported in this issue.

Readers will note the limited cases being ana-lyzed in this Bulletin Edition.

This is not meaning Company has not closed any Report of Failure, Incident or any near miss dur-ing these four passed months. On the contrary, Company is receiving and closing loads of re-ports, which however we have to unfortunately define not often perfectly matching the Com-pany’s policy of what reporting as incidents/failures and near misses.

For statistic purposes only, we underline the following situation:

Total cases closed during the period 46

Of which, we can underline:

• 16 cases of failures of nautical and communi-cation equipments (3 of which are involv-ing the radar);

• 4 cases of failure involving the M.E.: • 2 cases involving Marpol equipments (ODME,

bilge separator);

• 1 case involving auxiliary boilers; • 2 cases related to cargo equipments (coils); • 1 case involving firefighting equipment; • 8 near miss

As anyone can easily note, the majority of cases belongs to machineries failures which, in any

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

In this Issue:

• Incident reports: only three cases being worth to be repor-ted and analyzed.

• Preventing slips, trips and falls on board

• Commercial issues: new regulations entering in force. The US Environmental Protection Act (EPA) and the Vessel Ge-

neral Permit (VGP) requirements

• The vessel in the hurricane: a detaled description by the Fleet Director about the main Company project of one A-

framx conversion into a bulk carrier

• The Academic Lesson: An Environmental Management System: reasons and meanings

Information Sharing Bulletin

is published by:

Premuda SpA - SQE Dept.

Email: sqe@premuda.net

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:

§ One machinery failure involving commercial implications § One machinery failure involving commercial implications § One machinery failure involving commercial implications § One machinery failure involving commercial implications

§ One machinery failure involving cargo custody § One machinery failure involving cargo custody § One machinery failure involving cargo custody § One machinery failure involving cargo custody

www.premuda.net Safety is everyone’s business

Please, send any comment

to the Editor:

sqe@premuda.net

Lesson LearnedLesson LearnedLesson LearnedLesson Learned

Issue n° 10

April 2009

case, are not always involving those machineries for which the issue of the related Report of Fail-ure is required by Company Policy.

From the above described reporting situation, we unfortunately, once again, have to report a lack in reporting the near miss which are one of the most important tool to understand how the safety culture on board vessels is present and its true relevance.

By G. Mortola

Academic lessonAcademic lessonAcademic lessonAcademic lesson

Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009

Indeed, the occurrence was very serious since two attending crew members risked to be seriously injured by the broker hose. During the investigation carried out by the shore staff, it was evidenced that the related Risk Assessment was properly done before the operation was carried out: however, the circumstance of the bro-ken hose was not taken into consideration since all equipments were checked and found to be in good order. It was also noted that no records were kept/available for the working hours of the pipes nor a sort of periodi-cal check for this item was specifically requested by the Company. As a result, company established a testing procedure for the hydraulic jack fittings.

Selected closed cases

Page 2

The event,The event,The event,The event, which likely did not generate any incident, is very important and significant and needed a dedi-which likely did not generate any incident, is very important and significant and needed a dedi-which likely did not generate any incident, is very important and significant and needed a dedi-which likely did not generate any incident, is very important and significant and needed a dedi-cate and diligent analysis for a practical and effective corrective action. The leadership of the investigation on cate and diligent analysis for a practical and effective corrective action. The leadership of the investigation on cate and diligent analysis for a practical and effective corrective action. The leadership of the investigation on cate and diligent analysis for a practical and effective corrective action. The leadership of the investigation on the shore side was assigned to the Fleet Director.the shore side was assigned to the Fleet Director.the shore side was assigned to the Fleet Director.the shore side was assigned to the Fleet Director.

Pagina 3

The Near Miss occurred on February, was timely closed by Company. Regrettably, we should note that The Near Miss occurred on February, was timely closed by Company. Regrettably, we should note that The Near Miss occurred on February, was timely closed by Company. Regrettably, we should note that The Near Miss occurred on February, was timely closed by Company. Regrettably, we should note that the event occurred due to inobservance of company procedure and lack of safety culture.the event occurred due to inobservance of company procedure and lack of safety culture.the event occurred due to inobservance of company procedure and lack of safety culture.the event occurred due to inobservance of company procedure and lack of safety culture.

Page 3

Selected closed cases

The case regrettably reports again a lack of experience and of safety culture. Relevant briefing to the operators by the Head Department before any operation starts is recommended and necessary in order to avoid any possible future incident. The responsible Officer should also super-vise each job to correct any unsafe conditions/acts by the operators.

The vessel in the “hurricane”

Page 4

Conversion of M/T “Four Springs” 94,000 m Tons dwt Double Hull Aframax Conversion of M/T “Four Springs” 94,000 m Tons dwt Double Hull Aframax Conversion of M/T “Four Springs” 94,000 m Tons dwt Double Hull Aframax Conversion of M/T “Four Springs” 94,000 m Tons dwt Double Hull Aframax type COT into a full bulk carrier and lengthening of one cargo hold section type COT into a full bulk carrier and lengthening of one cargo hold section type COT into a full bulk carrier and lengthening of one cargo hold section type COT into a full bulk carrier and lengthening of one cargo hold section (22,35 m): Project description. (22,35 m): Project description. (22,35 m): Project description. (22,35 m): Project description. Hello and welcome back to everybody!

On this Premuda Sharing Bulletin edition, we are not going to talk about a “vessel in the hurricane” but instead about one of the Company new pro-jects being developed with the aim of maintaining our shipping activities diversified and keeping pace with the current trends and market expecta-tions.

Following the rapid and by some aspects exceptional surge of the chartering rates for all tonnage and sizes of bulk carriers experienced in 2007, the Company management looked forward to invest resources in a new project aimed at providing a new type of bulk carrier new type of bulk carrier new type of bulk carrier new type of bulk carrier for a long time charter period. Since Shipyards newbuilding slots at the time were fully booked until 2011 and 2012 for any kind of tonnage and due to a slack in the tanker market, is was decided to resume an old project of converting one of the Fincantieri project of converting one of the Fincantieri project of converting one of the Fincantieri project of converting one of the Fincantieri 1992 built Aframaxes into a pure bulk carrier. 1992 built Aframaxes into a pure bulk carrier. 1992 built Aframaxes into a pure bulk carrier. 1992 built Aframaxes into a pure bulk carrier.

Let’s go into more detailed description of the project which converted the Four Springs Four Springs Four Springs Four Springs into a bulk carrier bulk carrier bulk carrier bulk carrier at Cosco Nantong Shipyard.

Good reading to everyone!

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

A quick and preliminary feasibility study carried out by the Technical Management office, showed the converted Fincanti-eri Aframaxes capacity to be too small for the typical market niche for which chartering possibilities were being evaluated, which required a vessel in the 102,000/105,0000 t dwt range and it was then decided to update the conversion study for the same vessel to be fitted a new hull section allowing for a con-sistent increase of the cargo intake.

The preliminary design was then quickly modified and feasibil-ity study reviewed and extended with the inclusion of a parallel middle body section of 22,35 m length, equal to one full new cargo hold to be inserted between cargo tanks nr. 4 and nr. 5.

The general design and the main vessels characteristics of the converted vessels been identified and defined by the Techni-cal Manager and the Fleet Director team work, the same have been submitted to the class who did confirm by means of a structural strength assessment, the feasibility of the conver-sion scope in full in compliance with class and regulations en force.

At the above stage of the project, in March 2008, a few techni-cal details had to be further defined in order to allow the Com-pany to evaluate properly the conversion costs; this required a preliminary steel structure scantling and weight assessment that should have been assumed as the basis for the Shipyards to be selected for the conversion quotation; furthermore the level of design details to be attained in a short time at this stage of the project required the appointment of a reliable Ship design and engineering company to produce the basic design

calculations and drawings to be submitted to class approval and to be assumed as the basis for the conversion contract.

At the same time chartering office had been busy discussing long time charter opportunities that according to Company management policy had to be assumed as the basis for the financial assessment needed to evaluate the feasibility of the project in strict financial terms, the investment required by such a huge scope of conversion having been assessed in the range of 12/15 Mil. USD.

At the beginning of April 2008 the preliminary scantling and design characteristic of the conversion having been defined in detail and a weigh estimate for the new hull section block and of the steel blocks necessary to modify the vessel layout and typical midship section having been calculated, the basic conversion works specification was submitted to Cosco Ship-yards in China for their quotation of time and costs necessary to complete the conversion. Cosco was selected due to their experience in ships conversion (they were already working on “Tanker to Bulk carriers” conversions at their Nantong Ship-yard and had still some docking and slot spaces available for mid to end of 2008.

Cost evaluation was then completed on the basis of Cosco offer and after completing the financial assessment for the whole project on the basis of firm commitment of Korean charterer for a long T/C contract, the Company Management gave green light for their project and a conversion contract was signed in May 2008 with Cosco group for their Nantong shipyard.

Pagina 5

Page 5

The vessel in the “hurricane”

The design of the vessel conversion including the ship new structure and her new or modified equipment was developed by the technical office and Interprogetti and the structural drawings approved by class delivered to the Shipyard within summer 2008, enabling them to start prefabrication of the new hull section and additional struc-ture blocks so that the conversion contractual schedule, providing about 180 days at Shipyard for the works com-pletion with prefabrication completed at vessel arrival, could be met.

In order to provide a suitable quality control of the steel blocks prefabrication work at first and then of the conver-sion and vessel system upgrade and renew works, the Company management decided to follow up Fleet Man-agement suggestion to have a permanent Premuda site office opened up ad Nantong Shipyard and directed by one of Premuda Ship superintendents. The office person-nel was to be composed of Mr. Riccardo Schena, to ap-pointed as vessel supt. upon completion of the works, one hull surveyor and one paint and corrosion protection sur-veyor. Work at the site office was organized on the same premises as that of the Premuda newbuilding shipyard Site offices, i.e. fully independent management of daily inspections, controls and quality assurance; non conformi-ties discussion and rectification together with Shipyard and class representatives, under the control and supervi-sion of the technical office as far as works progress, works schedule and design changes are concerned. This work organization is well proven and has been enforce since the first newbuildings and conversion works started a few years ago by Premuda and has so far worked well also for this project, allowing a full cooperation with the shipyard with the target of a timely delivery of the converted vessel with mutual satisfaction for the quality of the works done.

The Fincantieri Aframax vessel selected by the company for the conversion was the M/T “Four Springs” Four Springs” Four Springs” Four Springs” which ac-cording to the agreed conversion schedule, completed her completed her completed her completed her commercial trading as a tanker in November 2008 commercial trading as a tanker in November 2008 commercial trading as a tanker in November 2008 commercial trading as a tanker in November 2008 and after being cleaned, gas freed and decommissioned as tanker, reached Cosco Nantong Shipyard in December 2008 where on 18th of the month the conversion works were immediately started.

Now let’s examine some of the design details and techni-Now let’s examine some of the design details and techni-Now let’s examine some of the design details and techni-Now let’s examine some of the design details and techni-cal features of the new unit under conversion: cal features of the new unit under conversion: cal features of the new unit under conversion: cal features of the new unit under conversion:

The M/T “Four Springs” a 94,000 t Dwt Aframax type dou-ble hull crude oil tanker, built at Fincantieri’ Ancona Ship-yard in 1992, is being converted into a straight bulk car-rier and lengthened by a complete additional cargo hold section of parallel middle body having a length of 22,35 m in order to increase her cargo intake capacity up to an expected 102,000/105,000 m t Dwt.

The conversion design provides for the construction of an under deck enclosed structure running for the full length of the vessel hull cargo section, including the new hull block, having the scope of restoring the hull girder

strength, reduced by the cargo hatch opening cut on the main deck, and provide the additional strength

Upon conversion works completion, the vessel will have a new deadweight in the range of the 102,000/105,000 new deadweight in the range of the 102,000/105,000 new deadweight in the range of the 102,000/105,000 new deadweight in the range of the 102,000/105,000 m tons (to be confirmed according to the final steel and new fittings weight calculations) and will be able to load bulk cargoes into eight cargo holds each fitted with hydrauli-cally operated Mac Gregor’s “side rolling” type side steel hatch covers with local deck control.

The Mac Gregor hydraulically operated hatch covers have been designed specifically for the purpose of this conver-sion, due to the fact that the vessel size is not a standard bulk carrier size, and incorporate the latest fitting design like single operated hydraulic motors with rack and pinion gear system for each cargo hatch cover half, a new design of “self lock” hydraulic gear operated closing device for the same, “flexi pad” type resting pads the latest providing a more reliable and easily adjustable system compared with the standard resting pads arrangement. Mac Gregor has been selected as the hatch covers system supplier being the most technically reliable hatch cover maker cur-rently available on the market and the only one having proper experience in the design and construction of hatch covers of this size. Hatch covers are quite large pieces of equipment, the beam of the hatch opening having been maximized in order to allow for an easy reach of the out-board side of the hold by the grabs, and have the follow-ing dimension:

- Nr. 1 Cargo Hold: L = 14,900 mm; B = 15,480 mm - Nr. 2 – 7 Cargo Hold: L = 14,900 mm; B = 18,920 mm - Nr 8 Cargo Hold: L = 18,625 mm; B = 18,920 mm

The vessel will be able to load commodities in bulk like coal, grain, raw minerals and aggregates having a maxi-mum S.G. of 1,78 homogeneously in all cargo holds or higher S.G. loads with alternate/partial holds loading.

In order to cope with the latest IACS requirements for bulk carriers, the vessel will be assigned the “grab” notation

The vessel in the “hurricane”

Page 6

upon completion of all cargo holds bottom plates strengthen-ing works which is scheduled to be started in April 2009 by means of fitting the SPS layer system on top of the existing structures. The original vessel crude oil carrier tanks bottom plating scantling being insufficient to comply with the class requirements.

As per scope of the conversion works all heating coils in cargo tanks and steam lines on main deck and all cargo piping and related systems have been removed; deck auxiliary piping on main deck is being either renewed or modified according to the vessel new service and class requirements.

Water ingress monitoring system for cargo hold and fore peak/bosun store dewatering systems will be installed in compliance with Solas requirements for bulk carriers.

In order to improve the ballast handling system performance since the increased vessel capacity will results in attendance to bigger terminals with faster loading rates, two new ballast pumps of 2,000 cu.m/hr. capacity at 25m wc head have been installed and connected to the existing system. The original ballast pumps have been kept in service as stand-by/back-up units for the above.

All vessel cargo holds will be fully blasted and painted with a suitable A/C anti abrasive paint upon completion of the conver-sion works. During the main conversion period the mainte-nance and repair works on all vessel machinery, equipment and outfitting are being carried out as necessary. Ballast tanks coating has been extensively repaired and upgraded in order to restore a proper protection system bound to be effective for a few more years and at the same time allow for a higher class assessment rating.

During the conversion works the vessel will be fully re classed as a pure bulk carrier by RINA and will be issued a new full term class certificate with the new notation class notation as in the scope of the conversion works complete scope of Special Sur-vey nr. 3 ESP will be carried out. On account of the extensive new steel structure and equipment renewal and fitting, the ves-

sel is entitled to get a conventional age reduction of a few years, the final calculation of the same is to be later assessed by the class upon evaluation of the final conversion works scope as per regulations.

In March 2009 the vessel underwent drydock maintenance and repair works upon completion of the vessel hull cutting up and fitting of the new hull block section that was carried out according to the Shipyard schedule. he vessel has then been refloated and shifted to one of the Shipyard repair/outfitting berth were she is bound to complete works by the end of the incoming month of June.

In order to verify the vessel final deadweight and stability characteristics the vessel will the be subject upon completion

of the outfitting works and main systems testing, to the weight and inclining test.

The final calculations will allow for the review and issuing of the final stability and longitudinal strength booklet and PC loading program.

Upon completion of the above the vessel will carry out sea trials in order to assess and verify:

• the new speed/power curve in ballast conditions; • the proper performance of the main engine and the propel-

ler with the lengthened hull, measuring at the same time vibration and noise levels in the working/rest areas;

• the vessel new maneuvering characteristics under differ-ent speed and rudder angle conditions;

• the proper sea keeping characteristics of the vessel. The above will be evaluated by the Technical Department and proper adjustments to the predicted/estimated vessel per-formances characteristics analyzed and confirmed as neces-sary.

By F. Beltrami

Pagina 7

Page 7

Vetting Issues

Four BayFour BayFour BayFour Bay

Vessel performed inspection with BP, Huangpu 22/02/2009 (10 BP, Huangpu 22/02/2009 (10 BP, Huangpu 22/02/2009 (10 BP, Huangpu 22/02/2009 (10 NO)NO)NO)NO) with positive result. Then inspection with Shell, Nan-Shell, Nan-Shell, Nan-Shell, Nan-sha 3 April 2009 (7 NO)sha 3 April 2009 (7 NO)sha 3 April 2009 (7 NO)sha 3 April 2009 (7 NO) per-formed with positive result as well. ExxonMobil accepted vessel refer-ring to Shell SIRE, as well as Chev-ronTexaco deferring inspection to October 2009.

Also ADNOC evaluated our vessel basis Shell SIRE, with acceptability until 2 October 2010.

Four IslandFour IslandFour IslandFour Island

Vessel performed a SIRE inspection with BHPBBHPBBHPBBHPB----Rightship, Rightship, Rightship, Rightship, Singapore 06/02/2009 (10 NO)Singapore 06/02/2009 (10 NO)Singapore 06/02/2009 (10 NO)Singapore 06/02/2009 (10 NO) with positive result. BP accepted our vessel referring to BHPB-Rightship SIRE and deferred inspection to August 2009. Then vessel performed a SIRE inspection with Shell, Singa-Shell, Singa-Shell, Singa-Shell, Singa-pore 17 April 2009 (8 NOpore 17 April 2009 (8 NOpore 17 April 2009 (8 NOpore 17 April 2009 (8 NO)))) with positive result. ExxonMobil accepted vessel referring to Shell SIRE, as well as Chevron-Texaco deferring inspection to October 2009.

FramuraFramuraFramuraFramura Vessel performed a SIRE inspection with Shell, Singapore Shell, Singapore Shell, Singapore Shell, Singapore 15/02/2009 (4 NO)15/02/2009 (4 NO)15/02/2009 (4 NO)15/02/2009 (4 NO), and consequent ExxonMobil accept-ability based on Shell positive SIRE. then ChevronTexaco accepted our vessel referring to Shell SIRE with inspection deferred to June 2009.

Four MoonFour MoonFour MoonFour Moon

No inspection performed during this period.

By M. Leveratto

Dear all,

We are here commenting a very positive period in terms of Vetting and SIRE result inspection.

As explained by Shell Representative performing closure of last Annual Office Audit carried out in October with closing extended to April 2009, Company rating in terms of “SIRE Risk Score Quartile in last 12 months” rated at 6 on 8 max and “Matrix % of compliance – Quartile performance” rated at 2 on 2 max (the two Shell indicators for Company Fleet performances) are extremely good.

And this notwithstanding the bad result got on Four Springs with Shell and BP SIRE dated 06/2008 affecting the pre-sent scores.

As you well know, the vessel Four Springs is under conver-sion tanker to bulk from 12/2008 and the completion of this project will allow the Company to increase actual rat-ings.

On Company Management, the two other indicators Shell is monitoring are: “Safety Culture” rated at 1 on 3 max, and “Management Review Quartile” rated 2 on 8 max.. Both indi-cators judged by Shell as to be improved.

And on these issues, we call the attention and support of any Premuda employee Vessel and Office in order to im-prove.

So summarizing what above I would like to thanks first to all people performing on front line (Vessel) starting from Mas-ters as Vetting Vessel responsible person to all the Staff for the very precious application and result.

Hoping of course to maintain the standard and possibly im-prove…

Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009Mv Four Springs at Nantong Shipyard, feb 2009

Pagina 8

Page 8

Commercial Issues

“US Environmental Protection Agency (EPA) and the Vessel “US Environmental Protection Agency (EPA) and the Vessel “US Environmental Protection Agency (EPA) and the Vessel “US Environmental Protection Agency (EPA) and the Vessel

General Permit (VGP) requirements” General Permit (VGP) requirements” General Permit (VGP) requirements” General Permit (VGP) requirements”

Dear all,

The background of the Vessel General Permit Vessel General Permit Vessel General Permit Vessel General Permit (VGP) dates back to July 1970, when the White House and Congress worked together to establish the EPAEPAEPAEPA (Environmental Pro-tection Agency) in response to the growing public de-mand for cleaner water, air and land. Prior to the establi-shment of the EPA, the Federal Gover-nment was not structured to make a coordinated attack on the pollutants that harm human health and degrade the environment. The EPA was assigned the daunting task of repairing the damage already done to the natural environ-ment and to establish new criteria to guide Americans in making a cleaner environment a reality.

On December 2008, the EPAEPAEPAEPA (Environmental Protection A-gency) issued the final VGP requirements regarding the dis-charge of pollutants incidental to the normal operations of all foreign flagged commercial vessels of 79 feet or longer, operating when inside 3 miles territorial or USA inland wa-ters.

The EPA was granted an extension to 6 February 2009 as the effective compliance of the new regulations. This means that the current exemption for ship discharges remained in place until 6 febr. 2009, following which, under Section 1 of the Permit, the industry had a further two weeks, until 19 feb. 2009, to implement discharge inspections, training and record keeping requirements.

The Permit will have a validity of 5 years and it is divided in 7 Sections (including effluent limits and related require-ments, inspections, reporting, monitoring and corrective actions criteria). For each discharge type, the Permit will establish effluent limits pertaining to the constituents found in the effluent and Best Management Practices designed to decrease the amount of constituents entering the waste stream. The limits are established by the EPA but can be modified by each single US State, allowed to impose its own discharge standards.

As a matter of fact, the EPA may not issue a permit authorizing dis-charges in the waters of a State until that State has granted certifi-cation under the Clean Water Clean Water Clean Water Clean Water Act Act Act Act or has waived its right to certify. It should be also understood that compliance with discharge stan-dards in individual states will be

mandated in this manner, in addition to Federal standards. The Clean Water ActClean Water ActClean Water ActClean Water Act is the primary federal law in the United States governing water pollution. Commonly abbreviated as the CWACWACWACWA, the act established the goals of eliminating relea-ses to water of high amounts of toxic substances elimina-ting additional water pollution by 1985, and ensuring that surface waters would meet standards necessary for human sports and recreation by 1983.

To obtain a permit authorization, the Owners or Operator of a ship theit is either 300 or more GT or has the cepacity to hold ordischarge more than 8 cubic meters of ballast water, is required to submit a NOI NOI NOI NOI (Notice of Intent) to receive per-mit coverage from 19 june 2009 but not later than 19 sep-tember 2009. In addition, the EPA will require a one –time permit report containing additional ship information for e-ach ship within 30 to 36 months after obtaining coverage under the VGP.

Failure to meet any requirement of the VGP will constitute and enforcea-ble permit violation. Violation could result in administrative or civil penalty and a knowing or negligent violation could constitute a criminal offence under the CWA. The EPA has included reporting requirements in the VGP that ensure that it, and other parties, are made aware of potential permit violation.

The final VGP addresses 26 ship discharge streams by esta-blishing effluent limits, including Best Management Practi-Best Management Practi-Best Management Practi-Best Management Practi-cescescesces to control the discharge of the waste streams and con-stituents found in those waste streams.

For each discharge type, among other things, the final Per-mit establishes effluent limits relating to the constituents found in the effluent, including Best Management Practices designed to decrease the amount of constituents entering the waste stream.

The VGP also requie routine self-inspection and monitoring of all areas of the ship that the permit adresses. The routi-ne self inspection will have to be documented into ship’s logbook.

A comprehensive annual ship inspection is also required under the VGP to ensure even the hard to reach areas of the ship are covered/inspected.

Finally, additional requirements for eight types of ships (among which, tankers are) are imposed by the VGP.

Our Company is presently completing the issue of the Ma-nual related to this new requirement, where the Complian-ce Document will be inserted along with the required forms to be filled in to demonstrate compliance, monitoring and follow up.

By G. Mortola

Remarks to be shared

Page 9

Over one third of all major accidents re-ported are mostly imputable to SLIP, TRIP SLIP, TRIP SLIP, TRIP SLIP, TRIP and FALL.FALL.FALL.FALL. SLIPS and TRIPS are the most common cause of non fatal major injuries in all are-as of manufacturing and service industries. The also account for at least 26% of all

“lost time” accidents at sea. FALLS are the next most common cause, accounting for about 11% of all “lost time” accidents at sea. Actions brought as a result of an injury can be extremely da-maging to a company. Anyone at work, but particularly emplo-yers, can assist in reducing SLIP, TRIP and FALL HAZARDS through good health and safety arrangements. Effective solutions are very often cheap and simple and can lead to other benefits, such as increased efficiency.

How do falls happen?How do falls happen?How do falls happen?How do falls happen? Statistics show that the majority of falls happen on the same level resulting from slips and trips. The remaining parts are falls from a height. This time we will focus on slips and trips.

SlipsSlipsSlipsSlips Slips happen where there is too little fiction or traction between the footwear and the walking surface. Common causes of slips are: wet or oily surfaces; occasional spills; weather ha-zards; loose unanchored rugs or mats; flooring or other walking surfaces that do not have same degree of traction in all areas

TripsTripsTripsTrips Trips happen when your foot collides an object, causing you to lose the balance and evetually fall. Common causes of tripping are: Obstructed view; poor lighting; clutter in your way; wrinkled carpeting; uncovered cables; uneven walking surfaces.

Both slips and trips result from some kind of unintended or unexpected change in the contact between the feet and the ground or walking surface. This shows that

good housekeeping, selection of proper footwear, and appropriate pace of walking are critical for preventing fall accidents. A good housekeeping includes: clearing all spills immediately, marking spills and wet areas, mopping or sleeping debris from floors, remo-ving obstacles from walkaways, securing mats, rugs and carpets that do not lay flat, covering cables that cross walkways, replacing used light bulb and faulty switches. We may also recall that proper safety shoes should be worn, especially in those places where floors may be oily or wet. Get the condition on board right from the start; it will make dealing with slip, trip and fall risks easier. Don’t forget to consider workers such as shore emplyees and deck workers who visit and work temporarily on board. Look at the hazards and the risks that they may come acoss, taking into consideration their unfamiliarity with the vessel and its layout. Ensure that the Company policy is outlined when they arrive on board and advise them of any risks or dangers that they should be aware of duringtheir visit or whilst working on board.

It’s important remembering that safety is everybody business!safety is everybody business!safety is everybody business!safety is everybody business!

The “remarks” to be considered for this period:The “remarks” to be considered for this period:The “remarks” to be considered for this period:The “remarks” to be considered for this period:

IT’S UP TO YOU TO STAY UPRIGHT!IT’S UP TO YOU TO STAY UPRIGHT!IT’S UP TO YOU TO STAY UPRIGHT!IT’S UP TO YOU TO STAY UPRIGHT!

Lesson’s Bearing

Page 10

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

Alarm System Management Alarm System Management Alarm System Management Alarm System Management Alarms can be distracting, cause confusion and be Alarms can be distracting, cause confusion and be Alarms can be distracting, cause confusion and be Alarms can be distracting, cause confusion and be ignored by those who are not aware of their sources ignored by those who are not aware of their sources ignored by those who are not aware of their sources ignored by those who are not aware of their sources and implications.and implications.and implications.and implications.

Breakdowns in communicationBreakdowns in communicationBreakdowns in communicationBreakdowns in communication Can be due to faulty, incomplete or imprecise infor-Can be due to faulty, incomplete or imprecise infor-Can be due to faulty, incomplete or imprecise infor-Can be due to faulty, incomplete or imprecise infor-mation or data, or through failing to interpret a mation or data, or through failing to interpret a mation or data, or through failing to interpret a mation or data, or through failing to interpret a message because of language, social or cultural message because of language, social or cultural message because of language, social or cultural message because of language, social or cultural differencesdifferencesdifferencesdifferences

Cultural Understanding Cultural Understanding Cultural Understanding Cultural Understanding Recognise, interpret and correctly react to people, Recognise, interpret and correctly react to people, Recognise, interpret and correctly react to people, Recognise, interpret and correctly react to people, incidences or situations that are open to misunder-incidences or situations that are open to misunder-incidences or situations that are open to misunder-incidences or situations that are open to misunder-standing due to cultural differences.standing due to cultural differences.standing due to cultural differences.standing due to cultural differences.

Display Display Display Display A device of feature designed to provide status, posi-A device of feature designed to provide status, posi-A device of feature designed to provide status, posi-A device of feature designed to provide status, posi-tion or condition information to the operator tion or condition information to the operator tion or condition information to the operator tion or condition information to the operator through visual or auditor feedback.through visual or auditor feedback.through visual or auditor feedback.through visual or auditor feedback.

Effective communication Effective communication Effective communication Effective communication The successful transmission of information through The successful transmission of information through The successful transmission of information through The successful transmission of information through a common system of symbols, signs, behaviour, a common system of symbols, signs, behaviour, a common system of symbols, signs, behaviour, a common system of symbols, signs, behaviour, speech, writing, or signals, by physical, mechanical speech, writing, or signals, by physical, mechanical speech, writing, or signals, by physical, mechanical speech, writing, or signals, by physical, mechanical or electronic means.or electronic means.or electronic means.or electronic means.

Feedback Feedback Feedback Feedback Exchanges of ideas, information and knowledge Exchanges of ideas, information and knowledge Exchanges of ideas, information and knowledge Exchanges of ideas, information and knowledge between crew and management ashore.between crew and management ashore.between crew and management ashore.between crew and management ashore.

Gossip Gossip Gossip Gossip An unofficial means of communication, which is An unofficial means of communication, which is An unofficial means of communication, which is An unofficial means of communication, which is normally founded on speculation and rumour; indi-normally founded on speculation and rumour; indi-normally founded on speculation and rumour; indi-normally founded on speculation and rumour; indi-cates a lack of effective communication.cates a lack of effective communication.cates a lack of effective communication.cates a lack of effective communication.

Handbooks and operating instructionsHandbooks and operating instructionsHandbooks and operating instructionsHandbooks and operating instructions Ensure that documents that explain how to use, Ensure that documents that explain how to use, Ensure that documents that explain how to use, Ensure that documents that explain how to use, maintain and operate the ship and its equipment maintain and operate the ship and its equipment maintain and operate the ship and its equipment maintain and operate the ship and its equipment are written in such a way that can be understood are written in such a way that can be understood are written in such a way that can be understood are written in such a way that can be understood by the reader, are not technically complicated, and by the reader, are not technically complicated, and by the reader, are not technically complicated, and by the reader, are not technically complicated, and are easy to understand.are easy to understand.are easy to understand.are easy to understand.

IllustrationsIllustrationsIllustrationsIllustrations Use imagery, photos, drawings and cartoons to Use imagery, photos, drawings and cartoons to Use imagery, photos, drawings and cartoons to Use imagery, photos, drawings and cartoons to inform and illustrate, in order to reach out to non inform and illustrate, in order to reach out to non inform and illustrate, in order to reach out to non inform and illustrate, in order to reach out to non native English speakers: often, a picture is better native English speakers: often, a picture is better native English speakers: often, a picture is better native English speakers: often, a picture is better than thousand words. than thousand words. than thousand words. than thousand words.

Journals, newsletters and bulletinsJournals, newsletters and bulletinsJournals, newsletters and bulletinsJournals, newsletters and bulletins Journals, Company newsletters and bulletins help Journals, Company newsletters and bulletins help Journals, Company newsletters and bulletins help Journals, Company newsletters and bulletins help to inform the crew of important issues that can to inform the crew of important issues that can to inform the crew of important issues that can to inform the crew of important issues that can have an impact on their professional life, health , have an impact on their professional life, health , have an impact on their professional life, health , have an impact on their professional life, health , safety and welfare. safety and welfare. safety and welfare. safety and welfare.

Keeping in touch Keeping in touch Keeping in touch Keeping in touch Telephone communications, and email enable crew Telephone communications, and email enable crew Telephone communications, and email enable crew Telephone communications, and email enable crew to keep in touch with their families. to keep in touch with their families. to keep in touch with their families. to keep in touch with their families.

Language barriersLanguage barriersLanguage barriersLanguage barriers Some seafarers may be unwilling to admit their Some seafarers may be unwilling to admit their Some seafarers may be unwilling to admit their Some seafarers may be unwilling to admit their difficulty in understanding and communicating be-difficulty in understanding and communicating be-difficulty in understanding and communicating be-difficulty in understanding and communicating be-cause the commonly used language onboard is not cause the commonly used language onboard is not cause the commonly used language onboard is not cause the commonly used language onboard is not their native language. their native language. their native language. their native language.

Pagina 11

Page 11

The Academic Lesson

“Environmental Management System” “Environmental Management System” “Environmental Management System” “Environmental Management System”

Generally speaking, the image of ship-

ping is not really good in the eyes of the

general public, who rarely hear of any

good news. Instead, they are informed of ship in difficulties

in stormy weather, of freak waves, of groundings and of

the subsequent pollution and its effects on the environ-

ment.

They may be told about acts of piracy that are taking place

in various parts of the world and occasionally, they may

hear of a shipmaster being thrown into jail for some al-

leged misdemeanour on high seas. Or for having pol-

luted...

The protection of the environment requires a commitment

from all those involved with the oceans and their various

industries, from fishing and shipping to tourism and

coastal communities. In order to reduce pollution and im-

prove the

ocean envi-

ronment it

is important

for each

and every

ind iv idua l

to under-

stand the

issues and problems generated by their activities. It’s

therefore important that the awareness of the environ-

mental issues faced by the shipping industry is increased.

People should be learned about its root biological cause,

its operational implications and the potential regulatory,

technical and operational solutions.

Having a basic understanding of the environment pro-

motes a responsible approach to everyday ship board op-

erations and reduces the potential for pollution as a result

of a lack of environmental awareness. If the world's oceans are seen as the power cell behind natural processes on earth such as the weather and living systems, then the micro-organisms which live in the sea are the source of this power within the oceans. Not only do they provide the oceans with nutrients but they are also responsible for absorbing much of the waste pro-duced by larger organisms such as plants and animals. Understanding the process by which life exists in the oceans helps when considering the risks posed by certain activities and everyday operations performed on board the world's merchant fleet. Because the oceans are founded on a food chain which in its most basic terms sees larger organisms feeding on the smaller ones, a relatively small effect on the smaller organ-

isms can have devastating effects on larger animals further up the food chain. In many cases of shipborne environmental damage the ini-tial effects are upon the smaller organisms in the food chain and it is often difficult to understand the potential for wide-spread environmental damage. A key factor in maintaining the state of the earth's environ-ment is the preservation of biological diversity or 'biodiversity' as it is commonly known.

Making sure that a rich and varied number of organisms

exists, large and small, ensures that the earth's environment

remains stable and that many of the resources upon which

we depend are sustained and preserved for the future.

In light of the growing need for more efficient management

and environmental awareness in industry, the last decade

has seen an emphasis placed on the harmonization of man-

agement systems with the requirements of sustainable de-

velopment and environmentally sound practice.

Many of the world’s industries have embraced this concept

and are now incorporating everyday management practices

with underlying safety and environmental objectives. The

maritime sector is no exception to this trend. Since the in-

corporation of the ISM into the SOLAS requirements, ship-

ping companies have become all too aware of the benefits

that can be gained by implementing the management sys-

tems, i.e, Safety Management System (SMSSMSSMSSMS), Quality Man-

agement System (QMSQMSQMSQMS) and Environmental Management

System (EMSEMSEMSEMS).

As frequently underlined, the SMS is based on the ISM Code ISM Code ISM Code ISM Code

which is focused of the safe management and operation of

ships and pollution prevention. The QMS is based on the ISO ISO ISO ISO

9001 9001 9001 9001 series (the latest revision is dated 2008) and aims to

fulfill customers requirements and expectations and ensure

continual improvement of the Company’s system. The EMS

is based on the ISO 14001 ISO 14001 ISO 14001 ISO 14001 series and its overall aim is to

support environmental protection and prevention of pollu-

tion in balance with socio-economics needs.

The latest, specifies the requirements for an environmental

system and it has been written to be applicable to all types

and sizes of organization including shipping companies.

ISO 14001 provides requirements for the establishment of

an environmental management system although it does not

provide absolute requirements for environmental protection.

Finally, it is to underline that ISO 14001, ISO 9000 and the

ISM code share common management system principals

and may be combined and implemented by a Company, as

the integrated Management System of our Company is.

Selected by P. Linari

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: sqe@premuda.net

There are no shortcuts to

safety, and everyone has to

contribute