Company Magazine for the Odfjell Group - March 2005

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Safety Bulletin Our LTIF is up By Toralf Sørenes After three years of steady improvement, the Lost Time Injury Frequency (LTIF) is increasing again and the 2004 figure is above both the 2002 and 2003 numbers. The LTIF is one, if not the most important safety performance indi-cator, and the shift certainly gives cause for concern. LTIF is an international and well-recognised indicator showing the number of cases where at least one man-day is lost due to accidents per million working hours. On the ships we count 24 hours of work per day, but if more than one man-day is lost, it still only counts for one case. The below graph speaks for itself, and we will not go into further details here. However, we will certainly look thoroughly into the underlying issues with the objective of finding measures we Industry work group – Chemical tanker explosions The unusual high number of explosions on chemical tankers during the last few years has caused significant concern throughout our segment of the shipping industry, from the top-level regulators in IMO to the crew on board. Tank cleaning has been ongoing in several of the accidents, and as we know, two ships on the list are Odfjell vessels. In an attempt to find common denominators and implement effective corrective measures, an Industry work group has been established. The group consists of the major stakeholders in the industry and includes oil companies through OCIMF, chemical companies through CEFIC, ship owners through ICS, tanker owners through Intertanko and parcel tanker owners through IPTA. In addition classification societies can implement to reverse the negative trend. In the meantime we will urge everybody on all levels to stay focused on safety and make a joint effort to get the LTIF back on track. Odfjell Lost Time Injury Frequency 1999-2004 are represented in the work group through IACS. The structure is a steering committee on top, consisting of the heads of above organizations, a working group and finally several task groups. Svend Foyn-Bruun and Toralf Sørenes represent Odfjell in one of the task groups. The objective of the initiative is to give an “agreed” industry advice to IMO and the industry within 4-6 months. Improved principles for cleaning after carrying flammable products are included in Odfjell's revised procedures. It remains to be seen if these principles will become one of the advices from the work group, at least shorter-term. Another central issue is compliance with rules and guidance, and also in this respect we are well under way with our new marine superintendents in place. Customer Inspections & Vettings – News Renewal of P&I Insurance 2005 On 20 February 2005 our P&I insurances were renewed. This includes all ships that Odfjell operates, whether owned, time chartered or used as feeder ships on short hauls. Although we have suffered two major accidents since last renewal, cargo and crew claims have improved and we have subsequently managed to renew our P&I insurance on a very satisfactory level also this year. It is important to appreciate that in addition to being a cost, insurance premiums are a very important performance indicator towards our customers and the environment in which we do our business. Our clubs, Gard in Arendal and Britannia in London are both performing well service-wise and they are strongly funded. No ships were therefore transferred between clubs at this renewal. An Odfjell ship in a Norwegian fjord, not the most common sight. OCIMF has recently introduced a new scheme called Tanker Management and Self Assessment, in short TMSA. Meant as a complement to ISM, it is designed to enhance self-regulation and to help ship operators measure and improve their management systems. Keywords in the system are Best Practice, Key Performance Indicators or KPIs and continuous improvement. There are clear indications that many customers will make use of the system mandatory in the near future. This may shift some focus from ships to management systems and it will become more important that the ship is “inspection ready” at the time of an inspection. Lengthy exchanges to clear out negative observations could well become a thing of the past which in turn will increase the importance of close and effective superintendence by ship managers. 20 ODFJELL Quarterly March 2005
Tricky discharge at the Mhes Zi terminal One late afternoon M/T Bow Quizzy arrives at the infamous Mhes Zi terminal to discharge a part cargo of exactly 870 metric tonnes of some product, with a specific gravity of exactly 1. Unfortunately the terminal’s volume meters are out of function, and the receivers flatly refuse to trust the vessel's measuring equipment (despite these obviously being fully reliable, this being an Odfjell ship). Without delving into the darker and more sophisticated corners of the charterparty and its legal aspects, the captain, the terminal and the receivers agree to complete the discharge with the help of four empty shore tanks of 920, 605, 410, and 65 cbm respec- tively, plus an empty open container of 30 cbm. All volume figures are exact. The terminal’s old crane can lift the container, while the other tanks are fully stationary. Due to the extra work of connecting lines between the various tanks, each product movement takes one hour regardless of the volume transferred. Obviously, Bow Quizzy wants to complete the discharge in as few transfers as possible, to keep time in port to an absolute minimum. For sake of simplicity we assume that product may be moved between the various tanks without any loss whatsoever, we disregard any volume changes due to temperature variations, and cargo transfers will not affect the product quality. All tanks are clean and tank coating is not an issue. How can the crew discharge exactly 870 metric tonnes (and we do not accept any “more or less owners’ or charterers’ option”) with the help of the five empty tanks (but not necessarily all of them) in as few product transfers as possible We await your suggested solutions by June 1st at the very latest. Quarterly Brainteaser Solution to the December 2004 brainteaser: Last time we asked our esteemed readers to sort out the off-duty activities among the three nationalities on board the ship Bow Tricky, through a number of more or less enlightening pieces of information. To cut a not too long story even shorter, the table below shows the pastime allocation of the crewmembers. Hence: Two Filipinos play rock'n roll, four Greeks sing karaoke, and three Norwegians play basketball. I'm happy to see that we received no less than twelve suggested solutions this time, with varying degree of detail but all coming to the same correct conclusion. We have drawn the winner, and the lucky "brainchamp" this time is Albert G. Daumar Jr., Second Officer on Bow Viking. ODFJELL Quarterly March 2005 21
Page 1 and 2: Company Magazine for the Odfjell Gr
Page 3 and 4: Dear Colleagues... On March 7th, Od
Page 5 and 6: Commemorating the loss of Bow Marin
Page 7 and 8: Basic training for 2005. Aside from
Page 9 and 10: During drydocking sium where a few
Page 11 and 12: The weakest link Safety and the shi
Page 13 and 14: YoungShip Shipping for the younger
Page 15 and 16: The pilot and bridge crew. From lef
Page 17 and 18: colonies. In contrast to the privat
Page 19: Transhipment in Singapore By Captai
Page 23 and 24: Sailors in snow White Christmas in
Page 25 and 26: Postcards from Chile Odfjell Quarte
Page 27 and 28: Owners and Managers Safety and Qual
Page 29 and 30: IN SERVICE FOR ODFJELL 40 25 25 YEA
Page 31 and 32: REGIONAL TRADE YEAR STAINLESS NUMBE

Company Magazine for the Odfjell Group - March 2005

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