Information Sharing Bulletin - Premudasqems.premuda.net/Premuda Bulletin/20.pdf · Collection of...

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Dear Premuda's fellows,

Here we are again, with the August edition of our

Company’s periodical bulletin.

These hard times are still persisting in the ship-

ping business, which is proceeding more and

more depressed than ever before.

Everyone’s effort will contribute to survive in

rough seas and heavy swells: thanks then to the

whole Company staff, both on board vessels and

ashore which everyday permits our Company

one step forward. We all have to row in the same

direction and to get away darkness.

Vetting related issues are highlighting very posi-

tive results, which is not bad in such a hard

time!

All the managed vessels which have been sub-

mitted to a vetting inspection have achieved

good results. Hopefully, this positive trend will

continue during the incoming period, thus mak-

ing the “commercial life” a little bit easier in this

time.

The selected closed cases are highlighting again

the usual endemic problem of the lack of a real

safety culture on board: to keep precautions and

consider all the preventive measures when per-

forming works on board vessels, or even during

the normal time of life spent on board, surely

avoid incident to happen or hazardous occur-

rences to rise up.

People have to well understand that vessels are

potentially danger places: attention shall be al-

ways paid and safety always considered.

The “Commercial Issue” deals with the charter

parties and their meaning, mainly highlighting

the various types of contracts available in the

shipping business. The “Academic Lesson” re-

lates to investigate in quality and the Safety Sec-

The selected closed cases

In this Issue:

• Commercial issues: Charter Parties: how many types?

• Vetting Issue s

• Safety issues: preparing a passage plan

• Incident and Risk Assessment: a strong relationship

• The Academic Lesson: investing in Quality.

Information Sharing Bulletin

is published by:

Premuda SpA - SQE Dept.

Email: [email protected]

Collection of selected

closed cases

Vetting Issues

Commercial issues

Remarks to be shared

Lesson’s bearing

Information Sharing Bulletin

Summary:

§ Three hazardous occurrences:

- a danger fall in ER

- work aloft without safety measures

- crew found inside deck snap back zone

§ A near miss for inappropriate garbage management

www.premuda.net Be proactive!

Please, send any comment

to the Editor:

[email protected]

Lesson Learned

Issue n° 20

August 2012

tion deals a very interesting matter: preparing a

voyage plan.

Good reading to everyone! And remind that Bul-

letins are available into Company website.

G. Mortola

Academic lesson

.

Selected closed cases


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Page 7

. Pagina 8

Vetting Issues

SIRE Reports performed during the period April — August

2012

Good day to All,

It is with extreme pleasure I am reporting the below period

as a net/clear passage with no any negative issue on Vet-

ting side.

All the SIRE performed has been evaluated as positive (no

red writing down below!!) but mainly what I want to under-

line is that the average of observation received in the in-

spections carried out in this quarter is 6.1, against 8.5 of

previous quarter.

And this is more valuable for “old ladies” as Aframax Ancona

ones, being in between 18 to 20 years on which we succeed

to drastically reduce the observation number.

But we all know that independently by Ship’s age, result is

never easy although a new vessel appointed.

So a compliment to all people involved in the process but

mainly to the ones in front line, Masters and Ship Staff!!!!!

As a continuation of REPSOL matter described in last quar-

ter bulletin to be noted that Four Smile performed SIRE with

REPSOL in Long Beach last July.

Result has been achieved positively although 12 observa-

tions of which some of them were reported from previous

Safety Inspection report causing some problems on SIRE

screening from third part OM, BP and Chevron.

This is the aspect already highlighted in previous bulletin.

As a memo please make reference to observation 9.15 and

messages and communication exchanged with BP and

Charterers.

***********

Da: Marco Leveratto

Inviato: giovedì 30 agosto 2012 15:58

A: 'G BP Vetting Team'

Cc: vetting.dpt

Oggetto: I: M/T Four Smile - IMO 9189146 - vessel clea-

rance

Priorità: Alta

Dear Captain Das,

following today phone call allow me to resume situation

on observation 9.15 received on last SIRE performed in

account of REPSOL at Long Beach on 10/07/2012.

Vessel last docking performed on May 2011 in Keppel

Subic.

Vessel performed REPSOL – Safety Inspection (not SIRE

inspection) during last call in Cartagena on 09/01.

Result of the inspection was not a brilliant one and in par-

ticular one observation reported was exactly the same as

per last SIRE: “The surface of brake drum plates in the aft and forward

mooring winches was noted wasted and uneven. (plate

with corrosion) VIQ 9.15”

Naturally we carried out a deep analysis on respect of

this observation in consideration of docking just per-

formed at that time, and possibility to perform a correc-

tion by maintenance.

In enclosure n 1 you may have Vessel message with

CAR issued and last brake holding test carried by Ship

Staff at that time.

Immediate mainte-

nance has been or-

dered to Vessel

Staff to all mooring

equipment in way

of brake holding

band by full chip-

ping and coating.

In enclosure n 2 and

3 you may have

vessel messages

informing about

status of ongoing

maintenance and

reporting about

situation.

All Safety Inspection observations received have been

cleared and personally I moved to Madrid to Repsol

Main Offices in order to better understand how REPSOL

was working on vetting activity, specially on respect of

. Pagina 9

Vetting Issues

Safety inspection and SIRE.

Following the Repsol Safety inspection we performed a

SHELL SIRE inspection with n 4 observations (of which

one was questioned by BP), and a consequent BP SIRE

inspection with n 5 observations, both with direct ap-

proval and no any comment on VIQ 9.15.

In REPSOL last SIRE, matter in question, exactly the same

observation received in January has been reported.

Following my request of an explanation, the first assess-

ment carried out by REPSOL, see enclosure # 4, requested

further explanation and action only for different items,

addressed in Company reply, see enclosure # 5, leading

to a REPSOL final approval.

As discussed on the phone, the correct working of any

winch brake has never been impaired by any extensive

corrosion we may have been suffered by reading the

note. Correct maintenance has been already addressed

immediately after the first note and everyone on Ship and

in Office is well aware of the monitoring and control it

should be done on the issue.

We kindly request to you to review all the above and re-

vert with any comment or suggestion you may have in

order to clear the vessel.

Thanking in advance for your attention and kindness to

my reiterate explanation request

***********

Any observation repeated in subsequent inspections are

highly damaging vessel screening and result, and mainly

is nullifying the hard job that normally people on board is

doing.

Maximum attention should be done for discussing imme-

diately with SIRE inspector any repetitive observation that

may be easily removed against prompt evidence, avoiding

a case. ***********

Four Bay

No any SIRE performed in this quarter. Vessel need BP

inspection at soonest.

Framura

Vessel performed a SIRE Inspection with Shell, Karachi 17

August 2012 (6 NO) with positive result. Chevron and

ExxonMobil referring to last Shell SIRE Report available,

next SIRE Inspection to be performed with BP.

Four Island

Vessel performed a SIRE Inspection with BP, Fujairah

(STS) 01/05/2012 (4 NO) with positive result. Chevron

and ExxonMobil referring to last Shell SIRE Report if nec-

essary. Next SIRE Inspection to be performed with Shell. Four Moon

No SIRE Inspection performed during this period. Vessel is

out of Oil Majors business trading and employed with

PDVSA in Caribbean sea.

Four Smile

Vessel performed a SIRE Inspection with BP, Ulsan 1 May

2012 (5 NO) with positive result, then with Repsol, Long

Beach 10 July 2012 (12 NO) with positive result. Chevron

and ExxonMobil referring to last Shell SIRE Report avail-

able. Next SIRE inspection to be performed with Shell.

Four Wind

SIRE Inspection performed with Shell, Quebec

01/08/2012 (2 NO) with very positive result. ExxonMobil

referring to last Shell SIRE Report available, as well as

Chevron. Next SIRE Inspection to be requested to BHPB-

RightShip.

Four Sky

Vessel performed SIRE Inspection with Phillips 66 (ex

Conocophillips), Ulsan 14/06/2012 (8 NO) with positive

result, while Statoil accepted vessel referring to last Shell

SIRE Report, inspection not required until 21 April 2013.

Next SIRE Inspection to be requested either to Shell or to

BP

Bulk Carriers

Four Springs

No inspection performed during this period. Next Right-

ship inspection is planned for October 2012

By M. Leveratto

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Dear All,

WELCOME INTO THE SAFETY PAGE!

With this edition we will deal the argument

of the voyage plan.

SAFETY: NAVIGATOR OFFICER—VOYAGE PLAN

The Voyage Plan is the basic knowledge that a ship officer, and

particularly a deck officer, shall have.

It is a very important part of the navigation.

In the modern shipping, Port State Control, Vetting Inspections,

and other related inspectors coming onboard the ship will

check your Voyage Plan.

Questions are:

• Are you prepared to make a voyage plan?

• Are you reluctant or afraid to make a voyage plan?

We’ll guide you to some points that you will need in preparing a

voyage plan.

In this fast growing maritime industry, different types of inspec-

tors would normally ask a lot on how you make a voyage plan:

inspectors ask a lot about the charts, publications, and the

voyage plan.

What should you do?

• First of all, you should know what tools you will need before

you start making a voyage plan.

• You must know your destination port in order to pre-plan

your route.

• You must ask the Captain regarding distance-off coasts, addi-

tional instructions and information from the charterers and

agent of the destination port, restrictions during the voyage

with regards to your draft and air draft, tides and currents of

the destination port, reporting procedures during the passage

or voyage, and so-on. We will elaborate it later as we start dis-

cussing about the checklist and the plotting.

• After gathering all of that information, you will start planning

your course, identify your waypoints, and start calculating your

courses and distances.

• If you’re not crossing any ocean, you can simply use “Mercator

sailing”.

• If you’re crossing an ocean, you can use “Great Circle Sailing

or Composite Sailing”, but that is under the approval of your

Captain.

Remember that all your actions is an extension of the Captain’s

authority, but in such cases that you have doubt that it will involve

or may jeopardize the safety of the ship, it is better to consult or

ask the Captain about it.

After all, he is the over-all in-charge of the vessel.

What you will need

You will need books to guide you through this instruction to be

able to clearly visualize what we are trying to say.

These books are available onboard the ship’s library, located on

the Navigation Bridge.

As officers and aspiring officers, you are encouraged to read a lot,

and know what you read, and start asking questions.

That is how you will learn it onboard the ship.

The books are listed below:

• Bridge Team Management 2nd Edition (by: Capt. AJ Smith)

• Bridge Procedures and Guide 4th Edition (International

Chamber of Shipping)

• Guides to Port Entry

.


• Nautical Publications

• Charts and Chart Catalogue

• Notice to Mariners

• Navarea navigational warnings

• Weather routing

• Etc.

Start making your Voyage Plan

It is always better to check Company’s checklist regarding

“Passage Plan Appraisal” to be sure you’re not missing any-

thing.

If you cannot find it, you can simply find an useful checklist on

the book “Bridge Procedures Guide”.

Always look for the latest edition that you have onboard.

Now that you have the tools and information that you need,

you can start making your voyage plan.

Always refer to Company procedures supported by your experi-

ence, always be ready for pre-briefing and de briefing.

• First, list down the charts that you will need during the pas-

sage. This will include large scale charts, which you will use

during coastal navigation; and small scale charts, which you

will use during ocean navigation.

• With the list that you’ve made, start arranging the charts

according to the consecutive order that you have listed.

• Always have a general or index chart, which you will use as

reference, especially when you’re handling a lot of charts.

As beginners you would most likely get lost in plotting. You

must have an overview where you are plotting your courses.

• Remember that the distance to go that you will give to your

Captain will be from pilot to pilot station. That means from

pilot station departure port to pilot station arrival port. The

Pilotage waypoint is not included in your sea passage calcu-

lation of distance run. You will have a different calculation

for that.

• You must know how much will be the remaining distance

from pilot station to berth.

• When you already have your list of waypoints, start calculating

your courses and distances. There are a lot of computer soft-

ware that you can use to calculate course and distance. Don’t

torture yourself calculating them manually.

• When you are already sure and satisfied with the results, you

can tell the captain the distance to go to the next port.

Plotting your courses

When plotting your courses, always put in mind your maximum

draft, air draft, manoeuvrability of your ship, etc.

• You must know your ship’s limitation.

• Apply parallel indexing, position frequency, course alteration or

wheel over position, bearing and distance off from a landmark,

bouyage system, reporting positions and reporting systems,

leading lines, and other means of position fixing other than

GPS and ARPA.

• All of this is listed down in the book “Bridge Team Manage-

ment”.

Paper works

Preparing the Chart is just one part of the voyage plan. You must

also prepare the Voyage Planning report which will be signed by

you as the navigating officer and co-signed by the Master, Chief

Officer and the Third officer, to indicate that they concur to the

voyage plan that you have prepared and have checked that it is

safe to navigate the ship as per voyage plan.

Your first voyage plan will most likely consume a lot of your time.

Don’t be discouraged! As you go along and as you do it every

time, you will get used to it and you will find a system or a way to

make it easier. Constant upgrading of your knowledge will be your

key to success and awareness to our constantly evolving and im-

proving Maritime Industry.

REMEMBER :A GOOD PASSAGE PLAN BRING YOU AT

HOME SAFELY!

. Pagina 12

Commercial Issues

“Charter Parties”

Dear all, Everyone well understand what a charter party is.

Anyway, let us spend some few words to refresh some com-

monly used definitions...

A charter party is a document of contract by which a shi-

powner agrees to lease, and the charterer agrees to hire, a

vessel or all the cargo space, or a part of it, on terms and

conditions forth in the charter party.

If permitted to do so by the terms of charter party, the Char-

terer may enter into subcontractors with other shippers.

Being a CONTRACT, it is of the utmost importance that Mas-

ters and Officers on board well understand the meaning and

carefully read the charter party governing the specific voy-

age/employment of the vessel.

It is advisable that Masters and Officers read it as a matter

of information: you shall always consider and have well clear

that it is the Charter party which has to be fulfilled by the

Owners through the indicated vessel, the non fulfilment of

the specific Charter party clauses may lead to undesired

situations and money lost.

Main type of Charter Parties

The main types of charter parties are Bareboat Charter Party

(sometimes called a Demise Charter), Time Charter Party

and Voyage Charter Party.

Besides the above, there are also Contract of Affreightment

and Dock Charter Party.

Let’s go more deeply and explain the differences among the

various types of Charter Parties.

Bareboat Charter Party

By this type of Charter, the shipowner leases the entire ves-

sel and the Charterer has the responsibility of operating as

thought it was Charterer’s own vessel.

For the period covered by the charter party, the Shipowner

has lost the control of the vessel.

The Charterer acts as the sole Owner of the ship and is re-

sponsible for maintenance and all functioning costs of the

vessel, including fuel, crew maintenance (the Charterer em-

ploys and pays the crew), repair, custom duties, port ex-

penses, stores, provisions, harbour dues, pilotage, etc.

The Charterer is responsible for the upkeep, preservation

and safety of the vessel.

Before delivery to the Charterer, the vessel is surveyed by

representatives of both parties and the same is done on re-

delivery.

The Charter party will stipulate that the vessel must be rede-

livered in the same good order and condition as when deliv-

ered, ordinary wear and tear expected.

In this type of charter party there is therefore no mainte-

nance liability or any kind of claim on the vessel by the

Owner for the period of lease.

The Owner leases the vessel without any administration,

financial or technical responsibility for it.

It is the most suitable for tankers and bulk carriers.

Voyage Charter party

This is a Charter Party for the carriage of a full cargo, not for

a period of time, at a stipulated rate per ton, for one voyage

only, between named ports to be nominated on arrival in a

given area.

It is a frequently used charter party of which there are many

varieties, and most commodities and trades have a particu-

lar type to suit their purposes. Shippers of large quantities of

bulk cargo such as coal, grain, etc have charter parties with

special titles; for the oily industry most used Charter parties

forms are issued by Major Oil Companies (as Shellvoy).

Time Charter party

It is often confused with the previous charter party.

This charter party refers to lease of a vessel by the owner to

a charterer for a specified period of time.

The owner only offers his vessel at a predetermined rate.

The charterer agrees to bear all expenses incurred on run-

ning of the vessel in return of availability of vessel for that

time.

Lumpsum charter party

In this particular type of charter party, the owner agrees to

lease the vessel to the charterer for a specified cargo to be

shipped to a specific port.

Contract of Affreightment (COA)

This type of charter party particularly suits to bulk cargos

that often need more than one voyage for complete ship-

ment.

The main purpose of a COA is to oblige a carrier to lift a fixed

or determinable quantity of cargo of a specified type over a

given period of time. Usually, the COA is not limited to one

particular vessel, but operates as a series of voyage char-

ters. Freight is payable on the quantity of cargo transported

and the carrier bears the risk of delay en route.

Given the long term nature of the contract, a COA is almost

always tailor made to meet the specific needs of the parties

concerned. These parties are the shipper or buyer of the

cargo who is often motivated by requiring certainty for the

costs of transportation, and the ship-owner who is con-

cerned with providing assured long term employment and

flexibility for his owned or chartered in tonnage. COAs en-

able the ship-owners to be flexible and allow the vessels to

be fitted into a pattern of trade that maximizes laden as

against ballast distances and allows such arrangement to

be concluded at very competitive rates of freight. This type of contract is especially found in industrial cargos

like that of coal, stones, building materials, metallurgical

materials etc.

Dock Charter Party

This type of contract is made on the basis of the port or

dock where the vessel is received by the Charterers upon

leasing or the owner while returning.

The exchange happens in areas which are essentially suited

to the size of vessel and are called “commercial area of the

port”.

By G. Mortola

.

Lesson’s Bearing

Incidents & Risk Assessment - A strength

relationship - A real case study analysis -

PREAMBLE

Here below you can find a couple of real case of incident investigation, with injuries to persons involved

as consequence in both cases. It is to be highlighted that in both case, common safety practices were

largely followed and PPE was cases correctly worn, but it wasn ’ t sufficient to avoid an incident with in-

jured persons.

Upon completion of analysis, it resulted that both occurrences were caused by unpredicted factors that

weren't included into operation risk assessment.

It is evident that there will always be some areas that will remain uncovered by risk assessments, being

so wide the range of possible occurrences during operations on board.

Nevertheless, it is evident too, that an effective risk assessment process, covering as much as possible

all operations, will considerably reduce possible unpredicted hazards and as consequence incidents.

Following incident could have probably have avoided or mitigated by a more effective risk assessment

process!

Loose grating causes fall and injury During coastal passage the chief engineer inspected the lower side of the forward seal of the stern tube as part of his rounds. He then turned around and proceeded forward towards the ladder leading up to the bottom plates. He stepped on a flat-bar and rod grating section forming part of the walkway along and underneath the tail-end shaft. The grating section was too small for the bilge well that it covered, and fell down into the well. Thrown off-balance due to the fall, the engineer’s right leg hit the exposed sharp edge of the bilge well with great force, inflicting a serious wound extending almost the full length of his shin bone. After being rescued and given first aid, he was medevaced by helicopter to receive medical treatment on shore.

Root cause 1. Mismatch in dimensions of grating section and bilge well opening that resulted in insufficient support of grating

by bilge well edges. 2. No lock bolts fitted on the grating. 3. Due to the location’s low lighting and difficult access, potential hazard was not seen. 4. The location was not included in the unmanned operation route risk assessment checklist, as crew members

rarely go there.

Corrective/preventative actions 1. Fleet advised to thoroughly inspect all gratings, floor plates, their supports and locking devices for proper and

secure fit. 2. Carry out modifications to any similar deficiencies and/or deformed floor plates: weld in place proper lock bolts

or an angle bar support to prevent the fall of grating or a floor plate section. Or weld hinges onto sections that are frequently removed for inspection.

3. Post appropriate warnings and fence off the opening when any grating or floor plate.

.

Lesson’s Bearing

Incidents & Risk Assessment - A strength

relationship - A real case study analysis -

Arm fractured when rigging pilot ladder A large inbound vessel was approaching the pilot station in a gale and heavy rain and was instructed to prepare combination ladders on both sides. The chief officer and deck crew held a toolbox meeting and prepared the port (weather) side combination ladder first. The gangway was rigged at deck level and then lowered to the proper height. A seaman wearing all appropriate PPE, including an inflatable life-vest and safety harness with lifeline, descended to the bottom platform of the gangway to monitor the lowering of the pilot ladder. After confirming the pilot ladder was 1.5m above the water, he began to secure the pilot ladder to two sunken cleats in the hull with an 8mm rope lashing. When he inserted his right hand into the after sunken cleat to thread the rope through it, a wave caught the bottom of the pilot ladder and jerked it astern. The step in the way of the sunken cleat moved aft and hit the seaman’s right wrist, while his hand was still in-side the recess. Although in severe pain, he returned to the accommodation where first aid was given. After berthing, the injured crewmember was sent ashore and the doctor diagnosed a bone fracture, liga-ment injury and subcutaneous hematoma. The crewmember was certified unfit for further duty and there-fore was disembarked.

Root cause/ contributory factors 1. Although a proper risk assessment and toolbox meeting was conducted before work, it did not con-

sider the possibility and consequences of the bottom steps of the ladder being hit by a swell wave. 2. A combination of wind direction, restricted sea room, traffic density and routeing prevented a change

of heading to provide sufficient lee for rigging the combination ladders. 3. Constraints of the working area meant that, to secure the pilot ladder to the sunken cleats, the crew-

member had to stand on the bottom step of the gangway and pass the lashing rope around both the pilot ladder’s side ropes and twice around the far cleat before tying it off.

Corrective/preventative actions Pilot combination ladder rigging procedures revised as follows: 1. Gangway to be lowered to designed level (≤55° angle above horizontal). 2. Pilot ladder rope lashing changed to 16mm since the larger rope requires only one turn around the lad-

der and cleat. 3. Fore side of the pilot ladder to be lashed first, then the aft side. 4. During rigging and unrigging operations, the pilot ladder’s bottom steps to be kept at least 4m above

the sea level by means of the recovery line. 5. Pilot ladder marked to indicate at upper deck one, 2m and 3m clearances from ladder bottom to sea

level for both ballast and laden conditions.

. Pagina 15

The Academic Lesson

Investing in Quality

Quality is often defined in the context of

the relationship between the customer

and the supplier; it is a measurement of

how a product or service meets, or ex-

ceeds, a customer’s expectations. But, the quality of the

management in ship operations impacts on the way in

which the master and his crew conduct their business.

We have to underline that not all ship operators aspire to

the highest levels of quality. Port State Control reports re-

cord that some ship-owners are failing to comply with inter-

national conventions, such that the condition of the ship or

the quality of its crew falls below the required standard.

There are some companies whose focus is on profit—at the

expenses of quality and of a safety culture.

Their compliance with regulations aspires only to the ac-

ceptable, particularly in respect of crew working and living

conditions, safety of life at sea and accident prevention.

Just few words to underline what a regulation is.

Regulation is required to ensure safer and secure shipping

and cleaner oceans. It is usually brought about as a result

of a casualty that has an effect on the safety or security of

shipping or an impact on the environment, or has caused

public (or media) outcry.

Regulations invariably are spawned from proposals from

one or more participating nations within the various inter-

national bodies (IMO, ILO, etc.) and are eventually agreed

by consensus within these bodies before being adopted as

a convention, resolution or amendment, and ultimately

accepted, ratifies, acceded—or ignored—by the receiving

countries.

Back to quality now...

Corporate organisations face the challenge of satisfying

shareholders and the scrutiny of the wider public and envi-

ronmental bodies.

These organizations now need to demonstrate a certain

commitment to sustainable development through the three

tenets of corporate social responsibility—social economic

and environmental performance.

The opposite of the first group is the company that actively

invests in quality, not only by complying with mandatory

regulations, but also through self-regulation and voluntary

commitment to industry standards and codes of practice.

A quality company also invests in its people, by providing

them with a safe and secure working environment, decent

living conditions and fair terms of employment, and by pro-

moting a Company Culture, through communication and

empowerment.

As everyone well knows, the “perfect ship” does not exist:

the end product is inevitably a compromise between shat is

needed to satisfy the regulations, what is absolutely neces-

sary to fulfil the operational role and what is affordable.

In reality, the end product (the ship then) reflects the atti-

tude of the shipowner or shipmanager towards safety, secu-

rity and quality.

A difference... Whilst the principles and practices of safety,

through effective implementation of the ISM Code and those

of security, through the ISPS Code, are legislated by the

IMO, those of quality are not.

Did you thought sometimes why not?

It is so because survival is not compulsory.

In few points:

• Quality seemingly takes its root from a clear defined pur-pose and most importantly integrity of purpose;

• Safety comes from an inherent need for survival after accepting the risk involved;

• Security results from the human and legal right of an entity to protect oneself against the hazards of external

destructive forces.

Thus, whilst quality and safety are based on trust founda-

tions, security is based on those of mistrust.

If we want to continue trade towards sustainable develop-

ment, we have to learn and accept practices of mistrust.

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: [email protected]

There are no shortcuts to

safety, and everyone has to

contribute

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