tam vetting pierre karsenti, general manager shipping, total · pdf filetotal general criteria...
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1 P. Karsenti
TAM Vetting
Pierre Karsenti, General Manager
Shipping, TOTAL
2 P. Karsenti
CONTENTS
Introductions
Description of TAM Ship Inspection & Vetting
Asset importance
Relevant issues
Mutual concerns
Mutual benefits
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OBJECTIVES
To safeguard the Total Group from exposure to risk.
To support the Safety, Quality & Environmental Charter of the Total
Group.
To determine the standard of tankers using a technical risk assessment
free of any commercial influence.
To apply such assessment to all tankers in a uniform & equitable way.
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Total milestones
1920
Creation of PetroFina
1924
Creation of Compagnie Française des Pétroles (CFP)
1941
Creation of Société Nationale des Pétroles d’Aquitaine (SNPA)
1954
Total brand launched
1999
Merger with PetroFina and then Elf Aquitaine
2003
TotalFinaElf renamed Total
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DIRECTEUR GENERAL
EXPLORATION &
PRODUCTION
GAZ & ENERGIES
NOUVELLES
RAFFINAGE &
MARKETING
TRADING &
SHIPPING CHIMIE
SECRETARIAT
GENERAL
DIRECTION
FINANCIERE
SHIPPING
VETTING
Where is the Vetting department inside the Total group ?
While we are within DTS Branch, we are
providing services to E&P, Refining &
Marketing and Gaz & Power.
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ORGANISATION
P.DECARPIGNY
Inspection
Team PARIS SINGAPORE HOUSTON
7 Inspectors
Inspection coordinator
TC Inspection coordinator
1 Inspector 1 Inspector
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PARIS GENÈVE
SINGAPOUR
HOUSTON
Our offices
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Our inspection team
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
1 Inspector
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Risk Assessment
3 Key AREAS of risk are identified
Nautical
Fire & Explosion
Structural damage / Stability
Within each AREA we have identified a potential SOURCE
Design / Equipment
Procedures
Crew
The Inspection report will therefore identify any major risks
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EVALUATION OF MAJOR POLLUTION / ACCIDENT RISKS
RISKS FROM
CrewProceduresDesign /
Equipment
NAUTICAL
N1 - Navigation
STRUCTURAL DAMAGE / STABILITY
FIRE / EXPLOSION
N2 – Propulsion / Steering
N3 – Mooring / Anchoring
N4 – Emergency Towing
F1 – Machinery spaces
F2 – Cargo Operations
F3 - Non cargo spaces
F4 - Accommodation
F5 – Fire fighting / detection
S1 – Tank over pressure / vacuum
S2 – Hull structure condition
S3 – Stresses / Stability monitoring
MISCELLANEOUS
Miscellaneous
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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FACTS
Ship Inspections = > 1200 per year conducted by OCIMF Accredited
Inspectors with exclusivity of Inspection duties ( no Agencies ).
Vetting ( Single Voyage Assessments ) = > 20000 per year.
Ship Owner Review: Around 25 visits per year.
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SYSTEMS
Based on best practices of departments prior to merger.
Dynamic to ensure constant review.
Access via Intranet means security of identification & auditable system
for all assessments.
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DATABASE
All are internally rated for the benefit of Traders / Charterers / Terminal Operators to help identify potential use:
Inspected (770)
Unclassified + (4300)
Unclassified – (8700)
Rejected (200)
Dynamic system to reflect immediate changes in information affecting the status.
Contains details of all tankers as supplied by Lloyds Register Fairplay.
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METHODS / Inspection
Based on SIRE with additional Total assessment included.
A close team of Inspectors with Senior Officers experience.
Objective is to determine whether an operational risk exists and not to
find fault / a minimum number of deficiencies.
Assessment of vessel’s status is done in Paris not by the Inspector.
The responses from an Owner have to show the implementation of best
industry practice through continuous improvement & not mere
compliance with Flag & Classification requirements.
Requests for inspections are made via [email protected].
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METHODS / Vetting ( Single Voyage Assessment )
Active (non Passive) system requires positive assessment & not
reference to a fixed database.
Requests are submitted via Group electronic Intranet to ensure
efficient & auditable response.
Assessment starts immediately and could lead to the contact with
technical operator in order to gather any supportive information.
Communications are made via [email protected].
Assessment includes all available sources of information
including SIRE, EQUASIS, PSC, Classification Society data,
Casualty reports, Terminal & Voyage reports etc.
Assessment is a technical risk assessment and never reflects any
commercial aspect.
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Methods / Owner Review
Schedule priorities visits to Owners of ships regularly used, or
considered useful for the future, by the Total Group.
Objective is to determine the quality of technical support provided by
Owner to the whole fleet of vessels.
It provides the opportunity to further develop the need for continuous
improvement in all shipboard operations & Rounds out the information
gathering process.
Tanker Management & Self Assessment Guide (TMSA) seen as a
valuable tool for a Quality Operator. Data collected through
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RELEVANT ISSUES
Total criteria
Shared issues
Industry issues
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TOTAL General Criteria Vetting team members have detailed guidelines, checklists &
questionnaires to assist in applying a uniform interpretation of technical
criteria.
General criterias include:
Non use of Crude / Product / Chemical tankers if age is > 20 years
Non use of LPG tanker if age is > 20 years & DWT is > 5kT
Non use of LPG tankers if age is > 25 years
Non use of OBOs
Restrictions on tankers if age is > 15 years (Op SIRE report < 6 months)
Restrictions on Fuel Oil (DH and less than 15 years old)
Non use of Single Hull tankers (for Charter / CIF / CFR incoterms)
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SHARED ISSUES Port State Control Data
The practice of obtaining from an Owner confirmation, and close out
actions, of the issues involved within a Port State Control resulted in
our database being at odds with other Industry available databases.
This resulted in Total associated with tankers being targeted by PSC
bodies even though we knew all issues had been resolved.
We now avoid such association with any tanker likely to be targeted by
PSC
Criteria highlights tankers which could be targetted
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Vetting Criteria
IF
1 Detention in the last PSC Inspection refuse the ship
OR
2 or > 2 detentions in last 36 months refuse the ship
OR
> 20 deficiencies in all inspections of last 12 months refuse the ship
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TRADER
CHARTERER
TERMINAL
OPERATOR
? Inspected
Unclassed +
Unclassed –
Rejected
Summary – Assessment Scheme
To control the Group’s Shipping exposure to
risk
To assess potential tanker candidates using risk
assessment methods
The approval by Vetting of any maritime
operation is requested when:
The cargo belongs to a Group entity
The vessel is chartered by a Group entity
The loading (discharging) takes place in a Group
terminal
Any operation related to Heavy Fuel Oil on a vessel
over 5,000 DWT
More than 1,200 inspections / year by 16
inspectors around the world
More than 20,000 assessments / year by Vetters
About 25 owner’s head office audits / year to
determine the quality of the technical support
offered to the fleet
A few Vetting rules
No Crude/Product /Chemical tankers over 20 years
old
No LPG tankers over 20 years old if > 5 KT
No LPG tankers over 25 years old
No tanker more than 15 years for T/C
No tanker aged more than 15 years for Heavy Fuel
Oil
Vetting
Request
INSPECTION
TEAM
Inspection Report
VETTING
TEAM
Shipowner Audit
SHIPOWNER
AUDITOR
Other Reports
SIRE
Casualties
Terminal
Equasis
PSC DATA
Ind. Publications
Voyage Report
Websites
Risk
Assessment
YES
or
NO
Questionnaire
Quaterly Report
Officers Matrix
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INDUSTRY ISSUES Casualty Figures
All casualties meet Flag & Classification requirements.
Charterer requires higher standard due to increased exposure to risk &
possible litigation.
Tanker casualties: 192 for 2004, 207 for 2005, 194 for 2006 & 250 for
2007, 205 for 2008, 195 since January 1st, 2009.
Various types & sizes of Tankers operating worldwide though 65 %
were product / chemical tankers.
Majority were Collision or Grounding with root cause showing
weaknesses in Bridge Team Management ( 55% in 2002, 57% in 2003,
55% in 2004, 59% in 2005, 50% in 2006, 54% in 2007, 60 % in 2008).
For 2008, significant increase in mechanical failure (lack of maintenance
? Lack of expertise?) and loss of anchor / chains.
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PERSONNEL Crew Quality
Single most important issue to determine quality standard of operation on board.
Safeguards will include known & detailed history of individual from Recruitment, Selection & Training records.
Inspector to use open question techniques to assess on board expertise.
Officers matrix within SIRE indicating lack of selectivity by Crewing Departments = Minimum aggregated years for Senior Officers.
Lack of experience in rank for junior officers.
Experienced officers are clearly encouraged to support junior officers and crew in their job in order to improve reliability & safety
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Officer Matrix Guidance ( SPOT)
Negative observation if Captain & C/O OR C/E & 1/E have:
Joined at the same time
Aggregated time with Company < 2 Calendar years
Aggregated time in rank < 3 years seatime
Aggregated tanker experience < 6 years seatime
T/C tankers will require enhanced aggregated times of 5, 3 & 9 years
Revised guidance is now within the VIQ
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Importance of Junior Officers
We are always looking at the officers matrix from a wider perspective.
If the vessel is manned by 2 Junior officers ( Eng or Deck), aggregated
experience as OOW should not be below 12 months and if one of the two
OOW is below 6 months seniority as OOW then the experience as OOW of
the other one should be minimum 12 months.
If the vessel is manned by 3 Junior officers, aggregated experience as OOW
should not be below 18 months. If 2 of the officers are below 6 months
experience as OOW then we can refuse the vessel.If one of the officers is
below 6 months as OOW, then one of the 2 remaining officers should be
minimum 12 months as OOW.
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HUMAN ELEMENT
The Officer Matrix is useful to show familiarity, experience & expertise
however what is needed is a clear indication of competency (Total
experience as OOW should be reflected for junior officers).
Importance of Simulator refresher course for junior officers.
Importance of criterias for selection / evaluation / promotion for officers.
Importance of Navigation audits in order to highlight the weaknesses and
the training needs of the personnel.
Parallel must be made with the airline industry.
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Shipping Environment
2009 – 2010 can be considered as lean times for shipping industry
We are watching for leading indicators of cost cutting such as
insufficient spares, deferred maintenance, machinery breakdowns.
Crisis should not be an excuse to reduce the crew training budget.
From our vetting perspective, our concern is to avoid companies which
may be making poor choices.
A Major Issue : Piracy
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A widespread issue that presently affects Indian Ocean, Oman Sea and Red Sea
Source : Marisk
War Risk Area stated by insurance companies
242 successful reported attacks in 2010 - More than 600 sailors taken on hostage
An average detention duration > 4 months
Estimation of the extra cost for our fleet in 2010 ~ 9 Musd
MARITIME PIRACY (1)
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A widespread issue that presently affects Indian Ocean, Oman Sea and Red Sea
Current routings followed by ships
Considerable costs resulting from major deviations
Source : EUNAVFOR
MARITIME PIRACY (2)
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MUTUAL CONCERNS
Total, as Charterer, shares the same concerns as you.
We recognise the need for professionalism and respect.
We are concerned with the casualty data.
We are concerned with the public perception of the industry.
We both want to be associated with quality operations.
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NAVIGATIONAL CONCERNS
Spot & T/C involvement with groundings, collisions & contacts within
port & Pilot on board.
This mirrors Global casualties.
Issues include poor passage planning / inadequate chart supply &
ultimate use / poor bridge team management & organisation / over
reliance of Pilot expertise / Poor interaction with Pilot.
Traditional values & expertise will avoid this.
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SUMMARY 1
Effective implementation of risk management is the best control of risk.
Continuous improvement of our performance, measured by Key
Performance Indicators, will ensure long term growth.
Charterer recognises, ( through SIRE inspections + Office Reviews +
Paris Meetings + Officers Seminar ), such quality and shares such
commitment.
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SUMMARY 2
Charterer has a mutual respect for all Officers & Crew.
Preparation for inspection (documents / briefing of Crew / organisation
& availability of personnel / use of VIQ prior to the inspection) will be
recognized & valued by SIRE Inspectors.
The purpose of the inspection is to determine whether there is an
operational risk on board and not to find faults.
We live in an auditable age and the need to demonstrate effective
management.
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AND FINALLY
A major tanker casualty may result in an environmental catastrophe
however nobody is injured or killed but results in sustained & major
Media importance.
TOTAL wants to be associated with quality operators and long lasting
partners.
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Thank you