Analytical evaluation of the cause of navigational non comformities

Maritime transportation is highest-capacity transport type in the world. The biggest benefit of capacity advantage is cost reduction due to scale economy. Another benefit of the capacity advantage is that it will not be able to consider overseas trade activity without maritime transport. Over the years, maritime industry has become aware of this power. There are threats as well as opportunities for this power. The economic climate created by capitalism and its competition have led to the fast and cheap cargo being safe and environmentally friendly. The ignorance of the safety factor has caused many ship accidents and collisions. This increase in accidents and collision has reached a level that requires measures to be taken. The consequences and increasing frequency of these accidents have led to the emergence of international conventions and associations. One of these associations is the OCIMF which is mentioned in this thesis that emerged after the SS Torrey Canyon accident. This accident is the marine accident that caused the greatest environmental damage of the past period of this accident period. The objective of OCIMF is to minimize the accidents that may be experienced at sea and to maintain the operations by keeping the people and the environment in the foreground. The objectives of the Forum are to identify problems related to tanker ships and terminal industries and to develop and publish corrective standards for these problems, to contribute to contracts and regulations to strengthen the construction and operation of tanker vessels and terminals, to coordinate with IMO and other regional and national institutions and organizations, to promote the implementation of international agreements and regulations, to organize industry events on forum skills and members' experiences, and to raise awareness by better introducing the forum, explaining its objectives, and influencing stakeholders in the industry positively. Within the scope of these targets, SIRE (Ship Inspection Report) program was established and it was aimed to increase safety and environmental sensitivity by inspecting tanker vessels engaged in trade within the scope of SIRE. The program is a unique tanker risk assessment tool for ship charterers, ship operators, terminal operators and government bodies on ship safety. The program has improved day by day and has increased the number of members. By 2016, the SIRE program has 109 members in 45 countries. The CDI Foundation is a non-commercial organization that is not based on intentional financial concerns financed by the chemical industry. The CDI is responsible for the accreditation of inspectors and auditors to prepare and submit inspection and audit reports for use in the risk assessment process in the chemical industry. There are more than 150 CDI accredited global inspectors and auditors who can conduct CDI audits and audits all over the world. In addition to meeting academic and sectoral experience criteria, inspectors and auditors are trained, examined and their performances are observed. According to the cargo they carry tanker operating companies have memberships in these two inspection mechanisms. These inspections have made the vessels safer, more reliable and more environmentally friendly and benefit all human beings, not just owner or charterer. Standardization of audits provides objective inspections independent of the nationality of the ship or company or of the ship operator, regardless of the flag state of the ship. Since the reports are also reviewed by the OCIMF, the possibility of writing a false nonconformity has been reduced to a minimum. As the inspection history of the vessels can be seen on the internet, it is possible to save time and labor as there is no need to repeat inspection at every port. It provides a professional perspective to ship operators and their personnel. Employees who are experienced in auditing also make use of their deficiencies in their routine operations at the ship, that is, during the routine construction of the operation, making the operation more secure. It is crucial to prevent navigational safety accidents in maritime and to prevent environmental pollution or loss of life caused by these accidents. So it is one of the most notable chapters in navigational safety audits. Therefore, the chapters of the SIRE/CDI audits related to the navigation are examined and the nonconformities written for those sections are discussed. These chapters are for SIRE 4th chapter and for CDI 3rd chapter. A questionnaire was applied to Turkish tanker companies and SIRE and CDI inspectors who inspected the vessels between 2014 and 2016 were requested to share the nonconformities written by the ship without naming the ship and a general reason analysis was made independent of these nonconformities. A weighting was applied to the main criteria and the sub criteria of these criteria. There are many multi-criteria decision making methods in the literature. The reason for choosing the AHP method is that it can be used in many disciplines and is also used in maritime. At the same time, it is preferable to use this method in order to use qualitive and quantitive data as well as in this method. The problem is defined in a very good way and the structure is established by defining the criteria. The AHP method is based on pairwise comparisons. The weight of these comparative criteria emerges and the order of the causes is provided by these weights. Calculations were made using the superdecision program. While creating the hierarchy structure, 6 main criteria and 33 sub criteria of the main criteria were utilized in the calculation of the literature. The views of deck inspectors working in Turkish tanker companies, which also received navigational non-conformities data as well as literature, helped to shape the sub-criteria. Main criteria are human, company, system, technic, design and 3rd party. The definitions of the all criteria were presented and the opinions of the experts were taken and the weights of the criteria were calculated by processing the program. Criteria weights calculated by the program were evaluated and the highest and lowest criteria were interpreted. At the same time, weights of the 6 main criteria were distributed to the sub-criteria and the results were shared with the graphs. Another weighting of the 6 main criteria was made by weighting individual non-conformities collected from Turkish tanker companies between 2014-2016. The similarities and differences between the two obtained weights were determined and interpreted.