Safety bulletin vol 1 issue 05

Step Change for Safety – A Shell Marine Initiative Volume 1, Issue 05 1st June 2013

GLOBAL SHARING Shell Marine Safety Initiative kicks off in Amsterdam on 19th and 20th March 2013 One conference in Singapore, and now, one in Amsterdam, but if you all join

INSIDE THIS ISSUE: Fall in tank

2

Heaving lines

2

Tank entries

2

Anchor Loss

3

Propulsion Loss

3

Contact damage

3

hands, we will move closer to our goal

“ONE INDUSTRY ZERO ACCIDENTS”

Amsterdam Forum 4 - 6

That’s not what is being said above, but, think of something better by 15th June and send to me, to win an I-Pad Mini

LEADERSHIP COMMITMENT TO SAFETY – AMSTERDAM CONFERENCE The focus question of Amsterdam Conference

“ How

4 WORKING SESSIONS

COMMERCIAL PRESSURES



can we reduce Maritime Incidents in a big way?

1) 2)

MAKING STEP CHANGE . as

a and,

 For further details visit www.stepchangeforsafety.com

What would success look like?

What is getting in the way of our success?

What would we see, feel and hear that would reflect how we, as leaders, reduced maritime incidents in a big way?

We are the leading Industry!

3) As an Industry, Corporate Leader, Personally?”

BARRIERS TO OUR SUCCESS CRITERIA

OUR SUCCESS CRITERIA

4)

What actions, should we take, to break down these barriers?

Mapping out our actions.

Prioritizing these, and, playing a role going forward.

Safety is a true value and a respected part of the organization ethos and culture.

We collectively contribute to effective knowledge sharing which will benefit the wider industry and support the prevention of all incidents.

Respect is embedded throughout all levels of our industry.



Real or perceived

CULTURAL DIFFERENCES 

Nationalities



Safety as a value



Responsibility and accountability

LACK OF TRUST AND TRANSPARENCY CONSERVATISM / COMPLACENCY 

Ship / Shore hierarchy



Processes and procedures



Roles and responsibilities



Training

FRAGMENTED INDUSTRY 

Sharing of knowledge and learning.



Actions (lacking “boldness”)



Reactive

Dear Participants – Pls help us by completing a short survey about this GLOBAL SHARING forum.

Keeping “CTRL” button pressed; please click on the link below to start the survey. http://www.surveymonkey.com/s/3K2F8XC OUR SUCCESS CRITERIA

b

Page 2

GLOBAL SHARING Injury: A falling Star?

We do not possess super powers, and, need to have a 3point contact when going up / down the ladders onboard ships. Also remember that loose tools etc can fall and injure others below.

THE INCIDENT

LESSONS LEARNT

During a cargo tank entry for inspection the Bosun fell from the vertical ladder at the tank entrance to the bottom of the tank estimated height 8.5mt

1) Behavioral safety needs to be continuously encouraged.

It was discovered that the Bosun was carrying a flash light in one hand during entry.

4) The Simplest of tasks can lead to injuries hence must never be underestimated.

2) 3-Point contact is critical for vertical ladders.

3) Intervention through team work needs to be active.

Underestimated.

For further details Submissions� tab www.stepchangef

Injury Near Miss: Hit by UFO (Unapproved Flying Object) THE INCIDENT During tying up vessel to harbour tug, the heaving line almost hit a crew member.

It was found that the weighted heaving line was a home production containing a heavy nut instead of the approved rope monkey fist.

LESSONS LEARNT 1) Be aware of the dangers which could result from unapproved weights in heaving lines.

2) Stay clear and ensure the area is well lit and not obstructed in case you have to duck the weight coming towards you on the boat or jetty.

3) Visiting Inspectors and Superintendents should check and educate crew on using approved heaving lines.

4) Circulate this submission to raise awareness.

Injury Near Miss: Lost in Space?

THE INCIDENT

Shipstaff often use shackles, deck fittings and nuts/bolts when making monkey-fists.

These could hurt the person receiving the heaving line.

While two surveyors were sampling in the vessel's tank at the request of WWT posting a placard "Now working! Do not close the manhole", a supervisor and a refinery man got into the tank for watching the operation.

After sampling, they got out of the manhole in the order of surveyor A,

FINDINGS Supervisor, refinery man and surveyor B. When the refinery man came up he removed the placard of warning after he exited and so the crew assuming all had got out were near closing the manhole in spite of the fact that the surveyor B was still climbing up the ladder.

Wrong action by the Refinery person could cause an accident. A meeting must be carried out with Shore contractors and lead person defined who should take care of the rest of the gang.

Shipstaff have to remain vigilant as the safety of shore personnel onboard becomes their responsibility.

Page 3

GLOBAL SHARING Property damage: Loss of Anchor and Chain THE INCIDENT Our Vessel, fully loaded, anchored at TAIZHOU port within Yangtze River. At 0600lt on 27 Aug 2013, the vessel heaved up both port and starboard anchors and departed TAIZHOU. As the port anchor was supposed to be used one hour later, the Bosun casually held the port windlass brake, put down the guillotine bar of the chain stopper on a vertically-placed chain

cable and kept it unsecured, and left the bow with the chief officer.

At 0645lt, a loud booming noise raised from the bow, the chief officer ran to the bow, and found that both port anchor and anchor chain were lost...

FINDINGS 1 The port windlass brake was not fully applied by the carpenter after the anchor was heaved up, the vibration of the port

anchor and chain during sailing increased the force on the brake, the brake could not hold the chain tightly.

2 The guillotine bar of the chain stopper was not properly secured and the locking pin was not in position. The guillotine bar was put on a verticallyplaced chain cable, instead of a horizontally-placed cable, and failed to stop the cable from running out.

3 The chief officer didn't check if the port anchor and chain were properly secured.

4 The safety awareness of the chief officer and Bosun were poor, they didn't realize that the vibration of the anchor and chain during sailing might increase the force on the brake.

5 The operator's procedure regarding to anchoring operation was not strictly complied with.

Property damage: Loss of propulsion THE INCIDENT Port side Main Engine suffered failure on small vessel during bad weather due to loss of cooling water.

FINDINGS 1) Due to heavy rolling and pitching, the SW pump lost suction, taking in air and damage to pump impeller.

2) Vessel was down by head which contributed to

pump suction above water.

lifted

out

3) Port Main Engine overheated and stopped.

4) Vessel used one engine to maintain position but could not move to shelter of port of refuge.

7) In port the service engineer attended vessel, pump was repaired and sea chest cleaned.

Engines tested after repairs.

LESSONS LEARNT

from original makers, maintain spares for critical machinery.

3) Vessel's trim is to be maintained by stern for such eventuality 4) Additional alarms and slowdowns to be fitted for loss of suction eventuality as delayed loss of control resulted in engine damage.

5) Emergency plan to be developed and tested in the event of one engine failure.

1) Amend PMS - to reduce frequency of pump overhauls and replace impellers at fixed intervals 6) Master called for tug to to avoid Fatigue failure.

2) Purchase failure tow vessel to safety.

Confirm spares are sourced from original makers, maintain spares for critical machinery.

FINDINGS 3) Vessel's trim is to be maintained by stern for  Inadequate work planning and poor communication between Bridge and Engine room. such eventuality Inadequate monitoring by Bridge team of relative position and speed of own vessel.

4) Additional alarms and slowdowns to plan be fitted for and did not pay attention to trials.  Master was busy in reviewing Passage with Pilot loss of suction eventuality Inadequate evaluation of changes - Ahead movement was higher than normal and astern as delayed loss ofnot control movement responded slowly as engineer's aware (or made aware) of imminent danger. resulted in engine damage.

5) Emergency plan to be  SMS to review and revise proceduresand for Engine at all times. This Standard developed testedtesting in Operating Procedure should be signed by Master and Ch Engr. Telegraph orders are to be the event of one engine issued from Bridge only even for testing purposes. failure.

5) Ch Engine was unable to repair pump in heavy weather.

Property damage: Close encounters of the worst kind THE INCIDENT When testing Engines in preparation for berthing at Singapore, vessel overshot and contacted another vessel anchored 1.2 cables on the port bow. Contact resulted in damage to port side gunwale and railings on own vessel as well as starboard quarter upper shell plate on other vessel.



Forward and aft stations are to be manned during engine testing.

Page 4

SHELL MARINE CONTRACTORS SAFETY CONFERENCE IN AMSTERDAM .

Industry voice - Better safety and efficiency require greater transparency - By Hal Brown "Transparency and information sharing needs to be greatly improved to enhance efficiency and safety in the shipping industry, industry experts told the Lloyd‘s List Summit. ―There‘s a long way to go,‖ said Right Ship chief executive Warwick Norman. There are still too many substandard vessels operating on the water, despite vetting procedures, the summit audience was told. Industry players are often concerned over legal barriers to sharing information on a vessel. ―When it comes to transparency, everyone hides,‖ said DP World group chief executive Mohammed Sharaf. ―Everyone talks to each other once in a while but no one is willing to share information.‖" LLOYD‘S LIST, 13 May 2013, p 7

Page 5

SHELL MARINE CONTRACTORS SAFETY CONFERENCE IN AMSTERDAM

s

SOME OF THE PARTICIPANTS AT SHELL MARINE CONTRACTORS SAFETY CONFERENCE AMSTERDAM

Page 6

SOME OF THE PARTICIPANTS FROM AMSTERDAM CONFERENCE

WHILE MANY SIT ON THE FENCE, THE FOLLOWING LEADERS HAVE CONFIRMED THEIR PARTICIPATION IN

GLOBAL SHARING FORUM. WHY NOT JOIN THEM?

POSTED BY G SACHDEVA

G R E E N W AV E S H I P P I N G PTE LTD 15, HOE CHIANG ROAD, TOW ER FIFTEEN 21 -02,

SINGAPORE 089316

+65 6223 8553 ph +65 6223 8557 fx stepchangeforsafety@gmail.com

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INDUSTRY

See us at:

www.stepchangeforsafety.com Disclaimer: The articles and views presented here are from contributions by participants in the Shell Safety Seminar. The author or the company bears no responsibility for w hat is stated herein. This new sletter is for information onl y and an effort to share incidents w ith a view to promote safety across the industry.

ACCIDENTS

DEAR PARTICIPANTS FROM AMSTERDAM – PLEASE JOIN THE GLOBAL SHARING FORUM BY CONFIRMING YOUR OPT-IN

GOAL ZERO – ONE INDUSTRY ZERO ACCIDENT – A SHELL MARINE CONTRACTORS SAFETY INITIATIVE