Step Change for Safety – A Shell Marine Initiative Volume 1, Issue 04 3rd May 2013
GLOBAL SHARING Shell Maritime Contractor Safety Conference in Singapore / Amsterdam The Safety Conference held at Singapore on 28 t h and 29 t h Nov. 2012, and officiated by Dr. Grahaeme Henderson, resulted in formation of Seven ACTION POINTS to support Shell Safety Initiative for the Marine Industry. These were -
INSIDE THIS ISSUE: Injury – SCBA BOTTLES
2
Injury – EMBARKING VSL
2
HEAD INJURY
2
MOORING ROPE JAM
3
MESSENGER ROPE JAM
3
FIRE IN SLOP TANK
3
BEST PRACTICE - BOATS
4
1)
Leaders create change in Safety
a
step
2)
Create Safety unified Culture
as
the
3)
Look to include safety criteria in business evaluation and recognition
4)
Revamp retention
5)
training
AMSTERDAM PARTICIPANTS JOIN SINGAPORE IN GLOBAL SHARING INITIATIVE PLS VISIT www.stepchangeforsa fety.com
OBJECTIVE SHIPPING TO BE SEEN AS A ROLE MODEL LEADERSHIP - WALK THE TALK PASSION FOR INDUSTRY
SAFETY
THROUGHOUT
THE
MARITIME
SAFETY CULTURE ACROSS THE ENTIRE ORGANISATION AND INDUSTRY EMPOWERED, MOTIVATED, TRAINED STAFF
PROUD,
COMPETENT
AND
COLLECTIVE CARE - TAKING SELF PRESERVATION TO
OUR COMMUNITY LESS NEED FOR POLICING AND MICRO MANAGEMENT
Global sharing and saving.
For further details please visit www.stepchangeforsafety.com
SHELL MARINE CONTRACTORS SAFETY CONFERENCE IN AMSTERDAM
7)
PARTICIPANTS JOIN SINGAPORE FORUM FOR GLOBAL SHARING
Special points of interest:
External promotion – collective Industry voice
and
To streamline and simplify procedures processes to drive safety improvements.
ONE INDUSTRY, ZERO ACCIDENTS GOAL ONE-ZERO
6)
GLOBAL SHARING
Page 2
A Shell marine safety initiative
INJURY POTENTIAL – CHARGING SCBA BOTTLES THE INCIDENT
FINDINGS
LESSONS LEARNT
During routine charging of SCBA air bottle in Fire Control station, the charging hose adaptor of compressor detached from the air bottle, as a result, the air bottle recoiled and hit the bulkhead in fire station damaging one of the heavy duty switches. Also the charging SCBA bottle and the hose pressure gauge were damaged in the incident.
The threaded arrangement provided in the adaptor for charging SCBA bottles is susceptible to damage on frequent use. The worn out thread was obscured as a result of Teflon seal tape wound over them. This led to failure at 200 bar pressure.
1) Do not use Teflon tapes over threads of high pressure systems, to assist with early detection of wear on threads. 2) Include inspection of high pressure equipment prior every use. 3) Fabricate a stand / securing arrangement to prevent possibility of recoil of SCBA bottle. 4) Avoid using spanners to force adaptor if same is not found free as excessive force would damage the threads further. Never use damaged adaptors for recharging bottles. 5) Consider renewal of charging hose at certain intervals or after certain number of charges.
INJURY – FALL WHEN EMBARKING VESSEL BY BOAT THE INCIDENT
LESSONS LEARNT
A crew member returning from shore leave fell into the water trying to board vessel.
1) The service boat was not securely moored to the Boat Station.
FINDINGS
(2) The boat crew did not assist during boarding, as he was trying to keep the boat alongside with the help of a boat hook.
The crew member was wearing helmet, lifejacket, and, had a backpack. As the crew stepped off the boat, the swell caused him to lose his footing and he fell in the water. He was rescued by the boat crew and suffered minor bruises but lost his phone, computer and wallet etc.
(3) Hand rails at the boat station were of smooth stainless steel construction and did not offer grip (slippery when wet). (4) Crew was wearing back pack. (When a person wears a back pack his Centre of Gravity shifts and he is likely to get off balance)
HEAD INJURY UNDER FLOORPLATES IN E/ROOM THE INCIDENT
LESSONS LEARNT
Head injury to engine crew while came out from bilge floor after clean up bilge floor. Hs head collided with angle and tore about 3 cm.
PPE must be worn properly anytime, anywhere.
IT HURTS!!
Need to educate crew and grow up safety culture to stop such incident.
GLOBAL SHARING
Page 3
A Shell Marine safety Initiative
PROPERTY DAMAGE – MOORING ENTANGLED IN PROPELLER Property damage: Damage to ROPE barge during River transit THE INCIDENT
FINDINGS
LESSONS LEARNT
During early hour berthing at tanker terminal mooring rope got stuck in the propeller leading to delays and costs for divers, boats to release the ropes.
Investigation revealed that the mooring rope has already been passed to the mooring gang. When Bridge asked if the rope was clear, the aft station replied affirmative. The Engine was started but rope dropped uncontrolled and got entangled in the propeller.
Proper communication must be maintained between Bridge and mooring stations.
SUBMITTED BY –
A visual confirmation from Bridge might have spotted the unsecured rope. Training issues and lack of experience of deck officer on aft station was also realized during the investigation.
NAME WITHHELD ON REQUEST
GOOD COMMUNICATION AND TRAINING ARE PARAMOUNT IN AVOIDING SIMILAR INCIDENTS ONBOARD.
WE OFTEN HAVE THE JUNIOR DECK OFFICER ON AFT STATIONS. HE HE MAY NOT HAVE BEEN MRNTORED OR HAD THE EXPERIENCE NECESSARY FOR THIS CRITICAL OPERATION.
PROPERTY DAMAGE – MESSENGER ROPE ENTANGLED IN THRUSTERS THE INCIDENT
LESSONS LEARNT
After letting go mooring lines at Hound Point Terminal, the towing line of forward tug was dropped into the water in an uncontrolled manner, causing the tug to take action to avoid the towing line and messenger rope becoming entangled in the tug’s Azimuth Thrusters.
All staff involved in mooring operations to be given additional training as follows: Tugs’ lines should only be let go when the order to do so is received from the bridge. The towing line must not be removed from the bitts until the messenger line has been turned up on an adjacent set of bitts to turn to take the weight. Once the tow line eye has been removed from the bitts the tug should be signaled that recovery of the line can commence. The tug’s line should be lowered under control with the messenger tended carefully whilst the tug heaves in his line.
SUBMITTED BY –
The crew member tending the messenger must ensure they are standing clear of the loose messenger line flaked on the deck. Once the tug has fully recovered the towing line to the deck of the tug, the messenger should be tended, so far as possible, while the tug crew haul it in to the deck of the tug.
NAME WITHHELD ON REQUEST
Towing lines and messengers must never be let go and dropped into the water as the lines may become tangled in tugs’ propellers or thrusters.
.
PROPERTY DAMAGE – FIRE IN SLOP TANK DURING YARD REPAIRS THE INCIDENT While undergoing repairs at shipyard the vessel experienced a fire in the slop tank. The fire resulted from the hot work inside the slop tank and was immediately extinguished without consequences
FINDINGS The starboard slop tank was properly cleaned and gas freed. All associated pipe-work was cleaned, flushed, drained and ventilated. The hot work was performed on the heating coil during the previous days without incidents, and with atmosphere carried out. The area inside the tank was inspected after the incident and was confirmed to be free from any combustible material and apparent sources of HC emission. Therefore it was concluded that a possible cause of the fire could have been the remaining solidified cargo residue inside the heating coil u-shape bend which was ignited during the hot work. The ignition was local and was extinguished promptly.
LESSONS LEARNT SUBMITTED BY – NAME WITHHELD ON REQUEST
Whilst at sea or in port, Ship personnel perform their duties in accordance with the Company Operating Procedures and Safety Management System. The situation is very different when the ship is under repair in a shipyard where the work is primarily carried out and managed by shipyard or contracted personnel. Whilst the work will be monitored and checked by Company personnel, the ship and the personnel aboard it may be exposed to unexpected and unfamiliar risks and hazards.
GLOBAL SHARING
Page 4
A Shell marine safety initiative
BEST PRACTICE – LOWERING RESCUE BOATS ETC FOR DRILLS Situation: Rescue boat is launched every month with seafarers aboard. Seafarers may fall overboard.
4. Two other harnessed people board the rescue boat afloat and released from the hook.
Causes: Unexpected crane hook release.
Preventive measures to be implemented: (Only for drills) Put on the safety harness before the inflatable life jacket. Two harnessed people lowered with the rescue.
are
Each harness is secured above the release hook on The crane cable wire.
THE ABOVE SUBMISSION IF FROM PARTICIPANTS AT THE AMSTERDAM SHELL MARINE CONTRACTORS CONFERENCE AND WE THANK SOCOTRA, FRANCE FOR JOINING SINGAPORE PARTICIPANTS IN THE GLOBAL SHARING INITIATIVE. MR JOHN KROSOULOUDIS WAS KIND ENOUGH TO EXTEND THE GLOBAL SHARING FORUM TO AMSTERDAM PARTICIPANTS, AND, WE ARE PLEASED TO NOTE THAT, MORE AND MORE SUBMISSIONS ARE COMING IN FROM EUROPE REGIONS. FOR THOSE STILL THINKING, PLEASE JOIN TO SPREAD AWARENESS. We are still waiting for photos and details of action points at AMSTERDAM CONFERENCE. Please assist.
This Newsletter is issued voluntarily, without liability or affiliation to Shell Marine or associated companies and contains a small selection of submissions from the participants. Please visit the web-site www.stepchangeforsafety.com for full details and click “SUBMIT ENTRY” to submit your entries or click “VIEW SUBMISSIONS” to view inputs. We appreciate your feedback.
INDUSTRY
GOAL ONE-ZERO A SHELL MARINE SAFETY INITIATIVE
ACCIDENTS