safety newsletter issue 01 vol 04
DESCRIPTION
Step Change for Safety Newsletter - A Shell Marine Safety Initiative commenced at Singapore in November 2012.TRANSCRIPT
Special points of interest:
AMSTERDAM PARTICIPANTS JOIN SINGAPORE IN GLOBAL SHARING INITIATIVE
PLS VISIT - www.stepchangeforsafety.com
GLOBAL SHARING
Volume 1, Issue 04
3rd May 2013
Step Change for Safety – A Shell Marine Initiative
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
Shell Maritime Contractor Safety Conference in Singapore / Amsterdam
The Safety Conference held at Singapore on 28
th and 29
th 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 -
1) Leaders create a step change in Safety
2) Create Safety as the unified Culture
3) Look to include safety criteria in business evaluation and recognition
4) Revamp training and retention
5) To streamline and simplify procedures processes to drive safety improvements.
6) External promotion – collective Industry voice
7) Global sharing and saving.
For further details please visit
www.stepchangeforsafety.com
ONE INDUSTRY, ZERO ACCIDENTS GOAL ONE-ZERO
OBJECTIVE
SHIPPING TO BE SEEN AS A ROLE MODEL
LEADERSHIP - WALK THE TALK
PASSION FOR SAFETY THROUGHOUT THE MARITIME INDUSTRY
SAFETY CULTURE ACROSS THE ENTIRE ORGANISATION AND INDUSTRY
EMPOWERED, MOTIVATED, PROUD, COMPETENT AND TRAINED STAFF
COLLECTIVE CARE - TAKING SELF PRESERVATION TO OUR COMMUNITY
LESS NEED FOR POLICING AND MICRO MANAGEMENT
SH
ELL M
AR
INE
CO
NT
RA
CT
OR
S
SA
FE
TY
CO
NF
ER
EN
CE
IN
AM
ST
ER
DA
M
PA
RT
ICIP
AN
TS
JO
IN S
ING
AP
OR
E
FO
RU
M F
OR
GL
OB
AL S
HA
RIN
G
THE INCIDENT
A crew member returning from
shore leave fell into the water
trying to board vessel.
FINDINGS
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.
LESSONS LEARNT
1) The service boat was not
securely moored to the Boat
Station.
(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.
(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)
THE INCIDENT
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.
LESSONS LEARNT
PPE must be worn properly anytime,
anywhere.
Need to educate crew and grow up
safety culture to stop such incident.
Page 2
THE INCIDENT
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.
FINDINGS
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.
LESSONS LEARNT
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.
GLOBAL SHARING A Shell marine safety initiative
INJURY POTENTIAL – CHARGING SCBA BOTTLES
INJURY – FALL WHEN EMBARKING VESSEL BY BOAT
HEAD INJURY UNDER FLOORPLATES IN E/ROOM
IT HURTS!!
THE INCIDENT
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.
Property damage: Damage to barge during River transit
FINDINGS
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.
LESSONS LEARNT
Proper communication must be
maintained between Bridge and
mooring stations.
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.
THE INCIDENT
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.
.
SUBMITTED BY –
NAME WITHHELD ON REQUEST
LESSONS LEARNT
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.
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.
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.
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
SUBMITTED BY –
NAME WITHHELD ON REQUEST
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
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.
Regular inspection of El. Circuits and monitoring of insulation is a e measurements and monitoring
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.
Page 3 GLOBAL SHARING A Shell Marine safety Initiative
PROPERTY DAMAGE – MOORING ROPE ENTANGLED IN PROPELLER
PROPERTY DAMAGE – MESSENGER ROPE ENTANGLED IN THRUSTERS
SUBMITTED BY –
NAME WITHHELD ON
REQUEST
PROPERTY DAMAGE – FIRE IN SLOP TANK DURING YARD REPAIRS
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.
Situation: Rescue boat is launched every month with seafarers aboard. Seafarers may fall overboard.
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 are lowered with the rescue. Each harness is secured above the release hook on The crane cable wire.
INDUSTRY
ACCIDENTS
4. Two other harnessed people board the rescue boat afloat and released from the hook.
Page 4
GLOBAL SHARING
A Shell marine safety initiative
GOAL
ONE-ZERO
A SHELL MARINE SAFETY INITIATIVE
BEST PRACTICE – LOWERING RESCUE BOATS ETC FOR DRILLS