Chevron Shipping Company LLC Safety Bulletin - … Safety Bulletin.pdf · Chevron Shipping Company LLC Safety Bulletin March 2015 Celebrating Operational Excellence Dedicated to the

Chevron Shipping Company LLC

Safety BulletinMarch 2015

Celebrating Operational ExcellenceDedicated to the welfare of the mariners who serve on the ships…

CONTENTS

2 Service with Pride / Personal Acknowledgments / Editor’s Note / Importance of Weather Observations at Sea

3 Safe Operations on Sanha FPSO / Job Hazard Analysis Tips

4 Muster Stations – Where and Why

5 SORE SPOTS / SWEET SPOTS / OPS Project Status Update #5

6 Safe Operations – Internet Use

7 Next Step – Eliminating Drops

8 Sanitation Is A Way of Life

Safe Operations

2 • March 2015 • Safety Bulletin


Safety Bulletin

March 2015

Volume 77, No. 3

Safety and Environment Team

Editor: Marielle Narkiewicz

Associate Editors:

RK, Steve O’Hare, Zuni,

Jack Boos, Laurel DiMiceli,

Bradly Chapman, Marielle Narkiewicz

Please direct your questions, comments or suggestions to:


P.O. Box 6027

San Ramon, CA 94583-0727

phone 925.790.3811

email [email protected]

Safe. Always!Pedersen, J 35

O'Hare, S. 30

Lombardo, D. 25

Yap, A. 20

Barreto, D. 15

Gomez, S. 15

Harrison, J. 15

Tumalip, L. 15

Gruszczynski, M. 10

Hempel, B. 10

Jasic, D. 10

Mulla, T. 10

Stearns, M. 10

Buckowski, J. 5

Service with Pride Years

Name of Service

MARCH 2015

PersonalAcknowledgmentsNew HiresBenjamin EvensDamian FilipkowskiMario MratinovicMarko StaparPawel GlomskiRavinder Singh MehraScott McShaneVenkatesan Selvaraj

PromotionsAngus Norman AndersonDaniel WhitakerIndra Dev TewariMark O'Callaghan

CadetsAnkur PurwarDesmond Agnel LopezLoga Balaji SubbiahMohammad Sarfraz AkhtarSatej JoshiShivangi BhalekarVaibhav SaxenaVarun Aeron

Hello everyone and a big thank you to all those who’ve submitted articles for thisMarch Safety Bulletin! As the new Editor, it’s much appreciated. Keep those articles coming!!Next month’s theme is focused on Management of Change- send all articles to [email protected] [email protected]. • Many thanks – Marielle Narkiewicz, HES Specialist

Importance Of Weather Observations At Sea By Antares Voyager 3/O Dishank Srivastava

Being at sea, we have seen and observed the various types of weather and associated changing phenomena. Nowadays, we have several means to obtain the weather forecast far in advance to prepare theship to avoid bad weather. For the mariners and ships one of the biggest threats can be badweather. It really doesn't make much difference whether we are on VLCC, Suezmax or Aframaxships because the sea has an enormous amount of force, which can lead to disaster for anytype or size of ship. We usually rely on the weather reports received through EGC, Navtex,Weather Facsimile data etc., but we might forget how these reports are being generated.These observations are made by mariners, buoys, and satellites. Since the number ofobservations at sea is small compared to the number ashore, marine observations are of greatimportance. Data recorded by designated vessels are sent by radio or satellite to national

meteorological centers ashore, where they are calculated into the computer forecast models for the developmentof synoptic charts, which are then used to prepare local and global forecasts. The complete set of weather datagathered at sea is then sent to the appropriate meteorological services for use in the preparation of weatheratlases and in marine climatological studies. On Chevron Ships we are being encouraged to take part in thevoluntary weather observation through the AMVER SEAS. Weather forecasts are based upon information acquiredby observations made at a large number of stations ashore. Even with satellite imagery, actual reports are neededto confirm developing patterns and provide accurate temperature, pressure, and other measurements. If we reallytry to understand, the forecasts can be no better than the data received. Regardless of advances in the technologyof observing and forecasting, the shipboard weather report remains the cornerstone upon which the accuracy ofmany forecasts is based. I hope we will keep contributing the Weather Observations at SEA.

Job Hazard Analysis Tips By Laurel DiMiceli

Safety Bulletin • March 2015 • 3

(continued on page 8)

Writing a Job Hazard Analysis(JHA) is not easy. If you get 100people into a room to reviewthe same JHA, you will not get100% agreement that the JHAis correct. JHAs are writtenbased upon people’s knowledgeand experience of the job,which is never the same fromone person to another.

People will always have different opinions of job steps,hazards and control measures, but if we can getalignment with the basic requirements around thoseitems then the JHA becomes a more effective tool.Here are some tips to help write a JHA:

• Information copied from the old Job Safety Analysis(JSA) form to the new JHA form is typically out ofdate and not relevant. Create a new JHA or if youuse past JSA information then make sure it isaccurate, relevant and clearly written.

• Keep the job steps general. Avoid breaking the jobdown into too much detail and turning it into a workplan (i.e. remove 4M10 bolts and place in bucket).

• Only list job steps that expose us to a hazard.

• Focus on high consequence hazards. There is noneed to write hazards that are not realistic or posea minor consequence (these can be discussed in theToolbox Meeting (TBM)).

• Avoid hazard generalization (i.e. pinch points vs.finger injury from pinch points between the fan andthe deck). The more detail about the hazards, theeasier the TBM is to understand for the work team.

• Avoid repeating hazards for each step if the hazardhas already been mitigated. Repeating hazards maycause you to lose focus or hide the new hazard(s)introduced in a new step.

• Each hazard identified must have a control measure.

• Seek assistance from the work group when makinga JHA.

• Make this document useable and fit for purpose.

There will always be different interpretations of whatto include in a JHA. Never think what you see in theJHA is the only way. Like anything else, a JHA can becontinually improved.

Safe Operations on Sanha FPSO By Jakub Jakubowski & Kevin Chalk

To our Team on Sanha FPSO, safety is a skill not simply a set of rules stored in a book or on a computer. And like any skill, we believe it requires patience, practice and clearcommitment from everybody involved. We also believe Zero Incidents can be achieved. The expectation is that every person working on theFPSO will do what is right by following the OE Tenetsand committing to Operational Discipline while doingevery task the right way every time. Achieving Zeromeans that no one gets hurt and every employee getshome safely every time.

One of the primary ways in which we accomplish thislofty goal is by ensuring that we follow the tenets ofoperation in all our daily activities. A few practicalexamples of this are:

• Tenet 1 Always operate within design or operationallimits: This is a tenet that is invoked frequently hereand impacts our core business: exporting LPG to bothdomestic and international markets. The envelope ofacceptable sea and current conditions is frequentlyexceeded, especially at this time of year during the‘wet’ season. This can be inconvenient and evenfrustrating to delay export operations day after day,

until theweather andsea conditionsare suitable, not to mentioncostly. However, through operational discipline and compliance with the tenets, we have safely and successfully achieved a total of 409 exportoperations, totaling 5,615,589mt, which equates to over 66 million barrels.

• Tenet 3 Always ensure safety devices are in placeand functioning: In Upstream there are stringentrequirements to ensure that this tenet is compliedwith, as the consequences can be catastrophic if it isnot complied with (Piper Alpha; Deepwater Horizon,etc.). As such, we have a dedicated ‘Compliance Team’who is constantly testing all fire, gas, ESD and SDVsystems. They no sooner finish, than start again.There is even an independent third party to carry out the annual tests, just to be sure there are noshort-cuts being taken. However, this reiterates how critically important it is to our process safety.

• Tenet 4 Always follow safe work practices andprocedures: This tenet is followed unfailingly and


Muster Stations – Where and WhyBy 2nd Officer Sean Doohan, 2nd Officer Denis O’Donnell, Deck Cadet Subhanu Arora, on the Asia Energy

Where do I muster? Whenjoining a vessel, it’s usuallyone of the first questions weask ourselves. So aware arewe of the importance of themuster location that we findour bunk card a welcome,direct and simple bit ofinformation upon joining.

One would normally assume that the muster station has been carefully selected usingnumerous factors so as to serveas the best location for ourselvesand our shipmates to assemble inan emergency. This is normallythe case until we start to ask the question: ‘How can we makethis better?’ This is the samequestion we asked ourselves on the Asia Energy.

During a drill debrief it wasobserved that our thenmustering locations were notideally located to respond most

effectively to a fire or other emergency. Following amuster, after personnel checking in and contact withthe bridge on the nature of the emergency, we wouldproceed to the fire lockers. It is here that we wouldstart to prepare people with fireman outfits andSCBA in the case of fighting a fire. We noticed thatwe could save precious minutes if we were to musterdirectly at the fire lockers. These initial minutes arecrucial at the beginning stages of a fire and weconcluded that our chances of being able to bring afire under control could be greatly increased with this change. Not only would we be more likely tosuccessfully fight a fire but in turn we would be lesslikely to go through one of every seaman's worstnightmares, abandoning ship. As the old saying goes,'Your ship is your best lifeboat'.

With the above observations noted, we conductedanother drill with Squad 1 and Squad 2 to muster atthe C-Deck fire locker and the Upper Deck fire lockerrespectively and the results were impressive:

• Roughly 5 minutes were saved with getting 2persons from each squad geared up in fireman’soutfits and SCBA.

• Less movement between different areas resulted in a better chance of everyone being where theyneeded to be.

• Reaction times were quicker, i.e. Squad 2 closer tothe machinery spaces and Squad 1 closer to themain deck/cargo area.

• When transiting a high risk/security sensitive areawe did not have to deal with locked doors fromoutside the accommodation (fire lockers areaccessible from inside the accommodation),reducing delays in fire fighter access.

A further debriefing left us in no doubt as to whichsystem worked better in the face of an emergency.Within our company we have a strong safety cultureand we are always striving to make our ships a saferplace to work and with this in mind the VMT broughtour findings to the attention of the safety departmentand of the other Asia Class vessels, which, to nosurprise, agreed with our conclusion. Among thepositive outcomes from this process was anagreement between ship and shore that we relocateour primary muster locations due to greatly improvedreaction times and increased efficiency in dealingwith an emergency. The process demonstrated anddeveloped the cooperation and teamwork among our crew and between ships and shore. Finally, themost important outcome is that we are now safer as a result.


Struck by the crank handle The crewmember was working in the EmergencyGenerator Room to manually start up the emergencyair compressor manually by rotating the crankhandle. The handle was taken out of the gear just after it was forced down and struck thecrewmember on his face resulting in a lacerationbelow his lip.

ACTION TAKENFirst aid treatment was given to the crewmember.The crewmember was able to return to work afterthe treatment.

Main engine failed to start after dry-dockAfter a main engine overhaul, the engine failed to start from the Engine Control Room. The nextattempt to start the engine by switching the controlto the emergency local control also failed. While theservice engineer was investigating the failure, atugboat was utilized to move the vessel from theanchorage to dry-dock. The day after the cause offailure was found to be in the fuel injection pumpsand was caused by the puncture valves beingtightened by a hand spanner.

ACTION TAKENAll six puncture valves were re-tightened by using a torque wrench as per the instruction manual. The main engine was successfully run without any problem and ready for the sea trial.

Potential chemical spill on ropes The crewmembers wereworking on receiving thechemical drums for the EngineRoom. The drums were beinglowered by the crewmembersvia the steering gear room hatch onto the mooringropes (which were kept right below the hatch).Then, the drums were being stowed in the chemicallocker. There was a potential for a chemical spillwhile transferring the drums. The spill woulddamage the ropes and there would be no mooringropes on board the ship.

ACTION TAKENStop Work Authority was exercised. The chances for hazard and mitigation were discussed with thecrewmembers. The new route was agreed upon. The chemicals were brought down into the chemicallocker (steering gear room) via the steering gearroom exit on the poop deck. This operation didrequire extra time and extra effort, but the job was completed safely by negating all the hazardsinvolved.

SORE SPOTS / SWEET SPOTS By Zuniawan

What Implementation of thenew procedures will look like?

The “go live” date when we changeover from using the existingprocedures to using the newprocedures is planned to be 31 July.However before that you will seechanges being made to MWS.

OE Procedures TabThis is where the new procedureswill be uploaded when the NewServer is available in May/June.Until the go live date the existingprocedures must still be followed,but the new procedures can beviewed to give the opportunity for familiarization before they are needed.

Within this area you will see theprocedure groups which are based

upon Vessel Operations such as Lightering Operations, andSupporting Functions such as Safety.

OPS Docs TabThis is a new location to find thedocuments that you are expectedto use as a part of ship operationsfor instance Effective Mooring,Ships Energy EfficiencyManagement Plan.

Ref Docs will still exist but will beused to store documents that theProcedure Owners use to writeprocedures e.g. MARPOL, SOLAS,ISGOTT.

Attachments TabThis is a new location where all thefiles that are difficult to process forinclusion in the procedure will be

located e.g.flow diagrams,drawings or tables.They can beaccessed byhyperlinkfrom theprocedure.

If a filechanges

then the hyperlink will need to be re-created so the Red Foldersfunction will still notify you of any changes.

By reducing the amount ofprocessing required to changethese files then changes can beapplied more quickly keeping theinformation accurate.

OPS Project Status Update #5 by Cliff Proctor, OPS Project Manager


Safe Operations – Internet Use By OE/HES Superintendent Bill BrookIn my new position as anOE/HES Superintendent it is a privilege to be able tocontribute to the SafeOperations of our fleet on amuch broader scale. After 31years of sailing in the fleet and 3 years on FPSO Sanha itis safe to say I have had plentyof challenges with maintainingSafe Operations. On my first ship, the AlaskaStandard back in 1980, all I had to know was in one binder calledMR310, and all communicationswere via VHF, SSB, and Morsecode. When you left home youpretty much disappeared untilyour assignment was over. Goingto sea has certainly changedsince then, and the internet has become a very importantcomponent of our shippingbusiness. I found the followingarticle, which I hope you find asinteresting as I do. At the end Ihave a few comments I would liketo share in regard to SafeOperations.

From INTERTANKO:Possible disadvantages ofallowing internet access to crew

• Reduced work output fromOfficers (without watch keeping duties);

• If wirelessaccess isenabled,then withtoday’sPDAtechnology,crew canaccess theinterneteven whenon duty, e.g. from the Bridge /Engine Control Room or CargoControl Room;

• Increase in fatigue levels(prolonged use of the internetresulting in less rest time) –Hours of Work and Rest policy;

• Conflicts arising amongst crew,concerning the number ofinternet enabled computersavailable;

• Distraction from work and anurge to continually want to usethe internet;

• Photographs may be uploadedby ship’s staff into the publicdomain (social media) of aperfectly legitimate shipboardoperation/activity. However,such images may bemisconstrued by individuals who lack a sufficient level ofknowledge to understand whatthe photographs actually

show. This could result in anunnecessary & potentiallynegative PR environment for theshipowner. This has been one ofthe reasons for crew not being permitted emailattachments.

The one disadvantage Ihighlighted above regardingfatigue is of special concern when it comes to maintainingSafe Operations. As you know fatigue is the leadingcontributor of human error, and human error is the leadingcontributor of incidents. So it is important to recognize theimpact Internet use can have onfatigue and ensure we manage its use in a responsible manner. It takes a commitment fromeveryone to ensure Internet use does not interfere with Safe Operations.

Tenets of Operation that apply:

• Always operate in a safe andcontrolled condition. (Tenet 2)

• Always follow safe workpractices and procedures. (Tenet 4)

• Always maintain integrity ofdedicated systems. (Tenet 6)


Back in the early 1990’sChevron ran a full pagenewspaper advertisementshowing a tablespoon with the caption “Chevron ShippingCompany spilled less than four barrels of oil last year”.In an industry where manycompanies at the time didn’teven track oil spills less than50 bbls this was an impressiveachievement.

For the last 27 years I have seenthis company pride itself on “zerospills” being the expectation.Approximately six years ago we had a couple ofincidents where sheenfrom deck escapedthrough a scupper drainto water. Notices to thefleet were sent out,everyone was remindedto ensure procedureswere in place andadditional emphasis wasplaced on proper scupper plug useand maintenance. At the sametime some people in the officeasked the question “what else canwe do”?

It’s time to eliminate drops!Working closely with C I AgentSolutions®, a companyspecializing in hydrocarbon spillprevention, we began working onprototype filters that would give

us a failsafe device that wouldcapture any oil that bypassed a failed scupper plug.

We determined that there arebasically two scenarios in whichoil could escape through ascupper drain. The first and most likely to occur is sheen from the deck. The second is asignificant release of cargo orbunker fuel to deck. With this inmind C I Agent Solutions®developed a filter that employstwo different technologies. Thefilter is composed of two bagswith C I Agent’s proprietary blend of solidifying polymers inbetween. When hydrocarbons

come into contact with thepolymers it solidifies thehydrocarbon. The blend they haveprovided can solidifyeverything from sheen, tohydraulic oil, to crude oil tothe heaviest bunker fuel.However, as there is aminimal amount of

polymer in the bag they needed todevelop a solution in case theentire bag were to fill with oil.Working with their chemist theyfound a product which whenapplied to the bag would make itoleophobic. The insert will now absorbhydrocarbons as well as repel oillong enough for the crew to cleanup the spill.

After nearlya dozenprototypesand a lot ofpatienceand supportfrom our mariners we havestarted rolling out the scupperinserts fleet wide.

Managing the processLike with any new process therehave been some learning eventsalong the way. Although thefilters are designed to allow waterto pass through while stoppingany hydrocarbons the flow rate isreduced. This will take planningon our part to manage any deckwater runoff. Each vessel willneed to work with their MarineSuperintendent to develop theseprocesses and ensure they areunderstood by everyone workingon deck.

Looking forwardWith input from you at sea thefilters continue to evolve andimprove so please keepsuggestions coming. This entireprocess stemmed from a simplequestion “What else can we do toeliminate drops of oil escaping towater”? So where else are wevulnerable? You don’t have tohave the solution just ask thequestion and let’s see what we can do together to eliminatethe drops!

Next Step….Eliminating Drops By Emergency Response Coordinator Bradly Chapman

there is a procedure for practicallyevery single job and if there isn’tone, we make one – before the jobstarts. This past week acontractor came aboard to startchanging out all the fixed fire-fighting CO2 system cylinders.This is a 10-yearly requirementand has to be completed in situ.Needless to say, a couple of dayswere spent ensuring that a safe

working procedure was generatedto ensure that the job could becompleted safely and efficiently.Thankfully our procedure isworking well and the task is mid-stream now.

The common point in all of theabove is that regardless ofadversity and challenges, itremains possible to operate safely on a daily basis by simply

ensuring that we follow the tenetsof operation and apply the safetyand risk assessment tools thatChevron places at our disposal.Lastly, we’re proud to say that themarine experience provided byCSC personnel on board, as wellas the Mooring Team ashore,helped greatly to ensure safeoperations on Sanha FPSO are our everyday reality.

Safe Operations on Sanha FPSO continued from page 2


Sanitation Is A Way of Life By Wes Robbins Ages ago, at the start of myculinary education I had aninstructor whose catchphrasewas, “Sanitation is a way oflife.” Now years later manythings have changed. However,one thing that has not changedis the need for sanitation.

If anything, it is more importanttoday than ever. And as merchantseamen where the vessels we liveand work on are essentiallyisolated communities, we eachbecome dependent on oneanother’s “way of life.” Thinkabout this for a moment: Everyoneon the ship uses the handrail inthe ladder-way. It’s like holdinghands with your shipmates. Notthat there is anything wrong withthat, we are responsible for oneanother’s safety. Still, while youhead down to the mess for lunch,you do not know where yourshipmates have been. There is a reason for the sink, soap andtowels in the mess area.

In an effort to further guaranteethe wellbeing of the sailorsonboard the vessels, Chevron hasrecently implemented a cleaningand sanitation program to providecleaner, safer and healthier livingspaces for the crew. A major goalof the program is to ensurecommon areas of the vessel notonly look clean, but are properlysanitized. Areas like that handrail.There is a major differencebetween being clean and beingsanitary. Cleaning will remove soiland other substances and is thefirst step to sanitation. Yet simplecleaning leaves a host of otherthings behind. Sanitation willreduce and inhibit the growth ofgerms and bacteria that spreadillness. In the past, we used anextensive array of cleaning andsanitizing products. This oftencreated confusion that left somechemicals used in an unsafe

manner. The need of galleycleaning for instance is vastlydifferent from that of other areasof the vessel. The new programaddresses each of these areaswith specific products. The newproducts are also safer and lesshazardous to the user than manyof those used in the past. The newproducts are part of the DrewMarine “Crew Care” program.These products are designed to be effective yet have reducedharmful effects on both theenvironment and the user of theproducts than those used in thepast. Unlike many of the formerproducts, these are intended foruse on sea going vessels wheresurfaces and waste systems maybe different from their landcounterparts. The main productsin the program are:

Crew Care Tough Job Cleaner –used for general living spaces,bulkheads, decks, wastecontainers, galley work areas –any washable surface.

Crew Care Surface & GlassCleaner – used to clean and polish tile, plastics, glass,porcelain and other similarsurfaces. It is recommended for use in sanitary facilities,washrooms, and showers; also foruse in the galley as a cleaner formany surfaces, prior to sanitizing.

Crew CareNeutralCleanerDisinfectant –

used on surfaces after cleaning to disinfect against bacteria, fungi and viruses. Surfaces such as handrails, door handles,bulkheads, porcelain fixtures, andeven phones, key boards and such,most any surface where germs areeasily transmitted. The NeutralDisinfectant is not for use on foodpreparation surfaces.

Crew Care Pot & Pan Cleaner –cleans pots, pans, dishes, glasses,utensils, etc. This is the generaldish soap for use in the galley. Itis phosphate free so it is safe foruse with our “gray water” systemsand mild on the skin.

Crew Care Surface Sanitizer –is the sanitizer for use in thegalley and is safe to use on foodcontact surfaces. It will sanitizecutting boards, prep areas, large equipment and such aftercleaning.

As many of you will have alreadyseen, the new cleaning suppliescome with charts and posters fortheir use. As with all chemicals, it is important to use themaccording to the manufacturer’sdirections. They will only beeffective if used properly. Thissame principle also goes for thesink, soap and towels in the messarea. In the end, one of the bestways to be responsible for eachother’s safety is be conscious of our own “way of life.” Makesanitation one of yours!

Documents

Chevron Shipping Company LLC Safety Bulletin - … Safety Bulletin.pdf · Chevron Shipping Company LLC Safety Bulletin March 2015 Celebrating Operational Excellence Dedicated to the