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Non-conformity, Near Miss... SAFETY FIRST!
CoolChemist: А вот как соблюдают использование PPE:
-Varela-: Sunik, Тема вроде про то, где взять новые Near Miss, вот немного из нашей компании! NEAR MISSES Car Carrier – Mooring and towing operations During a routine tug operation the vessel provided the ships line to the tug to pick up. After taking the line the tug proceeded for 20m from the vessel and stopped. The crew began to fix the line to the bits. The tug then suddenly started to pull the line out more. The 2/O alerted the crew and reported to the bridge. The pilot contacted the tug boat and asked for them to stop. The tug stopped and then the crew were able to secure the line. Bulk Carrier – Mooring A bulk carrier was berthed at Songxia, a new bulk cargo terminal which is open to an Easterly swell and due to the large swell and tide the vessel was moving and ranging against the pier and it was difficult to keep her alongside. In order to prevent the vessel moving off the pier the deck crew mustered permanently at the fore and aft mooring stations and continually tended the moorings. At 04:05 lt one rope parted at the aft mooring station. The 2/O saw the line come under tension and warned the A/B who was located at the port quarter in time for him to get clear. As the A/B left that place the parted rope snapped back and hit the same area. Due to their awareness an accident has been avoided. 2 Cases where we have examples of good work and effective supervision by the officer in charge of the mooring operation – the officer in charge of the mooring operation should always try to supervise and watch what is going on so that he can warn crew members that are occupied handling lines of hazards and provide effective communication with the bridge as required. Chemical Tanker – Mooring On 16.09.09 the ship was engaged in mooring operations at port Bushehr. Following master's order to let go aft tug the second officer, A/B and O/S proceeded to release the tug's line from main deck bitt on the starboard side. As soon as the eye of the tug's line was clear from the bollard the 2/O gave the command to stay away from the tug's line, but the O/S picked up the tug's line conductor and held it in his hands. Safe mooring operations require that everyone understands what is happening and the dangers involved. Mooring operations required good communication and teamwork which includes following simple instructions and orders from the officer in charge. Car Carrier – Missing PPE During the painting of the lifeboat davits during a sea passage one O/S was observed trying to get on top of davit without a safety belt. He was stopped and clearly instructed about using safety equipment such as safety harness/gloves/boots during working. The O/S was stopped until he was wearing the appropriate equipment and the crew reminded of the need to wear the correct PPE for the task they are performing. Toolbox talks will be used to make sure that the correct type of PPE is identified, provided and then used. Chemical Tanker – Missing PPE During routine maintenance on deck (grinding of main deck ) the o/s was observed without proper PPE, he was working without safety goggles . He was stopped by bosun properly instructed and after all safety precautions had been followed, he resumed his job. The correct use of the correct PPE is one of the most important and basic steps in ensuring your personal safety. Take care of your own safety and like the examples we see reported in near miss reports – look after your fellow crew members and make sure they are using the correct PPE as well. Bulk Carrier – Incorrect use of PPE When the Captain was making his morning rounds he observed that ladders, using for painting the boat's deck underneath had not been secured properly. All crew were instructed about: using PPE and tools, safe working practices during works aloft. After those actions all ladders were secured with additional ropes and all works resumed. This is working aloft and should have been covered by a permit to work or at least a tool box meeting. The officer in charge (C/O) or Bosun should have checked to make sure that a safe method of work was established before the crew were allowed to commence work. LPG Tanker – Unsafe practice While the vessel was on the West Atlantic coast of France bound for Terneuzen, Netherlands. At 0130 LT a cargo tank low pressure alarm was received by the 2/O on the bridge and he informed the Gas Engineer. At 0142LT the watchman reported that somebody was on deck, but without informing the OOW on the bridge. The 2/O told the A/B to keep eye & report when he comes back. That time wind force was NNE-6, sea NNE-5. The ship's course was 029T and it had been made clear by the Capt “masters orders” that no one was to go on deck in the period of darkness without informing the bridge and with proper communication. The Gas Engineer was already informed of this in past, but he still did not follow the instructions. Later on the Master held a short meeting with all concerned including the Gas Engineer and gave him a warning not to repeat this again. Bulk Carrier – Navigational near miss Own vessel was on course 113 deg, in the Malta Channel, in approx. psn. 36 deg 12.5 min N , 014 deg 29.0 min E. Target vessel “MC” was adrift in the channel and started her engine to proceed to Valetta for provisions. We monitored the target's movements as she was on a collision course, coming from our port side on a const. bearing of 055 deg. We tried to contact “MC” at 4 Nm, when it was obvious she will not change course. No answer from the vessel. We tried to call on VHF, sent several DSC individual calls and then contacted Malta VTS, who also tried to call. At 3 Nm, we altered course to avoid a collision. We kept trying to contact the vessel, and used the whistle to attract attention, but no one seemed to be on the bridge. “MC” passed at a CPA of 1.5 Nm her radar was seen working, but still no one answered any calls until abt.13.20, when Malta VTS managed to get an answer from the vessel. This as a good example and reason to discuss this near miss with your Bridge Team (Officers and crew) and consider the actions available, discuss the time required and the effectiveness of the different options. We suggest you discuss things like the use of the engine if required (ask C/E to explain if req'd) and consider this as a good time to have a look at the Masters’ standing orders and discuss them with the Nav officers. ***************************** NEAR MISS OF THE MONTH*********************************** Near miss reports are intended to help develop an understanding and awareness of the hazards that can be faced during day to day work on board, some of which are routine and occur frequently. By promoting near miss reporting we hope we can develop a strong safety culture and encourage everyone on board to be aware of the hazards and possibilities for accidents. Each month we will identify one near miss report as the best near miss report received during the month. It may be the best near miss report because it had the biggest potential to cause harm or damage, or it may be that it was an unusual situation with particular lessons to be learnt or it may be that the near miss was identified by the particular attention, knowledge, awareness or professionalism of one of our crew members. The Near Miss of the month for September 2009 is from the Seagate. Thank you to 2nd Officer Nenand Popovic. SEAGATE – Pollution risk While in New Orleans during the night there was a heavy rainfall and strong winds which meant that cargo operations were stopped. The OOW (2/O) carried out routine security / safety rounds of the ship and an inspection of the mooring ropes. When he approached the aft deck he noticed that a garbage drum which was before only 50 % filled in with rags from the engine room was mostly full with oily water and soon will overflow on deck causing pollution. He fortunately found the missing cover from the drum which had collapsed due to the strong wind and he secured it in place. The then told the duty engineer who arranged for the oily waste to be transferred to the bilge tank. Normally oily rags would be incinerated but the vessel was in port and there was no incineration to be carried out in port. ========= NEAR MISSES Near Miss – OCIMF definition An event or sequence of events which did not result in an injury (or incident) but which, under slightly different conditions, could have done so. Typical unsafe behaviours are misuse, or no use of PPE (safety harness, safety goggles). Unsafe working practices such as crew members standing in dangerous positions or moving into unsafe locations, use of incorrect equipment or using equipment in the wrong way. All near misses should be reported to the office via the danaos ISM module. REMEMBER! REPORT ALL NEAR MISSES THROUGH DANAOS. NOT BY NORMAL MAIL! Bulk carrier – Wearing Correct PPE While on duty on the C/O noticed the E/E exiting the accommodation without safety shoes, and hard hat to carry out maintenance work in the lifeboat. He was immediately told return and put on the required PPE before commencing routine maintenance work in the lifeboat. There is no excuse not wearing PPE which is provided on board for your safety. We are pleased to see that other crew members are looking out and taking care / reminding other crew members about safe working practices. Container vessel –Safety railing missing During routine inspection of the accommodation found missing safety railings from the swimming pool area. It was closed for further use by the crew. Later during the week the fitter fabricated some safety railings and the swimming pool area was reopened for use by all crew. During the period of use no injuries or incidents occurred in the swimming pool area. It was discussed during the vessels end of month meeting. A good example of an effective safety rounds-Well Done!! Gas Carrier – Disembarking lifeboat The A/B slipped while attempting to disembark from the lifeboat while alongside the vessel. He managed to hold on the embarkation ladder before being immediately helped back to the lifeboat by the two crew members in the boat. All three crew then cautiously disembarked the lifeboat without further incidents or injuries to any crew members. Once the lifeboat was recovered and secured in position the crew were all de-briefed on how to safety embark and disembark an open lifeboat. Effective use of man rope in an open lifeboat should have prevented such an incident from occurring. Also a good practice in open lifeboats is to keep the inboard side of the lifeboat free from any equipment (oars etc) that could cause a slip or trip. Discussing such items during safety meetings under drills reinforces the message. Chemical tanker – Heavy lifting alone It was observed that the fitter was attempting to carry a heavy pipe for some maintenance work. He was immediately stopped and two other crew members we assigned help the fitter carry it. Later that week it was brought up in the safety meeting as well as to the attention of all crew during safety training session. We donot need or expect crew member on board our ships to put their health and their safety at risk. To try and make sure jobs like this are done safely, we all need to take more care and effort with work planning and organising. At the start of the day or the start of the job, the person in charge should have a good idea of what will be needed and where. This is the time to think if you need to make arrangements to move equipment safely. Chemical tanker – Safety signage not used During washing of cargo tanks of petroleum, some cargo tanks were gas free while some other were not. The master informed the C/O to place the appropriate signs on all the tanks before recommencing tank cleaning, as per Zodiac instruction. Enclosed space entry is one the most dangerous activities we do regularly on our ships. Tank entry on chemical tankers is a particularly frequent and potentially very dangerous activity. If the proper precautions are not taken and something goes wrong this can easily and quickly turn out to be a very serious incident and lives can be lost. The procedures we have to ensure that tanks are tested and tagged as safe or unsafe is very important and it very important that everyone understands the system and respects it. We suggest that Masters of Chemical tankers discuss tank entry and tank tagging testing with all deck crew on a periodical basis to make sure everyone understands how important it is. Gas carrier – Safe working While on duty at anchorage the 2/0 noticed that manhole opening to No3 T.S.W.B.T where maintenance was being carried out work wasn’t cordoned off by any means. He stopped the work notified the notified the C/O that all safety precautions were not in place. As it was raining the deck area was slippery. The Bosun used some rope to cordon off the area before the maintenance work was to be carried out. The matter was brought up in the next safety meeting and would be later followed up during the crew training session A new hazard has been added to the risk assessment on ballast tank maintenance in QMS Ver:26. This new risk assessment should be used henceforth with tool box meeting-when ever any tank maintenance is carried out. On all ships any open manholes should be fenced or guarded. Gas carrier – Hose burst During fire drill a hose burst with an opening of about 10 cm, near the middle of the hose. Immediately this fire hose was replaced by other one & drill completed satisfactory. After the drill the 3/o checked this hose & reported back to Master that this hose was new one & was replaced 3 weeks before. No manufacturer name was found on the hose. Hose was replaced by 3/0 in first opportunity. There have been reports of brand new fire hoses leaking. Pressure testing all new fire hoses before they are put into use should be done to avoid similar situations. When newly orders stores/equipments malfunction the supplier’s module should be updated. This should be done as then the office can take the appropriate action, otherwise the office is not aware of the problem. Using fire hoses like this at drills is also an effective way to test equipment and reduces the possibility of equipment failing at the time when you may need them most. Chemical tanker – Holed Spill Tray The C/O during routine safety inspection of the vessel found corrosion holes in oil spill tray, under port side cargo manifold. Once risk assessment was done, company notified and a hot work permit was issued. The fitter removed a cross section of the corroded area and welded of steel plates inserts to replacing the corroded area. Well done. Safety Officer’s should also ensure this item is not missed out during their routine safety rounds.
Alexmaritime: -Varela- пишет: a routine tug operation Меня эта часть фразы убила!..
chief_engineer: Мне в конторе, перед посадкой на судно, сказали, что ежемесячно присылать им как минимум 4 NMR, 2 по палубе, 2 с машины.
Demyan: chief_engineer пишет: Мне в конторе, перед посадкой на судно, сказали, что ежемесячно присылать им как минимум 4 NMR, 2 по палубе, 2 с машины. Это может эпидемия какая-то стряслась?Столько компаний за "госплан" взялись.
chief_engineer: Demyan пишет: Столько компаний за "госплан" взялись Да по ходу это у них в крови индусЦкой и малайзийской.
Demyan: chief_engineer пишет: Да по ходу это у них в крови индусЦкой и малайзийской. Тоды всё понятно.
Ron Gee: chief_engineer пишет: Да по ходу это у них в крови индусЦкой и малайзийской Да, думаю,все дело именно в этом. Эти, не имея понятия, выпустили компанейские процедуры и формы к ним,чем,кроме всего прочего,вводят в заблуждение судовой менеджмент.
Sunik: Ага, а потом воруют вот эти дурацкие процедуры друг у друга и бездумно копируют повышая планку, - типа "больше - значит лучше"
-Varela-: Alexmaritime пишет: Меня эта часть фразы убила!.. Ну я думаю, что для сдачи плана сойдет. Кто то говорил что 2 раза в месяц, там как раз на контракт хватит
chief_engineer: Demyan пишет: Тоды всё понятно. Что самое интересное, вот уже 5 месяцев посылаю им NMR, а реакции полный ноль. И это при том, что травматизм в компании большой. Но NMR шлите, шлите - коллекционеры........
Demyan: chief_engineer пишет: Но NMR шлите, шлите - коллекционеры........ Я ж и говорю,что не качеством,а количеством.
CoolChemist: Однако акробат
-Varela-: CoolChemist, Слабовато вал вращается, но все равно мозги вышибить можно на легке!
CoolChemist: -Varela-, без каски и без перчаток - нарушил ТБ
ROV: chief_engineer пишет: Мне в конторе, перед посадкой на судно, сказали, что ежемесячно присылать им как минимум 4 NMR, 2 по палубе, 2 с машины. Demyan пишет: Столько компаний за "госплан" взялись. Работаю на голандскую компанию, ничего такого (см. выше), но кажный месяц "чем больше, тем лучше, но не меньше чем предыдущий месяц"!!! На травматизм это не влияет, как и на повышение безопастности при работе. Думаю это только для галочки (показать различного рода инспекторам, дескать процесс идет, контора пишет, то есть работает).
Ron Gee: ROV пишет: На травматизм это не влияет, как и на повышение безопастности при работе. Нет,на повышение безопасности это,как раз,влияет.С другой стороны,если у Вас небольшое производство(ROV boat),но серьезные Near Missы случаются редко.При этом,очень важно понимать,что является Near Missом.
ROV: В Near Missы забивали и отказ Coast guard инспектора одевать наушники в МКО!!! Для него это просто бумажка, но после этого нервов потрепал ой -Ё- ёой.
Ron Gee: ROV В том то и дело,что это-не Near Miss,a Unsafe Act.
ROV: Ron Gee пишет: ROV В том то и дело,что это-не Near Miss,a Unsafe Act. VSM STANDARDS FOR INCIDENT CLASSIFICATION Document Number. : V06-ALL-SAF-G-002 Effective Date......... : 22-07-09 Version................... : 2.0 Author .................... : RB Approved ............... : JMN .... .... 3.5. Near Miss Event or sequence of events that did not result in an injury or damage, but which, under slightly different conditions, could have done so. ... ... Так что ... Компания очень хотела все!!! (даже при пилотаже в Китае писали Near Miss о плохом английском китайских лоцманов!!!)
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