Keystone Shipping Co.

After months of careful planning and

coordination, the Canadian National

Railway (CN) Board of Directors had a

successful visit to the Edwin H. Gott on

September 12, 2016 Although several

members of CN‟s senior leadership team

have conducted site visits in the past,

this was the first “field trip” by the Board

since Great Lakes Fleet was acquired by

CN in 2004. In total, there were 19

participants, including CN‟s Chairman

and CEO. The Gott was specifically

chosen for this honor as it represents the

overall excellence in operation that has

come to define Great Lakes Fleet under

the management of Key Lakes, Inc.

Coincidentally the Gott had broken the all

time cargo record for iron ore loaded in a

Lake Superior port in August, and CN‟s

Chairman, Mr. Robert Pace, took the

opportunity to congratulate Captain Tim

Alfson with a bronze plaque to

commemorate the achievement. This

presentation was followed by an

elaborate luncheon onboard the Gott,

prepared by Steward Ryan Hicks and

team.

Issue 99

BOA R D O F D I R E C T O R S V I S I T T O T H E EDW I N H. GO T T

Fal l 2016

I N S I D E T H I S I S S U E :

Fleetwide Training 2

Job Hazard Analysis 2

Cold Weather 3

Near Miss Trends 4

KENNEDY Turboactivation

4

RACE Fun Day 5

Farewell to the KOCAK Class

6

SAFETY L INE

This summer, the company celebrated Mr. Philip W. J. Fisher‟s

50th anniversary of service to Keystone Shipping Co. A special,

4 studded, pin was presented to Mr. Fisher in commemoration

of his service. In presenting the award, President Donald Kurz

noted that the company‟s founder, Charles Kurz was the only

other employee to have worn such a pin. He also noted that

Mr. Fisher had recently been lobbying for up to 8 years of

additional credit to his service time as attribution for the time

he served as an outside auditor working on the company‟s

books. “Were we to do that,” Mr. Kurz remarked, “ in 2 years

we would be back celebrating his 60th anniversary.”

C E L E B R AT I N G 50 Y E A R S W I T H K E Y S T O N E !

Right: Phil Fisher standing beside a lighthouse dedicated to

him at the Paul Hall Center for the Seafarers International

Union in Piney Point, Maryland during the Seafarers

Waterfront Classic 2016. From left to right: David Heindel,

Phil Fisher, Augie Tellez, Tony Naccarato, and George Tricker.

CN Chairman Mr. Robert Pace presenting Captain Tim

Alfson of the Edwin H. Gott a bronze plaque for

„Great Lakes Cargo Record‟

Starting June 2016 Keystone has

provided its fleet with monthly

training topics. These training

topics are used as a standardized

supplement to the vessel‟s

monthly Safety, Quality, and

Environmental (SQE) Meetings.

The main purpose is to have

everyone in our fleet (whether you

are on a Great Lakes vessel, a

government vessel, or our tanker)

discussing and learning the same

topic.

These topics allow for great

feedback on our procedures and

as a way to help standardize

training across our fleet. Topics

have included Fall Protection,

Chemical Material Storage, Hot

Work Procedures, and reporting on

Near Misses and Nonconformities.

These topics are chosen by our

Safety Team within the office that

looks at common areas within our

fleet that we feel needs additional

recognition. These topics can be

chosen from trends within our

Near Misses or from observations

made when walking through our

vessels.

What questions should

I be asking?

What could go wrong?

What would the

consequences be?

How could that occur?

What factors contribute to

the hazard?

What is the likelihood the

hazard would occur?

Are we using the proper

PPE to minimize our risk?

Page 2

W H Y I S A J O B H A Z A R D A N A L Y S I S I M P O R T A N T ?

F L E E T W I D E T R A I N I N G P R E S E N TAT I O N S

the employee to identify hazards

at each step so that we reduce or

eliminate those hazards. With

the help of the Keystone

Shipping Co. JHA Booklet,

employees always have a form

on hand for any work that they

are going to begin. This booklet is

a tool to protect you and readily

demonstrate your vessel‟s safety

culture because it shows that our

ship‟s staff are stopping to

evaluate potential risks.

It is also important to consider

incidents and near misses that

have happened in the past when

deciding whether or not a JHA is

necessary. Ask yourself if there is

a risk assessment already in

place for this job. If no risk

assessment is available then

doing a JHA creates heightened

awareness to the job at hand.

For further information on Job

Hazard Analysis be sure to

review the Risk

Assessment/Job Hazard

Analysis procedure in Docmap.

Grab your copy of the JHA

Booklet today!

One of the main contributing

root causes in the Near Misses

we see is human factor and

hazard recognition. Many of

these near misses stem from a

sense of complacency with a job

or simply not taking the time to

understand all aspects of the

job taking place.

Job Hazard Analysis, or JHA, is

an important step in order to

assess any potential physical

hazards of a job and to

determine if all safety

precautions are being met prior

to beginning any work. Typically

these are used for non-routine

tasks that need the extra time

to perform a tool box talk so

everyone is communicating and

ready to work safely.

Doing a JHA begins by breaking

the job into steps. This allows

Job Hazard Analysis

is a tool to stop

complacency. So take the

time to use one today!

Issue 99

June Fleetwide Training

Topic: Fall Protection

Top: CAPE DECISION

holding safety training

on fall protection.

Left: 3/M Eustace

Henry going over how

to properly don, clip in,

store, and inspect

harnesses on the

USNS KOCAK.

If you have recommendations for these fleetwide

presentations such as topics or other training

needs please let the safety team know by

emailing knanartowich@keyship.com

Safety Line

What is Cold?

Anywhere below 50°F is considered cold. Cold weather forces the loss of heat from the body. In order to increase the insulation and thus maintain the temperature of the inner body, the flow of blood to the skin is reduced. This causes loss of feeling and numbness in the extremities.

Hazards:

Frostbite

Hypothermia

Trench Foot

Slips/Trips/Falls

Cold Burns

Preventative Measures:

Rest/Warm up schedule

Multiple layers of insulated clothing, ski masks, hard hat liner, cold weather goggles, thick gloves, and disposable heat pads can be utilized

Well gripping footwear with insulation and heavy socks

Consuming balanced meals and adequate liquid intake are essential for

body heat production and the preven-tion of dehydration. Warm liquids should be provided.

Training: Workers should be trained in the use of proper clothing and the recognition of the early signs and symptoms of frostbite and hypothermia.

Frostbite Prevention

Just as with hypothermia, frostbite is much easier to prevent than it is to treat. All of the items listed above for hypothermia would also apply for frostbite.

Wear proper clothing which insulates from the cold and provides protection from wind, rain and snow

Cover your neck and head

Protect your hands and feet (mittens are warmer than gloves but may limit activity)

Keep clothing and shoes loose, to ensure good circulation

Drink plenty of fluids

Do not diet; give your body the appropriate nutrients

Alcohol, tobacco or drugs should not be used

Keep moving, do not stand still

Take breaks to go inside and warm up

Never touch a cold metal object with your bare hands

Frostbite Treatment

If you think you may have frostbite, even a mild case, immediately seek medical attention. The following list will provide some guidelines for treating frostbite:

Get to a place where you can stay warm after thawing; do not allow the affected body area to refreeze

Seek medical attention (i.e. see medic, studio hospital or medical provider), rewarming should be conducted under medical supervision

Warm water is best for re-warming; do not rub or massage the area, or use dry heat (sunlamp, radiator, heating pad)

f blisters are present, leave them intact

No alcohol, tobacco or drugs should be used

Page 3

O P E R AT I N G I N C O L D C O N D I T I O N S : R I S K S A N D P R E V E N TAT I V E M E A S U R E S

To use the chart from the National Weather Service below, find the approximate temperature on the top of the chart. Read down until you are opposite the appropriate wind speed. The number that appears is the wind chill index. Values of wind chill below 10°F are considered bitterly cold. Values of wind chill below -20°F are extremely cold, human flesh will begin to freeze with in one minute!

The chart above shows the warm-up breaks needed for work in cold conditions in addition to normal breaks provided every two hours. The schedule provides for additional breaks as the wind velocity at the work site increases and/or the temperature drops. Warm-up breaks should begin when the temperature reaches -15°F with winds of 10 mph or greater. All non-emergency work should stop by the time the temperature reaches -45°F.

1 Bala Plaza East

Suite 600

Bala Cynwyd, PA 19004

Keystone Shipping Co.

The following Near Misses all have one common causal factor. Can you determine the trend?

Provisions Crane Wire Damage: While installing new provisions crane wire, a bend occurred in the wire

as it passed through the sheave of the hook before being fed to the drum. Neither of the crew

members viewing the operation reported it and the result was a kink in the wire.

Failure to establish Safety Zone: Due to weather forecast in the afternoon, a contractor was authorized

to commence work prior to start of normal work hours. As a crewmember was about to exit the house,

he noticed a man lift with workers doing repairs directly above a watertight door. The contractor failed

to establish a safety zone with secure doors and ladder ways below the work area.

Mooring Lines: Two AB‟s were sent onto the dock to shorten up a mooring cable prior to departure

while the first mate was on deck with the crew; one AB with the eye and the other to help carry the

cable. The AB with the eye of the cable dropped it at the appropriate spile, but did not inform the other

AB or the first mate. The first mate shouted in alarm because had the cable become tight it would have

injured the AB still holding the cable.

Forward Boarding Ladder: While deploying the forward boarding ladder, the ladder was extended too

far causing it to tip prematurely and descend rapidly until stopped by the hoist cable. The individual

operating the ladder hoist control gave excessive slack in hoist cable for the individual who was

deploying the ladder.

Look at the next page to see if you were correct on the common causal factor.

NE A R M I S S H I G H L I G H T S

TEL : 610-617-6800

If you have any suggestions or comments please submit them

to Capt. T. O’Connor

toconnor@keyship.com

C A P E K E N N E DY T U R B OAC T I VAT I O N

Shown is M/V CAPE KENNEDY underway from Poland Street Wharf, New Orleans in support of Turbo Activation TA 16-4, a no-notice activation order from the U.S. Transportation Command (USTRANSCOM) on Monday September 6, 2016. Assisted by Port Engineer

Chris Keefe, Purchasing Agent Sharon Lassere, Marine Personnel Department Karen Watson and Janice Williams, Captain Brian Patten, Chief Engineer Jonathan Lincoln, officers and crew, completed the ROS-to-FOS transition within 4

days, got underway with 31 mariners + 8 additional sea trial riders, and completed the mandated sea trial for turbo activations within 24 more hours, and tendered Ready for Sea (RFS) to the Maritime Administration (MARAD) and Military Sealift

Command (MSC) for mission readiness. Upon completion of two more days of MARAD maintenance sea trial events, CAPE KENNEDY safely maneuvered inbound on the Mississippi River to her ROS layberth outboard of sister ship M/V CAPE KNOX, success-fully completing TA 16-4.

The Keystone family would like to

wish LeRoy Kolenda fair winds

and following seas as he leaves

the KeyLakes fleet. LeRoy has

worked for the Great Lakes Fleet

for 16 years; first as an Assistant

Engineer and the last few years as

Port Engineer in our Duluth, MN

office. On August 31, 2016

General Manager John Thibodeau

(right) presented LeRoy with a

photograph of the M/V PRESQUE

ISLE; on which not only LeRoy

sailed, but also his father and his

brother sailed.

It was a pleasure to work with

LeRoy and good luck!

Page 4 Issue 99

COMMUNICATION is at the root

of all these Near Misses and is

something we see very often

that can easily lead to an injury,

an environmental issue,

damage to the vessel, or

damage to cargo.

Successful teamwork depends

on good communication.

Misunderstandings can come

from language difficulties,

cultural differences, lack of

knowledge in Company policies,

technological issues, and more.

Part of the challenge is being

able to develop strategies for

predicting, understanding and

resolving miscommunication.

The images below show the

process of communication from

the sender to the receiver. It is

important to understand, as the

sender, to choose an

appropriate channel of

communication in order for the

S O W H A T D O T H O S E F O U R N E A R M I S S E S H A V E I N C O M M O N ?

The Steps of the Communication Process as well as the Four Main Communication Skills.

Effective communication

is the key to the

successful operation of

any ship.

S A F E T Y I N C E N T I V E F U N D S P O T L I G H T : F A M I L Y D A Y O N B O A R D T H E C A P E R A C E

The First Annual Family Day was held by the crew

and families of the CAPE RACE on Sunday

September 18, 2016. After a welcome to all and a

small speech on safety around the „house‟ the fun

day started! With the help of the safety incentive

fund the family members were able to play golf

together and share a great meal. All enjoyed a fun

and safe day with their loved ones!

Pictured is 2AE Kevin Lewis, GVA Richard Gould,

3AE Derek Britton, Electrician Brian Allred,

1AE Stephen Shea , and C/M Raymond Rokicki

participating in this years Family Day on the CAPE

RACE with their families.

receiver to understand the

message. At the same time, the

receiver must be able to listen

in order to give the feedback

the sender is intending. Be

aware of „noise‟ that can block

a message from the receiver!

Communication should be

clear, concise, concrete,

correct, coherent, complete,

and courteous. There have

been many studies on the

communication process and

how individuals communicate

effectively, but what can we

focus on to make our vessels

that much safer? How can we

address some common

communication errors?

Morning Discussions: before

the day begins make sure all

departments sit down to plan

out what work is going to take

place. These discussions

should involve everyone on the

ship so that any additional

hazards, such as hot work, are

reviewed.

Contractors: Ensure all

contractors have a way to

communicate with someone on

the vessel and both parties are

updating each other on work

throughout the day. Besides the

types of jobs they are

performing, make sure

contractors are aware of our

PPE and security procedures in

order to comply.

Job Hazard Analysis: As the

article on the other page

describes, this is an opportunity

to stop, think, and discuss the

job at hand. Take the time to

ensure safety is being

addressed!

SQE Meetings: This is an

opportunity to discuss safety

issues the vessel and the fleet

have been experiencing.

Focusing on a specific

operation each meeting also

helps ensure everyone is on the

same page about Keystone‟s

policy regarding a procedure.

Encourage participation from

the crew.

Mode of Communication: Check

that radios are operational and

use all radars and other

navigational equipment.

Communication is not only

between those onboard, but

between other vessels, pilots,

and docks.

Page 5 Safety Line

FAREWELL TO THE KOCAK CLASS VESSELS This Summer all three KOCAK Class vessels, the USNS PFC Eugene A. Obregon, USNS SGT Matej Kocak, and USNS MAJ Stephen W. Pless,

performed one more successful sea trial for MSC under the Keystone flag. Following redelivery of the three KOCAK class vessels, Keystone

received a very complimentary message from MSC which included the following: "this smooth transition has proven Keystone's dedication to

getting the job done. The Keystone team has gone above and beyond during the last year of the contract in fulfilling the Pacific Pathways

mission with USNS PLESS, support NAVY SOF exercises with USNS OBREGON and completing the special survey on USNS KOCAK. MSC

appreciates all your hard work and effort. Job Well Done."

Lunch onboard the PLESS with Captain

Brian Patten and RADM T.K. Shannon,

Commander of MSC Captain Pat McGourthy on the PLESS

CE Doug Blake, 3AE Robert Bohovsky, 1AE

Steve Hutchins, and 3AE Alfredo Rivera

on the OBREGON

Page 6 Safety Line