S O S

Newsletter of the Safety, Occupational Health and Environmental Programs

MILITARY SEALIFT COMMAND

THIRD QUARTER 2008 VOLUME 2, ISSUE 3

SAFETY ON SHIPS

Inside this issue:

Hand / Tool Safety 1

SMS Questions 7

Namesake 9

Health + Safety 10

Environmental 12

Recent Incidents 14

This date in history 16

Snapshots 6

When was the last time that you used your hands to get your job done? Was it a week ago, a day, an hour? Now picture the task you were trying to complete, and imagine doing that task without one of your hands. If you take a moment to let that thought sink in, you will quickly realize that you need your hands and fingers to do even the simplest of tasks both in your professional and personal lives. Protecting your livelihood depends on keeping yourself safe and injury free. This is not always easy to do, especially when you are coming into constant contact with potentially dangerous hand and power tools.

Keep it Simple

Hand and power tools are a common part of our lives and help us get diffi-cult jobs done quickly and accu-rately. These tools, if used correctly,

can be a tremendous asset. How-ever, these sometimes simple tools

can also be extremely hazardous be-cause of their very nature: simplicity. Most merchant mariners do not think twice about using a hand or power tool, or about the hazards these tools can present if not used correctly or improperly maintained.

The Enemy Why do we worry about hand and power tool safety? That question it-self presents a certain challenge to overcome. The comfort level that is associated with tools used on a daily basis can cause complacency in the work place. Complacency is the en-emy of safety. Constant vigilance and conscientious work methods are safety’s allies, and are what we can use to combat complacency.

The Hazards

“Employees who use hand and power tools are exposed to the haz-ards of falling, flying, abrasive, and splashing objects, or to harmful dusts, fumes, mists, vapors, or

gases…”1 The greatest hazards posed by hand tools stem from improper maintenance and mis-use. For example, if a chisel is used as a screwdriver, the tip of the chisel may detach and be-come a projectile, injuring the user or those around him. If a wrench is not properly main-tained and the jaws become worn, the wrench might slip while being used.

An iron or steel tool may pro-duce sparks that can be a quick ignition source around flamma-ble substances.

It is the responsibility of the em-ployer to provide a safe working environment, safe tools and training. However, it is the ulti-mate responsibility of the em-ployee to use the provided equip-ment correctly, report faulty

Picture from the following website http://www.msc.navy.mil/sealift/2007/April/mountbaker.htm

S O S

Hand and Power Tool Safety

Newsletter of the Safety, Occupational Health and Environmental Programs

Continued on Pg. 2

Picture from the following website http://www.navy.mil

Page 2

Power Tools

Power tools are required to be fitted with guards and safety switches. The guards are used to safeguard exposed moving parts of the power tool. Ma-chine guards must be provided to pro-tect both the operator and others from rotating parts, flying chips or sparks, in running nip points and points of operation.

Hand-held power tools such as drills, tappers, grinders with wheels over 2 inches in diameter, disc sanders with discs greater than 2 inches, jigsaws and other similar tools must be outfit-ted with a constant-pressure switch or control that will shut off the power to the tool when the pressure is released. These tools may also have a “lock-on” control, but only if it allows the worker to also shut off the control in a single motion using the same finger or fingers.

Electric Tools

Electric tool operation requires the user to be ever vigilante to prevent serious injury due to electrical burns, shocks and other hand-tool hazards.

Picture from the following website: http://www.navy.mil

SAFETY ON SHIPS MILITARY SEALIFT COMMAND

Electrical shocks can lead to injuries such as heart failure and burns. Even a small amount of electric current can result in fibrillation of the heart which can lead to death. An electric shock can also cause the user to be dislodged from their work area, (fall off of a ladder, etc) and/or fall onto other employees or debris.

These risks are somewhat managed by rules that require electric tools to have a three-wire cord with a ground and be plugged into a grounded re-ceptacle. They also must be double insulated, or powered by a low-voltage isolation transformer. The three-wire cords have two current-carrying conductors and a grounding conductor. When an adapter is used to accommodate a two-hole recepta-cle, the adapter wire must be at-tached to a known ground. The third prong must never be removed from the plug.

Double insulated tools are also avail-able, and can provide protection against shock without third-wire grounding. On these tools, an inter-nal layer of protective insulation completely isolates the external housing of the tool.

According to OSHA, the following basic practices should be followed when using electric tools:

• Operate electric tools within their design limitations

• Use proper PPE (Personal Protec-tive Equipment)

• Store electric tools in a cool, dry place

• DO NOT use electric tools in damp or wet locations

• Keep work areas well lit

• Ensure cords from electric tools do not present a tripping hazard

equipment, seek immediate medical attention in the case of an injury, and to seek the necessary training for the equipment they will be us-ing. As you can see, the employee must do what they can on a daily basis to keep themselves safe and avoid injury.

The Rules

The official rules and regulations regarding workplace safety with hand and power tools can be found in OSHA (Occupational Safety & Health Administration) publication 3080, 29 CFR 1910 subpart P, R and T, and 29 CFR 1917 subpart C. This information, and more, can also be found on the OSHA web-site, www.osha.gov.

Safety is No Accident: Details

The first line of protection against dangerous power and hand tools is appropriate personal protective equipment, such as goggles and gloves.

The floor of your workplace should be kept clean and as dry as possible to prevent any slips or falls.

Continued on Pg. 3

ates to full speed. Portable grinding tools need to be equipped with safety guards to protect employees from flying fragments in case the wheel breaks, and from the wheel sur-face itself. Remember…

• Always use proper PPE (personal protective equipment)

• Never clamp a hand-held grinder in a vise

• Turn off the power when not in use.

Pneumatic Tools

Pneumatic tools are those pow-ered by compressed air and in-clude chippers, drills, hammers and sanders.

“There are several dangers asso-ciated with the use of pneumatic tools. First and foremost is the danger of getting hit by one of the tool’s attachments or by some kind of fastener the worker is using with the tool.”3

Generally, the same precautions should be taken with an air hose that are suggested for electric

Portable Abrasive Wheel Tools

Many of you are very familiar with these types of tools. Some exam-ples include grinding, cutting, pol-ishing and wire buffing wheels. These tools also have their own set of rules. They must be equipped with guards that do three things.

1-Cover the spindle end, nut and flange projections

2-Maintain proper alignment with the wheel, and

3– Do not exceed the strength of the fastenings.

How do you test for these criteria? You can conduct a sound, or ring test. To do this, the wheels should be tapped gently with a light, non-metallic instrument. If the wheels sound damaged, cracked or dead, they must not be used. A usable wheel, when tapped, will give a clear metallic tone or “ring”.

The risk these faulty wheels pose during operation is great, and can cause substantial injuries, as seen in the next column.

To prevent an abrasive wheel from becoming damaged due to crack-ing, it must fit freely on the spin-dle. The spindle nut must be tight-ened enough to hold the wheel in place without distorting the flange. Always follow the recommenda-tions of the manufacturer. Ensure the spindle speed of the machine will not exceed the maximum op-erating speed marked on the wheel.

Lastly, an abrasive wheel may explode or disintegrate during start up. You must allow the tool to come up to operating speed prior to grinding or cut-ting. The employee should never stand in the plane of the rotation of the wheel as it acceler-

Page 3

VOLUME 2, ISSUE 3

cords. The hose itself is subject to the same kind of damage or accidental striking as other tools, and it can also prevent a substantial tripping danger.

An air hose must have a safety excess flow valve installed if it is more than 1/2 inch in diameter. This flow valve must be installed at the source of the air supply to reduce pressure in case the hose fails.

When operating a pneumatic tool it is important to have a safety clip installed to prevent attachments (chisels, etc) from being ejected during normal op-erations.

Some types of pneumatic tools propel nails, rivets, or nails and operate at pressures in excess of 100 p.s.i. These tools must have a special device to pre-vent fasteners from being ejected.

Airless spray guns that atomize fluids and paints at 1,000 p.s.i. or more must have automatic or visible manual safety devices to prevent accidental pulling of the trigger until the device is manually released. Air guns should never be pointed towards anyone. Eye protection is required when us-ing these tools. Head and face protec-tion are strongly recommended as well.

Hopefully, you are no longer asking yourself the infamous question, “Why should I worry about hand tool safety?

The answer to that question is simple. Because your wellbeing and livelihood could depend on it. 1 Henshaw, John L.. "HAND and POWER TOOLS." US DEPT OF LABOR- OSHA 3080(2002) 2. 19 Jun 2008 <http://www.osha.gov/Publications/osha3080.html>.

2 OSHA, "OSHA Standards." Hand and Power Tools. 18 MAY 2007. OSHA. 19 Jun 2008 <http://www.osha.gov/SLTC/handpowertools/standards.html>.

3 Henshaw, John L.. "HAND and POWER TOOLS." US DEPT OF LABOR- OSHA 3080(2002) 6. 19 Jun 2008 <http://

Picture from the following website: www.flatstate.uf.edu

Picture from the following website: http://cache.daylife.com/

imageserve/04RD8nY9yCdZH/610x.jpg

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SAFETY ON SHIPS MILITARY SEALIFT COMMAND

Lifesaving Systems– Marine Evacuation System

A marine evacuation system (MES) is comprised of an evacuation slide or chute connected to inflatable liferafts to facilitate the evacuation of ships without people having to enter the water. The Westpac Express and Swift both have MES systems.

After the Estonia disaster , IMO SOLAS adopted the International Life Saving Appliance (LSA) Code Annex 3 in 1996 which states an MES must:

–provide for safe descent of persons of various ages sizes and physical capabilities wearing approved lifejackets from the embarkation station to the floating platform or survival craft.

–Be sub-divided in such a way that the loss of gas from any one compartment will not restrict its op-erational use as a means of evacuation.

–Be capable of deployment by 1 person

–Enable the total number of persons for which it was designed, to be transferred from the ship into the inflatable rafts with a period of 30 minutes in the case of a pas-senger ship

–Be capable of being deployed from the ship under un-favorable conditions of a trim of up to 10 degrees and a list of up to 20 degrees either way.

Pictures courtesy of Dave Dempster and Shawn Smith

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VOLUME 2, ISSUE 3

By: Deputy DPA Francis X. Pelosi

The implementation of the Safety Management System at MSFSC has been ongoing since 2004. There are as many opinions of SMS as there are people at MSFSC. Feedback we often receive is that the system is unwieldy,. SMS is more complex than it needs to be.

It may seem that way but actually the goal is to have a system that benefits the mariner. The person who has to ac-complish the daily task aboard any vessel. To answer the question what do I need to know? The following basic items should be known:

The Designated Person for MSFSC: Gerald Abrams

(757)-443-2746

gerald.abrams@navy.mil Your Roles and Responsibilities / Job Description: In the SMS, procedure 3.2-001-ALL, Shipboard Organization and Duty Statements

Where the SMS is found: on the Ships LAN.

There should be an icon on the desktop that links you directly to the current SMS release for your class of vessel. I recommend that you Log in at least once and navigate through the SMS documents. Scan through the procedures index for procedure 3.2-001-ALL, Shipboard Organization and Duty Statements. Navigate around and familiar-ize yourself whit what is in the procedure as well as the hyperlinks. Once familiar with the working of the program check out other areas, check list, forms etc. It may turn out to be a little less complex than you originally thought.

In closing there are two common misconceptions, that SMS is only being implemented on ABS classified vessels and that only those ships (ABS classed) will receive a SMC (Safety Management Certificate). SMS will be imple-mented on ALL MSFSC vessels. Ships not currently classed under ABS will be receiving a SOVC (Statement of Voluntary Compliance). As with anything there are exceptions, the AFS and AE class will not be put up for formal SOVCs with ABS however SMS will be implemented.

Committed to providing a safe working environment for its employees with an ultimate target of no occupational injuries or illnesses.

The Environmental Protection Policy:

• Prevent pollution

• Ensure response readiness

•Conserve resources

• Comply with regulatory requirements

SMS provides procedures for the safe operation and management of ships and for pollution pre-vention.

The Safety Policy:

• Protect its people

• Protect its assets

• Comply with regulatory requirements

MSFSC and SMS (Safety Management System)

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SAFETY ON SHIPS MILITARY SEALIFT COMMAND

Safety Snapshots Man Lift, Scissor Lifts, Aerial Work Platforms (AWP), Power Access Equipment

By whatever name, they can be dangerous. What is wrong with these pictures? Fig 1 Fig 2

Fig 1- Do not use a ladder unless it is on solid ground. Use the equipment as it is intended. Fig 2 - Remember that the capacity of most baskets is 500 lbs, that means

two regular sized people with equipment put basket very close to rated load. It is unwise to stand under the boom of a working unit. Fig 3– The good news is there is

only one person in basket allowing for the extra weight of the hose to pressure washer to hang from basket, the bad news is the individual has no harness on. Fig - 4 People should not transit the brow with a working boom extended over it. AWP

should be repositioned forward of brow. Fig- 5 Work lanyard to harness is not prop-erly secured. It should connect to designed anchor point within basket.

Fig 4

Fig 3

Source of pictures: Fig1 http://www.safetycenter.navy.mil/photo/default.htm Fig 2,3,4 Dale Krab-benschmidt, Anthony Boudain Fig 5 http://www.navfac.navy.mil

Fig 5

SMS Hand and Tool Safety Q&A Q8: Name a few hand injuries that could occur while on the job.

A8: Cuts, burns, severed finger, broken bones, puncture wounds, contusions, chemical burns and even amputation.

Q9: Which institution set forth the general guidelines that employ-wers shall select and require employees to use appropriate hand protection when employees’ hands are exposed to hazards such as those from skin absorption or harmful substances, severe cuts or lacerations, sever abrasions, punctures, chemical burns, thermal burns and harmful temperature extremes?

A9: The US Departmen t of Labor’s Occupational Safety and Health Administration (OSHA) (1910.138 (a))

Q10: Where should the operating control for hand-held power tools be located?

A10: The operating control should be located to minimize the pos-sibility of it’s accidental operation, if such accidental operation would constitute a hazard to the employee.

Q11: On what does an employer base their selection of the appro-priate hand selection?

A11: On an evaluation of the performance characteristics of the hand protection relative to the task (s) to be performed, conditions present, duration of use, and the hazards and potential hazards iden-tified.

DON’T LET THIS HAPPEN TO YOU…

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VOLUME 2, ISSUE 3

Q1: What points should you consider when attempting to raise the rated load of a jack?

A1: consider the point of application of the load, the applied force, the length of the lever arm and the jack’s manufacturer’s designated ratings.

Q2: How would you properly define the purpose of a safety guard on a grinding wheel?

A2: The safety guard is designed to restrain the pieces of the grinding wheel and furnish all possible protection to the user in the event that the wheel is broken in operation.

Q3: What is the rating of a jack?

A3: The rating of a jack is the maximum working load for which the jack can safetly lift that load throughout its specified amount of travel.

Q4: How would you define a high-velocity tool?

A4: When used with a load, the tool propels or discharges a stud, pin or fastener in excess of 300 feet per second and measures 6.5 feet from the muzzle end of the barrel. The purpose of the high-velocity tool is to impine upon, affix to, or penetrage another ob-ject or material using the propelled material.

Q5: When is the use of compressed air authorized for cleaning purposes?

A5: When the proper PPE is used and when it has been reduced to lower than 30 p.s.i.

Q6: What is the greatest source of hazards for the use of hand-tools?

A6: Faulty equipment which can include damaged or worn tools, misuse or lack of knowledge by the user and improper mainte-nance of the tool. Other sources include failure to use guards, kill-switches, or to follow appropriate lock-out/tag-out procedures. Of course, the use of rings, loose gloves, or loose fitting clothing can also contribute to hand injuries.

Q7: What does PPE stand for?

A7: Personal Protective Equipment

Safety Recognition USNS GRAPPLE—Master and Crew of the USNS Grapple were the 2007 winner

of the SECNAV safety award for afloat units, in the Military Sealift Command category. The Grapple was decommissioned and transferred to MSC for operation in July 2006. Since that time, the crew has recognized and embraced with dedica-tion the challenges of safely operating and maintaining a newly transferred ship.

MMIRRGS—A special thanks goes out to Captain Brendan Saburn, LT Andrew Mackay, LT Ken Betros. All MMIRRGs assigned to the Safety Office for their 2 week annual training. Their help was invaluable and we wanted to say thanks!

Alex Footman— USNS Peary - Alex has resolved several compatibility issues with fall protection equipment as well as provide great feedback to improve the

Fall Protection Program across the fleet.

AB Dan Liddle USNS Byrd– for raising questions on strobe lights and proper maintenance of flight deck equipment.

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SAFETY ON SHIPS MILITARY SEALIFT COMMAND

Namesake Section T-AO USNS LEROY GRUMMAN Leroy Grumman was an American Industrialist and an aeronautical engineer. Grumman served as an Ensign in the US Naval Reserve. He took advanced flight training in Pensacola, FL, and eventually became a flight instructor. Later the Navy sent Grumman to MIT to study the brand-new discipline of aeronautical engineering. During WWII, his company Grumman Aeronauti-cal Engineering Co. became the primary source for Navy fighter plane con-struction. At the peak of production in 1945, Grumman built a record 664 aircraft in one month. After the war, he went above and beyond attempting to retain veteran employees and pioneered new engineering designs includ-ing aircraft and space satellites.

T-AK 3016 MV LCPL ROY M. WHEAT

LCPL Roy M. Wheat (July 24, 1947 - August 11, 1967) was assigned with two other Marines the mission of providing security for a battalion crane an d crew operating along Liberty Road in the vicinity of the Dien Ban District, Quang Nam Province in Vietnam. After the Marines had set up security po-sitions in a tree line adjacent to the work site, Corporal Wheat reconnoitered the area to the rear of their location for the possible presence of guerrillas. He then returned to within ten feet of the friendly position, and here uninten-tionally triggered a well concealed, bounding type, antipersonnel mine. Im-mediately, a hissing sound was heard which was identified by the three Ma-

rines as that of a burning time fuse. Shouting a warning to his comrades, Corporal Wheat in a valiant act of heroism hurled himself upon the mine, absorbing the tremendous impact of the explosion with his own body. At only twenty years of age he gallantly gave life for his country .

T-AOT 1123 USNS SAMUEL L. COBB

Honors Samuel L. Cobb, Master of SS Alcoa Guide and recipient of the Merchant Marine Distinguished Service Medal. Though mortally wounded early in the action in which his ship was sunk by enemy submarine, he first endeavored to ram the attacker. Then he ran through the fire to his cabin to recover the Navy code and other highly confidential papers which he cast overside in a weighted sack. He later died in a lifeboat from wounds and burns caused by these heroic actions.

T-AGS 65 USNS MARY SEARS

Honors Mary Sears a pioneer in oceanography. She was commissioned a LTJG in the WAVES in 1943 and called to Washington, DC where she organized and headed the new Oceanographic Unit of the Navy Hydro-graphic Office with Roger Revelle until June 1946. Revelle, former Di-rector of the Scripps Institution of Oceanography and founder of Univer-sity of California at San Diego, said in 1980 that “because the Federal Government has very little memory, it is generally forgotten that the first Oceanographer of the Navy in modern times was a short, rather shy and prim WAVE Lieutenant JG...They underestimated the powerful natural force that is Mary Sears…” In 1947 Sears returned to Woods Hole, trans-ferring to the Navy Reserves and retiring as a Commander in the U.S. Na-val Reserve in 1963.

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VOLUME 2, ISSUE 3

Health and Safety - Potable Water Page 10

SAFETY ON SHIPS MILITARY SEALIFT COMMAND

All information is from SMS 15APR2008

Background: All fresh water used as potable water must be disinfected to eliminate the threat of waterborne disease. To avoidcontaminating potable water systems with pathogens, sanitary practices must be enforced when handling equipment in or associated with the potable water system. Frequent testing to ensure the effectiveness of shipboard disinfection and sanitary practices is also critical for the health of the crew.

Potable water generated on board:

* Regardless of generating method (distillation, reverse osmosis, etc.), salinity shall be less than 2.3 ppm (0.25 grains sea salt per gallon).

* All salinity meters, trips, alarms, and distillate bypasses shall be fully functional to provide adequate warning and avoid contamination of the water supply if the above salinity limit is exceeded.

* No water shall be produced from harbors or polluted seawater except in emergency situations. Seawater can be considered polluted when operating with other vessels in close formation.

* Do not wash down weather decks or pump bilges if there is a chance effluent can be taken up in the suction of the fresh water generating equipment. An alternative may be to shut down the water making equipment during these ac-tivities.

* Water disinfection equipment connected to the water maker discharge shall be fully functional whenever water is being pumped to the potable water tanks. The water shall have at least 0.2-ppm halogen residual after 30 minutes contact time. If the equipment is inoperable, take steps to ensure that the potable water supply remains disinfected. Such steps can include slug dosing the potable water tanks, increased monitoring of residual halogen content in the potable water system, etc. Repair the malfunctioning disinfection equipment as rapidly as possible.

Potable water received from shore facilities:

* The pier side connection shall be flushed for at least 30 seconds, swabbed with a 100-ppm sodium hypochlorite solution for at least 2 minutes, and flushed again for at least 30 seconds prior to connecting a potable water hose.

* The potable water hose fittings and the ship’s potable water riser fittings shall be disinfected using the same methods stated above prior to connection.

* Potable water hoses shall not be submerged in harbor water. If potable water hoses are exposed to harbor water, they shall be cleaned and disinfected prior to use.

* Connect the hose to the pier fitting and flush for at least 30 seconds prior to con-necting to the vessel’s potable water fitting. A sample shall be taken at this time to check for halogen residual. Anything above 0.2 ppm residual after 30 minutes con-tact time is acceptable for use without further treatment.

* Connect the hose to the ship’s fitting and complete the water transfer.

* When the transfer is complete, secure the water source; disconnect the hose from the ship, then the shore. Flush the shore connection for at least 30 seconds, secure, and replace the cap.

* Drain the potable water hose, recap the ends, and store in the potable water hose locker or other designated sanitary area.

* If the potable water does not have an acceptable free halogen content, slug dosing of the potable water tanks shall be performed at this time until acceptable halogen residual has been achieved.

TABLE: Required halogen residuals

Page 11 Health and Safety - Potable Water

VOLUME 2, ISSUE 3

TREATMENT REQUIRED CHLORINATION DOSAGE AND TIME REQUIREMENTS (Fee Available Chlo-rine)

BROMINATION DOSAGE AND TIME RE-QUIREMENTS (Total Bromine Residual)

Minimum residual required for potable water produced on board or obtained from a shore side source.

0.2 ppm after 30 minutes in tanks. 0.2 ppm after 30 minutes in tanks.

Water from an area where amebiasis or hepatitis is endemic or the sanitary condition of the water is sus-pect.

2.0 ppm after 30 minutes in tanks 2.0 ppm after 30 minutes in tanks

Water in the potable water distribution system. Trace readings throughout* Trace readings throughout*

Disinfecting tanks and system. 100 ppm initially, 50 ppm after 4 hrs. Not applicable

Disinfecting hoses, couplings, and water connections prior to connection to a potable water system.

100 ppm for 2 minutes Not applicable

Scrubbing interior of contaminated tanks when potable water is scarce.

100 ppm Not applicable

Emergency water supply for drinking and cooking 5 ppm after 30 minutes Not applicable

Potable Water Testing:

Potable water shall be tested for halogen residuals (Refer to Table 2 for required re-sidual levels) using the kit supplier’s instructions under the following conditions:

* Prior to receiving potable water from a shore side source.

* In conjunction with each potable water sample collected for weekly biological testing.

* Daily from at least 4 sampling points that are varied and are representative of the ship’s distribution system.

Potable water shall be tested for bacterial (coliform) contamination weekly following the test kit supplier’s instructions. Samples shall be collected from at least 4 at var-ied and representative points on the system as well as from one fourth of the potable water tanks. Tank samples should be from petcocks on the tank. If no such fitting

exists, then take the tank sample from the outlet closest to the tank.

* No more than one sample per month may be coliform positive.

* Repeat samples shall be collected for each total coliform positive result, including at least one sample from same tap as the original.

* One repeat sample shall be collected immediately upstream of the original, and one immediately downstream.

* If any routine or repeat sample is total coliform positive, the sample shall be ana-lyzed for fecal coliform (E. coli) using EPA approved methods provided in the

bacterial test kit.

If fecal coliform is detected, the potable water system shall be secured and im-mediate steps taken to disinfect the entire system in accordance with 3.4.4.

All potable water tests shall be entered into the Potable Water Test Log. As a mini-mum, include the following: Time and Date, Location of ship, Sampling site

(location of outlets), Source of water (distilling unit or shore facility), Halogen resid-ual (specify bromine or chlorine), bacteriological content (record results as total coli-

form present or absent or fecal coliform present or absent). RECORDS - Potable water logs shall be retained on board the vessel for at least two years.

Environmental Issues Newsletter EIN: 222 16 MAY 2008

IMO Regulatory Update

The 57th Session of the IMO Marine Environmental Protection Committee Agenda Items

The 57th session of the Marine Environment Protection Committee (MEPC) met in London from 31 March to 4 April 2008. A significant step was taken by MEPC 57 on the finalization of the revision of MAPROL Annex VI, in particu-lar the phased-in reduction of NOx and SOx as well as the extended application of NOx limits to existing engines. Af-ter very extensive discussions, the Committee agreed with the draft limits which are summarized in the figure below:

The International Petroleum Industry Environmental Conservation Association (IPIECA) drew the Committee’s atten-tion to the fact that the oil industry did not expect that sufficient fuel at 0.10% and 0.50% sulphur was expected to be available in all regions by the desired dates of 2015 and 2020, respectively. If it is not possible for ships to comply by 1 January 2020, then the effective date for 0.10% sulphur standard defaults to 1 January 2025.

Additional Agenda Items included:

Emission Control Areas:The Baltic Sea area and the North Sea will, upon entry into force of the revised MARPOL Annex VI, become Emission Control Areas (ECAs).

Exhaust Gas Cleaning Systems: The Baltic Sea area and the North Sea will, upon entry into force of the revised MARPOL Annex VI, become Emission Control Areas (ECAs).

The [Hazmat] Certification Process: Each new ship is to have an Inventory of Hazardous Materials verified by the Administration or by an authorized organization. OPNAVINST 5090.1C (30 October 2007) addresses Hazardous Ma-terial Control and Management (HMC&M) in Chapter 22, section 6. These requirements should be reviewed to ensure completeness and readiness.

Green House Gases: Building on Assembly resolution A.963(23), the MEPC continued its work to identify and de-velop the possible mechanisms and approaches on technical, operational and market-based measures to limit or reduce greenhouse gas emissions (GHG) from new and existing ships. Short and long term reduction options were considered.

Ballast Water Management

Under the provisions of the BW Management Convention, the Committee granted “Final Approval” to one system and “Basic Approval” to four other ballast water management systems. Details of each system can be found at www.imo.org

Clarification of the anti-fouling systems (AFS Convention which enters into force on 17 September 2008 was dis-cussed. MSC has followed strict guidelines and policies in this regard. POC is John Burkhardt @ x5784. If interested a complete discussion of all these topics can be found at: http://www.eagle.org/regulatory/regupdate/pdate_mepc57_.pdf

If you have any questions or comments, please contact Jim Fernan, Head, Fleet Standards Branch at 202-685-5764 or james.b.fernan@navy.mil

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SAFETY ON SHIPS MILITARY SEALIFT COMMAND

ENVIRONMENTAL

Global Control Emission Control Area

Entry into

Force Date

> 2012 to

< 2020/25*

> 2020/25 > 1 MAR 2010

To < 1 JAN 2015

> 1 JAN 2015

Limits 3.5% + 0.5% + 1.0% + 0.10% +

* Note: Effective year (2020 or 2025) will be decided in 2018

+ Alternative Technology is acceptable and includes Exhaust Gas Clearing System and onboard blending

Page 13

VOLUME 2, ISSUE 3

RECENT INCIDENTS

While spotting boom in preparation for cargo operations, the

padeye which secured the preventer guy failed. The reventer guy recoiled across the deck nearly striking personnel.

Causal Factors - Pad eye was fatigued and lacked proper data plate documenting proof test history.

Lessons Learned – All cargo and UNREP fittings must be regularly inspected and record of inspection maintained. Where required by regulation , testing plates should be maintained. Personnel should be kept clear not just during cargo operations but during any movement of booms and running rigging,

CIVMAR sustained flash burns while operat-

ing the ship's incinerator. CIVMAR picked up trash and placed it in incinerator, prior to closing incinerator door, trash flared up and flashed into the face and body of CIVMAR. CIVMAR closed door to incinerator and called for help. CIVMAR sustained burns to face and chest is being treated for possible inhalation burns.

Causal Factors - Trash bundle may have contained rags with oily residue which flashed when put in incin-erator.

Lessons Learned - Waste management plan must be followed and garbage properly segregated, this ensures that soaked rags are not incinerated and all trash is properly disposed of.

While anchoring, anchor break was backed off to drop anchor. After anchor began to fall brake was applied and

failed to check drop. Anchor chain ran out to all shots on deck being checked only by detachable link in chain locker.

Causal Factors - Insufficient brake material remaining on brake band.

Lessons Learned – Asymmetric wear may occur on brake bands due to lack of use over prolonged periods. After periods of inactivity, anchor should be walked out and brake cycled several times during initial an-choring evolutions.

While attempting to lift the forward section of the port-able ramp, the lift-

ing wire at poured socket eye. Ramp fell onto deck of vessel.

Causal Factors - Under investigation

Lessons Learned – Any lift that is at the limits of crane capacity must be thoroughly planned out. Ge-ometry of bridles and slings, condition of slings and calibration of equipment must be at 100% when work-ing at limits of equipment.

While a shipyard worker was con-ducting cutting operations on a sec-tion of the hull, the slag punctured holes in both the acetylene line that

was running from the pier to the ship and the firemain line also running from the pier to the ship. When the slag from the cutting torch hit the acetylene hose it ig-nited the gas from the hose resulting in flames being sprayed from the pier onto the side of the vessel in the area of the cutting operation. At the same time, the fire main hose started spraying saltwater into the area where the cutting operation was taking place. Fire was extinguished quickly and damage was limited to a six foot diameter area of charred paint that will be removed and repaired as part of the drydock package.

Causal Factors - Inattention of shipyard worker

Lessons Learned - We must remain ever vigilant in ship yards as to the safety and security of the vessel. Although the responsibility of work maybe the ship-yard’s the potential loss of our asset is our responsibil-ity.

While in port CIVMAR de-parted vessel after duty to return home. While on way

home CIVMAR was involved in a vehicle roll over accident. CIVMAR sustained minor injuries and was taken to local hospital.

Causal Factors - Unknown at this time

Lessons Learned - Higher speeds, rapid maneuver and condition of tires can all contribute to the likelihood of a rollover accident. Vehicles are designed to absorb energy and protect passengers in low speed collisions but rollover accidents generate tremendous energy that can lead to severe injury or death.

A shipyard worker was removing bolts on a manhole cover to a fixed ballast tank using an electrical drill. A gas in the fixed ballast tank escaped out of the bolt hole and was ignited from the electrical drill creating a flash that ignited the overhead in cargo hold. Ship’s force immediately responded to the scene

and fought the fire. The fire was contained approximate within five minutes. The worker had burns resulting from fire. The initial investigation found approximately 20 x 50 ft of overhead insulation, two (2) light fixtures and ca-bles were damaged.

Causal Factors– Electric drill provided ignition source near a flammable atmosphere.

Lessons Learned—All tanks and voids should be treated as dangerous atmospheres when opening until proven otherwise.

While conducting UNREP, re-ceiving ship along port side and

quickly came to starboard. Delivery ship sounded emergency breakaway, began retrieving rig and maneu-vered to starboard to maintain separation. Receiving vessel made contact with port quarter of delivery ves-sel. No personnel casualties, no hull damage. Loss of high line from UNREP rig and damage to flight deck nets.

Causal Factors - Receiving ship experienced gyro fail-ure.

Lessons Learned – Drilling emergency breakaway procedures builds it into the mentality of the bridge team, UNREP rig teams, and engineering. There are a lot of steps that must occur to have a safe and success-ful emergency breakaway. Through drilling and review of processes, we ensure that when things go wrong we control the risk. Although some damage was sustained by delivery ship, the quick response of the crew recov-ering rigs and maneuvering, mitigated much of the po-

Bosun suffered a blunt trauma to his 4th and 5th fingers on his

right hand while handling a mooring line. As ship was departing port, Bosun's finger got caught between ship's mooring line and tug wire. He was transferred off the ship for further medical attention.

Causal Factors - Fingers were in close proximity to bitts which eye of tugs working line was made off too.

Lessons Learned - All body parts must be kept well clear of all working lines under tension. When a tug line must be let go, sides of eye should be held in order not to place any hands or finger between tug line and other lines or bitts.

Vessel conducted pro-pulsion test after stern tube repair at pier. Dur-

ing test hull fitting caught on pier fendering system and tore 6 inch hole into hull. Hole was in just above water-line and allowed the ingress of some water into cargo hold. The Damage Control response was quick with DC team on scene within minutes. The total estimated flood was 70-80 gals, none of which went above the deck (all in bilge wells). Movement of topside yellow gear and other trim control measures were taken to induce list and thereby moving hole clear of water.

Causal Factors The puncture was from the separation of an external pad eye located on the hull, which is used to secure the gangway platform. .

Lessons Learned – Check waterline for clearance prior to engine test while at pier. DC response was quick and adaptive to the situation inducing list to prevent further flooding.

Fire and smoke detection system activated for lower pump room. Mate on watch di-rected the Able Seaman on fire security

rounds to respond to location for investigation of alarm. Exhaust lagging, governor electronics, and vapor recov-ery hoses were burning. Ships's force shifted ships elec-trical load to another generator and secured burning gen-erator by remote shutdown. Within five minutes fire party was on scene and within ten minutes fire was re-ported out.

Causal Factors - Under investigation.

Lessons Learned– We must remain ever vigilant in the maintenance and inspection of generators to prevent any potential source of ignition or fuel load for fires.

RECENT INCIDENTS Page 14

SAFETY ON SHIPS MILITARY SEALIFT COMMAND

Page 15

VOLUME 2, ISSUE 3

TRAFFIC SAFETY The Navy has recently updated the OPNAVINST 5100.12H CH1 Navy Traffic Safety Program . Traffic Safety is critical to the total force, uniformed, civilian and contractor alike, as we all face the same risks with regard to traf-fic safety.

Some questions you should ask are:

♦ Is traffic safety part of my units safety program?

♦ Do we make traffic safety briefings part of pre holiday preparations?

♦ Does traffic safety play a role in new hire indoctrination?

♦ Is the a traffic safety briefing for ports of call in which there will be duty drivers of personnel renting cars?

♦ Are you familiar with the applicable traffic laws for your current location?

♦ If you are operating a government vehicle have you completed the required training?

♦ If you operate a motorcycle on base are you aware there is a three year periodicity for training?

♦ Do you know the difference between sport bike and motorcycle requirements?

♦ Do you know there is a difference between sport bike and motorcycle training?

♦ Do you know the training is available to you at no cost?

For additional information please visit http://www.safetycenter.navy.mil/ashore/motorvehicle/index.asp

If you have questions on Traffic Safety or how to arrange training, contact your safety office.

Stop Fatigue Related Traffic Accidents

SYMPTOMS OF FATIGUE

INADEQUATE SLEEP, EVEN JUST ONE NIGHT, CAN

HAVE A NEGATIVE EFFECT ON MOOD & EMOTIONS,

MEMORY, ABILITY TO MAKE GOOD DECISIONS,

CONCENTRATE, AND CAUSES INCREASED

SENSITIVITY TO PAIN

TIPS THAT DON’T WORK

•Rolling down the window

•Listening to the radio- loud music

•Taking off your shoes

•Eating a snack

SLEEPLY (FATIGUED) PEOPLE WHO NOD OFF BEHIND THE WHEEL ARE JUST AS DANGEROUS AS DRUNK DRIVERS

FATAL CRASHES DUE TO DRIVING WHILE FATIGUED

100,000 CRASHES PER YEAR 71,000 INJURIES PER YEAR

1500 DEATHS PER YEAR (source: National Highway Traffic Safety Administration, NHTSA)

For additional information please visit http://safetycenter.navy.mil/presentations/ashore/motorvehicle/sfrta.htm

This Date in History July 4, 1777 — John Paul Jones hoists the first Stars and Stripes flag on Ranger in Portsmouth, NH. The Stars and Stripes were adopted as the Na-tional Ensign by an Act of Congress on June 14th of the same year.

July 25, 1956, approaching the coast of Massachusetts, bound for New York City, the Italian ocean liner Andrea Doria collided with the eastward-bound MS Stockholm of the Swedish American Line in what became one of his-tory's most famous maritime disasters. 1660 passengers and crew were res-cued and survived, while 46 people died as a consequence of the collision. The Andrea Doria was the last major transatlantic passenger vessel to sink before aircraft became the preferred method of travel.

July 24, 1915—SS Eastland a passenger ship sinks at the dock in the Chi-cago River with 2752 passenger aboard. Passengers apparently rushed to the portside of the vessel to watch a canoe race. SS Eastland with a history of stability problems could not handle the sudden shift of weight and capsized. 854 people die.

July 16, 1875—Champlain II a passenger steamboat ran aground by pilot under influence of morphine near Westport on Lake Champlain.

July 27, 1996—Fire on Board the Panamanian Passenger Ship Universe Ex-plorer in the Lynn Canal Near Juneau, Alaska. Fire began in the main laun-dry with 1006 persons aboard. Dense smoke moved rapidly through crew areas. Five crew members died of smoke inhalation and 56 others were in-jured.

August 20, 1851—Ann Alexander an American whaleship sunk after it was rammed by a sperm whale.

September 9, 1934—The SS Morro Castle was a luxury cruise ship of the 1930s that was built for the Ward Line for runs between New York City and Havana Cuba. In the early morning hours of Saturday, September 8, 1934, en route from Havana to New York, the ship caught fire and burned, killing a total of 137 passengers and crew members. The devastating fire aboard the SS Morro Castle served to improve fire safety for future ships. Today, the use of fire retardant materials, automatic fire doors, ship-wide fire alarms, and greater attention to fire drills and procedures resulted directly from the Morro Castle disaster.

September 9, 1980—The MV Derbyshire was an ore bulk-oil combination carrier (ship) built in 1976, She was lost during Typhoon Orchid, south of Japan); all hands (42 crew and two wives) were lost. At 91,655 gross tons she was, and remains, the largest UK ship ever to have been lost at sea.

Military Sealift Command Washington Navy Yard

914 Charles Morris Court, SE Washington Navy Yard,

DC 20398-5540

MSCHQ_Safety@navy.mil 202-685-5765

Joan Divens Fred Woody Jim Fernan

Shawn Smith Kevin Kohlmann Luke Wisniewski Dr. John Austin

Tim Vickers Jim Hayes

Mike Brown Stephen Frangos

MSFSC Safety-ISM@navy.mil 757-443-2722

DPA Jerry Abrams

Deputy DPA Francis Pelosi

Frank Ridge Jim Mahon

Daphanie Brown Perry Corbett Chet Barnett Mark Cook

Have a Safe and Happy

Safety On Ships

Have a Safe and Happy Labor Day!