Chevron Shipping Company LLC

Safety Bulletin

“Self-Guided Safety
Behavior…Do You
Possess It?...
Do You Develop it
in Others?””

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

February 2007
2 • February 2007 • Safety Bulletin

Safe. Always!
Chevron Shipping Company LLC
Safety Bulletin
Service Without Injury
Years Incident
February 2007 Name of Service Free Years

F E B R U A RY 2 0 0 7
Volume 69, No. 2
Chlastak, H. 35 35
Safety and Environment Team Singh, R. 35 34
Editor Jonathan Sims
Mangela, K. 30 30
Email: JonathanSims@chevron.com
Abenes, P. 15 14
Castro, G. 15 15
Please direct your questions,
comments or suggestions to: Domingo, D. 15 15
Elisterio, D. 15 14
Chevron Shipping Company LLC
P.O. Box 6027 Giron, R. 15 15
San Ramon, CA 94583-0727 Hewlett-Parker, T. 15 15
Jensen, R. 15 15
phone 925.790.3811
fax (within U.S.) 877.673.9272 Joshua, G. 15 15
(outside U.S.) 631.514.3057 Loreto, R. 15 14
email L9Safety@chevron.com
Mallorca, E. 15 15
Mangaban, E. 15 15

Articles Samontanez, R. 15 15
• Safety Milestones Annadurai, R. 10 10
• Introduction of New SEEA Colleague
Nobleza, A. 10 10
By Steve Alder, HSE Superintendent (Asia)
• “From the Fleet”…A new column to Besas, J. 5 5
serve the people
Editor Dela Cruz, J. 5 5
• BBS: The Evolution of Our Efforts Hermoso, M. 5 5
By Jonathan Sims, SEEA
• Ship Yard Safety Leclerc, D. 5 5
By Stephen Alder, SEEA Parbulkar, N. 5 5
• Chevron Shipping’s Tenets of Operation
and Your Safety “Address Abnormal
Conditions”
Editor

Congratulations!
Vessel Safety Milestones (1/1/07 Through 1/31/07)
AQUARIUS VOYAGER - 1/27/2007 - 500 DAYS
SIRIUS VOYAGER - 01/31/2007 - 7 YEARS
 Safety Bulletin • February 2007 • 3

Introduction of New SEEA Colleague

Steve Alder, Health Safety & Environment Superintendent (Asia)

WELCOME Steve joined us from Overseas Shipping Group where he

Steve! spent 16 years working his way up from Cadet to Safety
and Security Manager for their international fleet. These
16 years consisted of a little over 10 years at sea before
making the leap to shore in 2001. He worked initially as a
trainee technical superintendent before moving to the safety
department.
Steve is based in Singapore and will be visiting company
vessels when they call. He will also be dealing with the
HSE issues within Jurong shipyard, and the new building
programs in Asia.

“FROM THE FLEET”… Dedicated Safety Column for

All Our Employees
Editor

Similar to a Suggestion Box, there is now a dedicated column

for submitting safety-related issues, article suggestions/
submissions and best practices. SEEA would like to hear
about your concerns based on a specific safety-related
topic. Responses to ideas, questions and concerns will be

photos addressed and published in the Safety Bulletin. Those send-

ing in entries are encouraged to attach digital photos to
enhance and clarify the issue being discussed. Please send
entries by email with the subject title starting with:
“Safety Bulletin: From the Fleet (type in your topic here)”
and address it to L9Safety@chevron.com. And, if you wish to
be kept anonymous, please tell us at the end of your entry.

article submissions
IDEAS
4 • February 2007 • Safety Bulletin
BBS: The Evolution of Our Efforts
By Jonathan Sims, SEEA
Similar to a high mountain plateau,
Let’s face it, we find ourselves with the opportu-
nity to reflect on our achievements
Chevron’s BBS in safety over the past few years
and look eagerly to the next peak.
program is The hard work and determination of
each and every one of us is simply
at a plateau. undeniable in regards to the success
our safety program. However, based
However, on our BBS records, near-miss data
and conversations with various
that is not employees we must acknowledge
that there is still bit more of this
to say that we mountain still left to climb. In
regards to our safety culture, our
are at the top; BBS safety program is strong and
heading in the right direction. This
not at all. claim is supported by the fact we
possess strong upper management
support to make the right safety
decisions, our safety procedures
are continuously being fine-tuned
through the non-conformity process,
the safety equipment we provide to
our employees is state-of-the-art
and (most importantly) our employ-
ees put BBS into practice everyday.
However, there is evidence that
though some employees may have
BBS
the tools and the awareness of how
to work safely, they still choose to
take a short-cuts, work in a mode of
complacency or not fully scrutinize
a situation for potential hazards.
As we begin 2007, the “BBS
Section” of our Safety Bulletin, we
will begin to focus on this remaining
climb to the top of our ‘safety
mountain.’ Here are some items that
we will explore in the near future…
People-Based Safety
People-Based Safety is the next
evolution of BBS. Where BBS
focuses upon the procedures and
‘mechanics’ of implementing a
quality safety program, People-
Based Safety is concerned about
the behavioral development of the
individuals existing within the BBS
system. In essence, it provides the
guidelines to enhance their individ-
ual behaviors in relation to safety;
regardless of the environment or
who may be present. Depending
upon further evaluation and input
from the Fleet VMTs and employees,
we may incorporate certain aspects
of PBS safety that is appropriate.
Individual Involvement
Though most of us would agree that
each one of us is the most responsi-
ble and influential for our own
safety, there exists a culture that
puts the majority for ensuring safe
operations heavily on the front-line
supervisors. This is reflected by
supervisors preparing JSAs,
permits for LOTO/hotwork/etc,
instructing which PPE is to be
used for each job, etc., for employ-
ees doing the work. This process
distances the employees from the
safety process, and does not provide
the opportunity for employees
to sharpen their safety skills or
continued on page 5

BBS: The Evolution of Our Efforts
(continued from page 4)
internalize the importance
of safety in their daily life.
Location of Pre-Work Meetings
In support to Individual Involve-
ment (above), pre-work safety
meetings should be conducted
(when appropriate) at the work
location, by those who will
actually be doing the work.
Currently, most pre-work meet-
ings are conducted at a location
remote from the job-site and
those involved are usually not
going to be doing the work. This
tends to produce a lack of focus
and an attitude of “let's just get
through this.” With this, can we
ensure that those using a JSA
from this process are using the
most effective and comprehen-
sive safety tool? Can we look
employees in the eye and say
we are providing the safest
work environment?
Safety Bosun Program
Our vessels need a dedicated
and trained safety person – one
who is visible in nearly all areas
of the ship, is able to provide
guidance/training to crewmem-
bers on the spot, who is able to
ensure PPE is worn/maintained
correctly, and is able champion
the concepts of individual safety
behavior, etc. There are so many
aspects of proper safety work
practices, that developing and
training a selected group of
Bosuns will extend SEEA’s ability
to fine-tune our BBS program.
Self-guided Safety Behavior
(“self-talk”)
The “inner conversation” skills
discussed in previous Safety
Bulletin articles is very impor-
tant. Essentially, this is one of
the most important aspects
needing to be enhanced in our
BBS prorgam. An individual’s
ability to follow safety proce-
dures, wear the appropriate PPE
or adhere to the steps on a JSA
is one thing. However, an individ-
ual’s pursuit to take the appropri-
ate action – or STOPPING all
activity to re-evaluate – is the
final trophy in our collection. It is
noted that many of you reading
this already possess this skill.
However, how do you help others
develop this skill for themselves?
Mini Observations
One observation a day. That is
the current frequency in which
our crews conduct safety obser-
vations. These observations offer
only a small snap-shot of the
state-of-safety on that vessel,
that day, in that department,
represented by that individual…
Safety Bulletin • February 2007 • 5
There are so many other oppor-
tunities for improvement happen-
ing all over the ship throughout
the day and night that are being
lost. Is there a benefit to all
individuals being ‘Observers?’
Are at-risk activities only occur-
ring when an official BBS Safety
Observation is initiated? And,
is there a greater gain through
all crewmembers being more
situationally-aware throughout
the day as they provide support
to their fellow crewmembers?
Personal Choice: Complacency,
Short-Cuts and Self-justified
Consequences
When we review injuries and
fatalities, we often see the
victim’s inability to truly see and
recognize the known and poten-
tial hazards in a situation. The
most common root-causes are
complacency, taking short-cuts
and some of the bizarre ways
individuals rationalize that
“accidents” happen to ‘the other
guy.’ (Note, do you sense my dis-
taste for the word “accident?”).
In closing, we are all looking up
this safety mountain and evaluat-
ing which steps to take. No
doubt, if we continue to work as
a team and utilize our combined
strengths...we will get to the top!
6 • February 2007 • Safety Bulletin
Ship Yard Safety
By Stephen Alder, SEEA
It is the social With this in mind of the areas where
we have a considerable safety pres-
responsibility ence is within the South Korean ship
yards currently building for us, and
of Chevron to our ship repair yards of choice.
There are many issues which arise
protect the in the shipyards, due to the nature
of the business and large workforce
health and exposure, which we can learn from
to ensure that we are not at risk of
safety of any the same hazard.
In this first report we will discuss
individual inter- an incident which occurred at the
Samsung Heavy Industries (SHI)
facing with new build yard in Okpo, South Korea.
This incident highlights how a series
our operation, of failures can result in the occur-
rence of an incident, the resulting
whether it be consequence of which could have
potentially varied immensely.
our employees, The Incident
contractors, A large block, part of the side shell
of the newbuild Aframax tanker
sub-contractors Capricorn Voyager, fell from its
supports narrowly missing a parked
or members of truck. The side shell block was
similar in size and shape to that
the public. pictured below (Figure 1).
Figure 1
Findings from the SHI
Investigation
Procedure / Risk Management
The Pre-Erection department did
not implement the risk assessment
for block support installation work
of this type block(D Block). Also,
this department do not have SWS
(Samsung Work Standard) for block
support installation work.
Operations and Maintenance /
Facilities Design and Construction
The top of block support made a
flat surface connection with the
frame. It was evident that the sup-
port had slipped from the block
frame (Figure 2).
Sometime during the day the forks
of a forklift truck had made contact
with one of the block supports
(Figure 3) causing a slight shifting.
There were no barriers or controls
in place to prevent such a collision.
Figure 2
Figure 3
continued on page 7

Ship Yard Safety (cont. from page 6)
SHI has rules and regulations pro-
hibiting any vehicle from operat-
ing under the block, but the fork-
lift had been maneuvering around
the structure and a truck
remained parked on the underside
of the block.
Pre-erection department already
installed the low benches and
block supports and then finished
the level check the previous day
of block lifting. But, they did not
perform the additional check on
level of low bench and block sup-
port before the lifting work at
incident day.
People Training and Behavior
The truck driver knew that he was
prohibited from parking under the
block. He had received training in
this issue when he was newly
employed (5 months ago). The
resulting violation of this proce-
dure could have resulted in seri-
ous injury, if not even fatality had
luck not intervened.
The Scene of the Incident
Summary
SHI Incident Team investigated
this incident as well as interview-
ing all relevant persons. They esti-
mated two immediate cause of
the incident.
1. The Team found several dam-
aged points on the block sup-
port. That damage was located
15cm heights from ground and
was later discovered to have
been made by forklift’s fork. It
is the conclusion that a forklift
crashed with block support and
that collision had a subsequent
influence on variation of block
support position.
2. The block support was not
fully in contact with the block
frame, and therefore the sup-
port did not fully receive the
weight of block causing eventu-
al slippage. The north side
block support fell first after the
support slipped from the frame
and then the south side block
support punctured the block
panel. The block then fell
completely to the ground.
3. Both the Forklift driver and the
driver of the truck were incredi-
bly lucky not to have received
any injury as a result of this
incident. The incident only
Safety Bulletin • February 2007 • 7
resulted in property damage
but could easily have led to
multiple fatalities.
What can we learn from this
incident
This incident highlights a number
of issues. It demonstrates how the
same situation could have poten-
tially lead to several different
resulting consequences.
Example 1 – Had the forklift truck
driver reported the fact that he
had made minor contact with the
block support this issue could
have been corrected and would
have been reportable as a near
miss. No damage would have
occurred and lost time would
have been minimal.
Example 2 – In the actual incident
the truck driver was parked in a
central position, and was able to
evacuate the scene before coming
to any harm. In this case the inci-
dent resulted in a property dam-
age incident with no personal
injury. The management time
taken to investigate this incident
was extensive and the cost to
replace the block was high.
continued on page 8
Notice the truck parked underneath
8 • February 2007 • Safety Bulletin
Chevron Shipping’s Tenets of Operation and Your Safety
Editor
This month’s focus…
“Address abnormal
conditions.”
Ship Yard Safety
Example 3 – The worst case
scenario would have resulted had
the truck driver decided to park
close to the top edge of the struc-
ture. With also a number of other
workers in the area this incident
could have lead to possibly even
multiple fatalities.
What prevented the truck driver
from parking closer to the edge
of the block? Some might say
good luck, others an act of god,
but truly we will never know.
What is certain is that violating
procedures places us closer to
the risk of having an incident,
A safety colleague from another
company in the maritime industry
forwarded these photos after an
incident investigation. This ladder
was found to be missing its gripper
feet. And, once they were found…
they were all worn and corroded.
(cont. from page 7)
and quite often it is only an
unknown variable which prevents
the accident.
In Short
• Follow Procedures – they are
there to protect you
• Assess the risks involved in
everything you do
• Report minor incidents. If they
remain unreported they may
often lead to bigger things.
• Be vigilant to your surrounding
environment, and report any-
thing unusual
LESSON LEARNED…
Inspect your ladders before each
use. If they are bent, broken rungs,
damaged or missing rung locks or
worn/missing gripper feet…pull it
out of service. Be sure to notify
your supervisor so a new ladder
can be acquired for future use.
The yard implemented many cor-
rective actions as a result of this
incident. All of which were “com-
mon sense” easy to implement
controls which could have been
in place prior to the incident, had
the workforce been encouraged
to openly assess their work envi-
ronment and suggest logical
improvements.
SEEA challenges each and every
employee to review these inci-
dents and discuss how our Tenets
of Operation could have prevent-
ed these hazards. Perhaps as an
on-board discussion to how things
could have been done better.