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 [email protected]
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
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
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