LFI - S7000 Incident During The Pemex Power Generation Platform Project

S7000 Fatality 15 April 11 Presentation
Presentation of the S7000 Incident during

The Pemex Power Generation Platform
Project
Lensbury Club, Teddington - 11
th
May 2011
SaipemBU Offshore
2
PRESENTATION OF S7000 FATALITY 15
TH
APRIL 2011
CURRENT STATUS OF INVESTIGATION MAY 2011
2
Sequence for Further Information / Actions
Completion and Issue of Final Report - 15
th
June 2011
Completion of Follow-up Plan - 21
st
June 2011
Closure of Follow-up Plan - 1
st
April 2012
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AGENDA
- Coffee and Welcome
- Safety and Housekeeping
- Introduction of Attendees
- Moment of Silence
- Description of the Event - Factual Statement
- Timeline Description of the Event
- Remedial Actions relevant for 2011 North Sea Season
BREAK
- Close
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Description of the Event
FACTUAL STATEMENT
The morning of the 15th of April 2011 the S7000 was preparing for the
installation of the PEMEX power generation module on the ZAAP C Jacket,
located offshore Gulf of Mexico. The S7000 work programme included
mooring of Cargo Barge Crowley 455/6 at mooring points CB1 and CB2
weather permitting. Based on weather information and information from a
wave buoy located in the field the decision was taken to go ahead with the
connection of the second tug.
Permits specific to workboat activities were prepared, Job Safety analysis
were performed as well as a toolbox talk where safety mitigation measures
where discussed. It can be confirmed that all workboat personnel were
wearing type approved life jackets and high power strobe locator lights.
The starboard side workboat was prepared for launching and finally
launched at approximately 01.25hrs.
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Description of the Event (Cont)
FACTUAL STATEMENT (Cont)
The workboat contained a team of 8 personnel listed below.
Endit Ak Gatal Boatswain
Johnny Anak Jarop Rigger
Jesus A. Escandn Tow Master
Juan Jose Godon Muniz Rigger Foreman
Glowacki Wojciech Motorman
Holine Kilat Rigger and Coxswain
Christopher Ely T. Suarez Deck Electrician
Henry Anthony Morgan Safety Officer
Weather conditions at that time were Wind E 16-18 kts, Sea state:
Significant Wave 0.7m / Period 3.8sec. Max. Sea 1.3m .The work
boat was launched from the starboard side of the S7000, all the crew
confirmed that it was very rough when in the water and whilst the
boat was still within the launch cradle, however once out of the
cradle it seemed to improve. The workboat then proceeded towards
the tug Sea Venture which was towing the Crowley 455/6 positioned
approximately 1100 mts from S7000.
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The plan was to drop off the Tow Master who would discuss the operation
with the tug Captain who had recently been changed out and Saipem in the
field had only just been informed of this rotational change. The work boat
approached the Sea Venture from the stern port side in an attempt to
discharge the Tow Master, two attempts were made, on the first attempt
the boat took on water approximately 20 cm deep so the coxswain
increased speed, completed a circuit route to clear the water and had a
second attempt to discharge the Tow Master however the swell and wave
was too much for the disembarkation so the team headed for the cargo
barge 455/6 .
The workboat approached the cargo barge 455/6 from port side and
positioned itself at approximately 45 degrees to the barge steps and the
Safety Officer disembarked the workboat and climbed on board the cargo
barge. As he was climbing up the barge ladder the workboat was backing
away from the barge approximately 1 or 2 metres (confirmed by the
remaining workboat crew) as the Safety Officer turned around to face the
workboat he saw the boat lift up and flip upside down, this was
approximately at 01:45hrs.
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On this second approach the working boat was hit by at least one wave,
which listed the boat 45 to port then was hit again and the work boat
capsized.( 01:45hrs ) All remaining 7 crew members went overboard.
Immediately the Safety Office raised the alarm Men in the water, boat
capsized over the radio picked up by the S7000 Bridge.
When the workboat capsized, 5 crewmembers were thrown clear into the
water and Johnny Anak Jarop and Holine Kilat were trapped under the boat
with inflated life jackets. Holine Kilat managed to get out, Johnny Anak
Jarop had to remove his life jacket to do so. Holine Kilat and Glowacki
Wojciech climbed onto the capsized workboat.
Endit Ak Gatal, Johnny Anak Jarop, Jesus A. Escandn, Juan Jose Godon
Muniz and Christopher Ely T. Suarez all made there way to the polyprop
rope attached to the emergency tow wire located on the stern port side of
the barge 455/6. First and nearest the barge was Johnny Anak Jarop
followed by Jesus A. Escandn then Juan Jose Godon Muniz then Endit Ak
Gatal and finally Christopher Ely T. Suarez.
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Endit Ak Gatal made his way past Juan Jose Godon Muniz, and Jesus A.
Escandn and put his arms round Johnny Anak Jarop as he had removed his
life jacket in order to exit the capsized workboat, Johnny Anak Jarop stated
that Endit Ak Gatal was tired and let go but held on to Johnny Anak Jarop by
wrapping his legs wrapped around him. Endit Ak Gatal at some point let go
and floated away with the sea motion. Juan Jose Godon Muniz and
Christopher Ely T. Suarez had also let go because of the wash and waves in
the vicinity of the barge.
At 01:50hrs tug Floriana was requested to search for and recover personnel.
At 02:00hrs the Port side S7000 workboat was deployed with 3 crew
members to assist with the rescue. They found the sea conditions rough and
whilst they did locate the upturned workboat they did not locate any of the
missing personnel and returned to S7000 at 02:55hrs.
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At 02:15 Holine Kilat, Glowacki Wojciech and Christopher Ely T. Suarez
where confirmed recovered to the Floriana. Henry Anthony Morgan the
Safety Officer had recovered Johnny Anak Jarop to the barge, then aided
by Johnny Anak Jarop they recovered Jesus A. Escandn the Tow Master,
this was approximately 02:35 hrs, at 02:49 recovers Juan Jose Godon
Muniz.
At 03:06 Floriana sights Endit Ak Gatal and attempts to recover, however
the attempt failed and they reported that the person is unconscious or in
shock.
At 03:13 S/V IRIS along with Tug Miss Dee requested to assist, IRIS
recovers body at 03:38hrs.
Saipem head office were inform of the incident the 15th of April AM and
immediately mobilised an investigation team which consisted of E Baldoni
Vessel Operations Manager, F Rizzo HSE Manager and G S Ruffino QHSE
Manager. The Investigation team have collected statements, photographs
and associated data the investigation is ongoing.
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Timeline Description of the Event
Continued
LEGEND
Events
Incident
Conditions
Causal Factors CF
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APRIL 2011
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Permits issued,
JSA Performed
and Toolbox
Talk held
23:00 Night shift work
programme meeting
held
01:25 Stbd Workboat
launched into water
Workboat proceeded
towards the tug Sea
Venture, tug towing CB
455/6
Workboat approaches
Sea Venture from stern
on the port side
CF Other than
lifejackets and strobe
lights no additional
precautions taken
Sea conditions
rough
Safety Officer calls bridge for
update on weather conditions.
Weather conditions were Wind
ESE 16-18kts. Sea state
Significant wave 0.7 to 1.2 -3.8
secs. Max Sea 1.3 m. The CB
was 1200 to 1400 metres away.
The Safety Officer onboard was
concerned
Approaches tug in
order to discharge tow
master to discuss
operations with
recently changed out
Tug Master
Workboat takes on water
approximately 20cm
Coxswain increases speed
completes circuit route to
clear water
Continued
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01:45 workboat capsized
7 men in the water
workboat approaches
tug Sea Venture a
second time
Workboat approaches
CB 455/6 at 45 angle
and discharges Safety
Officer
Swell and wave
too heavy for
disembarkation
1.5 to 1.7m
decision taken to
head for the
barge
CF Big wave hits
workboat on port
side filling it with
water and making it
heel to starboard.
Another bigger wave
hits the port side
CF Wind and sea
state increased , sea
approx 1.8 to 2 m
wind 25kts.
Coxswain places
boat at 90 to barge
increases power
CF Holine and Wojciech
climb on capsized boat and
attempt to activate righting
system on workboat and this
fails
Conversation took place
between Safety on the
Workboat and Safety on
the S7000 about the
weather conditions. Safety
Onboard S7000 contacted
the bridge to confirm
conditions
Tow Master informs
tug Master and
requests a change of
heading 20
to port which was
acknowledged
Assistant
Superintendent calls
Rigger Foreman Godon
requesting update on
weather conditions and
can the barge be
boarded. Godon stated
there was no problem
Alarm raised by Safety
Officer men in water
boat capsized. However
he was using channel 2
which communicates
with Safety
Johnny and Holine
surface under the boat.
Holine manages to get
out. Johnny removes his
life jacket in order to get
out
Endit, Johnny, Jesus,
Godon and Cristopher
all made their way to the
barge and hang on to
polyprop rope. Johnny
does not have a life
jacket.
Continued
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01:46 Captain and
Superintendent
informed
01:50 tug Floriana
informed to proceed
and recover personnel
from water
02:00 S7000 port
workboat launched to
assist in recovery
proceeds to CB 455/6
Captain and Superintendent on the
bridge. Captain requesting second boat
to be launched and contacting the 2 tugs
in the field Sea Venture and Floriana.
Superintendent in contact with Safety
Officer on the Barge who confirmed that
the boat had capsized and crew was in
water
Not sure of timing .
Hanging on to
emergency tow line are
Johnny , Jesus, Godon,
Endit and Christoper in
that order on line
Not sure of timing Johnny tells
Safety Officer on CB 455/6 that he
does not have a life jacket having
removed it to escape the boat
Safety Officer searches for life ring
cant find one. Endit makes his way
up the line in order to hold on to
Johnny. Safety Officer gives
Johnney his own life jacket
Continued
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02:05 PEMEX onboard
informed
02:15 tug Floriana has
recovered 3 persons
from water
02:25 Johnny
recovered to CB 455/6
Not sure of timing Endit and Johnny
face to face joking and chatting.
Endit gets tired lets go of Johnny
wraps his legs round Johnny and is
behind him. Finally lets go and drifts
off, Godon and Christopher also let
go of line
Holine, Wojciech and
Christopher recovered
After several attempts
by the Safety Officer
Johnny recovered to
the CB 455/6
Continued
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02:35 Jesus recovered
to CB 455/6
02:49 tug Floriana
recovers one more
person from water.
Total now 4 on Floriana
02:50 Marine Controller
informed
Safety Officer assisted by
Jonney recover Jesus the
Tow Master to CB 455/6
Godon located and
recovered
Continued
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03:06 Floriana attempts
to recover person from
the water
03:08 workboat
number 2 back
onboard S7000
Floriana unable to
recover due to seas
boat not really suitable
for emergency recovery
does not have a safe
zone
Continued
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03:10 Floriana calls
Marine Control
informing them that
there is still one
person remaining to be
recovered
03:13 Supply Vessel
Iris and tug Miss Dee
requested to proceed
to Floariana and assist
03:23 Iris approaches
the Floriana
Continued
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03:38 Iris recovers
Endit
03:39 Iris calls Marine
Control PEMEX
representative
confirms that Iris has
unconscious person
onboard
03:59 Iris transfers
Endit to S7000
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REMEDIAL ACTIONS RELEVANT FOR 2011 NORTH SEA SEASON

Transfer of Personnel Offshore by Use of S7000 Workboat
Avoidance if Possible

Consider Potential Alternative Personnel Transfer Methods

Review of Personnel Transfer Procedure

Review of JSA & TBT Relative to Personnel Transfer

Review of Emergency Response Procedures and Drills

Familiarisation of S7000 Crew, Safety/Standby Vessel and
Towing/Assisting tug onboard Management
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1. Assessment to Avoid Transfer of Personnel Offshore by Use of
S7000 Workboat.
Questions:
a) I s it possible for every eventuality?
b) Are we reducing risk or transferring the risk?
c) Are we unnecessarily pre- empting the outcome of full accident
investigation?
d) I s there enough time to implement fully alternative methods and
measures including communication to relevant crew members?
Answers:
a) Yes it is.
b) Risk is being reduced to an ALARP situation using the proposed method.
c) In the circumstances and until completion of the investigation, it is not
unreasonable to avoid at least temporarily the use of S7000 workboat
transfer.
d) Yes there is adequate time provided a transfer method using existing
known technology is utilised.
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2. Consider Potential Alternative Personnel Transfer Methods
a) Can transfer of personnel be fully avoided?
- No, as release of seafastenings and attachment of lift rigging to
S7000 is always required
- For unmanned cargo barges it is not possible to place personnel
onboard inshore and leave on the cargo barge is not practicable and
may increase risk to personnel
b) Use of Ampelmann System ?
- Vessel to vessel transfer system has not been fully developed by
Ampelmann and necessary testing to satisfy Saipem and our Clients
- Needs to have a significant training plan to be arranged involving:
Ampelmann S7000 Personnel Tug Crew
- In conclusion Saipem believe this system has merit but requires to
be developed in conjunction with Ampelmann over a period of some
6-9 months
c) Use of other walk to work systems?
- All other walk-to-work systems do not have the capability to deal
with two differentially moving bodies and as such have been
excluded at this stage.
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2. Consider Potential Alternative Personnel Transfer Methods (Cont.)
d) Use of an Alternative Transfer Craft
- Availability and suitability of such a craft requires investigation over
a period of 3 months
- Deployment and recovery using existing system from S7000 requires
potential modification should craft be of different dimensions, weight
etc.
- Egress from craft onto boarding ladder of cargo barge including
ladder systems mounted on cargo barges
- Use of a safety/standby vessel in-field to ensure personnel can be
recovered quickly
- In conclusion, this method requires detailed investigation and a
period of 6-9 months is necessary
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2. Consider Potential Alternative Personnel Transfer Methods (Cont.)
e) Use of Personnel (ESVAGT) Basket Transfer with Contingency
Safety/Standby Vessel Transfer
- Procedures are in place and methodology is well known
- Each transfer allows only 4 persons per trip
- Onboard spreadsheet available and used to enable assessment of
motions to be made
- Contingency plan for recovery of personnel from cargo barge in the
event of shift working time being exceeded
- Make connection of stern towing tug via streaming line and buoy to
enable the tug/barge/tug configuration to be held in position for
personnel transfer
- In conclusion, this method offers the most time effective and robust
solution
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3. Review of Personnel Transfer Procedure
- The Personnel Transfer Procedure S7000-PRO-HSE-37-REV-02 has
been reviewed and as such it is deemed suitable for the transfer
method under item d).
The use of the motions spreadsheet for transfer will also be fully
implemented as part of the Go/No-go decision process.
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4. Review of JSA & TBT relative to Personnel Transfer
- In this instance a review has shown the Job Safe Analysis (JSA) and
Toolbox Talk (TBT) could be improved in terms of implementation of
further barriers once an error or failure has occurred.
As such the use of a Safety / Standby Vessel to ensure
personnel recovery will be implemented.
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5. Review of Emergency Response Procedures & Drills
- For the avoidance of doubt and whilst Saipem considers the Man
Overboard Procedure S7000-PRO-EMG-05-E to be fully sufficient, a
Safety / Standby Vessel will be used in-field to enhance the recovery
of personnel in an emergency. In addition a Drill will be conducted
in-field prior to ensure the Emergency Recovery System is fully
operational.
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6. Familiarisation of S7000 Crew, Safety/Standby Vessel and
Towing/Assisting tug onboard Management
- Upon the S7000 arrival in Stavanger a full briefing of the Vessel
Management and the relevant crew involved will take place. This will
also be recorded.

LFI - S7000 Incident During The Pemex Power Generation Platform Project

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