In 2002, a sailor became trapped in a freezer container being used by an FFG in support of a temporary galley facility on the jetty whilst the ship was in maintenance.

The container was unfit for its intended purpose, having no internal door handle or other means of escape and no external light or other means of drawing attention to the emergency. After 20 minutes in minus 20 degrees Celsius temperature, the sailor’s cries for help were finally heard by a passer-by whose prompt action to release the trapped sailor averted a more serious outcome.

This was not the first dangerous occurrence of its kind. Earlier in 2002 a person had become trapped in an un-refrigerated container in a shore establishment for 2 hours, after a gust of wind blew the door shut with such force the fire brigade had to be called to re-open it.

Personnel being trapped in refrigerated compartments onboard ships were also reported in 1999 and 2003. These are all potentially fatal situations, as death through suffocation or hypothermia can result from entrapment in confined spaces. Navy’s refrigerator/freezer rooms, both onboard ships and in buildings, adhere to Australian Standard AS/NZS 1677.2:1998.

The spaces are fitted with safety devices and these systems are tested as part of scheduled maintenance. The same may not be said of shipping containers, including those built or modified as refrigerators and freezers.

A mandatory requirement under the OHS(CE) Regulations 1994 Part 4 is that items of plant, including shipping containers, are subject to a risk assessment on introduction to the workplace. Risk assessments conducted as part of the procurement process should ensure the intended use and basic requirements, including safety features, are identified at the outset.

Similarly, risk assessments conducted in the delivery and installation phases serve to ensure the item received is suitable and safe for its intended purpose.

Finally, the user (if not involved in the delivery process) must conduct their own risk assessment to ensure potential hazards are identified and mitigated before the plant is used. Where appropriate, confined space entry procedures should be used (air inside a closed container can become toxic) and a ‘buddy system’ or entry/ exit log should be employed to ensure personnel who enter containers or refrigerated workspaces emerge safely.

Standards Australia can be found at (http:library.dcb.defence.gov.au/standards/standards.usf). The pertinent sections of AS/NZS 1677.2:1998 are: 4.2 Safety Provisions For Personnel in Refrigerated Spaces and F3.3 Safety of Personnel in Cool Rooms.

Incidents in the fleet

• Ladder fall
  
  A sailor in an FFH recently strained their knee while participating in de-storing activities. The Sailor fell down a ladder bay whilst carrying an excessive number of life jackets.
  
  This injury was a direct result of the awkward load being carried and not using three points of contact at all times. Remember, it may take five minutes to get that last load, but if you fall on your head it could ruin your life.
  
  
• Head Banger
  
  Onboard a ship and in a rush to attend a Damage Control incident, a sailor jumped through a doorway and whacked his head on the coaming causing a laceration that required stitches.
  
  This is a reminder for all personnel to take extra care whilst transiting through the ship and to take your own safety into account.
  
  
• Watch What You Bin
  
  Personnel noticed the smell of smoke and traced it to a smouldering bin in the ship’s laundry.
  
  After dousing with water and removing the bin to the quarterdeck in order to identify the contents, the only feasible catalyst for the smoke was a chemical reaction between soap powder, water/oil from gashed overalls and warm lint.
  
  Soap powder is now being disposed of in a separate container.

Naval Terminology is unique but can be misunderstood and potentially dangerous if our traditions and sayings drift over into other areas of our lives, therefore we need to be careful.

Recently a soldier, participating in a Sea Training Task Support Element, unexpectedly jumped off the ‘suspect vessel’ during boarding training.

The training should have included a simulated man overboard using the man overboard dummy “OSCAR”. The soldier didn’t know what “OSCAR” was and in a display of impressive enthusiasm threw himself over the side at the appointed hour with no protective clothing or life jacket.

Fortunately, the boarding party sea boat recovered him within six seconds of entering the water and all ended well.

This incident occurred due to a lack of understanding. We Old Salts know that “OSCAR” is the manoverboard dummy but to this enthusiastic soldier it could have meant anything and regrettably he didn’t see fit to ask.

While the conclusion of this incident was harmless enough, the potential for similar and worse incidents is high. We all need to remember that jargon can be confusing if you’re not “in the know”.

In day to day life this means contractors, members of other services and even recent post-ins or new Seamen may not know what you are talking about.

The differences between the deck, deckhead and a bulkhead are well known to most of us but when you try to explain it to your Mum or Dad you may not be so easily understood.

Supervisors need to ensure that subordinates understand all instructions before conducting an exercise or commencing a task. Take the time and explain everything, even the obvious.

Ask if any term is unfamiliar and do not embarrass someone who puts his or her hand up. SAFETY is the term we all need to know and remember.

Caption call

Each edition of Seaworthy will devote space to some of the most unsafe acts caught on camera. Please submit caption entries and suitable photos to: Navy.Safety@defence.gov.au

 

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