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Defective Thermal Protective Suites
Caption Call
Over
recent years there have been numerous incidents relating to
shore power that have exposed personnel to the threat of electrocution.
The cause of the majority of these incidents related to personnel
not adhering to the established Standard Operating Procedures
(SOPs), particularly in relation to connection and disconnection
of shore power.
As a result of these ongoing incidents, the SHIPSAFE Board decided
that the administrative control of SOPs did not adequately mitigate
the risk of electrocution and further engineering controls were
needed.
In addition, the Board decided that the shore power SOP should
be reviewed to ensure consistency of the procedure across the
Navy. On March 8, about a week after the SHIPSAFE Board meeting,
Comcare issued Navy with an Improvement Notice related to the
provision of shore power.
The Notice required Navy to implement engineering safety controls
for shore power connections used at Darwin Navy Base and on
Fremantle Class Patrol Boats (FCPB).
The Notice also required Navy to assess what engineering safety
controls are reasonably practicable for shore power connections
on other Navy vessels and ports within the ADF’s control, to
prevent human contact with electricity.
As a result of both the SHIPSAFE Board meeting and the Comcare
Improvement Notice, FCPBs have been modifi ed to replace the
existing ‘bolted lug’ cable connections with inherently safe
plugs. Additionally, multicore three phase cables (three individual
conductors residing in a single cable) have replaced the existing
confi guration of individual cables for each phase of power
for Minor War Vessels.
In FCPBs, the import/export fuses have been down rated to 125
amps to ensure the weak link in the circuit remains the fuses.
Modifi cations to the cope points on wharves in Darwin have
been completed and Cairns is expected to complete work during
August. Work continues, in conjunction with the relevant FEGS,
to develop shore power modifi cations for LCH, SML, MHC AND
HMAS Tobruk to replace cable ‘bolted lug’ tails with plugs.
AASG, HMFEG and MCDFEG will begin TM187 action, similar to that
of PBFEG, to modify shore supply boxes onboard respective ships
by installing a socket for importing shore power.
DNPS is investigating fail-safe shore power cable arrangements
for Major Fleet Units to enable the shore supply breaker on
the wharf to trip if the shore supply connection at the wharf
or onboard the ship is inadvertently disconnected.
Additionally, PBFEG is initiating a project to have gantry type
davits installed in Darwin and Cairns, to assist in keeping
shore power cables clear of obstructions and to accommodate
the fl uctuations in tidal range.
This will prevent crushing of the cables against the wharf,
accidental abrasion during ship movements, and remove a trip
hazard.
Notwithstanding the signifi cant engineering modifi cations
all personnel involved in shore power evolutions are reminded
they must follow respective base shore power SOPs – without
deviation.
The minimum level of supervisor for the disconnection or connection
of shore power is an ABMT with MCS 5-13 (Conduct Power Line
Switching), assessed as competent and given the required delegation,
except where a waiver has been granted by AUSFLTCSG.
Watch
out for contractors - You would for a shipmate
A
ship is a dangerous environment in which to work, but we are
trained from the day we join to deal with it. That’s one of
the reasons why Navy has Standard Operating Procedures (SOPs),
drills and competency logs so, for example, it becomes second
nature to check the other side of the bulkhead before you drill
or weld.
A contractor, without the same background, will come in to work
on our equipment and therein lies the potential for danger.
To date this year, there have been 15 OHSIRs raised on contractor
incidents, including installing a submarine’s valve 90 degrees
out of position, going aloft without the OOD’s permission, welding
without a fire sentry, and several instances of working in non-certifi
ed gas free spaces.
Contractors, although they have their own safety standards,
do not inherently know to include ours.
Sure, the contractor has had an induction brief but while they
are onboard our ship, we have a responsibility to them to keep
them as safe as possible.
We must assume the shipboard environment is ‘foreign’ to the
contractor and ensure that they really understand and adhere
to Navy’s rules and regulations. We may know where a pipe or
cable-run goes, what is on the other side of the bulkhead, or
why RADHAZ or man aloft procedures are in place, but the Contractor
may not.
So make it part of your routine to pay a bit of extra attention
to contractors so that we can get the job done safely and properly.
It’s all a part of KEEP NAVY SAFE.
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This
month’s recognition goes out to FIMA Darwin for their example
of a strong safety culture.
While disconnecting shore power, a sailor was unfortunate enough
to have the access hatch to the service duct drop on his head.
This had the potential to cause a serious injury but, to the
sailor’s credit, he was wearing a safety helmet and went unscathed.
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Chromate
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