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Op STAYSAFE 29 – SMALL BOAT HANDLING
Small boats are an important element of naval capability but the nature
of their use can be hazardous. Over the past 18 months there have been
several incidents involving RAN small craft, specifically the 7.2m Rigid-Hull
Inflatable Boat (RHIB), either underway or during craft launch and recovery
evolutions. Injuries to personnel have ranged from minor cuts and bruises
to fractures and concussions. While all personnel involved in these incidents
have been extremely lucky to avoid a more serious injury, the same cannot
be said of their boats, in some cases resulting in their complete destruction.
A particularly hazardous part of operating RAN sea boats is during the
launch and recovery phase. Even what might appear at first glance to be
a minor oversight could have catastrophic consequences. In the process
of launching a RHIB, crew members noticed one of the lifting strop shackles
was unsecured by a mousing and the pin had unscrewed by one centimetre.
It turned out that the RHIB had been successfully launched and recovered
five times before this deficiency was spotted. The possible outcome is
obvious had this remained undiscovered.
Embarking and disembarking pax into a RHIB is another particularly hazardous
phase of the evolution. Accidents have been known to happen, even in the
calmest of waters. The combination of water and plastic makes jumping
ladders (pilot ladders) slippery, add in a wave or two and that last step
into a RHIB can be difficult for even the most experienced of boat crews.
Lose your footing and you could end up in the ocean, trapped between the
RHIB and ship. Take Care!
The Boatswain Faculty at HMAS CERBERUS has kindly provided us with some
points to remember when working with small boats;
• Daily Systems Operability Tests (DSOTS) - these are to be conducted
every day by both the boat’s engineer and boat coxswain. DSOTS are
to include a muster of all safety equipment onboard (eg. Flares, EPIRB,
fire extinguisher, life buoy ring, bucket, first aid kit, paddles/oars,
mobile phone, sunscreen and drinking water). A radio check is also conducted
with the Bridge on VHF.
• PPE - As a minimum, all personnel in the RHIB during launch and
recovery must wear steel capped boots, gecko helmets with face shield,
overalls with sleeves rolled down, gloves (waters north of Brisbane due
to marine stingers!) and Special Sea Duty Man Life Jacket.
• OOW Brief - Either the OOW or Navigator will brief the boat coxswain
prior to any RHIB movements. Details to be briefed include, but are not
limited to; sea state and wind, safe speed, navigation hazards, expected
traffic and expected position of ship upon return.
A review of recent OHSIRs also highlights many incidents that involve
errors of judgement in boat handling and instances where experience of
the crew was a factor. Whilst the experience of the crew must be considered
against the prevailing conditions and difficulty of the task during the
Operational Risk Management process, regular training is an effective
way of reducing this risk. You may already be aware that the Boatswain
Faculty conducts up to 20 RAN Small Boat Courses per year. Their experienced
instructors are Subject Matter Experts (SMEs) in the operation and handling
of these craft. Defence Maritime Services (DMS) are contracted to conduct
up to 10 ad hoc courses per year for operational Fleet units. It is up
to individual units to conduct continuation training for their qualified
RHIB coxswains; however, they can call on DMS or the Boatswain Faculty
for extra assistance.
Our equipment also needs to be fit for purpose and the capability requirements
of the next generation RHIB includes several safety enhancements. Accordingly,
Fleet units may soon see their Stern Leg RHIBs replaced by Jet propelled
RHIBs. The replacement craft is revolutionary from both a mechanical and
safety perspective. Safety improvements that the Jet RHIB may incorporate
include:
• Self-righting gear,
• Shock absorbing seats,
• Engine fire suppression system,
• Engine noise suppression,
• Fitting of EPIRB and SART (personnel) transmitters, and
• Improved navigation aids.
DMS will provide Jet RHIB specific training to ships upon delivery. Incorporation
of Jet RHIB training at the Boatswain Faculty will then soon follow.
Remember - Don’t be afraid to ask Senior Ships staff for advice on
the operation and handling of RAN small craft and remember to secure your
Kill Switch to yourself at all times!
KEEP NAVY SAFE
BZ Locker
Some recent OHSIRs relating to hotwork have highlighted the importance
of conducting thorough safety rounds. On two occasions, contractors were
discovered working without the correct precautions in place, namely no
welding sentry, warning pipes, restricted access or permission. In another
case a vigilant contractor spotted blackening paint on the bulkhead and
alerted the contractor in an adjacent compartment to cease welding work.
Clearly, hotwork is a hazardous activity and the risk is reduced by strict
adherence to the well established procedures for controlling cutting,
welding and burning. However, thorough safety rounds provide defence in
depth so BZ to HMAS SYDNEY, DARWIN and STUART whose vigilance has avoided
a potentially dangerous situation developing.
On a similar theme, HMAS SYDNEY OOD was conducting post handover rounds
when he discovered unauthorised crane operations in progress and immediately
put a stop to them while he consulted the RADHAZ board. Although it turned
out there was no RADHAZ in this case, the contractor in charge had assumed
that all checks had already been completed and was unaware of the requirements
for such an evolution. The contractor believed that if the ship was transmitting,
a flag would be raised to inform them - a potentially dangerous assumption.
Once again, through vigilance and a questioning attitude during rounds,
HMAS SYDNEY OOD has avoided a potentially hazardous situation developing.
BZ
Incidents in the Fleet
Tired and Under Pressure
An experienced contractor investigating an electrical fault isolated the
wrong circuit. Unaware he was working on a live circuit he received an
electric shock when he commenced his fault finding checks. Fortunately
in this case, he escaped without injury but it turned out that he was
under pressure to complete the job and had been working long hours. Fatigue
had been a contributing factor in a reliable and experienced contractor
making a mistake. Whilst it would be unreasonable to expect ship’s
staff to be able to monitor or control his working hours, it could have
so easily been a sailor. We have all been under pressure and felt tired,
but programme pressure should never be allowed compromise safety.
Lost, One ELSRD Hood
When an Emergency Life Support Respiratory Device (ELSRD) was opened for
use during a Toxic Hazard exercise, it was to the dismay of the casualty
and the rescue team to discover that there was no hood attached. On investigation,
the hood had detached due to a perished hose at the cylinder end. However;
the question remains, why would a life supporting device be returned to
its stowed position if it wasn’t in a 100 per cent operational state?
Furthermore; the unserviceable unit should have been identified if thorough
compartment checks had been carried out. Fortunately, this shortfall was
discovered during an exercise and nil injuries were sustained.
Wet Weather Driving
Who would have thought it? Hail in February in the Nation’s Capital!
As the weather changes from summer to autumn, drivers need to be aware
of the changes in driving conditions on our roads. Police around the country
report a noticeable increase in the number of motor vehicle accidents
after bad weather. The biggest mistake drivers make is failing to adjust
their driving to suit the conditions. In the wet, roads become slick while
rain and spray reduce visibility. Harsh acceleration, braking and steering
together with taking a corner too fast are common causes of wet weather
crashes. Some simple yet effective points to remember when driving in
bad weather include;
• Slow down. The signed speed limit is the maximum in good driving
conditions;
• Double the distance between you and the car in front to allow for
greater reaction and stopping time;
• Allow extra room when changing lanes or merging into traffic;
• Turn headlights on and use the low beam in foggy conditions;
• Avoid driving through water on the road unless you know how deep
it is. If you do drive through any water, drive slowly to avoid aquaplaning;
and,
• Be aware of unstable road edges. After rain, road shoulders may
become unstable and unable to support weight of vehicle.
Allow extra time to get to your destination and be patient. Not many people
like to walk or ride their push bike to work on a rainy day so traffic
volumes will increase. A good dose of common sense goes a long way in
preventing all motor vehicle accidents.
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