Safety Flashcards
To help understand the Safety part within the MEOCC Task Book. (30 cards)
Who issues Safety policy in the RAN?
CN. The policy is reviewed annually by the Navy Safety Council, with recommendations for change made to CN. The Navy Safety Policy has been written to clearly state the overall WH&S Objectives of CN.
Reference: ABR 6303 P:1 C:2 Para: 4
What is NAVSAFE?
Navy Safety Systems (NAVSAFE) are the responsive systems and processes that provide the connection between Safety Management Systems - Navy (SMS-N) and all the personnel involved in the Navy operations, support and training. NAVSAFE Serves to ensure and demonstrate that Navy that Navy complies with the following requirements whilst ensuring Navy operates efficiently and effectively within the maritime environment:
A moral duty of care
WH&S ACT 2011
defence wide requirements for the management of safety.
Outline the NAVSAFE Chain of Command.
DCN is the RAN Corporate Manager responsible to the CN for the safety in the RAN. DCN is the Chair of the Navy Safety Council.
Commander Australian Fleet is responsible to the CN for the Maintenance of fleet standards, including safety standards within the RAN; and to the Commander Australian Theatre for the conduct of Combined, Joint and Maritime Operations.
Commander Australian Navy Systems Command has four primary areas of responsibility:
- Integrated Naval personnel policy, implementation and delivery.
- Naval systems requirements, standards, development and support.
- Support for Command of fleet bases and establishments and associated national services.
- safety, certification and Audit.
Force Element Group Commanders. FEG Commanders are responsible for implementing, managing and monitoring the safety performance of units within their group. FEG Commanders are responsible for providing expert advice to COMAUFLT on matters affecting the Safety of units within the group.
Defence Service providers. Other Groups, especially Defence Material organisation, corporate services and infrastructure groups are required to support the NAVSAFE program as well as to comply with the NAvy Regulatory System.
Ref: ABR 6303 Part 1 Chap 1
Outline the NAVSAFE risk management process.
- Establish the context.
- Identify the Risks.
- Analyse the Risk
- Evaluate the Risk
- Treat the Risks
Ref: ABR 6303 Part 2 Chapter 5
Establish the Context definition
This step is concerned with understanding the background of the organisation and its risks, scoping the risk management activities being undertaken and developing a structure for the risk management tasks to follow. By esablishing the context, a comprehensive appreciation of all the factors that may have an influence on the ability of an organisation to achieve its intended outcomes will be gained.
Identify the Risks Definition
It is important that the process used to identify hazards or risks is rigorous and meticulous. A well structured process involving systematic analysis is vital, as hazards or risks that are not identified in this stage will not be considered in later stages. Lack of application during this phase will therefore carry a legacy into all remaining stages of risk management, leaving the process open to failure.
Analyse the Risk Definition
Risk Analysis is about developing an understanding of the risk. it provides an input to decisions on whether the risk need to be treated and the most appropriate and cost risk treatment strategies. Risk analysis involves consideration of sources of risk, their positive and negative consequences, and the likelihood that those consequences will occur. this process must be examined in light of current strategies to mitigate or eliminate the risk.
Evaluate the Risk definition
Risk evaluation is essentially the process of comparison of the level of risk discovered during the risk analysis process against risk criteria established when the context was considered. the purpose of risk evaluation is to make decisions, based on the outcome of the risk analysis, about which risks need treatment and the treatment priorities. this process can take a number of forms, but an essential component is that the criteria used to evaluate risk should be the same as those used in the analysis phase. the process of obtaining a Hazard Risk Index (HRI), will facilitate the ranking and prioritising of hazards and risks.
Treat the risks Definition
Risk treatment involves identifying the range of options for treating risks, using the following process: identification of risk treatment options assessment of risk treatment options preparation of risk treatment plans implementation of risk treatment plans
Hierarchy of Risk treatment methods
Elimination Substitution Isolation Engineering Controls Administration Controls Personal Protective Equipment
What is a HRA and on what occasions is it used?
Hazard Risk Assessments are completed prior to an evolution or technical decision is made. As all technical decisions carry a certain amount of risk, it is important to identify these risks and attempt to mitigate them before they are accepted. A hazard risk assessment will firstly attempt to identify all risks that can potentially arise from a situation, the likelihood that they will occur and the severity of the risk to ; mission, Safety of personnel, fitness for purpose and environment. That HRA will be conducted prior to any evolution that doesn’t have a standing risk profile, when the evolution is outside its standing risk profile. The HRA will aid in determining whether the evolution or technical change will be carried out as comparing the benefits with the risk.
Ref: ABR 6303 Part 2 Chap 5
What is the meaning of a HRI
The assessment of risks include analysis of the likelihood and consequence of identified hazard being realised to obtain a HRI. The HRI provides a measure of the level of risk, which in turn is used upon the acceptability of that risk and to establish management priorities. the HRI also forms an important field in the Navy’s OHSIR.
Ref: ABR 6303 Part 2 Chap 5 Annex B
What is an OHSIR and what occasions are they used?
Reporting in Navy is required via two separate paths, OHSIR signals and form AC 563 Defence OHS incident report. The OHSIR and form AC 563 serve discrete purposes:
A. the OHSIR links directly to the Navy Hazard Log and is designed to trigger the necessary action to rectify or mitigate the hazard.
B. Form AC 563 provides a record of safety occurrences for defence wide analysis and the recording of personal details of the individual affected. this is essential to provide a record of events if required at a later date, however, form AC 563 doesn’t address the underlining causes of the incident.
The OHSIR is a signal report to identify and record hazards through a proactive system of open reporting of accidents, dangerous occurrences and identified hazards. The OHSIR informs other ships and establishments of hazards and ensures that hazard identification efforts, or lessons learned, are shared with all areas that are potentially exposed to the hazard.
The OHSIR should be raised whenever a hazard is realised.
Ref: ABR 6303 Part 1 Chap 6
How is safety Management organised in your ship and who are the key personnel involved?
Safety is managed through the orders in the SSO’s and CSO’s. This is ensured by the HOD’s through each department. The rules regulations and processes are managed by the Ship’s Safety and Environmental Working Group.
The important Members are:
CO
Ship’s Safety Officer: XO
WHS Co-ordinators: SBLT Powell/SBLT Pring
Ship’s Safety Team: ME
CPOMT Black, LSMT Pippin, LEUT Bauer, CPOMT Davis
Detail the Roles and functions of the Ship’s Safety Team.
The SSEWG is the Management body through which the CO directs, reviews and audits the implementation of safety awareness and acident prevention within the ship. the SST meets at intervals not exceeding six weeks and to review progress of hazard elimination outstanding OHS’s and AC 563’s, ship’s company awareness education and department inspection reports. Environmental impacts of the ship as well.
What is the Ship’s OH&S Log?
Safety incidents that occur onboard are to be reported. incident reporting is to occur in four ways: OHSIR, NOTICAS message, form AC563 and Ship’s OH&S Log (OS 6). The Safety Officer is responsible for maintaining the Ship’s Safety Log and for coordinating the activities of the committee. the log is to be submitted monthly to the CO for signature. A copy of the log is to be forwarded quarterly to DGNCSA.
Ref: ABR 6303 Part 2 Chap 4 Para 7-8
What is the difference between a Safety Case and a HRA?
A safety Case is a formal risk assessment that is associated with a specific piece of equipment or system. it is a comprehensive survey of possible risks that are associated with the equipment or system and the effects of these risks. it allows operators and maintainers to identify possible dangers and apply mitigating steps before the hazard causes a casualty. it is typically presented on the commissioning of a new piece of equipment or system. the safety case is part of the Navy Regulatory System. The safety case is done before the system or equipment is fitted to the ship.
A HRA however is conducted prior to an evolution or when a technical decision is being made, so unlike the safety case it is done after the system or equipment is already in place and there has been a technical decision to deviate from the initial design.
Ref: ABR 6303, ABR 5454?
In the event of an accident or major failure of an item of machinery onboard, once equipment has been made safe and any injured personnel have been taken care of, what immediate actions should you take?
Preserve Documentation( TM136, incident board, EOSS used ing the incident etc.) in case they are required for a subsequent investigation. Depending on the type and severity of the accident a QA will be done within 24 hrs of the incident occurring. The QA is simply a report that seeks to ascertain the facts of an incident by interviewing personnel involved, determining the likely cause of the incident and recommendations on ways to proceed after the incident. whilst the QA is occurring an OHSIR should be raises by the Ship. The ship will also have to send an AC 563 to COMCARE and OHSC. The OHSIR and AC 563 will be logged in the Ships OHS Log along with the details of the incident. From here mitigating factors can then be put in place in order to ensure the risk has been brought back to SOFARP.
What is the difference between a QA and a Ship’s investigation?
A QA is an assessment done by a nominated individual within 24 hrs of an incident occurring. the purpose of a QA is to quickly assess the known facts, and to identify what is not known about an occurrence, so that a decision can be made about the most appropriate course of action to be taken in response to it.
A ships investigation is a thorough and systematic investigation of a safety matter. For example, the term of reference would typically encompass an investigation of the cause of a safety incident, analyse the hazards involved, and sevure any physical evidence and testimonies of witnesses unlike a QA which simply requires informal interviews with witnesses and no physical evidence.
Ref: DI(G) ADMIN 67-2, ADFP 6.1.4 Administration inquiries Manual.
List other defence Sources for information and guidance on safety management?
ABR 5454 RAN Regulatory frame work and certification
ABR 6492 Vol 3 Technical Risk Management
Chem alert 2 MSDS database
DI(N) ADMIN 37-15 Safety Management in the RAN
SAFETYMAN
Navy Hazard Log User Manual
WH&S Act 2011
OP STAYSAFE Signals
Detail the Procedure for islolating and tagging out an item of equipment prior to conducting maintenance?
Before Maintenance work begins on machinery or systems, supervisors are to ensure that:
a. all operating positions have danger tags attached, warning that maintenance is being conducted.
b. all sources of electrical power are to be isolated and fuses are to be removed and breakers open.
c. hydraulic or compressed air systems are to be depressurised and drained where possible.
d. operating pressure systems are isolated by a minimum distance of two valves from working area.
e. other isolations as appropriate.
The Tag is to be then recorded in the danger tag log. kept at the Safety desk in the hangar at the moment will be moved to the MCR.
two names are to be used on the tag.
Ref: 5225 Chap 6 Para 6-30
In the Absence of the person who initiated the tag out who is authorised to remove the tag?
HOD EO,
The danger tag is to be removed by the person who initiated the tag. The person on the tag is also to nominate a Authorising Officer to be named on the tag as well. The authorising officer is senior to the person conducting the tag out and is familiar with the isolation required. This person is to hold formal delegation from the EO allowing them to authorise isolations and work to be conducted. The authorising officer may remove the tag. in an emergency when both the Authorising officer and original tagger is absent the EO may authorise the removal of the tag after first conducting appropriate equipment system safety checks.
Ref: ABR 5225 Chap 6 Annex G
Detail the regulations and precautions required before welding, burning and grinding activities commence?
Prior to welding and burning occurring the following must occur:
1. Form TM 130 - welding and burning permit must be completed:
2.The site and all adjoining compartments must be inspected by the MEO
3. All flammable materials must be removed from the site and adjoining compartments;
4. Fireproof sheets spread and electric cables should be moved or protected where possible.
5. Sentries equipment with two AFFF portable extinguishers, a bucket of water and unsoiled cotton clothes are to be present on site and adjoining compartments;
6. PPE appropriate to the job must be worn, including eye and hearing protection;
Member of ships staff is to inspect the site one hour after the job completion to ensure that it is properly cooled.
Welding and burning is prohibited on:
a. pipes or trunking, which pass through a compartment containing explosives within 7 m of the compartment;
b. in areas which contain unsealed flammable material;
c. on pipes containing any trace of fuel or oil, or within 2 m of the operation
d. Any pipes or trunking which may contain flammable vapours.
ABR 5225 Vol1 Chap 6 Para 48-71
Detail the procedures to be carried out prior to a contractor conducting welding in a machinery space during a maintenance period?
The following steps must occur:
a. the appropriate contractor or foreman is to give adequate notice to the EO in writing, before any intended welding, burning, heating or grinding work is carried out by either dockyard or contract personnel.
b. All flammable or explosive materials in the vicinity of the work area are to be removed. the ship is responsible for ship’s articles and refuse, and the contractor for articles and refuse which products of repair or refit.
c. All compartments, piping and trunking adjoining that in which work is to be carried out are to be thoroughly examined by the EO or there delegate, together with the foreman and any combustible materials are to be removed. this includes paint removal.
d. compartment which hot work is to be conducted is to be thoroughly ventilated.
e. electrical cables and fittings that are liable to damage are to be removed or moved or covered.
f. sentries with first aid fire fighting equipment are to be stationed in the space where the hot work is being conducted and in adjoining compartments where applicable.
g. A member of ship’s staff is to make rounds of the completed work and adjacent spaces one hour after the work is completed to ensure material has properly cooled.
ABR 5225 Chapter 6 Para 53
