Excerpts from the APL Safety Manual

This document is an abridged version of an At-Sea Safety Plan originally compiled and written by Mr. Stephen Root for the Submarine Technology Department at JHU/APL. The document has been edited by Dr. Richard Gasparovic who removed some material that is peculiar to APL operations. I have included this as an appendix to provide a good example of an at-sea safety plan. It is full of useful suggestions to make your work at sea more safe and productive. I suggest that you study this material carefully. Feel free to copy this appendix and distribute it to others within your party.

• 1. PERSONAL SAFETY
  • INTRODUCTION
  • PREPARING FOR SEA
  • BEFORE GETTING UNDERWAY
  • UNDERWAY CONDITIONS
  • SPECIAL OR HAZARDOUS OPERATIONS
    • Entering or Leaving Port
    • Cold Weather
    • Working on Deck at Night
    • Working on Deck in Heavy Weather
    • Falling Overboard
  • SHIPBOARD DRILLS
  • EMERGENCIES AND RESPONSES
    • Fire
    • Collision
    • Man Overboard
    • Personnel Illness and Injury
    • Abandon Ship
• 2. SAFETY SUPERVISION
  • RESPONSIBILITIES
• 3. SPECIAL OPERATIONS AND CONDITIONS
  • HEAVY WEATHER
  • INSTRUMENT DEPLOYMENT AND RETRIEVAL
  • ELECTRICAL SAFETY
  • HANDLING HAZARDOUS MATERIALS
  • WORKING WITH HIGH-PRESSURE AND COMPRESSED GAS SYSTEMS
  • WORKING OVER THE SIDE
  • WORKING ALOFT
• 4. MEDICAL EMERGENCIES AND EVACUATION
  • ILLNESS AND INJURIES
  • MEDICAL EVACUATION

CHAPTER 1. PERSONAL SAFETY

INTRODUCTION

This Safety Plan for At-Sea Operations has been established to provide a standardized and effective set of policies and procedures for personnel involved in planning, directing, or participating in field tests. The primary purpose of the plan is to provide safety education and orientation for scientists, engineers, technicians, and support personnel who, as a part of their work, find themselves performing their duties aboard ship, either pierside or while underway. This plan provides basic information about the hazards of the marine environment, and emphasizes individual responsibilities in working and relaxing safely while at sea. Test Conductors will supplement the information found herein with operational and safety procedures specific to each test.

PREPARING FOR SEA

Safety at sea begins with adequate preparation ashore. In addition to finishing your technical tasks prior to heading for the field, there are a few things you should do to make the cruise safe and productive.

• Get a physical examination. Field test participants should complete a physical examination within 12 months of commencing the test. This checkup should include the dentist.
• Attend the pretest operations briefing. As part of the test preparation process, the Test Conductor will provide a briefing on the upcoming evolution covering operations, administration, and logistics. The Test Conductor will also address any special safety precautions or hazards peculiar to the test during this briefing.
• Pack clothing appropriate for the environments on board the ship and ashore at the embarkation/debarkation site. For work in winter weather, wear warm, lightweight clothing in layers, so you can remove some if you begin to perspire or need to go inside. Ships are full of hazards from rotating machinery, slippery decks, and high voltage. Choose clothes to minimize your exposure to these dangers.
  • Do not wear neckties or scarves, loose or dangling clothing such as blousy sleeves or baggy trousers, oversize sweaters, or high-heeled shoes.
  • Rubber-soled shoes with non-skid soles are best. If you work on deck, bring an extra pair in case these get wet. If your job involves handling or moving heavy material, wear safety shoes.
  • If you wear jewelry to the ship, take it off and put it in your cabin drawer. Gold is an excellent conductor of electricity, and rings caught on a stanchion or post can easily remove fingers.
  • Save some room for emergency clothing. Pack for the worst situation possible - abandoning ship. Put in a hat or watch cap, long-sleeved shirt and pants, and for a cold climate, a pair of gloves. These items are invaluable in protecting you from sunburn and dehydration should you have to enter the water or a life raft.
  • Pay special attention when you are packing to those items you can't live without. These include prescription medication (bring enough for the trip plus an additional 25 percent), contact lenses, and eyeglasses (bring an extra pair if you can't see without them).

BEFORE GETTING UNDERWAY

Once you arrive at the ship and have settled in your living space or stateroom, note the location of the safety equipment near your berthing area and work space. Prior to getting underway, a detailed safety briefing will be given by the Test Conductor. This material will be part of the presail briefing, delineating specific safety procedures for the upcoming underway period.

No later than 48 hours after getting underway, the first in a series of periodic drills will be held to further familiarize everyone with the ship's emergency procedures. In addition to these evolutions which require your participation, the following exercises will help you become familiar with your surroundings:

• Find two pathways from your berthing and work areas to the main assembly area and the ship's exterior.
• Locate your life jacket and survival suit stored in your stateroom. Extra life jackets and survival suits should also be available in your work area. Note their location, also.
• Inspect your work space and properly stow all tools and equipment. Likewise, check your berthing area and stow your personal belongings and any work-related equipment (e.g., laptop computers and calculators) that you have brought on board. Ensure that all your cabin furnishings are secured to prevent damage or injury should the ship encounter severe weather or high seas.
• Find the fire extinguishers closest to your living and working spaces and note what classes of fires they are appropriate for. If your work space is protected by a Halon fire extinguishing system, learn how to manually activate it and what the alarm sounds like if it is automatically activated.
• Read the ship's station bill located in your berthing area; a sample is provided in Figure 1-1. The bill summarizes the emergency signals, mustering procedures, and lifeboat assignments for occupants of each stateroom or berthing area.
• Try on your life jacket and survival suit. Ensure that they fit and all the ties and zippers work. If they are broken or missing, see your Test Conductor for a repair or replacement.
• On rare occasions or in a catastrophic emergency, the ship's crew, who are normally assigned to launch lifeboats, may not be available. In addition to the lifeboats, the ship carries large inflatable life rafts which can easily be launched by any crewman or passenger. Figure 1-2 shows a sample instruction placard for launching one of these rafts. (For added safety, these rafts are automatically launched and inflated by a hydrostatic or tension switch should they sink with the ship.) In addition to knowing the location of your assigned lifeboat, find out where these inflatable life rafts are stowed.

UNDERWAY CONDITIONS

After the ship is underway, the Test Conductor will set and maintain an Operating Condition that reflects the level of risk associated with the local environment, and with the nature of current or scheduled operations. The Operating Condition imposed is determined by agreement between the Test Conductor and the ship's Captain and is announced to the technical party. The Operating Conditions, as set forth below, regulate access to certain portions of the ship and the extent to which additional safety precautions must be incorporated when working in areas other than laboratory spaces.

• Condition I - Condition I is the normal underway operating condition. No areas designated for open access are restricted. Work topside, or on decks exposed to the weather or seas, may be performed within the guidelines of normal safety precautions. Access to weather decks for work or leisure is unrestricted. Individuals working topside need not be accompanied if their work can be completed safely alone.
• Condition II - Condition II is set during periods of moderately heavy weather (nominally Sea States 4 through 6) and darkness. No personnel are allowed topside or on weather decks alone. When working near the side of the deck (e.g., launching or retrieving equipment), lifejackets and harnesses will be worn. Condition II may also be set when restricting access to some portion of the ship is required (e.g., for explosives handling).
• Condition III - Condition III is set during periods of violent weather (above Sea State 6) when it is no longer safe to continue operations. Weather decks are secured to all personnel. No equipment will be launched or recovered when this condition is set.

The Test Conductor will inform all members of the test party regarding the current Operating Condition, and will update the notice when necessary. All members of the test party should be familiar with the meaning of each operating condition and should modify their activities accordingly.

Once underway, keep your personal gear properly secured or stowed. Frequently check your berthing area to ensure that there is nothing adrift that could cause injury. Be extremely cautious of wet decks, including those in head and shower facilities. Should you suffer a minor abrasion or sprain, watch the injury closely. If you do not think it is healing properly, see the Test Conductor immediately.

R/V AMY CHOUEST - STATION BILL

SIGNALS

• FIRE One Continuous blast of the Ship's Whistle and continuous ringing of General Alarm Bells, both sounded for not less than 10 seconds.
• ABANDON SHIP 7 Short Blasts and 1 Long Blast of the Whistle and the same signal on the General Alarm Bells.
• MAN OVERBOARD Hail, and pass the word MAN OVERBOARD to the bridge.
• DISMISSAL From FIRE AND EMERGENCY stations, 3 Short Blasts on the Whistle and 3 Short Rings on the General Alarm Bells.

WHERE WHISTLE SIGNALS ARE USED FOR HANDLING BOATS & EMERGENCIES

  Lower Boats...................1 Short Blast On Whistle....Emergency is Forward
  Stop Lowering Boats...........2 Short Blasts on Whistle...Emergency is Aft
  Dismissal from Boat Stations..3 Short Blasts on Whistle...Emergency is Below Deck

INSTRUCTIONS

1. Entire crew shall familiarize themselves with the location and duties of their Emergency Stations immediately upon reporting on board.
2. Each crew member shall be provided with an individual supplementary Station Bill Card which must show in detail the specific duties to perform.
3. Entire crew shall be instructed in performance of their special duties and crew on watch will remain on watch on signal for Emergency Drill.
4. Every person participating in the Fire and the Abandon-Ship Drill will be required to wear a life preserver and appropriate clothing. i.e., cap, long sleeve shirt, shoes, and have survival suits in hand.
5. Emergency squad will assemble with equipment immediately upon the Emergency Signal.
6. Project coordinator will assemble and direct technical party. properly dressed and wearing life preservers, to embarkation stations.
7. Person discovering FIRE shall immediately notify the bridge and fight the fire with available equipment.
8. Immediately upon the FIRE AND EMERGENCY signal, fire pumps to be started, all watertight doors, ports and air shafts to be closed, and all fans and blowers stopped. Fire hose to be led out in the affected area as directed.
9. Upon hearing the signal, MAN OVERBOARD, throw life ring buoys and lights overboard, stop engines, disengage shafts, and send lookout aloft. Emergency Boat Crew consisting of all seamen shall immediately clear lee boat for launching.
10. During periods of low visibility, all watertight doors and ports below the bulkhead deck shall be closed, subject to Master's orders.

DECK DEPARTMENT
No. Rating            Fire & Emergency Station             Lifeboat
 1  Master	          On bridge in comnand of all ops.     1   Stbd
 2  Exec. Officer     On location of emergency (in charge) 2   Port
 3  lst Mate          On location of emergency - provide   1   Stbd
                      breathing apparatus, helps at scene
 4  Seaman (113)      On location-provides fire hoses      2   Port
 5  Seaman (119)      On location-provides extinguishers   1   Stbd
 6  Seaman (117)      On location-provides fire hoses      2   Port
 7  Seaman (115)      On location-provides fire axe        1   Stbd

ENGINE ROOM DEPARTMENT
                      (On Duty)
 1  Chief Eng. (301)  Secure engine room - start pumps     2  Port
 2  1st Eng. (311)    Secure engine room - start pumps     1  Stbd
 3  Asst. Eng. (111)  Assist, secure engine room           1  Stbd
 4  Oiler (109)       Assist, secure engine room           2  Port
                      (Off Duty)
 1  Chief Eng.(301)   Assist on scene leader               2  Port
 2  1st Eng. (311)    Assist on scene leader               1  Stbd
 3  Asst. Eng. (111)  Assist on scene leader               1  Stbd
 4  Oiler (109)       Assist on scene leader               2  Port


STEWARD DEPARTMENT
 1  Chief Steward (309) Secure galley-bring first aid kit  2  Port
 2  1st Cook (303)    Arouse all passengers stbd side      1  Stbd
 3  Galleyhand (307)  Arouse all passengers port side      2  Port
(PROCEED IMMEDIATELY TO ASSEMBLY AREA)


TECHNICAL PARTY
Test Conductor - Muster all personnel - Report to bridge and await
                      further orders.
Technical Personnel - Proceed to assembly area (main deck forward)
                      unless advised otherwise.
NOTE- Always wear life jacket - have survival suits in hand, wear
                      protective clothing (long sleeves) and a cap.

Figure 1-1 Typical Ship's Station Bill

Figure 1-2 Procedures for Inflating Life Rafts

SPECIAL OR HAZARDOUS OPERATIONS

Entering or Leaving Port

Nothing can be more picturesque than sailing out of or into port. These evolutions usually involve periods of extensive maneuvering, during which the crew is busy. It is easy to be in the way or, worse, in danger as you enjoy the scenery. Unless you have been invited to the pilot house during this period, stay away. Also, stay clear of line handlers working fore and aft. It is easy and dangerous to step in a coil or "bight" of line, and a line parting under strain can cut a bystander in half. Topside amidships is usually the area of least activity; this position allows an open and excellent view of the landfall and harbor.

Cold Weather

Cold weather affects both people and equipment, and additional preparations are required to work effectively outside. Proper clothing is the key to comfort in this environment; clothing that is loose, warm, and fairly lightweight is best. It should be worn in layers, allowing you to remove some for inside work and to put them back on when you have to go outside. Some research vessels have on board Mustang Suits for use as an outer covering that provides some warmth, water repellence, and flotation if one falls overboard. These one-piece coveralls are tailored to allow freedom of movement and to trap air for warmth.

Proper shoes, gloves, and a cap are also essential. Low temperatures and high humidity will result in wet decks that can become covered with ice and very slippery in below-freezing temperatures. Shoes in addition to being water-repellent should provide good traction. Gloves must provide warmth and dryness. Two pairs, the outer one having water-repellent features, are recommended. Your hair is a good insulator; so a light cap is usually sufficient. The cap should include protection for the ears and forehead.

Unless you are working in extreme northern latitudes where temperatures drop well below freezing, frostbite is not a problem. However, hypothermia, or the lowering of the body's core temperature, can occur, especially if you fall overboard or remain outside for an extended period after being soaked by rain or waves. Prior to the onset of hypothermia, your body will try to reduce heat transfer to the surface by constricting the near-surface blood vessels, resulting in pain and then numbness in the hands and feet. Uncontrolled shivering may follow as your body attempts to generate additional heat. Both of these conditions will make work outside difficult, and should be taken as warning signs of impending cold injury. Should you experience these conditions, it is important to begin rewarming yourself quickly. Get indoors and into warm, dry clothing. Warm liquids may be consumed.

Working on Deck at Night

Operating Condition II is always set between the hours of sunset and sunrise and governs work on deck during these hours. When this condition is set, working alone on the weather decks is prohibited. Have another person accompany you even if the job is short and you could do it alone. If the work to be done is near the side, have everyone involved wear a life jacket and safety harness. Prior to beginning work, get permission of the Test Conductor or his on-watch representative. Also notify the Test Conductor when you have completed the job.

Working on Deck in Heavy Weather

The Test Conductor will monitor the current and forecast weather and will modify the operating condition to ensure the safety of the technical party. During periods of moderate-to-heavy weather (Sea State 4 through 6) operating Condition II will be set. Guidelines for working outside under this condition are identical to those described above for working on deck at night.

Should the weather become severe (greater than Sea State 6), operating Condition III will be set by the Test Conductor. Under this condition, weather decks are secured to all personnel. No equipment will be launched or recovered when this condition is set.

Falling Overboard

Falling overboard will be a traumatic experience. From the minute you leave your feet or lose your grip, you must concentrate on your own survival. These instructions will maximize your chances of survival and recovery.

• Hold your breath when you hit the water; the buoyancy of your lungs will bring you to the surface. Do not try to swim frantically away from the ship; you will not be sucked into the propellers.
• Keep afloat and try to stay in the same area where you went in. Swimming unnecessarily wastes energy and results in increased heat loss. Once your absence is discovered, the ship will maneuver to retrace its track to you.
• Before the ship moves too far away, yell or scream to get someone's attention. Loud screams can be heard up to 200 yards away.
• Do not discard any clothing unless it prevents you from keeping your head above water. Wet clothing will prevent some water circulation and thus retard heat loss. Do not use "drownproofing" in cold water; placing your head under water results in extreme and rapid heat loss.
• Get and keep a positive attitude about your survival! Your will to live affects your chances of rescue. Even if no one saw you you go over, you will soon be missed and the search effort will begin immediately.

SHIPBOARD DRILLS

The Test Conductor in conjunction with the ship's Captain will schedule emergency drills to familiarize the technical party with procedures in case of an at-sea emergency. Drills will be held at least weekly, and participation by the technical party is mandatory. The date and time of the drill will be announced beforehand. Your response during a drill should be exactly the same as it would be in a real casualty.

The ship's bill located in your stateroom or berthing area describes your required actions and responsibilities in case of an emergency. On most research vessels, the response of the test party will usually be the same regardless of the type of emergency - collision, fire, abandon ship, etc. Upon sounding of the alarm signal, you can expect to muster in the designated assembly area wearing your life jacket and protective clothing (long-sleeve shirt, pants, and cap), and carrying your survival suit. You should muster in the assembly area immediately, prepared to abandon the ship with what you are currently carrying and wearing. Your expected response to these emergencies will be covered in detail by the Test Conductor at the safety briefing.

EMERGENCIES AND RESPONSES

Fire

In case of a fire aboard ship, quick response is the key to bringing the fire under control and extinguishing it. The ship's crew is trained to fight shipboard fires and needs to be assembled quickly at the scene. The person who discovers a fire takes the first step in fighting the fire by reporting it. DO NOT TRY TO FIGHT THE FIRE IN LIEU OF REPORTING IT.

Should you discover a fire, or see or smell smoke or fumes, report the situation to the bridge or the Test Conductor as quickly as possible. If there is an internal communications circuit nearby, call the bridge or processing area. If there is no such means, direct another crew member or test party member to go to the bridge and report the fire, and if that is not possible, go yourself. Provide the following information about the fire:

• Location of the fire.
• What appears to be on fire or smoking (e.g., power panel, rags, spilled chemicals).
• Extent to which the fire has spread (e.g., is it confined to a trash can or is the entire lounge involved).
• Any personnel injuries at the scene.

Once you have reported the fire, return to the scene unless you are directed otherwise. Your primary job there is not to fight the fire but to ensure that the fire party comes to the proper area. This is especially important if they are trying to locate the source of fumes that you reported.

After reporting the fire (by intercom or messenger), you should take action to isolate the affected area. This means evacuating the space and other threatened areas, setting fire boundaries by closing doors or hatches, and if the fire is small (e.g., a paper fire in a trash can) beginning to fight it with the appropriate extinguisher. Figure 1-3 provides a brief description of the different classes of fires, the effectiveness of various extinguishing agents on these fires, and how to use the extinguishers.

CORRECT USE OF FIRE EXTINGUISHERS

TYPE					CLASS A FIRES Wood, cloth, paper, rubber, and many plastics etc., quench by water. Insulate with multi-purpose dry chemical or flood with Halon 1211.	CLASS B FIRES Flammable and combustible liquids, gases, and greases. Burning liquids, cooking fats, etc., where smothering action is required	CLASS C FIRES Energized electrical equipment. Fire in motors, switches, appliances, etc., where a non-conducting extinguishing agent is required.	OPERATING INSTRUCTIONS
WATER					Yes EXCELLENT Water saturates material and pre- vents rekindling.	NO Water will spread fire, not put it out.	NO Water, a conductor should not be used on electrical equipment.	Hold upright, pull locking pin. Raise hose and squeeze lever. Direct the stream of water into the fire. Stream range: up to 40 feet.
CARBON DIOXIDE					NOT RECOMMENDED	Yes EXCELLENT Carbon dioxide leaves no residue, does not affect equipment or foodstuffs.	Yes EXCELLENT Carbon dioxide is a non-conductor, leaves no residue, will not damage equipment.	Pull locking pin, and squeeze lever. Compressed C02 is discharged from 4 to 6 feet. Aim at base of fire. Sweep from side-to-side.
HALON 1211					Yes Nine pound size or larger floods material and prevents rekindling. Clean agent-no mess no clean-up.	Yes EXCELLENT Clean, non-abrasive agent leaves no residue. Does not affect valuable perishable goods.	Yes EXCELLENT Very effective. Will not damage complex electrical and electronic equip-ment. Leaves no residue. Non-conductor.	Pull locking pin, and squeeze lever. Range 9 to 15 feet on small sizes, and up to 25 feet on large size. Aim at base of fire and sweep Halon from side-to-side.
(ABC) DRY CHEMICAL					Yes EXCELLENT Fire-retarding coating to prevent reflash.	Yes EXCELLENT Chemical powder smothers fire; screen of dry chemical shields operator from heat.	Yes EXCELLENT Chemical is a non- conductor; screen of dry chemical shields operator from heat.	Pull locking pin, and squeeze lever. Aim nozzle at base of fire and sweep agent in side-to-side motion. Compressed dry air or nitrogen expels dry chemicals 12 to 20 feet.
REGULAR DRY CHEMICAL					NOT RECOMMENDED	Yes EXCELLENT Chemical powder smothers fire; screen of dry chemical shields operator from heat.	Yes EXCELLENT Chemical is a non- conductor; screen of dry chemical shields operator from heat.	Pull locking pin, and squeeze lever. Aim nozzle at base of fire and sweep agent in side-to-side motion. Compressed dry air or nitrogen expels dry chemicals 12 to 20 feet.

Figure 1-3 Classes of Fires and Effective Extinguishing Agents

Aboard some ships, spaces housing extensive electronic and computing equipment are protected from fire damage by an automatically activated Halon fire extinguishing system. If such a system is installed, the Test Conductor will describe this system to the test party at the presail briefing.

Collision

A collision at sea is a serious incident that can result in extensive equipment damage, injury, and loss of life. There may be little notice that a collision is imminent. As a result, personnel are unprepared for the impact and are injured as they are thrown into equipment or bulkheads. If a collision does occur, the test party should take immediate steps to secure the laboratory area, and complete the following steps:

• Survey the area for integrity and safety. Loss of power or damaged equipment resulting in electrical fires will be the most likely occurrences in the lab area. Ensure that at least one exit from the space remains clear and usable. If the Halon fire extinguishing system is activated, evacuate the area immediately.
• Identify any injured personnel. Be particularly aware of possible shock victims. Communicate any injuries to the Test Conductor after you have surveyed the scene, but expect to provide first aid to injured personnel until assistance arrives.
• If power is still available to the lab, secure all nonessential equipment. Navigation and communication equipment should be left operating; it may be needed later for transmitting distress messages.
• Communicate the condition of the spaces and personnel to the bridge as soon as possible after making a complete evaluation. If no communications links remain, send a runner to the bridge. Break out life jackets and survival suits that are stored in the work spaces, and distribute these among watchstanders and injured personnel. Await further instructions from the Captain or mate prior to moving any large group of people to a new location.

Man Overboard

Should you see someone fall overboard or a person already in the water, immediately throw a life ring toward the person (don't try to hit him). This will give the victim flotation and will provide a visual reference for the mate in guiding the ship back to the victim. If there is no life ring immediately available, throw anything that floats. If you have a watch with a stopwatch function, start it. This can help in determining when and where the victim entered the water.

Pass the word regarding the man overboard situation to the bridge or the Test Conductor immediately. If there is an internal communications circuit nearby, call the bridge or processing area. If there is no such means, direct another crew member or test party member to go to the bridge and report the man overboard; and if that is not possible, go yourself. The ship's crew will respond by throwing additional liferings and lights overboard, maneuvering the ship to return to the victim, and preparing to lower a rescue boat. They will also send a man aloft to act as lookout.

The navigator will mark the chart and enter a waypoint in the Loran or GPS system, if available. He should also be ready to provide steering information to the bridge to help return to the man.

If, as a member of the technical party, you believe that a person is missing (e.g., if you can't find your watch relief), immediately inform the Test Conductor or his on-watch representative. He should, as a precaution, have the navigator immediately mark the chart and enter a waypoint. He will also begin a quick search of the ship, page the individual, and ascertain from other personnel the last time the missing person was seen. If the individual is not found quickly (within 5 minutes), the Test Conductor should inform the bridge of the possible man overboard situation, and recommend to the mate or Captain that they suspend the experiment, commence a search along the previous track, and muster the technical party by sounding the General Alarm.

Personnel Illness and Injury

Personnel casualties aboard ship are usually the result of illness, not injury. These illnesses can vary from minor ailments, such as flu or sunburn, to life- threatening conditions, such as heart attack or hypothermia. Because medical facilities aboard ship are not extensive, early treatment for minor ailments is important to prevent the condition from worsening, and will minimize disruption to your experiments or to the ship's operations. Should you develop an illness or condition requiring medical attention, see the Test Conductor immediately. He will have access to physician consultation services and can administer treatment programs, should one be necessary.

Working safely is a critical element in preventing personnel injury. However, if an accident should occur, the immediate application of first aid and medical treatment is important in saving the victim's life or keeping his injuries from becoming life threatening. If you witness an accident or come upon an injured crewman, render first aid if you are trained to do so. If you are not, get help immediately by shouting for assistance, or by calling the processing area or bridge on an intercommunications circuit, if one is nearby. As a last resort, leave the scene to seek help. After you have notified the proper personnel, return to the victim and provide assistance to the medical personnel as they request.

Abandon Ship

The Captain's decision to abandon ship is one of last resort, if necessary in order to save the lives of the crew and passengers. Once the decision has been made, all hands must carry out their duties quickly and without panic. Sounding of the General Alarm indicates a condition that if not corrected could result in the loss of the ship. When you hear this alarm, proceed to your berthing area, and put on protective clothing and your life jacket. Carry you survival suit and proceed to the main assembly area. Remember, you should leave your berthing area or stateroom prepared not to return. Once the decision to abandon ship has been made, a ship's officer will apportion the technical party among the available life boats and will lead them to the boats for boarding. Proceed calmly to the boarding area and board the lifeboat when told to do so. One of the ship's officers will board the boat as it is lowered away and take charge of the boat.

If a catastrophe renders the lifeboats unsuitable for use, the following safety precautions should be observed in abandoning ship:

• Wear a full set of clothing, including shoes and a soft cap or head covering as protection from exposure.
• Make sure all ties and crotch straps on kapok life jackets are snugly secured. Failure to do so may result in injury if jumping clear and will cause unnecessary suffering in the water.
• If time permits, go over the side by means of a line, ladder, or debarkation net.
• If it is necessary to jump, look first to be sure that the water below is clear of personnel or floating gear and wreckage.
• Always jump feet first; do not dive.
• Always abandon ship as far away from the damage as possible.
• Know the direction of the wind and go over on the windward side of the ship, if possible, to avoid flames, oil, and the ship itself from drifting on top of you.
• When in the water, concentrate on staying calm and avoiding panic. Use the following guidelines to enhance your chance of survival:
  • Conserve energy by moving as little as possible.
  • Keep clear of oil slicks if you can. Protect your eyes and breathing passages by keeping your head high or by swimming underwater.
  • If there is danger of underwater explosion, float or swim on your back as near to the surface of the water as possible.
  • If other persons are in the water, stay in a group. This will reduce the danger of attacks by sharks and will make rescue easier.
  • If the ship is sinking rapidly, swim clear quickly and tow injured persons clear, to avoid suction effect.

CHAPTER 2. SAFETY SUPERVISION

The Test Director is the focal point for test planning and plays a significant role in the safe execution and the successful outcome of the test. In composing the plan for any field test, his attention to employing the test platforms and installed equipment within their operational envelopes, ensuring test personnel are physically qualified and properly prepared, and adequately considering all contingencies are vital components of his major responsibility for creating a safe environment.

In the field, the Test Director monitors safe practices aboard the test platforms. During the mobilization and demobilization phases of the sea test, he monitors on a daily basis the status of upcoming and ongoing jobs. As supervisor of the technical parties aboard the test platforms, he is likewise responsible for maintaining a safe environment and a high level of safety awareness throughout the at-sea portion of the field test.

RESPONSIBILITIES

In order to enhance the opportunity for safe completion of any field test, the Test Director must place high priority on safety in the test planning process. Completion of the following safety-related items is essential to maximizing the preparedness of test personnel and ensuring the appropriate level of contingency planning.

• Prepare a Field Test Safety Sheet specifically for the test and site as a supplement to the procedures contained in this manual. This sheet should cover essential information for test party members, such as appropriate clothing for the test including special safety clothing items, procedures for working and living safely on the various test platforms, and special safety precautions associated with operating test equipment. The Field Test Safety Sheet should also directly address unique safety hazards that will be present during the test (e.g., laser operations or use of caustic or hazardous chemicals). Last, this plan should contain contingency response procedures enabling the Test Director and test personnel to react properly in case of an accident or exposure to a specific hazard.
• Prior to commencing the test, prepare and present an operations briefing to all test participants. This briefing should include an overview of the upcoming test, the operations schedule, logistics and administrative matters important to the test party, and special safety considerations applicable to this test. The Field Test Safety Sheet should be distributed at or prior to this briefing.
• Complete a thorough discussion of the Operations Plan, including a detailed walk-through of the upcoming operation and the intended movements and operations of the various platforms. The Test Director should also review the inventory and status of installed test equipment, special tasks to be completed prior to getting underway or upon completion of the test, and the qualifications and duties of the technical personnel embarked aboard his vessel.

The Test Conductor aboard each ship is responsible for coordinating the work of the embarked test personnel, and ensuring that they are aware of and follow the safety procedures. He should also keep the ship's crew informed regarding the status of test operations and any special requirements placed on the ship or its personnel by the Operations Plan. In support of these responsibilities, he will complete the following tasks:

• Prepare and present a safety briefing to the technical party assigned to the vessel. The briefing should include information on proper responses to shipboard emergencies, use of personal safety equipment, and special hazards associated with the test operation itself.
• Prepare and submit to the ship's Captain and the Test Director a crew list for technical party aboard the vessel.
• Schedule with the ship's Captain weekly emergency drills for the technical party. Ensure that all members of the test party participate in these evolutions.
• Review procedures for all top-side evolutions, such as deploying or repairing instrumentation, with the work supervisor to ensure that appropriate safety measures are incorporated.
• Keep the Captain and on-watch mates informed of special test evolutions that may affect normal operation of ship's systems or crew.
• Determine and update, as required, the current Operating Condition and post the information in the crew's working and living spaces.

CHAPTER 3. SPECIAL OPERATIONS AND CONDITIONS

HEAVY WEATHER

The Test Conductor will monitor the current and forecast weather and will modify the operating conditions to ensure the safety of the technical party. During periods of moderate to heavy weather (Sea State 4 through 6), operating Condition II will be set. Under Condition II, working alone on the weather decks is prohibited; at least two persons will be assigned for any work on weather decks, even if the job is short or a simple one-person job. Everyone assigned to work in inclement (Condition II) weather will wear a life jacket and safety harness. The safety harness will be attached to a life line by means of the "D" rings provided on the belt.

Prior to beginning work, get permission of the Test Conductor or his on-watch representative. Also notify him when you have completed the job.

Should the weather become severe (greater than Sea State 6), operating Condition III will be set by the Test Conductor. Under this condition, weather decks are secured to all personnel. No equipment will be launched or recovered when this condition is set. Jacklines for emergency use should be rigged by the ship's crew prior to the onset of heavy weather.

When heavy weather is forecast, the Test Conductor should ensure that all project equipment is properly secured prior to onset of the severe weather. These precautions should include securing equipment and instrumentation installed on the weather decks and loose gear in the processing area.

INSTRUMENT DEPLOYMENT AND RETRIEVAL

Deployments of oceanographic instrumentation are required in virtually all sea tests and have become a routine evolution. However, successful deployments require coordinating the work of numerous personnel, operating heavy machinery, and placing equipment under heavy loads in often less-than-ideal sea and weather conditions. Coupling these actions and environments without a conscious regard for safety can easily lead to personnel injury or loss. The following safety precautions must be followed when deploying and retrieving oceanographic instrumentation:

• All personnel involved in the deployment operation will wear life jackets. If working near the side of the boat or at a station where falling overboard is possible, personnel will wear a safety harness which will be attached to a lifeline or a part of the ship's permanent structure.
• No persons will work "over the side" during normal deployment or retrieval operations.
• Personnel working with heavy loads or under parts of the ship's structure (e.g. chain falls or U-frames) will wear hard hats.
• All deployment and retrieval operations will be conducted under the supervision of one individual who is responsible for both performance of the evolution and ensurance of safety precautions throughout the operation. He must supervise the work, monitoring the operations to ensure that the procedures used are proper and safe. If the operation is complex or the work area too large to be seen in its entirety, the supervisor will appoint a safety observer. The safety observer will be assigned no other duties.

ELECTRICAL SAFETY

Virtually all shipboard instrumentation and equipment installations require an interface with the ship's electrical system. Improper installations, circuit loading, or fuse protection of project equipment can lead to equipment failure, personnel injury, or death. Therefore, work on the ship's electrical system, including power generation and distribution systems, and safety systems, will be performed only by authorized members of the ship's engineering department or by an APL-designated electrician. The following precautions apply to work with and around electrical systems:

• All crew members and technical party personnel shall constantly be alert for any indication of malfunctioning equipment. The senses of sight, hearing, smell, and touch all serve to make one aware of possible electrical malfunctions. If any signs of abnormality are noted, they shall be reported immediately to the ship's engineering department.
• Heed all warning signs. They have been posted for your protection. A temporary DANGER or CAUTION tag attached to switches or receptacles indicates that work is being performed. Do not use or touch these items. Only those personnel who place these tags on circuits are authorized to remove them.
• Live electrical circuits shall not be exposed, but shall be enclosed in cabinets. Covers for all fuse boxes, junction boxes, switch boxes, circuit breaker panels, and wiring accessories shall be kept closed at all times when in normal use. Missing covers should be reported immediately.
• Always remove fuses or lock out main circuit breakers before working on any circuit. Do not trust the switch. Attach warning tags after pulling fuses or opening circuit breakers.
• In the event that door interlock circuits require bridging to aid in a repair, post one man to operate the main disconnect circuit breaker in case of failure or casualty.
• Personnel using portable electric tools shall wear safety glasses/goggles. Operators shall also wear hearing protection if tools produce hazardous noise levels. Rubber gloves must be worn when using portable electric tools under hazardous conditions (e.g ., wet decks or bilge).
• All portable electrical tools must be fitted with 3-pronged plugs having a grounding connector, or be double-insulated with a 2-pronged plug suitable for use with grounded type receptacles. (This may include personal appliances such as radios and electric shavers based upon the ship's electrical safety program.) Only 3-wire extension cords which have only 3- pronged plugs and 3-slot receptacles shall be used with portable electrical equipment.

Computer and processing systems are commonplace in today's at-sea environment. High voltages used in these equipments can be just as dangerous as electrical power distribution lines. Only properly trained electronics technicians should attempt to make repairs on these equipments. Additional safety precautions for work with electronic equipment must be followed:

• When testing high-voltage circuits in electronic equipment, ensure that the test probes have retractable prongs. If possible, use only one hand when making the test. Heavy rubber matting should be stood upon to preclude serving as a discharge to ground.
• Electronic equipment shall be cleaned only by experienced personnel.
• Ensure that high-potential portions of electronic gear are suitably guarded whenever power is applied. Do not work alone on electronic gear with dangerous high voltages present.
• Interlocks, and other safety devices such as overload relays and fuses, shall not be altered or disconnected, except for replacement.
• Discharge all high-voltage capacitors before working on electronic equipment. Store such capacitors with their terminals shorted.

Carbon dioxide (CO2) is to be used in fighting electrical fires because it is nonconductive, thereby providing the highest degree of personnel safety, and because it offers the least likelihood of doing permanent damage. However if the discharge horn of a CO2 extinguisher is allowed to accidentally touch an energized circuit, the horn may transmit a shock to the person handling the extinguisher. If CO2 is not available, a dry chemical, Purple "K" (PKP), extinguisher should be used.

HANDLING HAZARDOUS MATERIALS

There are numerous materials aboard ship that present a threat to the safety of the personnel embarked. Most of these substances normally exist in liquid form (e.g., fuels and solvents), but equally hazardous materials may exist in solid and gaseous states. The five most common hazards posed by these materials are:

• High combustibility.
• Emission of toxic fumes.
• Irritation of the eyes and skin, if exposed.
• Creation of slippery decks when spilled and difficulty in subsequent clean- up.
• Combination of the hazardous material with other substances to create dangerous environments or atmospheres.

To avoid these threats, the following safety precautions will be incorporated in operations involving hazardous materials:

• Containers of flammable and combustible substances shall be closed and sealed when not in use. Highly flammable liquids (e.g., gasoline) shall be stored separately at locations where they can be jettisoned in case of fire or can be returned to an approved storage tank.
• Work areas where hazardous materials are being used shall be well ventilated.
• Know the specific hazards of the materials you are working with. Protective devices for clothing and eyes shall be worn as prescribed by the instructions on the hazardous material container. Antidote and decontamination procedures should be reviewed before beginning work. Phone numbers for the local Emergency Medical Services and Poison Control Center shall be posted at the nearest phone.
• No materials shall be used from unlabeled containers. All such containers shall be removed from the ship and disposed of properly. If contents of the container are unknown, contact port services for assistance in disposing of hazardous waste.
• Spilled fluids shall be cleaned up immediately to prevent the accumulation of toxic fumes.
• Paint and paint brushes shall be returned to the ship's paint locker at the end of each day.
• Open-flame sparks and heat shall be kept away from spaces where flammable substances are stored. Placards shall be displayed warning personnel of the hazardous material storage.
• The following materials shall not be used or stored aboard any ship operated under APL charter or with APL personnel embarked:
  • Trichloroethylene
  • Benzene (Benzol)
  • Beta Naphthylamine
  • Carbon Tetrachloride
  • DDT Xylene Emulsion
  • Hydrocyanic Acid Gas
  • Insecticides or DDT
  • Methyl Bromide
  • Dry Cleaning Solvent (Stoddard Solvent) Type I
  • Tetrachlorothane
  • Tactical nuclear weapons (Actually these are not on the forbidden list, but I think they should be. RDC)

Do not dispose of hazardous materials into the ship's drain systems or bilges. Place the material in a suitable container; seal and label it. In port, the disposal of hazardous materials and hazardous waste is a shore command function. Contact pier services for assistance. At sea, store the material in an approved storage area until the next port visit. Should you have questions about the handling or storage of hazardous materials ask the Test Conductor or Ship's Engineer.

WORKING WITH HIGH-PRESSURE AND COMPRESSED GAS SYSTEMS

Numerous activities in the field require use of gases stored under high pressure. The most common shipboard high-pressure system is high-pressure air. This air is stored in a flask or reservoir and is distributed throughout the ship by a piping system. High-pressure air is used to operate pneumatic equipment, to recharge reservoirs (e.g., air guns) or, through the use of pressure reducing valves, to supply a low pressure air system.

• High-pressure air lines should be protected from crimping, denting, or rupture; if running on open deck, they should be bridged with scrap lumber or plate steel to avoid damage.
• Do not use high-pressure air to clean surfaces. Small items and debris may be propelled into personnel or equipment by the high escape velocity of the air. Use low-pressure air for this purpose.

Cylinders of compressed gases are potential explosion, fire, and health hazards if strict compliance with the applicable safety precautions are not followed. Safe practices when using compressed gas cylinders are listed below:

• Use compressed gas cylinders in an upright position. Secure the cylinders to prevent accidental falling.
• Always replace the metal cap on the cylinder to protect the cylinder valve. A blow to the unprotected cylinder valve could release gas under high pressure. Always transport and load gas cylinders with the protective caps in place.
• Threads on the regulator or union shall correspond to those on the cylinder valve outlet. Do not use adapters.
• Open cylinder valves slowly.
• Do not use a cylinder of compressed gas without a pressure-reducing regulator attached to the cylinder valve, except where the cylinders are attached to a manifold. In this case, the regulator should be attached to the manifold header.
• Before making the connection to a cylinder valve outlet, slowly open the valve for a instant to clear the opening of dust particles. Point the valve away from all personnel. Never open the valve near welding work, sparks, or open flame.
• Use regulators and pressure gauges only with gases for which they are designed and intended.
• Tightly close the cylinder valve when repairing a leak between the cylinder and the regulator.
• Before removing a regulator from a cylinder valve, close the cylinder valve and release the gas from the regulator.
• Do not take compressed gas cylinders into tanks, voids, closed spaces, or containers.
• Do not allow sparks, molten metal, or electric currents to contact the cylinder.
• Personnel servicing refrigeration systems using halocarbons (Freon, etc.) should wear safety goggles, elbow-length gloves, an apron or coveralls, and boots to prevent freezing of the eye or skin in case of an accidental discharge.
• Avoid all contact with grease and lubricants when handling or storing oxygen (O2) cylinders. Do not use oil or grease as a lubricant for fittings or attachments on (O2) cylinders Using oil-contaminated fittings may result in an explosion of the cylinder itself.
• Under no circumstances should oxygen be used to start engines, preheat burners, operate pneumatic tools, or as breathing air for supplied air respirators.
• Never hammer or strike the valve wheel in attempting to open or close the cylinder valve. Use only wrenches, keys, or tools provided by the cylinder manufacturer. If the valve does not open easily, return it to the supplier.
• When loading or transferring cylinders, especially when using a crane or derrick, secure the cylinders in a cradle, suitable platform, rack, or special container. Slings or electromagnets will never be used to transport cylinders. Cylinders moved by hand shall be tilted slightly and rolled on the bottom edge without dragging or sliding. Cylinders transported by hand truck shall be securely held in position by chains, steel strapping, or other means to prevent the cylinders from falling off the truck.
• Valve protection caps shall not be used for lifting cylinders form one vertical position to another. Bars shall not be used under valves or valve protection caps to pry cylinders loose when frozen. Warm (not boiling) water shall be used to thaw cylinder valves and caps.
• When not in use, gas cylinders shall be stowed in well-ventilated spaces.
• Compressed gas cylinders shall not be stored near sources of heat (in excess in 130 deg F).
• Combustible gas cylinders shall not be stored with oxygen gas cylinders. Oxygen cylinders may be stored with inert gases such as helium, carbon dioxide, argon, or nitrogen.
• Acetylene and liquefied gas cylinders shall be stored valve-end-up.
• Cylinders shall be secured with metal collars or chains to prevent capsizing during heavy weather.
• Empty and full gas cylinders shall be stored separately.
• All personnel should be aware of the health hazards associated with compressed gases with which they are working. Before entering a space where compressed gas cylinders are stored, personnel shall ensure that the supply and exhaust ventilation systems have been in operation for at least 10 minutes, and that the space has been certified "gas free" by the ship's engineer. One worker, aware of the potential hazards of leaking gases, shall remain at the entrance while others are working in the storage area.

WORKING OVER THE SIDE

When the ship is in port, no person shall proceed to work over the side without first obtaining permission from the Test Conductor. The term "over the side" includes any part of the ship outside the lifelines or bulwarks. The Test Conductor, prior to granting permission, must inform the ship's Captain, senior mate on board, or the Officer of the Deck (in case of a Naval ship) of the planned work and location. At sea, no work over the side shall be done by members of the technical party except under the most unusual circumstances, and then, only if the work cannot be performed by a member of the ship's crew. If a member of the technical party must be sent over the side when at sea, prior permission of both the Test Conductor and the ship's Captain or Commanding Officer is required.

Personnel working over the side of the ship, both in port and at sea, shall wear life jackets and safety harness, and shall use appropriate tending lines. The safety harness will be equipped with a shock absorber (if working from a suspended stage, cargo net, or bos'n chair) attached to a "D" ring and a 1/2-inch diameter nylon safety line tended by a man on deck. The line tender must be present at all times. If the work is being performed at sea, a mate must also be present for the entire evolution.

Those personnel granting permission for the work to be done will be informed when it has been completed.

WORKING ALOFT

No person shall go aloft on masts, stacks, or kingposts without first obtaining permission of the Test Conductor. The Test Conductor, prior to granting permission, must inform the ship's Captain, senior mate on board, or the Officer of the Deck (in case of a Naval ship). In addition, he shall ensure that all energized HF and MF radio transmitters have been placed in the standby position, that all energized radar transmitters are placed in the standby position, that power has been secured to all radar antennas, and that controls for these equipments have been marked "SECURED: PERSONNEL ALOFT." If VHF or UHF transmitters are in an active status, the Test Conductor shall ensure that personnel going aloft are informed of the status, number, and locations of all transmitters in use. The engineer on watch shall also be notified so that he does not lift safety valves while personnel are aloft near the stacks. Those personnel granting permission for the work to be done shall be informed when it has been completed.

Personnel going aloft shall abide by the following safety precautions:

• Personnel shall be equipped with a parachute-type safety harness, safety lanyard, working lanyard, and a climber safety device (if a climber safety rail is installed). They should wear properly fitted clothing (not overly loose or baggy).
• In order to keep the lanyard continuously attached to a fixed structure, with a minimum of slack, the attachment point of the lanyard shall be appropriately changed as the work progresses. Care shall be exercised to ensure that the lanyard is not cut, pinched, or pulled over a sharp edge.
• Ensure a good footing and grasp at all times. Keep either the safety or working lanyard secured at all times except when actually ascending or descending.
• Personnel going aloft shall be assisted by another person who will act as a safety observer/line tender.
• The area below the man aloft will be kept clear of all other personnel. All tools and equipments will be secured with preventer lines.

CHAPTER 4. MEDICAL EMERGENCIES AND EVACUATION

ILLNESS AND INJURIES

The Test Conductor and the ship's Captain are responsible for the health and welfare of the technical party and crew, respectively; and both must be prepared to respond to illness and injury at sea. For operations involving large numbers of test personnel (nominally 25 or more), APL usually hires registered nurses (RNs) or emergency medical technicians (EMTs) trained in critical care and assigns them to the participating research platforms. When a nursing professional is embarked, he or she is responsible for monitoring the health of those assigned to the technical party, and is the primary treatment provider in case of illness or injury. The majority of the at-sea tests, however, will not have a nurse embarked; the Test Conductor assumes this responsibility for the technical party. To supplement the Test Conductor's first aid training, JHU/APL can contract with Medical Advisory Systems, Inc. (MAS) to provide assistance, advising treatment or procedures to follow if faced with a significant casualty. MAS provides continuous access to a physician via telephone (including Inmarsat), TELEX, or high-frequency single-side-band (HF-SSB) radio. MAS has access to a variety of physician specialists should conditions warrant.

Contracting with MAS to provide an elevated level of care is strongly recommended for all JHU/APL tests where technical personnel are embarked on civilian research vessels and when operations are to be conducted at least 24 hours transit time away from shore. As part of the test preparation process, the Test Conductor should determine the need for MAS services and, if warranted, initiate a contract action nominally 60 days prior to commencing the test. Approximately 30 days prior to getting underway, the Test Conductor should furnish MAS with particulars of the test so that they may prepare a list of recommended medical supplies and equipment.

For field tests where the technical party is small and operating close to a suitable port, a review of the ship's medical preparedness is still warranted. As part of the test preparation process, the Test Conductor should ensure that the crew has one member trained in First Aid, and that the ship's medical supplies are adequate for the number of personnel embarked and the planned mission.

As an alternative to MAS physician consultation services, the Coast Guard and other international lifesaving agencies are available to provide medical advice through the DH MEDICO program. This free service furnishes medical advice by radio 24 hours every day.

MEDICAL EVACUATION

Should an illness or injury be severe enough that treatment and recovery are not likely at sea, medical evacuation (MEDEVAC) of the person to a properly equipped facility will be necessary. The decision to MEDEVAC an individual is a major one, and most times, adversely impacts test success. However, any delay in making this decision, hoping that the patient's condition might improve, could have serious consequences. If in the course of treatment, a consulting physician, the ship's Captain, or the Test Conductor recommends that the patient be evacuated, the Test Conductor will request that the ship's Captain conduct the evacuation at the earliest possible opportunity. Coordination and conduct of the evacuation, either by helicopter, to another boat, or directly to shore should be completed by the ship's crew.