FY2003 SAFETY REPORT

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FY-2003 SAFETY REPORT
FOR MARITIME OPERATIONAL FORCES CUTTERS,
CUTTER BOATS, SHORE-BASED BOATS, AND MARINE
SAFETY UNITS Commandant (G-WKS-4) Afloat Safety
Division
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TABLE OF CONTENTS
Why This Report? pg 3 Message from Chief of
Afloat Marine Safety pg
4 Cutters pg 5 Cutter-based Boats pg
11 Shore-Based Boats pg 12 Marine Safety
Activities pg 17 Team Coordination Training
(TCT) pg 20 History of Afloat Class AB
Mishaps pg 23 Common Mishap Discrepancies pg
25 Contact Info pg 26
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COAST GUARD
CUTTERS CUTTER-BASED BOATS
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Coast Guard Cutter Operational Mishaps
This graph depicts the major (Class A-C)
operational mishaps reported by our cutter fleet
from FY99 to FY03. Excluded from this graph are
mishaps that took place while off duty (such as
sports-related and motor vehicle injuries) and
mishaps that occurred outside of the shipboard
environment. The number of mishaps remained
relatively steady when compared against FY02.
However, given the increased reporting and filing
due to implementation of the E-Mishap system and
continued high levels of resource hours, the
real mishap rate effectively decreased.
However, the continued high numbers of mishaps
should serve as a reminder to consistently use
operational risk management while working in the
marine environment.
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Number of Cutter Mishaps by Type
The above graph compares the number of reported
Class A-D Marine mishaps by cutter type. As
expected the platforms with the most operational
hours tend to have the most mishaps.. Below,
the marine mishaps are computed per 100,000
resource hours for cutter types for FY02 and
FY03. Significant increases in rates were seen
for 210s, WAGBs, WLIs, WLICs and WTGBs. In
the cases of WAGBs and WLIs, relatively low
resource hours increase the impact of individual
mishaps on the rate. Several platforms had
noticeable decreases in their mishap rates.
Those include WHECs, 270s, 110s, WLBs and
WLMs. Overall, there was a 13 reduction from
FY02 in the overall mishap rate for cutters.
Cutter MARINE Mishap Rates by Type
(per 100,000 Resource Hours)
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Types of Cutter Mishaps
What types of mishaps are occurring? This graph
details the types of mishaps our cutters and
crews are experiencing. For the third
consecutive year, equipment mishaps (fouled
screws, etc.), fires, collisions (both with fixed
and floating objects), and falls occur most
often. In FY03, the Main Space Fire Doctrine was
set 29 times.
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Cutter MARINE Mishap Rates By MISSION (per
100,000 Resource Hours)
Looking at the mishap rates related to the most
common mission areas for cutters, we see that
although there was an overall decrease, there
were noticeable increases in the mishap rate for
all but ELT with the most noticeable a 29 point
increase in the rate for Ice Operations. In
addition to the missions you see above, 89
mishaps took place during Maintenance and Repair
(MR) periods, in ports away from homeport and at
homeport. These are not computed as rates since
there are no resource hours reported for MR.
This is a 25 increase from 71 mishaps a year
ago. An increased focus needs to be placed on
safety issues during these down times. Just
because you are not in an operational environment
does not mean that you are free from the hazards
associated with working onboard a ship. ORM
needs to be used whether underway or while
conducting maintenance.
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Causal Factors to Cutter Mishaps
70 of cutter mishaps are due to human error.
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Cutter-Based Boat Mishaps
The above graph is a comparison of cutter boats
for FY99 through FY03 Below, the mishaps are
broken down into various types for the last
five years. There were significant increases in
PIWs, Groundings, and Injuries.
Cutter-Based Boat Mishaps by TYPE
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SHORE-BASED
BOATS
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Number of Shore-Based Boat Operational Mishaps
The above graph depicts (Class A-C) mishaps
associated with Shore-based boat operations from
FY99 to FY03. The trend upwards in Class Cs
continued in FY03. A closer look at the data
reveals that many of these mishaps were
groundings and PIWs that were not reported in
previous years but are now due to the ease of
using E-mishap. This does not alone account for
the rise in mishaps. Other suspected factors are
the increased operational tempo over the past two
years creating stress and fatigue as well as the
transition to new boat types. Extracting
meaningful trends regarding the impact of
transitions is difficult due to the wide variance
between platforms, mishaps, and operational hours
over the three year period.
Boat Mishap Rate per 100,000 Resource Hours
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Boat Mishap Rates by MISSION
(per
100,000 Resource Hours)
Above is a comparison of the mishap rates for the
three most significant mission areas for shore
boats over a period of four years. There was a
significant increase in all three categories for
FY03. Below is a look at the types and numbers
of mishaps occurring. Although collisions and
equipment damage account for the largest
increase, groundings, injury, and overboards also
increased.
Boat Mishaps by Mishap Types
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Overboard/PIW Mishaps by Boat Type
The above graph depicts the number of mishaps in
which personnel unintentionally entered the water
by type of platform. UTLs continue to be the
leading asset in this category though the largest
increase was in TPSBs.
Causal Factors to Boat Mishaps
69 of the boat mishaps are due to human error.
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Overboard/PIW Mishaps by Boat Type
The above graph depicts the number of mishaps in
which personnel unintentionally enter the water
by type of platform. Overall, the rates this
type of mishap occurring on a non-standard boat
was almost equivalent to that for standard
boats. This is an improvement over FY01 the
rate was two times higher for NSBs.
Causal Factors to Boat Mishaps
69 of boat mishaps are due to human factors!
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MARINE SAFETY
ACTIVITIES
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Marine Safety Mishaps On and Off Duty
We have seen a steady increase in MISHAPs
reported from Marine Safety units throughout the
past 4 years. This increase is believed to be
the result of several factors. First is that
reporting MISHAPs has become easier with the
launch of the e-mishap system. More importantly
the past 4 years have seen a change in missions
throughout the Marine Safety field. This is
observed through the steady increase in
vessel-related MISHAPs. The final cause of an
increase is the larger number of Activities, and
combined Operational/Marine Safety commands.
This has, coupled with the increased number of
personnel assigned to Marine Safety Units, has
increased the population reporting MISHAPs from a
Marine Safety Unit. While these factors
explain the trend of increased MISHAPs a
continued focus on safety at Marine Safety units
is needed. The modification of the SOHC course
and familiarity with new and emerging missions
should help stem this trend. Both Class A
MISHAPs were off-duty motor vehicle accidents.
It is important to note that while we take many
precautions during working hours, and recognized
many of the work-place hazards, it is far too
often the after hours activities that can put us
at increased risk of injury. Both Class B
MISHAPs occurred on-duty. FY 2002s was a
warehouse incident that occurred at a Group/MSO.
This is an example of how combining units has
increased the number of MISHAPs reported for
marine safety units. The FY 2003 MISHAP
occurred during a vessel inspection and is a good
case to briefly explore A 42-year-old Marine
Inspector (MI) was completing an inspection of a
hull insert. As the inspector was departing the
vessels engine room, the MI slipped on the
ladder way hyper-extending the right elbow,
ultimately resulting in a permanent partial
disability. The extent of the injury was not
immediately recognized, the inspection was
completed and MI did not report the incident
until the pain and swelling increased throughout
the rest of the day. This case is a good example
of how the most routine tasks can be dangerous.
Please take time to think about your safety and
consider the safe-work-practices for all of your
activities, both on and off-duty.
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Marine Safety Safety Initiatives The Marine
Safety Specialist position within G-WKS-4 has
recently changed. The new Industrial Hygienist
is LT Tom Olenchock. He may be contacted by
email at tolenchock_at_comdt.uscg.mil or by phone at
202-267-2969. PPE In FY03 all units should have
received Oxygen GasAlertClips the next
generation of the Toxyclips and 4-gas monitors
called GasAlertMicros replacement for the Scot
105. Some units also received specific Hydrogen
Sulfide (H2S) GasAlertClips as well. This
equipment will continue to be restocked at the
unit level by HQ. Additionally, EEBAs have been
replaced with Ocenco M20.2b Emergency Escape
Breathing Devices (EEBDs). All of this equipment
has been provided for entry into confined spaces,
vessel boarding/inspections, and emergency
response activities. Emergency Response
(HAZWOPER) Training We continue to train
roughly 150 unit level trainers to provide First
Responder Operations (FRO) and First Responder
Awareness (FRA) training to all units in their
area. With the release of COMDINST 3400.3, there
has been a marked increase in units requesting
this training. We are also in the process of
finalizing the Weapons of Mass Destruction (WMD)
FRA training curriculum. THANKS to the many
current trainers for helping set the methodology
and content of this training block. Other
Current Initiatives Some other current efforts
underway include the revising of Safety and
Occupational Health Coordinator (SOHC) course
material this should be completed for the first
course in July of 2004. A database has been
created to store unit-level Safe Work Practices
and we are currently populating it with a planned
availability of Fall 04.
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TEAM COORDINATION TRAINING (TCT) FY-2003 was an
extremely challenging but highly successful TCT
year. In comparison to FY-2002, the total
number of actively engaged TCT Facilitators
jumped from 69 to 127. More importantly, the
total number of students (Active Duty,
Auxiliarists, and Reservists) receiving
unit-level, exportable TCT increased from 6,991
to 8,225 and the average cost per student
decreased from 18.68 to 14.10 per student.
TCT continues to be integrated throughout the
Coast Guard workforce. On page 4 of the 2003
Winter Edition, Vol. 30 of The Navigator, the
official magazine of the United States Coast
Guard Auxiliary, the principles of TCT and good
seamanship helped save the day, and everybody
went home safely. This story had a great
ending! We all want our people to make it home
safely after each day performing their duty in
support of the various Coast Guard missions,
including homeland security. The
performance of TCT Facilitators, TCT District
Administrators, TRACEN Petaluma Instructional
Systems School staff, USCG Academy Command and
Operations School staff, and the Training Quota
Management Center (TQC) was extraordinary in
FY-2003! It has been my pleasure working with
everyone throughout FY-2003. LCDR Kathryn L.
Oakley
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FY-2003 TCT STATISTICS      Total number of
students receiving TCT Resident Training
143 45 TCT-Group Operations (Course
Code 500687) 67 TCT-Cutter Operations
(Course Code 500686) 31 TCT-Facilitator
Training (Course Code 500688)     Total number
of students receiving Exportable, TCT Unit-Level
Training (Course Code 500834) (as reported
by District TCT Administrators and
LANT/PAC Area Training Teams)
8,225       Total number of active district TCT
Facilitators (does not include LANT/PAC
AREA Training Team instructors) 127    
Exportable, TCT unit-level training program
average cost per student/quota 14.10
which keeps it very competitive for
training dollars as it optimizes
performance at the lowest cost per quota of any
AFC-56 funded training  
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In accordance with Team Coordination Team (TCT),
COMDTINST 1541.1, all requests for exportable,
TCT-unit level training (500834) shall be
forwarded to the cognizant District TCT
Administrator and/or coordinated through the
appropriate Auxiliary division captains for
Auxiliary TCT. Current (as of 19 April 2004)
District TCT Administrators (and work phone
numbers) are listed below for reference D1(reserv
e) CDR S. Tarantino [phone] D5(oax)
CWO J. C. Baker [phone] D7(oax)
CWO R. Flynn [phone] D8(oax) CWO J.
Temple [phone] D9(cc) LTJG C. M.
Pasciuto [phone] D11(osr) BMC S.
Tierney [phone] D13(cc) LT C. J.
Cunningham [phone] D14(osr) LCDR J.
Janszen [phone] D17(oan) MCPO D.
Coffman [phone] Other helpful
information    COMDT TCT Program Manager
CWO Josh Henley Jhenley_at_comdt.uscg.mil (202)
267-2964 or

1-800-842-8740, Ext. 72964     Afloat Marine
Safety Division (G-WKS-4) / TCT/ORM web site
http//www.uscg.mil/hq/G-W/g-wk/g-wks/g-wks-4/
index.htm    Office of Boat Forces (G-OCS) Boat
Forces Newsletter web site
http//cgweb.comdt.uscg.mil/g-ocs/BFN20home.htm  
   Training Quota Management Center (TQC) web
site http//www.uscg.mil/hq/tqc    Coast
Guard Institute (CGI) web site
http//www.uscg.mil.hq/cgi
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