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Night Operations Learner Guide

Night Operations Learner Guide Version 1


VERSION CONTROL

The record of changes to the Night Operations Learner Guide is outlined below:

Version Number

Author Approved by Date Reason/Comments

1 Brent Manieri / Luke Stigter

Dean Storey May 2011 Initial Development

John Restuccia Dean Storey State Director of Lifesaving Lifesaving Services Manager

Surf Life Saving NSW Surf Life Saving NSW

Date: 13 May 2011 Date: 13 May 2011

Surf Life Saving NSW 2011

Surf Life Saving NSW PO Box 307, Belrose NSW 2085

Ph: (02) 9471 8000; Fax: (02) 9471 8001


CONTENTS

Executive Summary Page 4

Learning Outcomes and Assessment Guidelines................................................................ Page 5

Section 1: Standard Operating Procedure - IRB Night Operations Page 6

Section 2: Team/Service Preparation Page 7

Section 3: Managing Risk Page 8

Section 4: Standard Operating Procedure Emergency Response System Page 11

Section 5: Communications Page 12

Section 6: Navigation Page 13

Section 7: Emergency Service Partners Page 16

Section 8: Equipment Setup Page 17

Section 9: Command & Control Page 19

Section 10: Response Operations Page 21

Section 11: Practical Exercise Page 27 Appendices

1. IRB Night Operations Standard Operating Procedure – LS 6.9

2. Surf Life Saving Night Time Operations Checklist (IRBs)

3. Radio Specifications Standard Operating Procedure – LS 8.4

4. ‘Night Operations Kit’ - Gear & Equipment

5. Practical Exercise - Theory Scenario


Executive Summary A search and rescue response that occurs after sunset and before sunrise can be referred to as ‘night operations’. The expansion of the Surf Rescue Emergency Response System (13SURF) has prompted Surf Life Saving New South Wales to develop procedures and guidelines that will minimise the risk to our members when responding at night. ‘Night Operations’ can be broken down into ‘water based operations (with the IRB)’ and ‘land based operations’. Any Club/Service in New South Wales can participate in ‘Night IRB Operations’ if the following is adhered to:

Club/Service is Branch/State endorsed for night operations.

The Club/Service holds the minimum required equipment.

Appropriate members are available and trained in ‘Night IRB Operations’

Any Club/Service can participate in night (land-based) operations.



Course Purpose This course has been developed to support the training and assessment of SLS personnel that wish to be able to respond to situations at night. Audience To participate in the Night Operations course candidates must have met the prerequisites and be proficient in the Bronze Medallion, Silver Medallion IRB Crewman, Silver Medallion IRB Driver and be a current financial SLS member. Furthermore, club members who have registered an interest to be trained in night operations will need to complete the ‘Support Operations Member Application Form’. Once this form is endorsed by the Branch & State Director of Lifesaving training can then commence. Theory Revision There will be a theory revision paper that every participant will need to work through individually at the end of the training session. Award Successful participants will receive written confirmation from SLSNSW of their endorsement as a certified member in night operations. At this stage, the award is not accredited by SLSA and therefore no award will show on SurfGuard.

Proficiencies Members who are successful in obtaining endorsement to become a Night Operations IRB Operator must ensure that they are proficient in all prerequisites, each year to continue their accreditation. Members who fail to keep their proficiencies each year will be required to complete the Night Operations course once again.


Learning Outcomes At the conclusion of this training workbook participants shall be able to do the following: Theory

Identify and locate the relevant SLSNSW SOPs relating to night operations.

Recognise how to identify and manage risks during night operations.

Understand the capabilities of the Surf Life Saving Emergency Response (13SURF).

Understand how to prepare/operate radios for night operations.

Identify how other vessels will appear at night.

Understand NSW Maritime regulations for night operations.

Understand the challenges of night vision.

Be confident in working alongside emergency services.

Understand where the gear and equipment is located on the IRB, IRB Driver and Crew and why this is the case.

Identify the difference between the Incident Controller and the Incident Commander.

Recognise the difference between an Emergency Operations Centre and a Surf Life Saving Command Post.

Understand what has to be covered by a pre-response briefing.

Understand how to conduct a parallel track line search.

Be confident and recognise how to work alongside helicopter services at night. Practical

Demonstrate a successful gear and equipment set up on the IRB, IRB Driver and Crew

Demonstrate negotiating the surf zone at night and then returning to shore safely.

Conduct a successful search and rescue scenario.


Section 1: Standard Operating Procedure - IRB Night Operations Read and understand the Standard Operating Procedure (SOP) - ‘LS 6.9 IRB Night Operations’. (Appendix 1). The main topics in the SOP include:

Endorsement for IRB Night Operations

Training

Emergency Response Procedure

Response Conditions

Equipment

Night Vision

Actual incident response (missing person never rescued)


Section 2: Team/Service Preparation Night Operation Kits Branch Facilitators will give an update on where the current ‘Night Operation Kits’ will be kept and who has access to them. The Branch or Club can purchase more Night Operation Kits provided they meet the minimum gear and equipment listed in the Standard Operating Procedure.

Example of the ‘Night Operations Kit’


Section 3: Managing Risk Risk Management Risk Management is a systematic method of identifying, analysing, evaluating and treating risks associated with our activities that will enable our Lifesaving Services to minimise injuries and maximise opportunities. Hazard – A hazard is a source of potential harm or a situation with a potential to cause loss. Risks – Are the results of a hazard occurring For instance, an example of a hazard is large waves. The risk is the IRB rolling in these conditions. Risk Evaluation Risks should be evaluated in terms of consequences and likelihood. A methodical method for evaluating risk is useful for many reasons. By using categories and a matrix, risks can be swiftly evaluated to determine the priority for treatment. Below is a suggested model for evaluating risk.

Category Consequence Description/Frequency

1 Catastrophic Fatalities

2 Major Serious injury, such as permanent disability

3 Moderate Medical treatment or time off work

4 Minor Minor injury such as first aid

5 Insignificant No injury

Category Likelihood Description/Frequency

A Almost Certain Is expected to occur in most circumstances

B Likely, has happened Will probably occur in most circumstances

C Possible, could happen Might occur at some time

D Unlikely, not likely Could occur at some time

E Rare, practically impossible May occur only in exceptional circumstances

1. Identify Risks

2. Analyse Risks

3. Evaluate Risks

4. Treat Risks

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Likelihood Consequence

Catastrophic Major Moderate Minor Insignificant

Almost Certain

1 2 4 7 11

Likely 3 5 8 12 16

Possible 6 9 13 17 20

Unlikely 10 14 18 21 23

Rare 15 19 22 24 25

1-6 High Priority, immediate correction required. Consider discontinuing

7-15 Medium Priority, attention needed, correction required

16-25 Low Priority, perhaps acceptable as is

Activity: Split up in pairs and conduct a risk assessment for night operations and in particular

operating the IRB at night. Unique hazards may also occur at a local level. This exercise will get you to start thinking about the risks involved in night operations and what can be done to eliminate / minimise these risks. Below is one example then complete the rest of the table with your own examples.

Hazard Risk Consequence Likelihood Risk Score

Treatment Measure

Darkness

IRB rolling/Crew overboard

Moderate

Possible

13 - Medium Priority

Navigation Training Safety equipment on the IRB Safety equipment on the IRB Driver/Crew


Risk VS Gain Surf Lifesaving Services are responsible for taking whatever action they can to save life at any time and place where their facilities are available and can be effectively used. Nevertheless, there may be a point beyond which lifesaving services are not expected and cannot be justified. Known and inherent risk must be carefully weighed against the mission’s chances for success and the gains to be realised. Lifesaving personnel and equipment shall not be placed at risk, nor the mission attempted, unless lives are known to be at stake and the chances for saving lives are within the capability of the personnel and equipment available. All reasonable action shall be taken to locate distressed personnel, determine their status and bring about their rescue. Prolonged SAR operations after all probability of survival has been exhausted are uneconomical and not warranted. The decision to conduct such operations must be based on probability of detection. Night IRB Risk Assessment Form All Night IRB launches will both need both verbal and written consent. The aim of the ‘Night IRB Risk Assessment Form’ is for in the heat of the moment, the Duty Officer, IRB Driver and Crew to slow down and double check they have everything required to carry out the response. When? The form should be viewed and signed before launching the IRB. Who completes this form? Duty Officer, IRB Driver and Crew must all agree that it is safe to launch. Why should possible risks be considered before launching? The form should remind the Duty Officer, Driver and Crew the types of hazards that need to be considered before launching. What is the content? The form acts as a checklist and notes environmental and operational factors and lists the gear and equipment that will be needed. Where will the forms be kept? The form will be developed into a booklet and should be kept in the night operation kits. If a member is trained in night operations and agrees it is not safe to launch, this person’s opinion will mean a replacement cannot be found. The ‘Night IRB Risk Assessment Checklist’ is referenced as (Appendix 2)

Are you ready to launch?


Section 4: Standard Operating Procedure - Emergency Response System (13SURF) The Surf Rescue Emergency Response System (13SURF) was established in January 2008 and averages 200 callouts per year. Presentation: Understand the Surf Life Saving Emergency Response System (13SURF) presentation.

Emergency Response System: Notification / Tasking Pathway


Section 5: Communications Radio communications will be an integral part of the Night Operations training. Radio communications will provide essential back up for the IRB Driver and Crew whilst performing “in water” operations.

Radio Communication Set-Up

Radios that are used for Night Operations must meet the Radio Specifications outlined in SOP 8.4 (Appendix 3)

Radio will be checked to be fully operational and have sufficient battery charge for an extended period of operation.

The Driver will be equipped with a radio in a sufficient radio harness.

The primary channel for operations will be Channel 1 (Simplex)

The SLS Incident Commander (Duty Officer) will be equipped with one radio with the radio set Push to Talk (PTT) to Channel 1 (Simplex) and set radio then to scan all channels

The IRB Driver will have their radio set to Channel 1 (Simplex)

If it is desired by the SLS Incident Commander and available, the Regional SurfCom Manager may be contacted so that the SurfCom may be opened to provide further assistance if needed.

A SLS radio or a delegated SLS Liaison Officer should be provided to the Incident Controller (Police) so that the Incident Controller may monitor SLS movements.

13SURF should be always updated with any changes or outcomes as soon as possible by the SLS Incident Commander.

Radio Communication Operational Checks

A radio check shall be undertaken by the SLS Incident Commander, IRB Driver and Crew prior to leaving the beach

A radio check shall be conducted between the SLS Incident Commander and IRB Driver and Crew once the IRB team have past the surf zone

A radio welfare check and information update on search patterns, conditions etc. shall be conducted no later than every 4-5 minutes during “in water” operations between the SLS Incident Commander and IRB team

Recommended Call Signs

Call Signs: SLS Incident Commander will take on the Call Sign “Council Name” Duty Officer 10

SLS Sub-Incident Commander will take on the Call Sign “Council Name” Duty Officer 11

IRB will take on Call Sign “Beach Name” IRB

ATV will take on Call Sign “Beach Name” ATV/Mobile

SLS Roving Personnel will take on Call Sign “Beach Name” Roving 1, 2, 3 etc.


Section 6: Navigation Navigation at Night NSW Regulations SLSNSW IRB operations fall under the Marine Safety Act 1998 and The Marine Safety General

Regulation 2010, administered by NSW Maritime. IRB operators need to be aware that they are not

generally exempt from all provisions of the MSA or the Navigation Collision Regulations. Due to the

intricacies of night operations an advanced degree of professionalism and expertise is required.

Are you aware that while operating a vessel at night?

There is greater isolation and difficulties in accurately identifying the position of a person or vessel.

Sound carries immensely over water and can give a clouded judgement of distance.

Background lighting can on the shore disorientate operators.

Not all navigation hazards have lights. Some tips while operating at night:

Undertake a thorough familiarisation of your local area from sea to determine landmarks during both the day and night. Identify prominent buildings, landforms and prominent lights.

Gain advice from Marine Rescue or local contacts if required.

The speed of travel should be much less than that travelled by day.

Keep an extra good lookout. Note: Bigger ships have greater difficulty in stopping, altering course and seeing ahead.

Navigation – Vessel Lights The following is how different types of vessels will appear at night. 1. A power vessel underway

From ahead From Astern


From port (left) side From starboard (right) side 2. A vessel at anchor

3. Vessel Under Sail

From ahead From astern Night Vision


It is important to maintain your night vision, especially for the driver. It takes approximately 30 minutes to obtain optimum night vision. When operating a search light, do not shine it into the boat, as it will destroy night vision. Hold it on the outside of the boat before turning it on. Do not shine onto the water close to the boat as it will also reflect. The light should not be directed forward further than the 2 o’clock and 10 o’clock positions as it will affect the driver’s night vision. It is unsafe to navigate a boat with lights illuminating the water directly ahead because it will deprive you and other boat operators of night vision. Spotlights can be used to identify specific hazards, but this should only be done when operating at a very slow speed and without affecting other waterway users.

Section 7: Emergency Service Partners


Emergency Services The types of emergency services you may work with include:

Police

Water Police

Police Helicopters

Helicopter Services (other)

Marine Rescue

Ambulance

SES

Lifeguards How to work alongside / communicate with Emergency Services Below are some tips on how to work with Emergency Services The first thing to do is to appoint a Liaison Officer. In many cases this may be the SLS Duty Officer/Incident Commander on-site. This Liaison Officer will then have the following roles:

Be clear on how our surf rescue assets can assist

Act professionally

Clear communication (SITREPS, Estimated Time of Arrival)

Maroubra Lifesaver working alongside Police on Australia Day, 2011

Section 8: Equipment Set Up


Night Operations Kit Overview Each Night Operations Kit will have the following items as a minimum standard to conduct night IRB operations:

1 x Pelican Case (or similar) with Night Operations Kit clearly marked

1 x EPIRB

2 x Radios

2 x Type 2 PFD’s

Mountable Navigation Lights (Port, Starboard, All-Round White)

2 x Waterproof Headlamps/Torches

1 x Waterproof Torch for Beach

2 x Beach Navigation Markers

2 x Personal Strobe Lights

1 x Set of ‘Mini Flares’

1 x V Sheet

25 x Cable Ties

1 x Shears

6 x Cyalume Sticks (White, Red, Green) (Appendix 4) IRB Crew Set Up Both the driver and crewman shall be set up in the following manner as a minimum standard: Driver

1 x Type 2 PFD

1 x Personal Strobe

1 x Radio

1 x Waterproof Headlamp/Torch

1 x Set of ‘Mini Flares’

1 x EPIRB

1 x Outboard Lanyard Crewman

1 x Type 2 PFD

1 x Personal Strobe

1 x Waterproof Headlamp/Torch

1 x Outboard Lanyard (If available)


Driver and Crew set up and fully operational IRB Set Up The IRB should be set up the following way:

Port and starboard navigation lights attached using cable ties to the eyelets that the full length grab rope is attached to and housed in neoprene cones

All-round white light attached to motor cowling and secured

2 x White cyalume sticks attached to the eyelets on the transom

V-Sheet should be placed in bow storage area in IRB

2-4 x Red and green cyalume sticks should be placed in bow storage area in IRB or in IRB Team’s Lifejackets

Bow view showing all-round white light and navigation lights


Section 9: Command & Control Incident Controller v Incident Commander An Incident Controller is the person who oversees the entire operation. An Incident Controller will be the Senior Police Officer who is on scene. An Incident Controller controls “the overall co-ordination of multiple agencies. Control operates horizontally across all agencies, organisations, functions and individuals.” The SLS Incident Commander will usually be the Duty Officer who will command the SLS personnel on the scene. An Incident Commander commands “the direction of members and resources of an organisation in the performance of the organisation’s role and tasks”. The Incident Commander will be the liaison to the Incident Controller and provide the Incident Controller with all the relevant information required.

Emergency Operations Centre (EOC)

An Emergency Operations Centre is an area established at a location (on occasion) level by the Incident Controller (Police). It is a centre of communication and a centre for the control of operations and/or coordination of support during an emergency between all agencies.

Emergency Operations Centre Example SLS Command Post A Command Post is the location from which an Individual Agency/Organisation establishes a point of

command for their resources at the Incident Site.

The SLS Command Post will be the central area from which all SLS resources are tasked and return to. This will normally be stationed on the beach above the high tide mark. The area should be marked out with cones if available to signify the perimeter so that any onlookers aren’t walking through


SLSC Command Post Example


Section 10: Response Operations Pre-Response Briefing

A Pre-response Briefing should include the following topics and is to be undertaken by the SLS Incident Commander (Duty Officer) prior to any search and rescue being undertaken. 1) Introduction – All SLS personnel should be introduced to each other to ensure that all SLS personnel know who they are working alongside. 2) SITREP – The SITREP will include details of what happened, who is being searched for etc. 3) Resources Available – All SLS resources should be made known to both the SLS personnel involved in the search and also the Police Incident Controller. 4) Response Plan – This will be broken down into two separate sections (Land based and In-Water based operations).

a) Land based operations will focus on:

The location of the SLS Command Post – Where all SLS personnel will leave from/return to

Equipment to be used in the search – e.g. ATV, Torches, Radios etc.

Call Signs to be used by SLS personnel (& other agencies)

Land-based Mission – What to do, timing of search, what will happen when complete etc.

Hazards / risks N.B. A land based search can take place in conjunction with the IRB or if no IRB resources are available.

b) In-Water operations will focus on:

The location of the SLS Command Post – Where all SLS personnel will leave from/return to

Equipment to be used in the search – e.g. ATV, Torches, Radios etc.

Call Signs to be used by SLS personnel (& other agencies)

Mission – What to do, timing of search, what will happen when complete etc.

In-Water Hazards - Are there any Reefs, Headlands, Sea Weed Beds in/around the outlined search area

Search Parameters – How far North/South will the search operate, how far offshore will the search operate, which areas aren’t to be entered etc.

Off-limits areas

N.B. The IRB’s can only operate within line of sight of the SLS Incident Commander or SLS personnel that have been assigned the task of ‘Spotter’. They should not place themselves at risk by not being able to view the command post and/or radio contact. 4) Contingency Plan

a) What will be the contingency plan if the IRB rolls over or is unable to be contacted?


b) What will be the contingency plan if the patient is found? Search and Rescue (SAR) When conducting a SAR response at night the same measures should be taken as would occur during a day SAR response. After analysing the information available, the SLS Incident Commander and IRB team/s should try to establish a search area within which the missing casualty or craft is likely located, taking into consideration estimated drift and prevailing conditions. When deciding which search patterns are to be used at night the following limitations should be taken into account:

Low Visibility

Poor Judgement of Distance

Surf Zone

Rocks/hazards The search pattern that is recommended for night time SAR is the parallel track line search. This search method is the easiest and most thorough when operating at night. Figure 1: Parallel Track Line Search Example Once a search pattern is established the following principles should be considered to gauge the distance between each leg of the search pattern:

The number of patient/s and/or objects: o Patient/s in water o Patient/s on capsized craft o Patient/s in disabled craft

The sea and other weather conditions including waves, current and wind. One of the most difficult problems encountered in night operations is judging distances. Invariably you will underestimate the distance to an object. Once the patient/object is spotted it is important to not look away until the IRB has moved alongside the patient/object. Practical Exercise: Theory Scenario (Appendix 5)

Direction of Wind and Current

Last known Position of Swimmer Beach


Working with Helicopters When undertaking search and rescue operations, helicopter services such as the Westpac Life Saver Rescue Helicopter, the Police Helicopter and the Ambulance Helicopter may be tasked to assist. It is important that SLS personnel are aware of the following when working with helicopters, particular during night operations:

Operations over Water

Setting Up Landing Zones and being aware of Safety Issues

Radio Call Signs/Channels – Channel 1 (Simplex - or as designated) The SLS Incident Commander is to contact the State Duty Officer, via 13SURF to request the tasking of a helicopter. Rescue Helicopters in NSW

Callsign Location Provider

Lifesaver 4 Queensland border to South West Rocks

Westpac Life Saver, Northern Region

Lifesaver 2 Second aircraft at Lismore, northern NSW Westpac Life Saver, Northern Region

Westpac 1 Hunter Region Westpac Rescue, Hunter Region

Westpac 2 Hunter Region Westpac Rescue, Hunter Region

Westpac 3 Tamworth. May be tasked to Port Macquarie region

Westpac Rescue, Hunter Region

Westpac 4 Tamworth Westpac Rescue, Hunter Region

Lifesaver 1 Central Coast to Victorian border Westpac Life Saver, Southern Region

Lifesaver 3 South Coast, based at Moruya Airport Also is back-up aircraft for Sydney

Westpac Life Saver, Southern Region

Rescue 21 Ambulance Helicopters based at Orange CHC Helicopters on behalf of Ambulance Service of NSW

Rescue 22 Rescue 23 Rescue 24

Ambulance Helicopters based at Bankstown

CHC Helicopters on behalf of Ambulance Service of NSW

Rescue 26 Ambulance Helicopter based at Albion Park CHC Helicopters on behalf of Ambulance Service of NSW

Careflight 1 or HIRT 1

Head Injury Response Team based at Westmead Hospital, Sydney

Careflight

Polair 1 – 7, Bankstown Airport NSW Police Force

Working Safely Around Helicopters If you are working with helicopter at any time, it is important to follow these directions:

If not directly involved with the helicopter, stay well clear of the helicopter approach, landing and departure areas.

Either the SLS Incident Commander or a person delegated by them to act as the Landing Zone (LZ) controller shall control all LZ operations.

All communications with the helicopter from SLS regarding landing should go through one person, preferably the SLS Incident Commander or the landing zone delegated LZ Controller.


Prior to arrival of the aircraft, the SLS Incident Commander is to ensure that the helicopter approach, landing and departure areas are clear of all people, rubbish and animals.

Unless asked to do so, do not approach helicopter.

Any approach to the helicopter is always done from the front of the aircraft. Never approach the aircraft from the rear.

If asked to approach a helicopter, look forward and make contact with a crew-person who will advise you on how to approach the helicopter. Usually you will be escorted by a crew-person.

If you are approaching the helicopter without an escort, always look at the pilot and indicate your intent through a “thumbs-up” signal. The signal is given to the side of your body, not to the front of your body. If the pilot is happy for you to approach, they will return the “thumbs-up” signal.

Do not approach the helicopter until the pilot has acknowledged your signal.

Remember, the helicopter will cause a loud noise and downwash. Protect your ears and eyes and remain calm and vigilant. Many people become excited on a helicopter’s arrival and need to be controlled and kept well away.

The LZ must be cleared of all loose items. At night, very important points to remember are:

DO NOT take any form of “flash” photography of the helicopter or the crew. The flash affects the night vision capabilities of the crew, particularly the pilot.

DO NOT use any form of strobe lighting whilst the helicopter is on approach. Strobe lights may be used to identify a landing area but they are to be turned off after identification is confirmed by helicopter crews. Strobe lighting includes the flashing lights of emergency vehicles.

DO NOT shine any lights directly at the approaching/landing helicopter.


Helicopter Landing Zone Set-Up and Safety Zone If you are asked to set up a Helicopter Landing Zone (HLZ), the following points must be remembered:

The HLZ should be 30 metres on each side, free of any overhead or ground obstacles.

At night, the HLZ should be extended to 50 metres on each side.

All overhead wires or other obstacles that might be in the approach path of the helicopter should be identified and the helicopter crew are to be advised of these obstacles.

The helicopter will almost always land facing into the wind. At night the approach path should be lit by the headlights of vehicles. The vehicles face into the wind – the same direction that the helicopter will approach.

DO NOT shine headlights, torches, spotlights towards an approaching helicopter. The following diagram will assist with setting up a HLZ:

Helicopters Operations over Water When working with a helicopter over water the following rules need to be adhered to:

Remain in view of the aircraft at all times

Remain away from under the aircraft and rescue site when Helicopter is winching. Be very aware of down-wash from the rotors.

If providing a hover reference for the aircraft the following should be followed: o Remain 20 – 30 metres away, at a 2 o’clock position from the front of the aircraft o Maintain a line of sight with the pilot o Monitor radio but maintain radio silence unless urgent

Stay clear of any winch cable/ropes hanging under the helicopter (in-water)

At night, do not shine your torches at the helicopter


Section 11: Practical Exercises Night IRB training will be conducted over two nights. The first night of training will include:

A demonstration of where gear and equipment is positioned on the IRB

Trainees then practice what they have just learnt

Look over the Risk Assessment Checklist

Radio communication

Trainees then practice driving in flat surf conditions - on a bay, lake or river The second night of training will include:

Setting up the IRB

Navigating the surf zone at night

The ‘Risk Assessment Checklist’

Radio communication

Practicing line searches

Practicing coming back to land

Mock Rescue – From the time you receive the emergency call until the time you bring the patient back to shore. (a test dummy can be used)

Working with other resources e.g. offshore boat and helicopter Reminder: When responding to an incident the objective is to be efficient, but do not rush and forget training.

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