AnIIMSSelfHelpGuide

WhatAMarineSurveyorNeedsToKnowAbout

WorkinginEnclosedSpaces

byAdamAllanandCaptMichaelLloyd

1stEdition

PublishedbytheInternationalInstituteofMarineSurveying

FirstpublishedSeptember2015bytheINTERNATIONALINSTITUTEOFMARINESURVEYING

MurrillsHouse,48EastStreet,Portchester,Hampshire,PO169XS,UK

www.iims.org.uk

Copyright2015©InternationalInstituteofMarineSurveying

ISBN978-1-911058-00-7

IIMSPUBLICATION

Itemnumber:IIMS-00-7

Allrightsreserved.Nopartofthispublicationmaybereproduced,storedinaretrievalsystemortransmittedinanyformorbyanymeanselectronic,mechanical,photographic,recordedorotherwise,withoutthepriorwrittenpermissionofthepublisher,InternationalInstituteofMarineSurveying.

Althoughtheauthor(s)andpublisherhavemadeeveryefforttoensurethattheinformationinthisbookwascorrectatthetimeofgoingtopress,theauthorandthepublisherdonotassumeandherebydisclaimanyliabilitytoanypartyforanyloss,damage,ordisruptioncausedbyerrorsoromissions,whethersucherrors,oromissionsresultfromnegligence,accident,oranyothercause.Theauthor’sviewsarenotnecessarilythoseofthepublisher.

FrontcoverphotoprovidedbyMinesRescueMarine

ABOUTIIMSTheInternationalInstituteofMarineSurveying(IIMS)isanindependent,non-politicalorganisationpromotingtheprofessionalism,recognitionandtrainingofmarinesurveyorsworldwide.

TheIIMSdefinesmarinesurveyingas:“Theserviceprovidedtomaritimeandtransportorganisationsingeneralandtheproductionofguidancereportsforallotherbodiesconnectedwithmaritimeoperationsormaritimetrade”.

TheIIMSistheprofessionalbodyformarinesurveyorsandhasaworldwidemembershipofaround1,000individualsinover90countries.ItisthelargestorganisationofitskindandseekstorepresentitsindustrytogovernmentandnongovernmentalorganisationssuchastheInternationalMarineOrganisation(IMO),Coastguards,insurancecompaniesandshipowners.

TheIIMSprovidesarangeofservicestoitsmembers,alliedorganisationsandtothewidershippingandboatingworld,including:

MaintainingacomprehensivedatabaseofqualifiedmarinesurveyorsProfessionaltrainingcoursesformarinesurveyorsAdistancelearningeducationprogrammeinmarinesurveyingTheReport,aquarterlypublicationhighlightingkeymarinesurveyingtopicsandnewsConferencesandmeetingsinternationallyprovidingaplaceforthemarinesurveyingindustrytomeetActingasanMCAapprovedvesselcodingauthoritydulyauthorisedbytheMaritime&CoastguardAgency

www.iims.org.uk

CONTENTS

FOREWORDS

PREFACE

Chapter1.MARINEENCLOSEDSPACES

1.1CataloguingandCategorisingEnclosedSpaces

1.2ActionsPriortoanEnclosedSpaceEntry

1.3EntryGuardian

1.4ActionsDuringEnclosedSpaceEntry

1.5ActionsfollowingEnclosedSpaceEntry

1.6ActionintheEventofanEmergency

1.7EnclosedSpaceBox

Chapter2.ENCLOSEDSPACECULTURE

2.1TheMeaningof‘ASafetyCulture’withintheShippingIndustry

2.2ChangingCulturalAttitudesandPractices

2.3ReportingandRecording

Chapter3.DESIGNFEATURESASSOCIATEDWITHENCLOSEDSPACES

CaseStudy1

CaseStudy2

CaseStudy3

3.1DesignFactors

3.1.1AdequacyandQualityofRespirableAir

3.1.2SuitableandSufficientLighting

3.1.3EaseofAccess

3.1.4EaseofMovementWithintheSpace

3.1.5TheAbilitytoUndertakeRescueOperations

Chapter4.ENCLOSEDSPACEEQUIPMENT

4.1PersonalProtectiveEquipment(PPE)

4.2EnclosedSpace‘Entry’Equipment

4.3EnclosedSpace‘Rescue’Equipment

Chapter5.ENCLOSEDSPACETRAINING

5.1TrainingCourses

5.2TheMarineSurveyor’sCourse

Chapter6.RESPONSIBILITIES

6.1TheHSEandMCAMemorandumofUnderstanding

6.2LegalCaseStudies

6.3DefiningResponsibilities

Chapter7.OXYGENANDDANGEROUSGASES

7.1EffectsofOxygenDepletion(examples)

7.2SafetyAlarms

7.3EffectsofOtherGases

7.4BallastWaterTreatments

7.5GasBubbleMorphologyinMudandSediments

Chapter8.THEENCLOSEDSPACEMANAGEMENTSYSTEM

8.1Methodology

CONCLUSION:KeepTheSurveyorSafe

ABOUTTHEAUTHORS

FOREWORDS

This book has been produced byMines RescueMarine (MRM) at the request of theInternational Institute of Marine Surveying. It serves as a technical reference forSurveyor personnel involved in entering enclosed spaces on ships for inspectionpurposes. I am confident that it will provide invaluable help for them to fullyappreciate the potential hazards that an enclosed spacemay contain, or thatmight begeneratedbyaninadequateentryprocedure.

Theapparentlysimpleoperation,toenter,inspectand/orundertakeworkinanenclosedspace, requires consideration of all available information relating to the space. Thismight be physical parameters, or procedural in the form of ship’s rules, companyguidance and details of a readily available emergency response. The professionalmanner inwhich this information isassimilatedandassessedby theSurveyorprior tohim attempting entry will reduce considerably the risk of the unexpected and avoidcatastrophe!

Theadviceandguidancecontainedhere isbasedupon theconsiderableexperienceofMRM personnel operating and training others to work in such spaces in variousindustries. Equipmentandtechniquesoutlinedherehavebeenwell triedandtestedinreal applications. Fatal accidents arising from work in enclosed spaces on shipscontinuetooccuralltoofrequently.Donotletthishappentoyourself.Ifinanydoubt,thereareothersavailablewhocanprovideadvicetoensureyoursafety.

DrBarrieJonesCBEFIMMMCEng

ChiefOperatingOfficer/Director

MinesRescueServiceLtd

IndedicationtoNicholasJ.Wesén

MynameisMartineL.Wesén.Iam47andwidowed.Iknowfrompersonalexperiencethatworkinginconfinedandenclosedspacescankill.On22January2014,myhusbandNicholas losthis life to‘mechanicalpositionalasphyxiation’ insuchaspace. Hewasdescalinga smallvoidof rustonboardouryacht, togetherwithacolleague,whenhebecamemechanicallyfastenedwithinthevoid.Itwasaslowdrawnoutdeathdescribedingraphicandconfrontingdetailina17pageautopsyreportfromthecoroner.

NicholaswaseducatedasaChiefEngineer,ControllerataPowerStation,IndependentMarine Surveyor, Class Surveyor and lastly a Government Surveyor. Through histraining in working in confined and enclosed spaces he was considered proficient inunderstandingthedangersinvolvedwiththeseworks.

Icannotdescribemydisbeliefandsubsequentgriefwhenhewaspronounceddeadbythe attending ambulance officer as I held his lifeless body in my arms to say a lastgoodbye.IknowIamnotaloneinlosingalovedonethroughthesetragicpreventablecircumstances.

MytraininginworkinginenclosedandconfinedspacesissimilartothatofNicholas.Forthepastfiveyears,asaMarineSurveyAdministrator,Ihavebeeninchargeofallconfined and enclosed space works for a fleet of twenty eight vessels including,dredges,barges,tugs,constructionvesselsandsmallworkboats.

I nowbelieve that training onwhat constitutes a confined or enclosed space, and thehazardsandprecautionsnecessarywhenworkinginthesesspaces,isinneedofreview.Currentdefinitionsareclearlynotenough.

Thecontentofthisbook,Ihope,willsavethelifeofotherpotentialvictimsandpreventtheirlovedonesfromenduringthepainoflosingtheonetheylove.

MartineL.Wesén

PREFACE

Many years ago, fire was the biggest cause of death and injury at sea. Eventually,through legislation, compulsory training & equipment, and improvements to shipdesign,casualtynumbersweredrasticallyreduced.

Fire is, of course, a potentially serious on-going problem and it is essential that suchsafeguards are in place, but you can see it, you can feel it, and to a certain extentdependant on the fire, there is an element of time to dealwith it, especiallywith thecompulsory training andmodern equipment, both automated andmanual, available totheships.

Butwhataboutenclosedspaces?

Whilemanyaccidentsinenclosedspacesarecausedbyavarietyofreasons,thebiggestkiller,byfar,isthelackofbreathableair.Thiscan’tbeseen,rarelydetectedbysmell,andneverfeltuntilitistoolate.Ifthelackissevere,onesecondyouarealive,thenextunconsciousanddead.AlwaysbeawarethatanOxygendeficientatmosphereisdeadlyandcanexistinanyspace,eveninthosethataresupposedtobe‘safe’.

It is nowamatter of record that enclosed spaces causemore incidents, accidents andfatalitiesthananyothersingleissueassociatedwiththemarinesector.Theseaccidentsandsubsequentfatalitiesarepredominantlytheresultofpeopleentering,workinginorironicallyattemptingrescuefromthosespaces.Thisunacceptablesituationisnolongertolerable and concerted efforts to address the safety aspects of entry and rescue fromthese spacesarecurrentlyunderway.The first step toward this changeprocessbeganwith the identification and acceptance that a problem exists. Many reputableorganisationshavewrittenaboutthesituationandsuggestedpotentialsolutionsbutuntillegislation is enacted governing purposeful training and dedicated equipment, theproblemsandaccidentswillcontinue,withmostofthemfatal.Ifanything,thenumbersoffatalitiesattributedtoenclosedspacesare increasingnot just to thosewhoworkonthe ship, but also those who board in the various ports such as stevedores, repair ormaintenancecontractorsandsurveyors.

Of all thosewho board a ship forwork in enclosed spaces it is the surveyorwho is

mostatrisk.Underthepresentprevailingsystemsonalmostallships,theyaretotallyrelianton theship’sstaffhavingcorrectlyprepared thespace,carriedoutall relevantgasandoxygentests,completedtheriskassessmentandworkpermitprocedure(whichincludesasafesystemofwork)andprovideawell-trainedrescueteamwiththecorrectenclosedspaceequipmentincaseanemergencysituationdevelops.

Veryfewshipsorcompanies,regardlessoftheirnamesorclaims,haveallthese.

There is as yet, no requirement for specific enclosed space rescue training and norequirement for enclosed space rescue equipment. Instead, all too often the surveyorboardsshipswithlittleknowledgeofthespacetobeentered,inadequatePPEandtotalrelianceontheshipsentryandrescueproceduresbeingeffectivelyimplemented.Suchasituationasthisdemandsthat,asaminimum,allsurveyorsshouldbeabletorecognisethepotentialdangers facing themandmake theirowndynamic riskassessmentof thespacepriortoentry.

Thisbookisintendedtoassistasurveyorinmakingsuchanassessmentandprovideaguidetothevarioussituationsthatmaybefacedwithwhenenteringanenclosedspaceonashipormarineplatform.

Chapter1.MARINEENCLOSEDSPACES

For clarity: The shore uses the term ‘confined space’ while the sea uses the term‘enclosedspace’,forthepurposesofthisbook,whilstthereisasemanticdifference,allreferencesmadewillbetoan‘enclosedspace’.

It isgenerallyaccepted that thedefinitionof ‘anenclosedspace’ isaspacewhichhaslimited openings for entry and exit and is not intended for continuous workeroccupancy.

Thisinevitablyleadsto:

InadequateventilationPoorlightingHazardousobstaclespreventingeaseofmovementLimitedaccessforentryandrescue

1.1CataloguingandCategorisingEnclosedSpaces

Oneofthemainproblemsencounteredwithenclosedspacesisthat,untilveryrecently,therewasnorequirementtoauditandidentifyallofthesespaces.Evenifthiswasdone,whichisstillveryrare, theywerenot individuallyidentifiedandriskassessedbearinginmindthattherisksassociatedwithaspacemaychangebecauseofgasesormaterialsmigratingintoandthroughthatspacetherebychangingitsriskclassificationfrombeingsafeonedaytounsafethenext.(SeeChapter8,EnclosedSpaceManagementSystem.)

Examplesofthisbeing:

1. Inbadweather,ventsontheforecastleandsometimesthemaindeckwillbecoveredinordertopreventwateringress.Inthiswayspacesthatarenormally

safeandenteredwithoutasecondthoughtnowbecomehazardous,andmoresodependingonwhatisstoredthereandhowthatwillaffecttheoxygenlevelsinthecompartment.

2. Mostsubstancesgiveoffgasesofsomekindorother,eventhebulkheadsofanemptyspacecandothroughrust(oxygendeficiency)andpaint(toxicorflammablefumes),soanyspacethathasbeenclosedforsometimewithoutanyventilationmustbeconsidereddangerous.

It therefore follows that there are a wide range of enclosed spaces on board a shipexamples ofwhich (identified above)may be termed as ‘dangerous spaces’ because oftheirabilitytochangefromsafetounsafeatanygiventime.Therefore,theprinciplewemustfollowis thatallspaceswhichhavebeenclosedforanyperiodof time,especiallythose with seals such as tanks and stores with weather or storm doors, are potentiallydangerous.

1.2ActionsPriortoanEnclosedSpaceEntry

Beforeenteringanyspace,thesurveyorshouldensurethatallstandardprecautionshavebeentaken.Thetankhavingbeenventilatedforatleast24hoursandallrelevantchecksmade with the oxygen / multi-gas meter. The surveyor should also ensure that allrelevant procedures are complete and inplace and should familiarise themselveswiththeriskassessment,anypermitstoworkraised,theadoptedactionplan(safesystemofwork)andemergencyprocedures.

Priortotheworkbeginning,theyshouldparticipateinatoolboxtalkwhereallaspectsof the work are discussed (action plan) and issues resolved before proceeding. AllequipmentwhichhasbeenidentifiedasPPEandforsafeentryshouldbecheckedandverified‘fitforpurpose’.

Loneworkingshouldbefrowneduponandthespacenotenteredbythesurveyorunlessaccompanied and they have assured themselves that an entry guardian is presentthroughoutwithrescueequipment(andpersonnel?)positionedattheentrancepoint.

1.3EntryGuardian

The entry guardian is probably the most important link in the enclosed space entrychain.Itistheirresponsibilitytopreventunauthorisedentry,controlandlogallentrantsintoandoutofthespace,establishandmaintaincommunicationswithboththeentrantsandbridgeorOOW, record information, inparticulargas readings,where appropriatecause the emergency procedures to be initiated and should not at any time enter thespacebutcontrolallactionsatandaroundthespaceentrypoint.Theentryguardianisyourprotectorwhilstyouareinthespaceand,therefore,mustalwaysberegardedasanimportantpersonundertakingacriticalrole.

1.4ActionsDuringEnclosedSpaceEntry

The surveyor should at all times be in communication with the entry guardian andfollowthepre-determinedactionplan.Atnotimeshouldthatplanbedeviatedfrom.Ifanythinguntowardhappensorisobservedwhilstinsidetheenclosedspace,theentrantsshouldreporttheanomalyandwherenecessaryremovethemselvesfromthespacetoaplaceofsafety.Throughouttheentry,regulargassamplesshouldbetakentoverifythebreathable condition of the air, these readings should be communicated to the entryguardianwhowillrecordthemontheentrylog.Atnotimeshouldthesurveyorenteracompartment,tankorspacewhereanalarmhasactivatedontheirgasdetector. Intheeventof thishappeningwhilst inside theenclosedspace, theyshoulddon theirEEBDimmediatelyandmaketheirwayoutoftheenclosedspace.

1.5ActionsfollowingEnclosedSpaceEntry

On completion of the task(s) agreed on the action plan, the entrants should removethemselvesfromtheenclosedspaceandreporttotheentryguardianwheretheywillberecordedasbeingoutofthespace.TheyshouldthenaccountforallPPEandequipmenttakenintothespacethusensuringthatnothingisleft.Theentryguardianhavingloggedtheirmovements, reports to thebridge/OOWthat thespacehasnowbeenvacatedandawaits instruction. In the meantime, the entry point should be covered in order toprevent inadvertent entry. A full and accurate de-briefing should then take placewherebyaccurateandtimelyinformationmaybedocumentedintheformofareport.

1.6ActionintheEventofanEmergency

Intheeventofanemergencysituationbeingdeclaredincontaminatedair,thesurveyorshould:

1. ImmediatelydontheirEEBDandmaketheirwaytotheentrypointbythequickesttravellingroute.

2. Whenpossibleandwithoutprejudicingyourownsafety,informtheentryguardian.

3. Theentryguardianshould:1. Causetheemergencyproceduretobeimplementedbycontactingthe

bridge/OOW2. Controlthesituationattheentrypoint,preventingfurtherentrywiththe

exceptionoftheERT/rescueteam3. Logallpersonsoutoftheenclosedspace4. UnderNOCIRCUMSTANCESenterthespacetorenderassistance5. Maintaincommunicationsandupdatethebridge/OOWfrequently

Intheeventofanemergencysituationdevelopinginfreshair,thesurveyorshould:

4. Immediatelycontacttheentryguardian,explainthesituationandinstructthemtocausetheemergencyproceduretobeimplemented.

5. Iftrainedtodosoadministeremergencyfirstaidmeasures.6. Wherepossible,assisttheERT/Rescueteamtoandatsite.7. Vacatetheenclosedspaceattheearliestopportunityifnotrequired.

Inbothcases, theentrants shouldbeavailable toundergoa fullde-briefing followingthe incident thus ensuring that a full and accurate report is compiled for the relevantcompanymanagementandlocalauthorities.

1.7EnclosedSpaceBox

Youhaveallheardofthefiretriangle.Hereistheenclosedspacebox.Thinkaboutthis.

Referring to the model above, design of an enclosed space can affect the trainingrequiredandthat trainingmustreflect theequipmentneededforanyentryandrescue.All,likethewebofaspider,areinterlinkedandonecannotfunctionwithouttheother.

All sides of the box contribute equally to the problem of enclosed spaces and whiledesignisamajorcauseoftheproblem,itisthetraining,equipmentandthecultureonboardtheshipwhichwillgetyouinsafelyandmoreimportantly,getyousafelyout.

Togointoanenclosedspace,itisessentialthatyouare:

Awareofpotentialdangers.Adequatelytrained.HavethecorrectequipmentPPEandentryequipment.Awareoftheemergencyprocedures.

Ifanyoneofthesepointsarenotinplace,thenyoushouldnotenter.

Chapter2.ENCLOSEDSPACECULTURE

Referringtothe‘EnclosedSpaceBox’modeldiscussedearlier,Chapter2dealswithenclosedspaceculturewhilst latersectionsofthispublicationwillfocusonhowthedesign of an enclosed space will determine training requirements and how thattrainingmustreflecttheequipmentneededforthatentryandrescue.All,likethewebofaspider,are inextricablylinkedandeachis interdependentontheother.This isacomplex situation of interdependency which merits a high degree of considerationwhenmakingdecisionsonwhat andhow the correct equipment and training shouldbegiven relating to theparticulardesign featuresof thespace.Bearing inmind thatthesedecisionswillhaveadirect influenceonany safetyprocedures formulated forinclusion into the company’s safety management system for enclosed space entry,theyareatleasttangibleandcan,therefore,bedealtwith.Whereasthefourthelement‘culture’, is totally different. It is amindset, amental attitude if you like, normallyhavinganacceptedandadoptedmethodologyalreadyinplace.Howmanytimeshaveyou heard this being said?It’showwedo thingson this ship orIt’s always beendone like that. Classic statements, same old same old, nothing new here, however,therealquestionshouldbe-arewedoingthingstherightway?

2.1TheMeaningof‘ASafetyCulture’withintheShippingIndustry

At sea as well as ashore, culture is formed by individuals. The way we do thingsbecomes implanted as custom and practice and, therefore, very difficult to change.However,changewemustaswecannotcontinuetogoonasweare,toomanypeoplearestilldyinginenclosedspacesonboardships.

Itisthereforeessential,thatallsurveyorsrecognisethesafetyculturesituationwhichexists onmany ships and at their operating offices as thismay explain the lack oftraining,equipmentandpoordesignfeatureswhichtheyencounter,compoundingthedegreeofdangerthatshipsmayplaceuponthem.

There is a tendency in shipping towards amacho attitudewhen it comes to safety.Thoseofacertainageorseniorityoftenreflectonwhentheywereyoungerandwentintosuchspaceswithoutanyprotectionandseenoreasonforthecarebeingrequired

today. What they do forget is just how many people died in these spaces, oftenunreported and unrecorded and that it could be that they are lucky to have comethroughunscathed.

Also ships have changed. Vast cargoes are carried in bulk giving off more gases.More chemicals are carried both for use on board or as cargoes. Containers arecarried often with little knowledge of their contents. Ships are larger with morespaces while crews are smaller with less personnel available for standing by atenclosedspaceentrypoints.Considerthedepthofa250,000tonbulkcarrierholdorthe length and breadth of an amidships DB compared to the bulk carrier of thirtyyearsago.Oftenitisanexpeditionjusttogetintosuchspaces.

Manyaccidentsoccurnotbecauseof thesafetycultureofothers,butbecauseof thesafetycultureof the individualwhoisundertakinga task.Somuchnowdependsonyourownpersonalsafetyculture.Ageandexperienceisnodefenceagainstaccidents.The fact thatyouhavebeengoing intospaces foryearswithoutaproblemdoesnotmeanthat thenextspacemightbe theonethatkills.Toooften thepressuresof timeare used as excuses for taking short cuts. The manning situation on board issometimes used as a reason not to provide the correct rescue or standby personnel.None of this should be your concern,whichmust be above all else for your safety.Theneed to sail the ship isnoexcuse fornotensuring that all thepreviously statedrequirements have been adhered to.You will not be the first surveyor to refuse toenteraspaceuntilallthesafetyrequirementshavebeencarriedoutorbecausecorrectsafetyequipmentisnotavailable.

2.2ChangingCulturalAttitudesandPractices

Asalways,tobeginchangingembeddedculturethefocusshouldbeontheindividual.It is true tosay thatchangesarenormallydrivenfromthe top,but, if thosewhoaredoing the job canbeused to embrace that change then itmakes the changeprocesseasiertoaccomplish.Effectingchangebywinningtheheartsandmindsofpeopleisprobably the most effective method as it employs the use of emotional or indeedintellectual sway, dependent upon what position the person holds within theorganisation.

Emotional sway, for example, can best be employed on far eastern personnel whowould takeonboardmore readily information relevant toenclosed spaces,knowingthatiftheyperishedtherewouldbenomoremoneysenthometosupporttheirfamily,

effectively leaving them destitute. Something which would be difficult for them tocometotermswithgiventheirclosefamilyphilosophy.

Whereas intellectual swaymay be applied toward officers and senior personnel byessentially highlighting the potential consequences which could be faced by thecompany or indeed themselves in the courts. Corporate manslaughter and masters’responsibilities are two phrases which are now beginning to be read in the samesentence,asoberingthoughtandonewhichalwaysshouldbeborneinmind.

In order to change attitudes, we need to break that ‘CYCLE OF EVENTS’ andintroducealternativepracticeswhichmaybestbeachievedbyeducationandtraining,thentestedbycarryingoutenclosedspacedrillstocheckwhetherornotthesenewlyacquiredskillsarebeingimplemented.Astwomonthlyenclosedspacedrillsarenowa mandatory requirement of the IMO, verification of the correct enclosed spacerescueproceduresshouldbeeasiertovalidate.

2.3ReportingandRecording

Finally, reportingyourownexperiencesandanyobservationsofpoorsafetystandardsonshipswillassistothers in theircultureofsafety.Othersurveyorswillbe followingyouandifashiporevenaspaceonaparticularshipisbadlyprepared,ortheattitudetowardssafetyispoor,thenthosefactsshouldberecordedinorderthatothersurveyorscan be informed. In this way, a data base can be established of ‘rogue’ ships andenclosedspaces for thebenefitof thosesurveyorscomingafteryou,withasecondarybenefitofactingasawarningtothoseoperatorsofanysuchrecognisedships.

Chapter3.DESIGNFEATURESASSOCIATED

WITHENCLOSEDSPACESAs we have said, it is design that gives us most of our problems with shipboardenclosed spaces. It is regrettable that in any review of enclosed space incidents, theimpactandeffectthatenclosedspacedesignhasonentry,workandrescuehadnotbeenconsidered. Our many years of experience operating in and rescuing from enclosedspaces,enablesustorealisetheimportanceofdesignsafetyandtosuggestsolutionstothemarineindustrywherepotentialproblemsareidentified.

Inindustryashore,entry,workandrescuearemajorconsiderationsinthedesignofanystructureswhich contain enclosed spaces. Itmay come as a surprise to some that theonly regulation on tank design for ships is that regarding the manhole size on bulkcarriersandtankers,whichrequiressizesof800mmx800mmforverticaland800mmx600mmforhorizontalentriesandthesedimensionsarespecifiedwiththesoleintentionofallowingapersonwearingaBAsettoenterthem.Itisstrangethatonlytheseshipsaresingledoutforeventhisverybasicrequirementasaccidentsandfatalitiesareshowntooccuronalltypesofship.

CaseStudy1

WeareallfamiliarwiththecaseoftheVikingIslayandthetragicdeathofthreecrewmembers,butwhatwasmissedbytheinvestigatorsintheirconclusionswasthatofthecontributoryfactorof‘tankdesign’,especiallytheentrypoint.

Thefollowingisanextractofthereport:

‘Duringtheconsequentrescueefforts, thefirstrescuerfoundhewasunabletoenterthe chain locker wearing a BA, and therefore donned an EEBD. He subsequentlyenteredthespace,butatsomepointthehoodoftheEEBDwasremoved,(orbecamedislodged)andthisratingalsocollapsed’

Ofcourse the rescuer shouldnothave entered the tankwith anEEBD,but itwas theinabilitytogetinwithaBAsetthatcausedhimtowearit.Ifhehadbeenabletoenterthechain lockerwearingaBA then it couldwellbe thathewouldbealive todayandpossiblyabletorescueatleastoneofthecasualties.

CaseStudy2

Extract of the investigation into the fatality on board the M.V Saga Rose whichoccurredinSouthamptoninSeptember2008.

‘TherescueteamenteredthecofferdamwearingSCBAat15.25hrsandassessedthesecond Bosun to be deceased shortly before 16.00hrs. The limited room available,thepossibilityofcontaminatedairandlowoxygenlevels,andthehightemperaturesexperienced,allhamperedtheremovalofthesecondBosunfromthetankwhichwasnotcompleteduntil19.10hrs’

Thisprolongedandunacceptablerescuetimewasnotsuggestedastheresponsibilityoftheshipasthereportgoesontosaythat;

‘theship’sinternalproceduresworkedveryefficiently.Theresponseteamassembledinthepurifierroomwithinabout3minutes,andthesafetyofficer,staff&chiefengineerwerequicktoenterthespacewithamplebreathingapparatus.’

Apart fromaccidentsdue to lackofoxygenor thepresenceofdangerousgases, therearenumerousaccidentsinenclosedspacesduetofalls.

TheMAIB’saccidentdatabaserecordsnumerousinstancesoffallsfromrelativelylowheightswhich have resulted inminor injuries. Since 2005 there have been 16 seriousinjuries occurring on board UK registered ships of 500 gross tonnage and over as aresultoffallsfromfixedladders,includingthosefittedintanks,whenthecasualtywasnotwearingasafetyharnessorfallarrestor.ItmustberememberedthattheseaccidentsareonlythoseinvestigatedonUKregisteredships.Itcanonlybesurmisedthatthetotalworldwidemustbemanytimeshigher.

CaseStudy3

On28January2009thechiefofficeroftheUKregisteredVilledeMarsenteredawaterballasttankforinspectionpurposes.Duringhisinspectionhefell.

Extracttakenfromthereport:

‘Withoutaneyewitness,itisnotknownexactlyhoworwhythechiefofficerfell.Giventheoxygenlevelsmeasuredduringhisentry,andthatnoneofthecrewwhorescuedhimfrom the tank wore BA, it is extremely unlikely that he lost consciousness throughasphyxiation.Itisalsoextremelyunlikelythathefellthroughtheaccessholeinthefirststringer; otherwise he would have landed on the middle stringer where the ladderterminated. Also, had the chief officer fallen backwards from the ladder, he wouldprobablyhavelandednearthecentreline,notontheportsideofthetank.Therefore,asthe chief officer steppedonto the stringermoments before he fell, it is almost certainthathefelloffitsun-guardededge,possiblyasaresultofslippingonitssludgycoatingwhileholdinghistorchinonehandandthegasanalyserintheother.’

‘Onthisoccasion,theabsenceoflightingwassignificant.Thechiefofficerwastotallyreliantonhistorch,whichwasprobablyoflimiteduseashedescendedtheladder’.

‘Thestringerfromwhichthechiefofficerfellwaswideenoughtostandoncomfortablybut,unlikethestringerbelowwhichwasapermanentmeansofaccessbetweenthetwoverticalladders,itwasnotrequiredtohaveguardrailsfitted.TherequirementsofMSC133(76)applyonlytostructuresinthetanksofoiltankersandbulkcarrierswhicharealsodesignatedaspermanentmeansofaccessforthepurposeofinspection.’

There are many more such cases each different in their own way, but all of theminvolvingsomeaspectoffailureof‘human’designinthesespaces.Essentially,weneedto recognise that, when designing any enclosed space on board a ship, considerationshouldalwaysbegiventothefactthatpeoplemayrequiretoenterthesespacesand,insomeinstances,berescuedfromthem.

3.1DesignFactors

Humanactivitywithinthespaceshouldalwaysbetheprimeconsiderationanditmustbe seen as the starting point in the design cycle. Safety procedures, training and

specialistequipmentcanbeput inplacewhen theship iscompletedbut thedesignofthespaceswilldeterminetheeffectivenessofthosemeasures.

Allsurveyorsshouldbeawareofthefactorswhichmayaffecthumansurvivabilityandhencetheirpersonalsafetywhilstonboard.Amongsttheseare:

1.Adequacyandqualityofrespirableair

2.Suitableandsufficientlighting(illumination)

3.Easeofaccessintoandoutofthespace

4.Easeofmovementwithinthespace

5.Theabilitytoundertakerescueoperations

Anexampleofadifficultaccess

Ascanbeseen(fromtheexampleabove),itisnotpossibletowearanytypeofBAsetto enter this compartment. Therefore, if, at the earliest stages of ship design, these

factors couldbe considered and,wherepossible, the spacedesigned to an establishedstandard,thenundoubtedlytherearemanyimprovementswhichcanbemadetopresentlayouts.

3.1.1AdequacyandQualityofRespirableAir

The firstand foremost requirement foranypersonenteringanenclosedspace is tobeabletobreathefreelyandwithouthindrance.Itthereforefollowsthattheadequacyandqualityofrespirableairwithinthespaceisofutmostimportance.

Prior to opening up a possible hazardous space, consideration should be given to thepreviouscontentswhichmayhaveproducedsubstancesorgaseswhichareormaybeinjurious to health. An obvious benefit would be to check the air quality prior toopeningthespacethuslesseningtheriskbyminimisingexposure.Thismaybeachievedbyallowingsamplesofair tobedrawnoff throughsamplingpipeswhicharefixed inplace through bulkheads and employing an external valve arrangement, therebyallowing the air quality to bedetermined. Internally, theopen endof the samplepipecan be positioned where required to give themost effective representation of the airinside the space. This would be particularly advantageous in horizontally accessedspaces.

If thiscouldbecomeashipbuildingstandard, itwouldensure thatallspacesclassifiedaspermanentriskspacescouldbecontinuallymonitoredbythoseontheshipinsafetyand,inparticular,priortoentry.

Regardless of this function being present, when opening up an enclosed space,sufficient time should be given to enable a ventilation system to be established thusensuringthataircontainingasufficiencyofoxygenisintroducedintothespaceinordertosustainlife.

Airmaybeintroducedintothespaceinoneoftwoways:

NaturalVentilation

Where a compartment has two or more access points, these need to be openedsimultaneously, preferably one at either end of the compartment, in order to create anatural flow through of air. If the presence of contaminants is suspected and the

directionofflowhasnotbeenestablished,careshouldbetaken.Wherethedirectionofthe natural flow is known, the outflow air from the space should be ducted to anexternal point thus preventing potential contamination of the area surrounding thespace.Unfortunately, intoomanyspaces,naturalairventilationseemstobedependedonwhereasmechanicalventilationshouldbethepreferredoption.

MechanicalVentilation

Includesmechanical apparatus (suchas fansor airmovers), to either force air intoorexhaust airoutof a space.Whatever the system,entrancesareopened simultaneouslyandthemechanicalsystemintroducedtothespace.Again,careshouldbetakentoductawayoutflowairfromthespaceifthepresenceofcontaminantsissuspected.Portableventilationsystemsareavailablebutitisourobservationthatmanymorespaceswouldbenefitfromfixedforcedventilatingsystems.

3.1.2SuitableandSufficientLighting

Thevastnumberofspacesenteredwillnothaveanatural lightsource thereforesomemeansofartificiallightingisrequired.Onthemajorityofships,crewmemberscarryanartificial light source into the space in order to see where they are going and toilluminatetheimmediateworkspace.Oftensuchlightingencumberstheusers,orisnotadequate to light up dangerswithin the space.Whilst accepting that there are certainspacesinaship,whereforsafetyreasons,fixedlightingcannotbefitted,therearemanyspaces where fixed lighting could be installed. This would considerably improve thesafety standards of those entering and working in the enclosed space. There are twomainsystemsofinternallighting,namely:

FixedInternalLighting

Obviously, fixed permanent lighting is the best and most suitable option, utilisingfittingswhicharerobust,waterproofandwhererequiredintrinsicallysafe.Thissystemishardwired inside thespacewith thesupplycablingcomingoutside thespace toanisolation breaker. Switching arrangements can be either inside or outside the space.Although the most expensive option of the two, it meets all the requirements of theentrantinrelationtoluminosity.

TemporaryInternalLighting

A second and more commonly used method of fixed lighting is ‘string lights’,frequently used when in port or dry dock, these low voltage light units may beinstalledthroughoutthespaceonatemporarybasisandremovedoncompletionofthework. This option gives high levels of luminosity but cabling can get tangled and

there is, of course, the opportunity for damage to occur to cables, junctions andfittingsiftheyarenotproperlysupported.

3.1.3EaseofAccess

Accessintoandegressoutofanenclosedspaceareaparticularconcern,inthemajorityofcases,theyarenotdesignedwithsafetyandrescueastheprimeconsideration.

Thefollowingarepointstoconsider:

Manholes

Duetothedesignofcertainopenings,itcanbeatimeconsumingandlabourintensivetasktoremovethenuts(orbolts)andopenupthespace.

Covers, normally being of heavy plate construction, have a notable lack of bespokelifting handles, giving rise to the opportunity of nipped or fractured fingers or toes.During a temporary stoppage of work the covers are rarely replaced due to timeconstraints.Atbesttheyareplacedacrossthemanholeleavinggapsateachendandinheavyweather,theyarepronetoslipawayifnotsecured.Thisproblemcouldbeeasilyaddressed by employing quick releasemechanisms and built in lifting points, therebysavingtimeandincreasingsafetyeffectiveness.

Ofparamountimportanceisthephysicalsizeoftheopening.Itisessentialthatanyonegoing into an enclosed space must be capable of being rescued from that space. ItthereforefollowsthattheopeningsmustbeofasufficientsizetoallowrescuerstoenterthesespaceswearingaBAsetandalsoallowastretchertobetakeninandhoistedout.(see3.1.5Rescue)

RestrictiveOpenings

Raised hatches on deck are undoubtedly designed to prevent the possibility of waterentering thespacebut theycanbeahazard to thoseentering,especially if there isnothought given to the placement of hand holds and hand rails to assist those entering.Theseshouldalwaysbepresentatthepointofentryandimmediatelyinsidethespaceinorder to provide the entrant additional support and confidence.All platforms inside aspaceshouldhaveguardrails.

LaddersandFootHolds

Mostverticalaccesspointsintotanksorcompartmentshavepermanentlyfixedladdersor foot holds to enable safe and easy entry. Positioning of the ladders need to beimmediatelybelowor inset fromtheopenings therebynot restricting thepersonwhenentering.Onmanyshipsthesearebent,brokenorcorroded.Aswithallladdersystemsthey should be continuallymaintained to ensure that they remain in good order. It isextremely difficult for the ship to maintain these vertical ladders whilst they remainfixedinposition.Iftheyarenotmaintainedregularlyateachdocking,thebestwaytomaintaintheseladdersistoenablethemtobedisconnectedandtakenoutofthespace.

Iftheladderscouldbedesignedinshortremovablesections,thenecessarymaintenancecouldbecarriedoutonboardtheship.

AnchoragePoints

Permanentanchoragepointsareessentialandshouldbefittedaboveeachverticalentry

pointwhere a temporary tripod or quad pod lifting system cannot be deployed.Theyshould be checked and load certified at the required intervals in conjunctionwith thewinchsystem.

LimitedHeightandWidth

Ideally, these issues should have been picked up at the design stage and the problemengineeredout.Unfortunatelythatisnotalwaysthecase.

3.1.4EaseofMovementWithintheSpace

Enteringanenclosedspaceonboardshipmaybeforoneofmanyreasons,notleastofwhichforthepurposeof:

InspectionRepairMaintenance

Onceinside,theentrantcanfinditdifficulttotraverseduetothephysicalconstraintsofthespace,awkwardbulkheads,strengtheninggirders,pipesandlighteningholes.

Considerationshouldalsobegiventothenumbersofpersonshavingtoenterthespace,their physical andmental state and any additional equipment or tools whichmay berequiredtobetakenintodothework.

It is recognised thatmany of the physical attributes of the space cannot be changed,however,travelrouteswithinthespacecanbemadeeasierbytacklingthemostobviousobstacles;thoseofmanholeentrancesandlighteningholedimensions.

Accesswithinatankrestrictingmovement

Byincreasingthesizeandshapeoftheopening,itwillallowforeasiermovementandlessen the stress on the entrant by physical exertion.Theremay be structural reasonswhy these lightening holes are of the size they are, however, by increasing theirdimensionsoralteringtheirshapewherepossible,itwillconsiderablybenefitthesafetyofpersonsoperatinginthesespacesandassistintheirrescueifrequired.

Otherinternaldesignfactorstoconsiderwouldbetoinstallhandholds,safetyrailsandinternalwalkingorworkingplatformstopreventpeoplehavingtonegotiatebeamsandgirders.Thiswould inevitablyhelp tomake thespacesafer for theentrantandreducethepossibilityofaccidentsfromslips,tripsandfalls.

3.1.5TheAbilitytoUndertakeRescueOperations

Theproblemofrescuingsomeonefromanenclosedspaceisamostdifficultoperationandrequiresspecialistequipmentandtrainedpersonnel.Atsometimeoranothermost

seafarershavehadreasontoenteradifficultenclosedspace.Itisthereforeessentialthatanysurveyorenteringaspacehasconfidenceintheknowledgethattheycanberescued,andthatthoseinchargeoftheoperationhaveconfidencethattheycanperformsucharescue.Inallenclosedspacedesign,itmustbeanticipatedthatforthepurposeofrescuea BA set will be worn by the rescuers. It therefore follows that all access and entrypoints and indeed the areas within the space need to be able to accommodate theadditionalwidthofapersonandbreathingapparatus.

Itisjustasimportantthattheareainfrontofandadjacenttotheentrypointiskeptasclearaspossibletoenableaneffectiverescuetobecarriedout.

Note:The access point is adequate but regrettably, the builders have put cable runacrossthefrontoftheentrance.

Existing legislationregardingminimummanholesizes,onlyapply to tankersandbulkcarriers, which in modern day shipping is totally inadequate and raises many safetyconcerns. Even in the absence of legislation it is difficult to understand how thoseinvolvedwithshipdesignhavenotconcernedthemselvespreviouslywiththeproblem

ofrescue.

Removing casualties from enclosed spaces if they are incapacitated is of primaryimportance.Inthecaseofaverticalentry,ahoistarrangementfittedabovetheentranceisanessentialelementoftherescue.Inmanycases,thiscanbeachievedbytheuseofatripod which can hold the winching system, but if the area above the entry is toorestricted for a tripod, someother anchoragepoint shouldbepositioned to facilitate astroporshacklewhichcanaccommodatethehoistingsystem.

One of themost important issues, certainly from our perspective, is that of rescuingsomeone should that be required. The current arrangementsmake it difficult to entermany spaceswearing BA sets, surely, a fundamental issuewhich requires immediateattention.

‘IftheentranceistoosmalltogetinwearingaBAset,thenwemustquestionwhypersonnelarerequiredtoenterthesespaces’.

Chapter4.ENCLOSEDSPACEEQUIPMENT

Over the last several years, we have been evaluating enclosed space equipmentspecificallyforthemarineindustry.Anysuchstudyisnothelpedbythefactthatsuchequipment, which is recognised and legislated for ashore, is not recognised by anymarinelegislation.

Tobeginthestudy,MinesRescueMarine(MRM)metwithanumberofmanufacturersandtestedvarioustypesofequipmentinmarineexercises.ThisresultedinMRMbeingabletodefineequipmentwhichtheyregardassuitableandalsosuggestdesignchangestoensurethatequipmentwas‘fitforpurpose’.

Itwas interesting tonote that, in themajorityof cases, enclosed spaceprotectionandrescue was wholly reliant upon equipment used for fire control. Case studies haveshownthattheuseofsuchequipment,whichisnotdesignedforenclosedspaceuse,hasbeen instrumental in several deaths and accidents. For this reason this chapter isintendedtogivethesurveyorsufficientinformationinordertoallowthemtoselectthecorrectequipmentnecessaryforthesafeentryintotheenclosedspaceand,hopefully,tothrowlightonasubjectwhich,certainlyinindustryashore,isrecognisedasanessentialpartintheentryandrescueofpersonsfromenclosedspaces.Enclosedspaceentriesatseaareaninevitablepartoflife.Thetopichasandisbeingdebatedcontinuouslywithmany wide and varying views on the subject. When looking at potential problemsinvolving enclosed spaces, we tend to look at the safety aspects which involve thepersonnelenteringthespace.Intheeventofsomethingnotgoingtoplan,considerationshouldbegivenonhowwewouldbeabletogetthoseentrantssafelyoutofthatspace.Asan integralpartof the shipsmanagement system, amajorpartof thatdocumentedprocessistheselectionanduseofthecorrectequipmenttoassistthosemarinersdoingthejob.Inlookingattheequipmentavailableweareconcernedwith‘bestpractice’and,therefore,lookforthebestequipmentavailableandthatwhichiseasytouse,robustinconstructionandfromreputablecompanies.

Asfarasthesurveyorisconcernedtheyshouldconsiderequipmentfor:

Personalprotection(PPE)EntryRescue

There are many manufacturers and suppliers of excellent equipment, designed to dowhatever the buyer requires of it. But when choosing equipment you should askyourself two questions: ‘Is it the correct equipment for the job?’ and ‘Is the selectedequipmentfitforpurpose?’

4.1PersonalProtectiveEquipment(PPE)

Minimising the risk of accidents and protecting people must always be the primaryconcernandpersonalprotectiveequipmentseenas the‘last lineofdefence’.AreviewofPPEequipmentusedforenclosedspaceentryshouldalwaysbepartofthesurveyor’s

thinkingwhenpreparingtoenteranenclosedspace.

Individual PPE requirements will vary dependent upon the work in hand and anyspecific hazards identified on the appropriate risk assessment prior to entry, thereforethisisanappropriateplacetostart.

HeadProtection

Therequirementforagoodquality,well-fittinghelmetwhichaffordsprotectionfromsideimpactaswellasfromfallingobjectsisessential.Accidentsfrombruisedandsplitscalpsareeitherminimisedoreliminatedentirelybyensuringthathelmetsarewornatalltimeswhenoperating inanenclosedspace. Chinstrapsareessential, theyprevent thehelmetfalling off or indeed being blown away in heavyweather.Additional benefits are to begainedwhere fitments are available to accommodate a head torch or light essential forhandsfreeoperations.Allhelmetshaveauserlife(seemanufacturer’srecommendations)andarenormallydatestampedinsidethehelmetgivinganindicationtothoseresponsibleastowhenhelmetsshouldbereplaced.

EyeProtection

Various types of good quality eye protection are available on themarketwhichmeetcurrent impact standards. These are an essential component of PPE. They help to

preventaccidentsduetoimpactinjuryorforeignbodiesenteringtheeye.Thistypeofprotectionmaycomeintheformofglasses,gogglesorhelmetmountedvisorsandmaybedesignedtomeetyourpersonalpreference.Acommonproblemwitheyeprotectionismistingup,ifthewearerisworkinginahotenvironmentandsweatingalotthistendstohappen.Therearemanyproprietaryanti-mistingagentswhich ifappliedbeforeusehelptopreventmistingupofthelenses.

EarProtection

As with eye protection, many forms of hearing protection are available for anindividualtouse.Inanyenclosedspaceareawheretheentrantisrequiredtoworkina noisy environment, ear protection is essential, indeed mandatory use may berequiredinsomeareas.

Thisprotectionfallsintotwomaincategories:

Earplugswhichfitintotheouterearcanaffordacertaindegreeofprotection,theymaybeseparatedpairs,orpairedupandattachedtoacord.Thesecanthenbeshapedandfitted.Incertaininstancesmouldsoftheperson’searsmaybetakentoensureacomfortablefit.Eardefendersarethesecondmeansofprotection,theymayhaveanintegraladjustableheadbandwhichmakethemindependentoftheuserorhaveafitmentwhichattachestoahelmet.Ineithercase,theyarecolourcodedindicatingtheattenuation(loudness)levelsforwhichtheyaffordprotection.

FullBodyProtection

Atsea,coverallsarewidelyused, theypreventcontaminantscomingintocontactwiththebodyandexposedskinsurfaces.Inthemain,poly/cottoncoverallsaresufficientfordaytodayuse.However,theremaybecircumstanceswhereadditionalprotectionmaybe required, an example of this being where the personmay come into contact withabsorptiveorcorrosivecontaminants.Insuchcases,itmaybemorebeneficialtowearsacrificialpaperover-suits,orindeedPVCorothernonpenetrativesuitstogiveaddedprotection to the entrant when operating in the enclosed space. Heat retention andpreventingthebodytemperaturetoselfregulate,shouldalwaysbeaconsiderationwhendecidingtousenonpenetrativesuitsasatotalbarrier.

HandProtection

It isalwaysadvisablewhenoperatinginanenclosedspacetowearhandprotection.Ithelps tominimise injury suchasminorcuts, abrasionsandcontamination.Lighthandprotection is preferable to ensure dexterity is not impaired, whilst protection against

liquidcontaminantsmaybeachievedwithbarriercreams,innerglovesorglovesmadefromliquidrepellentmaterials.

FootProtection

Inmost,ifnotallworkplaces,footprotectionisamandatoryrequirementandmaytakethe form of shoes or boots. Numerous proprietary brands of foot protection areavailable,however,ourpreference is toweara leather laceupbootwith internalsteeltoeprotectionandcompositesole.Theyarelightweight,flexibleandwiththeadditionalbenefitofgivingsupporttotheanklejointtherebyhelpingtoavoidsprainsandstrains.

4.2EnclosedSpace‘Entry’Equipment

On shore, the ‘Confined Space Regulations’ deal with specific equipment issuesensuring the safety of entrants into an enclosed space, whereas at sea SOLASmakerecommendations for all on board equipment.At present, SOLAS does not take intoaccount the specific equipment requirements for the safe entry into and rescue fromenclosed spaces at sea. In an endeavour to address this issue some individualmarinecompaniesprescribe theirownequipment lists for safeentryand rescue.However,alltoo often this equipment is supplied by third parties or ordered from catalogueswiththose making the recommendations knowing little about the equipment or theenvironmentwhereitwillbeused.

In many cases, the type and design of a ship or platform will dictate the equipmentrequired, however, consideration should be given to the following before making thatdecision.

GasDetectionEquipment

Adding to the many dilemmas faced by the purchaser, there are a plethora ofmanufacturers who will supply and distribute gas detection equipment for use inenclosedspaces.Sohowdoyouchoose?

Inthefirstinstance,youshouldbeguidedbyyourriskassessment.Thiswillhighlightthehazardsandhelpintheselectionofthecorrecttypeofmonitortouseinrelationtothegaseslikelytobeencountered.

Asanenclosedspaceshouldalwaysbecheckedprior toentry, it ispreferable that theequipmentcomesequippedwithameansofremotesamplingsuchasalengthoftubingandinternalpumporaspiratorinordertopulltheairsampleoutofthespacetoaplaceof‘freshair’.Onlywhenadeterminationofsafebreathableairisconfirmedshouldanentryintotheenclosedspacetakeplace.Otherbeneficialconsiderationswouldbethatitis lightweight, portable, water resistant, monitors continuously, and the instrument isintrinsically safe (carriesATEX approval). In addition to remote sampling and as anaddedsafetyfeature,personalgasdetectorsshouldalwaysbecarried into thespace tomonitortheentryandworkareacontinuouslytherebyhelpingtosafeguardtheentrant.

Lighting

Inevitably,mostenclosedspacesencounteredonboardashiporinstallationaredarkwith

nomeans of natural or artificially installed lighting. In order to overcome the problem,artificiallightneedstobeintroducedintothespace.

Portable lighting such as hand lanterns and torches are the most common form oflighting taken into enclosed spaces. The benefits of this method being that theyilluminatetheimmediatetravellingrouteandattheworkplacegiveaconcentratedlightsourcefordetailedexaminationofequipmentorchambers.

Theproblemwith lanternsor torches is that theynormallyhave tobe carried therebyimpairingmovementwhenclimbing laddersormoving through tight spaces.This canbe overcome by fitting the torch or light to the entrant’s helmet, thus making theoperation‘handsfree’, improvingsafetyandhas theaddedadvantageofbeingable topoint a helmetmounted light beam in the direction of travel at all timeswithout theneedtostopandre-adjustthelightsource.

Communications

Havinganeffectivemeansofcontactingtheentryguardianinordertopassinformationorraisethealarminthecaseofanemergencyisanessentialrequirementforanyenclosedspaceentryteam.Communicationscomeinmanyforms,frombasicsystemssuchas:tugs

onarope,airhornsorwhistleswhicharedependentonpre-determinedsignals, tomoresophisticated methods employing radios or hard wire systems. The latter two beingpreferableastheentranthasdirectvoicecontactwiththeentryguardianandcanhavetheaddedadvantageofbeing‘handsfree’.

Ofthetwomainelectronicmethods(radiosandhardwire),radiosarelighterandmoreportablethanhardwiresystems.However,thesignalmaybelostduetoblackspotsinthe ship thereby reducing the effectivenessof the system,whereashardwire systems,althoughcumbersometorunout,ensurescontinuityofvoicecommunication.Anaddedadvantageisthatthehardwiresystemdoublesasaguidelineand,insomeinstances,maybeilluminatedgivinganadditionalsafetyfeature.

EscapeRespiratoryProtection

May be carried into the enclosed space by entrants as part of their personal safetyequipmentshouldtheriskassessmentidentifytheneed.KnownasEEBDs(emergencyescape breathing devices) they provide thewearerwith an independent breathable airsupplyforashortduration,usually10to15minutes,enablingtheentranttogetbacktotheentrypointsafelyiftheairqualitydeteriorates.

Themost common EEBD used is the compressed air type but alternatives such as achemicaltypeareavailable.Whateverthepreferredoption,itmustberememberedthatEEBDsaredesignedforESCAPEPURPOSESONLY.

CompressedairEEBDsfallintotwomaintypes:

ConstantFlow(orHoodtype)-whenactivated,deliversaconstantflowofairfromthecylindertoahoodwhichispulledoverthewearer,shead.Thisistheeasiesttypetowearasitrequiresverylittletrainingorknowledgetouse,simplyopenthebagwhichautomaticallyactivatesthecylindervalve,takeoutthehoodandpullitoveryourhead.Aconstantflowofairisthendeliveredtothewearer.Thedisadvantagesofthistypebeingthatyourvisionispartiallyimpairedbecauseofthehood,itisabitnoisyduetotheairfeedintothehoodandsomewearersmaygetafeelingofclaustrophobia.

PositivePressure(orfacemasktype)-thistypeofEEBDusesafacemaskinplaceofthehood.Whenactivatedandthefacemaskdonned,airisdeliveredtothewearer’sfacemask‘ondemand’.Thistyperequiresalittlemoretechnicalabilitytouseasthesealismadeonlywhenthefacemaskisinpositionandsecuredinplacebyaheadstrap.

Both typesare similar in size andweight andcanbecarriedeitherbya loop straporwornasajacketforaddedcomfortand‘handsfree’operation.

ChemicalEEBDs-havetheadvantageofbeingsmallerandlighterthantheircompressedaircounterpartsbutrequiretobestoredinsealedcontainerswhichwhenopenedandusedmustbereturnedtothemanufacturerforre-servicing.Theyoperateontheprincipleofachemicalreactioni.e.theCO2andmoisturefromyourexhaledbreathactivatesthechemical(KO2)whichinturnproducesoxygenforthewearertobreathe.Operationaldurationsvarydependentonthemodelpurchasedandcanrangefrom30to90minutesusage.

Harnesses

Thewearingofaharnessforentryintoanenclosedspaceonaship,whilstpartofshorelegislationinmanycountries, isarelativelynewconceptforthoseatsea.Theneedofsuchequipmentisapparentwhentherescueofapersonistobeattempted.Ifaharnessisalreadywornbythecasualty,essentialminutesaresavedbyclippingtheharnessontothehoistandevacuatingthepersonquickly.

Harnessescomeinmanydesignsandarenormallyworntoactaspartofafallrestraintsystem. The type of harness which should be worn are ‘rescue harnesses’. They arespecificallydesignedtoensurethatduringverticalextricationoperationsthepersonwilllean not more than 10 degrees from the vertical axis, ideal when winching throughrestrictiveopeningssuchasthoseencounteredonboardavessel.Althoughtheymaybeawkwardtowearinanenclosedspace,theyhavetheaddedadvantageofgivingrobustliftingpointsformanhandlingapersonduringhorizontalextrication.

4.3EnclosedSpace‘Rescue’Equipment

Althoughnot required for useby the surveyor it is alwaysprudent to understand thatrescue equipment should be available and strategically positioned for use when youentertheenclosedspace.Theworstcasescenarioduringanyenclosedspaceentryistohave to effect a rescue of casualties. To ensure this happens quickly and efficientlydedicatedrescueequipmentisessential.Inthissectionaselectionofwhatisconsidered‘bestpractice’equipmentisincludedforyourinformation.

WinchingArrangements

Most cases of enclosed space entry on board a ship will involve ascending ordescendingthroughrestrictiveentriesintoatankorchamber.Whereaverticalentryisbeingmade,extricationequipmentshouldbesetuppriortoentryinordertoenableaneffective rescue to be implemented immediately.Removing someonewith a rope andpulleyisstrenuous,timeconsumingandcarriesaseriousriskofinjurytothecasualty.

Currently on many ships and installations, chain blocks, rope & pulley systems orindeed man handling are accepted methods of rescue. These methods should bereplaced,wherepossible, byusingmechanicalman-ridingwinches.Dependenton themanufacturer, these man-riding winches have varying design features such as thosewhich aredependenton a tripod / quadpod arrangementor otherswhich canoperateindependently.

Manaccessintoa‘BargeTank’

Mechanicalwinchesdrastically reduce theneed formanualhandlingandmakecasualtyextricationlessonerousontherescuers.Man-ridingwinchescaneffectcasualtyretrievalsfromvaryingdepthsandarecertifiedtoliftupto150kgontheman-ridingmode.Winchesofwhatevertypedependonaneffectiveanchoragepoint.Theseanchoragepointsmaybeof thefixedtypesuchaseyebolts, liftingbeamsandcertifiedcrossmembersormobileanchorage points such as davit arms, tripods, girder clamps or strops and shackles.Whatever typeofwinching arrangement chosen, forethought should alwaysbegiven tothelocationandadequacyofanchoragepoints.

FallArrestUnits

By definition, fall arrest units are safety devices which are attached to a suitableanchoragepointandharnessinordertopreventseriousinjuryduetoafall.Inpractice,

they limit the vertical distance dropped should that person slip whilst ascending ordescendingaladdertherebypreventingseriousinjury.Theycomeinvarioustypes,ropelengthsanddesigns.Themostcommontypeactonthe‘inertiareelprinciple’whichissimilartotheoperationofacarseatbelt.

Many of the ‘inertia reel’ type, also incorporate the use of a handle for retrievalpurposes.Inotherwords,iftheunitisactivated,thehandlewillallowthepersontobewoundtosafety.Theyarenotspecificallydesignedforman-ridingpurposes.

Stretchers

Moving a person through and out of an enclosed space is always difficult. Themostcommonmethodistoman-handlethepersonusingtheirclothing,aboardorsuchotherdevice.Wherespaceallows,itisalwayspreferabletomoveacasualtyonastretcherfortwo reasons. It is a stable structurewhich ismore comfortable for the casualty and itgives the rescuer a rigid lifting platform to work with. There are many types ofstretchers,eachwiththeirownadvantages(anddisadvantages).Whenchoosingthetypeforenclosedspacerescuethefollowingshouldbeconsidered:

CanitgetinandoutofthespaceIsitlightweightDoesithavethenecessaryrigidityrequiredArethereadequateliftingpointsCanitperformbothhorizontalandverticalrescuesIsitcompatiblewithawinch

Internalaccessbetweencompartments

Entrancetoa‘CofferDam’

RespiratoryProtection

SCBA - For rescue, aworkingBAdiffers significantly from that required by enclosedspace entrants insofar as theyneed an extendedusage time and training in their use.AnormalworkingBAhasadurationofaround20to40minutes,dependentonthewearer’sstature,temperament,natureofthespaceencounteredandworkactivity.ThenatureofthespacewillhavealimitingeffectontheabilityofthewearertooperateeffectivelyasthephysicalsizeandweightoftheBAwillimpairtaskachievement.ToooftenfirefightingBA sets are used for enclosed spaces and case studies have shown that, due to theirphysicalsizeandweight,theyhavelimitedorindeedevenprejudicedattemptsatrescue.

It is essential that theBA sets chosen for enclosed space rescuemeet the criteria forenclosed space rescue,with attentionpaidnot just to durationbut also to its physicalsize,weightandcomfortwhenworn.

Compact‘JacketTypeBA’inuse

Matchingtheseexactingrequirementsisdifficult,butthereareBAwhichemployslim-line4.7ltrlightweightcylinders,having300barcapacityforextendeduseandfitintoajacket arrangement around thewearer for comfort.TheseBA are designed for use inrestrictedspacesandhaveanaddedadvantageofenablinganairlinetobeconnectedtothemtoextendtheirworkingdurationfurther.

Airline – This type of respiratory equipment is used on many ships, essentially itconsistsofabankofcylinders(2or4)attachedtoamanifoldandfirststageregulator.TheairistransferredtothewearerthroughafixedhoselinewhichterminatesatafacemaskwithdemandvalvearrangementsimilartotheBA,discussedearlier.Asanaddedsafety feature, the air hoses are normally attached to a waist belt thereby helping topreventthefacemaskbeingdislodgedbymovement.

Themainadvantagesof thissystemareextendedusagedue to the‘bankofcylinders’arrangementextendingthewearingtimeanditallowsentryintospaceswhereaBAsetmayrestrictthewearer.

Themaindisadvantagesofthesystemarelimitedrange,movementandhosehandling,particularlyifmorethanonepersonisusingthesystem.

OxygenResuscitationEquipment

Oxygen is essential tokeep thebodyalive, it therefore follows thatwhenenteringanenclosedspaceinordertorescueaperson,anindependentsupplyofoxygenisneededto support the casualty’s respiration. One way of achieving this is to fit an ‘oxygenpoweredresuscitator’tothecasualty.Theunitshouldbecapableofoperationinbotha‘positive cycle’ mode (delivering set quantities of oxygen at precise intervals to thecasualty when they are not breathing), whilst at the same time being capable ofautomatically changing to an ‘on demand’ mode (when the casualty is capable ofbreathing for themselves).Theunit should be independent, transportable, lightweight,easytouseandreliable,therebyallowingtherescuepartytoconcentratemainlyonthetaskinhand,assuredthattheresuscitationequipmentis‘doingitsjob’.

OxygenResuscitatorinCarryingPack

OxygenResuscitator‘InUse’

FirstAidEquipment

Basiclifeskillsfirstaidshouldbeamandatoryrequirementforallrescueworkers.Theability toprevent the casualty’s conditionworsening,by stemmingblood flow fromawoundorimmobilisingafracturebeforemovingthem,isafundamentalcomponentofcasualty management. In order to support the application of life saving first aidtechniques,awellstockedfirstaidkitshouldbeavailableforusebytherescuepartyattheenclosedspaceentrypoint.

AnalgesicGasEquipment

Themain functionofanalgesicgas is toofferpainmanagement. It is inhaled into thebody and is self administered. In essence, the person taking the analgesic gas willcontinuetobreatheintheanalgesiauntilthepaineases.Itiscarriedinaselfcontainedcarry bag which includes a cylinder of ENTONOX gas, regulator, delivery hose anddemandfacility.Itisanexcellentpieceofequipmentusedforpainmanagementduringtherescueprocess,havingdistinctbenefits toboth thecasualtyand therescuerswhenmanoeuvringwithintheenclosedspace.

De-fibrillationEquipment

Automatic external de-fibrillators are life-saving instrumentswhich should be readilyavailableandonhandoutsidetheenclosedspace.TheseAED’sarepredominantlyusedtoshocktheheartback into itsnormalrhythmshouldcardiacarrestoccur.TheearlieranAED is used, the greater the chance of casualty survival.Mostmodern units givevoice prompts to the user, (available in various languages) and are supplied in either‘semi’ or ‘fully automatic’ modes. These units are compact, portable, lightweight,batteryoperatedandgenerallymanufacturedforeaseofuse,whichbenefitstherescuer.

Inconsiderationofthenumberofcasualtieswhichcontinuetooccurinenclosedspaces,theremustcomeatime,inlinewithindustryashore,whenenclosedspacetrainingandrescueequipmentbecomesmandatory.Thecontinueduseoffirefightingequipmentforrescuefromthesespacesremainsquestionableaspreviouscasestudieshaveshownfirefighting equipment to be inadequate in some instances and indeed having fatalconsequencesinothers.

Chapter5.ENCLOSEDSPACETRAINING

As indicated in ‘The Enclosed Space Box’ (section 2) training is one of the mostimportant preparatory aspects required for working in enclosed spaces. No personshould enter any space until they are ‘adequately trained’ and fully aware of allprocedures associatedwith that entry.Training is a very important issue (and costly),thereforeconsumersshouldbecircumspectandhopefullyknowexactlywhattheyneedbefore placingorders.Much ismadeof theword ‘competent’. In regard to enclosedspaces,competenceisexactlywhatthesurveyorshouldhavebeforeenteringthespace.

Competence,basedonknowledgeof:

whatproceduresshouldbeinplacebeforeentrywhatequipmentshouldbetakenintothespacefortheirsafetyhowtheyshouldconductthemselveswhilstinthespace,andmostimportantlywhattodointheeventofsomethinggoingwrong

Too many accidents and near misses are now being recorded in these spaces whichunfortunatelyareresultinginsevereinjuryandinsomecasesdeathtotheentrants.Thisisasituationwhichmustnotbeallowedtocontinue.Inthissectionwearedealingwithtrainingandhowwecangive theentrantanawarenessof thehazardsassociatedwithenclosedspaceentry.

5.1TrainingCourses

MinesRescueMarinehavebeeninvolvedwithtrainingforentryandrescuefromthesespacesformanyyearsaswellasbeingconsultedaboutthesubjectinternationally.

Over theperiodMRMhavecreatedanddeliveredacompletesuiteof trainingcoursesfocused solely on the marine industry for differing levels of personnel within theorganisation.The courses listedbelowwouldbe agood ‘benchmark’ to choose fromwhenselectingappropriatetraining.

HighRiskEnclosedSpaceCourseMediumRiskCourseLowRiskCourseRescuefromEnclosedSpacesManagementofEnclosedSpaces

Alwaysensurethattrainingcoursesarebeingdeliveredbycompetenttrainers/lecturersand where possible to a standard such as for instance ‘UK National OccupationalStandard’forEnclosedSpaces.Thedurationofeachofthecourseslistedabovevariesand is dependent upon the degree of risk associated with the task and level ofknowledge required.With the exception of ‘Rescue fromEnclosed Spaces’ all of theother courseswould be relevant tomarine surveyors dependent upon their respectivepositionwithintheorganisationandareintendedtogiveaworkingknowledgeofentryprocedures and equipment, and just as importantly, an appreciation of the very realdangersassociatedwiththesespaces.

5.2TheMarineSurveyor’sCourse

PreviouslyMRMwere approachedby the IIMS to draft a training course specificallyaimedatmarinesurveyorsfocusingontheareasofconcernthatsurveyorsmayhavetodeal with. The course produced was is in line with the UK National OccupationalStandard for enteringEnclosedMediumRiskareas (i.e. tanks,doublebottomedcargoholds,voidspacesetc.)andwasthereforeabletobeassessedtoanationallyrecognisedstandard, this in turnwill deem the candidate to be ‘competent’ for entering the area.Thisonedaycourse (outlinedbelow),canbedeliveredat theworksiteorundertakenoutatanyoftheMRMapprovedsites,thusallowingforgreaterflexibility.

TargetAudience

The course is aimed at surveyorswhomaybe involved in entering enclosed/confinedspaces with difficult entry/exit portals. The course will cover the use of monitoringequipment,EEBD (escape breathing apparatus), awareness of existing confined spaceregulations, safe systems of work (SSOW), permit to work, emergency procedures,personalprotectiveequipment(PPE)andentry&rescueequipment.

Objectives

Aretopreparethecandidateto:

WorksafelyinmediumriskenclosedspacesEnterandexitenclosed/confinedspacessafelyPrepareanduseescapebreathingapparatusinaccordancewithmanufacturer’sspecificationUseallequipmentsafelyinaccordancewithmanufacturers’specificationsFollowallrelevantproceduresandworksafelyDealwithemergencies

The trainingcourse isaboutworking inenclosedspaceenvironmentswhere there isamediumriskthataspecifiedhazardmaybepresent,suchas:

1. seriousinjurytoanypersonatworkarisingfromafireorexplosion;2. withoutprejudicetoparagraph(a)–1. thelossofconsciousnessofanypersonatworkarisingfromanincrease

inbodytemperature;2. thelossofconsciousnessorasphyxiationofanypersonatworkarising

fromgas,fume,vapourorthelackofoxygen;3. thedrowningofanypersonatworkarisingfromanincreaseinthelevelofliquid;

or4. theasphyxiationofanypersonatworkarisingfromafreeflowingsolidorthe

inabilitytoreacharespirableenvironmentduetoentrapmentbyafreeflowingsolid.

‘SpecifiedHazard’asdescribedintheUKConfinedSpaceRegulations.

CourseContent

The course content will incorporate those items specified in the course objectives,includingtheuseofescapebreathingapparatus(EEBDs)andwillinvolvethepresenceofoneormorepeople - positionedoutside the enclosed space -whohavedesignatedresponsibilitiesforcontrollingtheentryanddealingwithemergencies.

Entryintotheenclosedspacemayinvolve:

Verticalentry-normallyviaarestrictedhatch,usingaladderorman-ridingwinch,bothrequiringfallprotectionandmeansofassistedrescuesuchasarescuewinch.Horizontalentry-suchaswalkingorclimbingintotheenclosedspaceorworkingawayfromthebottomofaverticalentry,withlimiteduseofarescueline.Suchtypesofentrymayinvolvemorethanonepersonenteringtheconfinedspace.

AssessmentCriteria

Thecoursewillconcludewithawrittenandpracticalassessment.

Chapter6.RESPONSIBILITIES

Strangely,theresponsibilityforthesafetyofthosecomingonboardashipforworkorsurveys,whether theship isatseaor inportordrydock, isagreyarea in themarineindustry. Some time ago, the Mines Rescue Service, through their Marine Division,werecalledforadviceonacaseinvolvingashorecontractorwhowasseverelyinjuredinanenclosedspaceonboardaship.Duringthecourseoftheinvestigationsitbecameclearthattherewasconfusionastoresponsibilitiesforshoreworkersinsuchaposition.

This confusionwas evenmore apparentwhen, in conversationswith shipowners anddockyardmanagers,itwasrevealedthattherewasapracticeinplaceoftheyardsgivingaletterstatingthattheywereassumingresponsibilityforthesafetyofworkersonshipsand installations, even though these were still under the command of masters or theresponsibilityoftheinstallationmanagers.

Thisassumptioninmanycompaniesthatcontractorsareresponsibleforthesafetyoftheirworkers, or that a port or dry dock can issue an indemnity stating they acceptresponsibilityforsafetyofshoreworkerswhileonboardtheshipor installation, isveryunsafe,especiallywhenconsideredinternationally.Asmanycountriesarequitedefiniteintheirlegalinterpretationthat,whiletheshiporinstallationisundermanagement,inotherwords, not a ‘dead ship’, then the captain or manager of that ship or installation, isresponsible.

6.1TheHSEandMCAMemorandumofUnderstanding

The responsibility is even more problematic in countries like the UK, where shoreworkersareunder theauspicesof theHealthandSafetyExecutivewhile theshipandcrewareunder theMaritimeandCoastguardAgency.This leads to strangeanomalieswhere an FPSO unit has two administrations working on board. The two authoritieshaveamemorandumofunderstandingthatismainlydirectedatarecogniseddivisionofresponsibilities, especially for investigation, however, there are a number ofimplicationsfromthismemorandumthattheindustryshouldbeawareof.Theseare;

HSEinspectorsmay;

Enterallworkplacesincludingdocksandoffshoreinstallations.Investigateaccidentstoshoreworkersworkinginaportwhileloadingandunloadingashipandsimilarlyinvestigateaccidentsoccurringtoaship’screw.TheHSEisprimarilyresponsibleforenforcinglegislationcoveringthesafetyofshorebasedpersonnelandworkequipmentsuppliedbytheshoreevenwhenworkingonaship.HSEistheleadauthorityforalldockoperationswhetherornotcrewareinvolved.HSEhasenforcementresponsibilityfortheprovisionanduseofanyworkequipmentsuppliedbytheportirrespectiveofwhoisusingit.HSEisresponsibleforallshipbuildingorconversionwork(whethershoreworkersorship’screw),inanyshipyard,harbour,drydockorwetdock.

Where a ship’s crews is carrying out voyage repairs under the master’s authority inharbour, responsibility is thatof theMCA.Allother ship repair activities indrydockand major work not considered to be normal ship voyage repair activities are theresponsibilityoftheHSE,whethercarriedoutbyshorelabourorcrew.

Forvoyagerepairswhereships’crewsandshorelabourareworkingconcurrently,bothMCAandHSEhaveequalresponsibility.Theymustthenagreealeadauthority.

Wesuspectthatmanyothercountrieswillhaveasimilartypeofarrangement.

Thefactors tobear inmindregardinganymemorandumofunderstandingbetweentheshore safety executive and the marine safety executive is that ships rarely carry anyinformation regardingshoresafety legislationandmanymaynothaveanyknowledgeof this document. If this is the case,mostmasters are ignorant of any responsibilitiestheyhavetoshoreworkers.Equallythereisignoranceashore,demonstratedbythefactthatwhen somedrydocksassume responsibilityof all safetymatterson the ship fortheir workers, quite often this is assumed to cover outside contractors and surveyorsemployedbythedrydockforworkontheship.

Themost important question is, does the law recognise this transfer of responsibilityandexoneratethemasterfromanyresponsibilityforanyaccidentinvolvingworkersonthe ship during that docking?All evidence points to the contrary and that legally themasterwouldberesponsibleforanybreachesofsafetylegislation.

Finally,accordingtotheISM-Codesection1.2.1theobjectivesoftheCodeare:

To ensure safety at sea, prevention of human injury or loss of life and avoidance ofdamagetotheenvironment,inparticular,tothemarineenvironmentandtoproperty.

Insection1.2.2theobjectivesare,amongothers:

provideforsafepracticesinshipoperationandsafeworkingenvironment;establishsafeguardsagainstallidentifiedrisks;andcontinuouslyimprovesafetymanagementskillsofpersonnelashoreandaboardships,includingpreparingforemergenciesrelatedbothtosafetyandenvironmentalprotection.

ThisCodedoesnotsayonlyatsea,nordoesitsayonlythecrewofaship.

Section5.2.states;

TheCompanyshouldensurethattheSMSoperatingonboardtheshipcontainsaclearstatementemphasizingthemaster’sauthority.TheCompanyshouldestablishintheSMSthat themaster has the overriding authority and the responsibility tomake decisionswithrespecttosafetyandpollutionpreventionandtorequesttheCompany’sassistanceasmaybenecessary.

Thisisofparticularconcerntothemasterforitmeansthat,regardlessofwhateverthecompanysaysoranysuperintendentsignsonbehalfoftheshipinaportordockyard,itis the master who has the complete authority over safety and, of course, will beultimately held to account for any breach of safety regulations or casualties resultingfromsuchabreachshouldithaveoccurred.

Thisissupportedbycommonlawwhichstatesthatthemasteristhe‘supremeauthority’onhisship,evenwhentheshipowner,chartereroremployerisonboard.

6.2LegalCaseStudies

Arecent judgement in theHighCourtof theHongKongspecialadministrativeregionwas made concerning the death of a surveyor and an assisting crew member fromoxygendepletioninanenclosedspaceonboardaship.Thefollowingisanextract;

‘AharshercriterionwasappliedtotheconductoftheMasterwhowasfoundtobe50per cent to blame. The court started from the premise that theMaster is in overallcharge of the vessel and responsible for the safety of all persons on board, includinglawful visitors. The relevant safety codes provided for a planned entry into anyenclosedspacewithacompetentofficerorotherpersonappointedspecificallyforthatoperation.Therewasnosuchoperationplannedinthiscase.ThefactthattheMasterhad offered the services of the Chief Officer whose presencemight have avoided theaccident,and that theSurveyorrejected thisoffer,didnotdetract from theoverridingresponsibilityoftheMaster.’

ThemostimportantfindingofthecourtwasonthequestionofwhethertheMasterwasentitledtoassumethattheSurveyorwasqualifiedandcompetenttocarryoutthetasksexpected of him and to follow safety procedures, in particular those relating to entryintoenclosedspaces.

‘ThecourtheldthattheMasterwasnotinpossessionofsufficientinformationtomakeadecisionabout theabilityof theSurveyor todealwithanydangerous situation thatmightarise.TheMastercouldmakenoassumptionsinthisrespect.’

Thismakesveryuncomfortablereadingbutcertainlyemphasisesthecasefortheoverallresponsibilityof themaster for all onboard regardlessofwho theyare,who theyareworkingfororwhatworktheyaredoing.

A further case involves a bulk carrier undergoing repairs to the stern seal in aEuropeanport.

‘Subcontractors were contracted to build scaffolding around the stern and propellerbladesinordertogainaccesstothesterntubeseal.

At the same time, a second technician was contracted to carry out repairs andadjustmentstothemainenginecontrolsintheengineroom.Tocarryoutthiswork,thetechnician required the turning gear to be rotated manually. As this was done, thepropellershaftturned,rotatingthepropellers,whichknockeddownthescaffolding.Oneofthecontractorswaskilledbyfallingfromthescaffolding.’

The Master and Chief Engineer were accused of negligence and ordered to attend acriminal court. They were given a prison sentence, although this was overturned onappeal.

Herewehaveasituationwheretwoseparatecontractorswereworkingindependentlybutunfortunately their safety arrangements were not co-ordinated. Even though the ship’sofficerswerenotinvolvedintheincident,againtheMasterisassumedtoberesponsible.

Alloftheabovesuggeststhatregardlessofwhatanyportordockyardclaim,whetheratsea,alongsideorinportwaters,theresponsibilityoftheshiporinstallationownersforsafety for the shore workers cannot be abrogated to any other authority while theowners managing representative, be it the captain, safety officer or manager, is onboard.

6.3DefiningResponsibilities

Fiftyyearsago,Hopkinsin‘BusinessandLawfortheShipmaster’wrote;

‘Stevedoresandothercontractorswhoboardashipasinviteesandpersonswhocomeon board as licensees for their own private purposes or as guests, are all entitled toadequate provision against pitfalls and traps. Apart from specific regulations, themasterhasacommonlawdutytoprovidesuchprotection.’

The now common practice of signing on shore workers for seagoing as ‘passengers’insteadofsupernumerariesfurtherenhancesthemasters’responsibilitiestothemas,unlesstheircontractincludesa‘Himalaya’clause,whichprotectstheships’owners’employeesfromlegalaction,themastermaybepersonallyliableforanyinjuriestheysuffer.

This all leads to two separate responsibilities, that of the owner to protect thecontractorsorsurveyorsfromrisksanddangersontheshiportheinstallationandthatthecontractorsorsurveyorsco-operateandfollowthemasters’andcrews’instructionstoensuretheirownsafetyandavoidputtingothersatrisk.

However, should any accident involve the shore personnel, it would seem that theownerscannotavoid theconsequencesofanynegligenceresultingfromtheactionsofthoseworkerswhileontheshiporinstallation.

ForthisreasonitisessentialthattheSMSthatisinplacefortheshiporinstallationhasaclearandconcisesectionoutliningtheseresponsibilitiesandtheprocedureinplaceforthemtobeimplemented.

Thisisnotaseasyasitsounds.Considerthefollowing;

IntheUK,Asurveyorarrivesonboardageneralcargoshipforinspectionofaballastwingtank.HeisoperatingunderthelegislationoftheHSE.TheshipisoperatingundertheMCAwhichhasnoenclosedspace legislation.ThesurveyorhasnoknowledgeofthelegislativearrangementsandtheshipdoesnotknowwhatisrequiredundertheHSEorevenprobablythattheyarealsonowtemporarilyundertheHSE.

Hopefullytheshipshowsthesurveyortheriskassessmentforthespaceorthesurveyorasksforthis.Thesurveyorchecksthatthespaceisgasfreeandsafeforentry.Aworkpermitisissuedbytheshipandtheyenter.Theshipdoesnotrequirespecificenclosedspace entry equipment such as harnesses and EEBDs as they have no legislationrequiringthis.Nordoesitcheckthatthoseenteringthespacehaveenclosedspaceentrytraining as, again, the MCA does not require this although the HSE does.(Ref. TheManagementofHealthandSafetyatWorkRegulations1999,regulation7).

WhileitcanbeexpectedthatthesurveyorwillbringtheirownPPE,Itisveryunlikelytheywillbringarescue teamwithequipmentwith them, theyare thereforerelyingontheshiptoprovidethis.

Whiledealingwith fire isurgent, therehopefully is timefor theshore fireservices toarrive toassist the ship.Withenclosedspaces, theemergency responsemustbemadewithinminutes,therefore,evenifinadockorport,anyavailableshorerescueteamwillnotarriveintime.Clearlytheship’srescueteamistheonlyresponsethatcandealwithanemergency.

Anaccidenthappensandarescueteamisrequired.Theshipsgeneralemergencypartyarrive,which although trained for fire fightinghas no enclosed space rescue training.Theydodrillseverytwomonthsbutwithoutthetrainingtobasethosedrillson,thatisnotadequate.Iftheshipisunder1000tons,thenevendrillsarenotrequired.

TheHSEdocument,SafeWorkinginEnclosedSpacesstates;

ThePreparationofemergencyarrangements

Thiswillneedtocoverthenecessaryequipment,trainingandpracticedrills.

Provisionofrescueharnesses

Lifelinesattachedtoharnessesshouldrunbacktoapointoutsidetheconfinedspace.

Yettheshiphasnorequirementtohaveharnessesorequipmentoremergencytraining.

The rescueparty thenattempt toenter the space,butcannotget throughbecause theyareusingfireequipmentnotdesignedforenclosedspaceentryandtheirBAsetsaretoolargeforthemanhole.Again,thereisnolegislationonthedesign.

ConfinedSpacesRegulations1997Regulation4Workinconfinedspaces

Regulation11oftheConstruction(DesignandManagement)Regulations

2007placesadutyondesignerstoensurethatanydesignincludesadequate

regardtotheneedtoavoidforeseeableriskstothehealthandsafetyofanypersononthestructureatanytime.

Eventuallytheymanagetopullthesurveyoroutusingalengthofropeasnotripodorwincharrangementisrequired.

ConfinedSpacesRegulations1997Regulations.

82 Rescueequipmentwilloftenincludelifelinesandliftingequipment(sinceeventhestrongestpersonisunlikelytobeabletoliftorhandleanunconsciouspersonontheirownusingonlyarope),.

Theshiphasnoresuscitatortohelprevivehim.Again,notrequired.

ConfinedSpacesRegulations1997.

Regulation5Emergencyarrangements

(b)Theyrequire,wheretheneedforresuscitationofanypersonisalikelyconsequenceof a relevant specified risk, the provision and maintenance of such equipment as isnecessarytoenableresuscitationprocedurestobecarriedout.

Weacceptitiseasytopaintascenarioanddevelopitthewayyouwishtoproveacase,but thebaseofwhat isdescribedaboveisconstructedonanactualevent. ItcertainlyshowsthedifferencebetweenthemarinelegislationandthatofshorelegislationintheUK.WhatisobviousisthatownersshouldseriouslyconsidertheinclusionintheirSMStherequirementtotakeintoaccounttheirresponsibilitiesinportsanddocksaswellasto contractors and surveyors at sea, and the fact that it is the HSE legislation andinvestigationthatneedsconsideration.

Finally, it isessential that thereisagreementinplacebetweenthedockandtheshipas to the responsibilities for rescue, especially in enclosed spaces where minutescount. Unless the dock provides a permanent rescue team on standby on board thevesselduringenclosedspacework,itishighlyunlikelythatarescueteamonstandbysomewhere in the dockyard will be effective. On the other hand, if the ship isresponsible for this, they must have a trained and equipped rescue team on board,whichpresentlyisveryunlikely.

Whatisvitallyimportantisthatanysurveyorgoingonboardashipinportordrydock,knowswhose legislationhe isworkingunderand that that legislationsenclosedspaceprovisionsarecompliedwith.

Chapter7.OXYGENANDDANGEROUSGASESInaninternationalindustrywithnolegislationregardingenclosedspacesandtheaccidentlevelsprevailinginsuchspaces,thereisconsiderablevariationonadviceandproceduresemanatingfrommanysources.Whilealladviceiswellintentioned,Insomecasesthiscanbemisleadingandleadtosafetyrequirementsbeingsuggestedtosuchhighlevelsthatiffollowed, work would be prohibitive in any space. Safety is a prime requirement, butsafetyprocedureswillonlybefollowediftheyareseentobeworkableandsensible.

Thebasisforsafeentryintoanenclosedspaceisthepresenceofsafeandbreathableair.Safeandbreathableairarenotthesame.Safeairisgenerallysetat20.8%ofoxygen,however,breathableairisfarlowerandinmanycountries’legislativerequirementsitisconsideredtobeacceptabletoenterspaceswith19.5%oxygenandthereisanexampleofonemajorindustrialcountryallowing18%.Thereappearstobenosetinternationalstandardascanbeseenbelowwithexamplesofrelevantlegislation.

Country Standard OxygenLevels

Australia OccupationalH&SMaritimeStandard2003

4.01

23.5-19.5%

Canada OccupationalH&SSOR/86-3042011 23-18%

Germany DIN31881984 21-20%

USA OccupationalH&SAdministration

1915.12(a)2

22-19.5%

Singapore WSHCouncilConfinedSpaces 19.5%

UnitedkingdomBS42751997

BCASGs901031:1990

23-20%

24-18%

Upper level limits are in place due to the fact that highly concentrated sources ofoxygenpromoterapidcombustionand,therefore,theentrantshouldbeawarethattheymaybeenteringanoxygenenrichedenvironment.

Itisacceptedbymostscientiststhatwhatwouldbetermedasnormaloxygenlevelsinthe atmosphere in prehistoric times averaged around 30% to 35%, compared to only21%today.Theselevelsmaybeevenlessindenselypopulatedareassuchaspollutedcity centres and industrial complexes, reducing those levels to perhaps only 17% orlower.Scientistsclaimthatanythingunder7%oxygen in theair is too lowtosupporthumanlife.

TheIMOrecentlyissuedaguidelineof21%asthelimitforenteringanenclosedspace.Obviously this cannotbe followedaswithnormalairbeing20.8%,no shipwouldeversail!

The aim of the oxygen meter is to determine the level of oxygen in the air and toindicate any variation in that content as various spaces are entered. It would beconvenienttosaythat,ifthereisanyreadingbelow20.8%,thenthespaceshouldnotbeenteredbutastheoxygencontentintheairoutsideaspacecanvarythishastobetakenintoaccount.Forexample,ashipalongside inaheavily industrialisedcitycouldhaveanopenairreadingoflessthan20.8%beforeentry.Themetermust,therefore,beusedasanindicationofdeteriorationofoxygencontentratherthanago,ornogo,indicator.Should it indicate that any space has a lower content of oxygen than that existingoutside the space, then, regardless of how small the difference, the cause of thisdifferencemustbedeterminedandthesafetyofthespaceverifiedbeforeentering.

7.1EffectsofOxygenDepletion(examples)

21%to19%-Fitforrespiration(aslongasnoothercontaminantspresent)16%-Dizziness,shortnessofbreath,increasedheartandrespirationrate,concentrationandreasoningdiminished,abilityandawarenesstomakerecoverydecisionshighlyimpaired.10%-Nausea,vomiting,muscularincapacity.6%andbelow-Rapidlossofconsciousnessanddeath.

7.2SafetyAlarms

Alloxygendetectorshavealarmsand the settingof thisalarmcanvarydependentonthemanufacturerand the legislativeacts towhich theyareconforming.Again there isno internationally agreed setting. With alarm settings of around 20.8% it is notuncommon for detectors to alarm in accommodation areas which can lead tocomplacency and worse, by ignoring such an alarm. There does seem to be someconsensus that alarm settings should be at 19.5%of oxygen content.Again, if due topollution,theaircontentoutsidethespaceisatthislevelorbelow,thealarmwillgooffoutsidethespacebeforeentering,thenthealarmsettingwouldbeineffective.

Regardless of this, if the equipment alarm is activating,whether inside a space or not,under no circumstances should a space be entered until the cause of this can bedetermined.

7.3EffectsofOtherGases

While lack of oxygen can have serious or even fatal consequences, other gases cancreatethesamesituation.

Variousgasescanbegivenoffbynumerouscargosubstanceswhichmaybeofatoxicor indeed flammable nature. Indeed gases used for inerting potentially flammablesubstances or liquids in transit should also be noted. It would always be prudent toknow and understand the potential hazards to life posed by these gases and that,therefore,anysurveyorenteringenclosedspacesonashipmustquestionthecargotheship is carrying and the proximity of that cargo space to the space he is destined toenter.

7.4BallastWaterTreatments

Apart from cargo or substances the ship may be carrying, new ballast managementsystemsalsogiverisetoconcernswherechemicalcontrolsareused.

The need to meet the new regulations on ballast water treatment and the associatedsignificantexpenseisaseriousconcerntomodernshipowners.

When evaluating ballastwater treatment options a number of general factorsmust beconsideredbut,withoutdoubt,themonetarycostisthedecidingfactorforthemajorityof shipowners, especiallyon ships alreadybuilt thatmayhave tobe retro-fittedwithequipment.Amongstthemanymethodswhichnowexistare:

ChemicalBiocides

These chemicals act by destroying cell membranes, which leads to cell death. Theycomeintwogeneraltypes,oxidisingandnon-oxidising.

With the problems and expense of these various systems, there is evidence that aconsiderable number of owners are turning to chemical treatment.These biocides aresuppliedineitherliquidorsolidformandcaneasilybestoredonboardaship.Astheyhave been widely used ashore, the chemical data sheets for the biocides are easilyavailable and well understood. The machinery required for applying these chemicalbiocidesisreliableandneedslittlemaintenancewiththeonlyproblembeingthesizeofsomeoftheplants.

It is important tonote,however, that thereactionsbetweenbiocidesandseawater thatcould produce harmful by products have not been extensively studied. Moreimportantly, there is definite concern now being expressed regarding the release ofgases inenclosedandconfinedspacesby theseagents,especially theoxidisingagentsofozoneandchlorine.

Ozone

Ozoneisanoxidizingbiocidethathasbeenusedtodisinfectwatersuppliesashoreforoveronehundredyears.Itisthemajorcomponentofsmogandisaharmfulpollutant.Itisalsooftenusedasabiocideinwater.Ozoneisinherentlyunstableanddangeroustoproduce,butitisaverypowerfuloxidizingagent.

Thesystemworksbypassingwaterthroughmachinerythatreleasesozonebubblesintothewater.The gas then dissolves in thewater and reactswith other chemicals in thewater to kill the organisms. As not all the gas dissolves in the water, this must bedestroyed before it enters the atmosphere as it is toxic to humans. Further, reactionbetweentheozoneandthecomponentsofseawatermayalsoresultintoxicchemicals.

It must also be mentioned that when ozone is used, if the treated ballast water ispumped out in fresh water, the ozone will remain active for up to 30 minutes, thushavingthepotentialtoharmsealifeinthearea.

Chlorine

Chlorine for ballast water treatment is generated on the ship from sea water. It iscommonly used to treat drinkingwater and has been used for such treatment formanyyears at sea, but recent studies suggest that it may not be as safe to humans as oncethought.There isalsoapossibility thatchlorinemay reactwith seawater to form toxicchemicals.

Chlorine is a greenish-yellow gas, which combines with nearly all elements. It is arespiratoryirritanttothemucousmembranesandlungsandcausescancer.Chlorinatedliquids burn the skin and many fabrics. As little as 3.5 ppm can be detected as anodour.

7.5GasBubbleMorphologyinMudandSediments

Otherwaysinwhichgasesmaybeproducedisfrommudorsedimentwhichformsasaresidue in the bottom of tanks on board the ship. These gases may be releasedcontinuously when open to atmosphere or if the residue is disturbed for example bywalkingthroughit.In2005,amicrocomputedtomographicevaluationcompletedbyaUSNavy department showed the feasibility of gas bubble formation in sediment andmudusingexamplesofbaymud.Evenwithaforcedventilationsystem,gascontainedinmudmay not be entirely released and this is dependent upon the gas composition,mudvolume, rheologyandambient temperature. Inothercircumstances,aquantityofgasmayremain instablesolution in themudandnotbe releaseduntilchanges in themudchemistry,temperatureorotherconditions.

This could give rise to a situationwhere a shipwith a depth ofmud in a tank couldassumethatthetankisclearofgas.Thenwhenthetankhasbeenclosedforsometime,the gas could be released from themud and now become a potential danger to crewenteringthetanklater.

Bothchlorineandozoneareheavierthanairgasesandthismeansthatanyballasttankor hold that has been treated with these chemicals should be uprated in the shipenclosedspacemanagementplanstodangerousuntiltheyarecompletelyventilatedand

tested.Naturalventilationwillbeinadequateforthesespacesandforcedventilationthatreachestothebottomofthesetankswillbenecessaryforcompleteventilation.

Noone should enter tanks thathavecontainedchlorineorozone treatedballastwateruntilthetankscanbeverifiedasbeingclearofthegases.Thiscouldbeproblematicforvesselsthatneedtohavetankssurveyedorexaminedintheportofdischarge.Withoutadequateforcedventilationequipment,delayscouldbeexperienced.

All ships that use chlorine or ozone treatments should carry ozone and chlorine gasdetectors.

Where vessels are using ozone or chlorine ballast water treatment, mud or sedimentbuild up must be avoided and the bottoms of ballast tanks should be water blastedperiodicallytoclearthemudorsedimentfromthebottom.

Chapter8.THEENCLOSEDSPACEMANAGEMENTSYSTEM

Overtheyears,withreducingcrewnumbers,changesincargoes,increasingamountsofchemicalsbeingcarriedandthenatureanddesignofenclosedspaces,thepressuresofworkandtheaccompanyingfatiguehasresultedinagradualincreaseofenclosedspaceincidents,until theynowhavereachedacriticalsituation,withmorepeopleinjuredordyinginenclosedspacesthanthroughanyotherrelatedonboardworkactivity.

Withoutanylegislationinplace,themethodsforcopingwithenclosedspacesonshipsand installations are risk assessment driven based on individual company safetymanagement systems. In some instances, this systemmay be flawed and vary from acomprehensive rangeof risk assessmentswithone for each space, to just onegenericriskassessment regardlessofanyparticularhazardsordesignfeaturesassociatedwitheachindividualspace.

In themajorityofcases, indepthknowledgeofanyparticular space restspurelywiththelocalknowledgegainedbythoseonboardandwhentheyleavethatknowledgegoeswiththemcompellingthenextcrewtostartthewholelearningprocessagain.Itcanbesaid that on the majority of ships, regardless of their safety regimes, there is littleconsistencyintheoverallcontrolandprotectionofthesespaces.

As if the potential for failure wasn’t complex enough, the situation is compoundedwhenintroducingshorepersonnel,especiallysurveyors,whoareoftenrequiredtoworkinthesespaces.Theyareinapotentiallymoreprecariouspositionthanthecrew,astheyhavenopriorknowledgeofanypoordesignfeatures,orhazardproblems.Eveniftheyareshowntheriskassessment, thiswillprobablynot includesuchinformation. Thereexists a dependency that the marine Industry has similar robust training and rescueproceduresastheshoreindustrieswhich,ofcourse,isnotthecase.

SOLASEnclosedSpaceRecommendations(extract)

“Ownersshouldcarryoutariskassessmenttoidentifyallenclosedspacesonboardtheship.The riskassessment shouldbe carriedout periodically to ensure that it remainsvalid”…

…“Internalauditsbytheownersoftheship’ssafetymanagementsystemshouldverifythattheestablishedproceduresarecompliedwithinpractice”.

Similar to the fire situation, the enclosed space problem will only be dealt witheffectively by definitive legislation rather than suggestions, particularly in relation toenclosedspacetraining,equipmentandrescuearrangements.However,inthemeantimetherearecertainmeasureswhichcanbeput inplacethatwouldconsiderablyalleviatetheproblem.Themostobviousof these is thatshipsand installationsshouldadoptanenclosedspacemanagementsystemsimilartothefirefightingarrangementswhichhaveserved themarine industry so well since their implementation. Such a systemwouldprovidethoseonboard,whethercrew,surveyors,shorecontractors,visitorsorcompanyrepresentatives,withabettersystemofprotectionthanpresentlyexists.

Themainaimsofsuchasystemisto:

Offerprotectiontoallthoseworkingonboard;Besimpletounderstandanduse;Copewiththedisparityofships,installations,companiesandtheirrespectiveprocedures;Provideacomprehensiveriskassessmentforallspaces;Provideabasisfortheinitialentryofallenclosedspacesregardlessoftheirtypeand,wherenecessary,dealwithresponsibilityissues;Provideacontinuityofknowledgeofthespacesonashiporinstallation.

Itmustbeunderstoodattheoutsetthattheenclosedspacemanagementsystemdoesnotdealwiththelackoftraining,equipmentanddesignenhancementswhichcurrentlyexistin varying degrees throughout the entire marine industry, however, it does increaseawareness by highlighting potential problem areas thus supporting a culture of safepractice and, for the first time, provide a comprehensive knowledge data base of allenclosedspaces.

Onceadopted,thesystemwould:

Provideadefinitivelistofallenclosedspaces.Beeasytoaccessandunderstandandthereforecapableofupdatingasitisintendedtobea‘livingdocument’.Reduceexistingpaperwork.Havetheabilitytobeimplementedinanyfleetorcollectiveofinstallationsregardlessoftheirdisparityinsizeortype.Copewiththeproblemofcontinuouscrewchanging.Provideinstantuptodateinformationtobothonandoffshoreoffices.Dealwiththeresponsibilityissuebetweentheship/installation,companyandoutsidecontractors.

CategorisingSpaces

SpaceInformationuploadedintothedatabase

Theconfinedspacemanagementsystemisbasedaroundasimpletrafficlightwarningsystemalreadyimplementedandworkingsuccessfullyinindustryashore.

Under this system, the ship or installation would define the three types of enclosedspaces based on a physical audit and not just the previous references of the space.Consideration would be given to the degree of difficulty of entry/exit, freedom ofmovement within and ability to rescue from any particular space. Any space fromwhich there is considered a difficulty for rescue will be classified as a Red spaceregardlessofanyriskassessment.

8.1Methodology

Tobegintheprocess,afullauditofallspaceswhereworkersmayhavetoentershouldbe undertaken. Each space should be given a unique identification number and itslocationrecordedontheenclosedspacelistandannotatedontoaship’splan.Theauditmust be comprehensive and cover all aspects of the space both internally as well asexternally if possible. Where available, previous risk assessments should always bereferredtoforbackgroundinformation.

Whilst recognising that the audit process will undoubtedly be time consuming, oncecompleted,itwillnothavetoberepeated,unlessmajormodificationstothespacehavebeen made. It must also be noted that any outputs from these audits are whollydependentontheauditor,thereforealwaysbemindfulthattocarryoutthisprocesstheauditorshouldatleasthaveagoodunderstandingofenclosedspaceprocedures.

Theformatoftheenclosedspacemanagementauditlooksparticularlyatfourareas:

PotentialdangersTheentrypointTheenclosedspaceCapabilityofrescue

Thefirstsection dealswithpotentialdangersandlooksattheexistingriskassessmentfor that particular space. A review of the risk assessment will highlight previouslyidentified hazards and the relevant control measures which can be updated andrecorded.Intheabsenceofanexistingriskassessment,onewillhavetobecarriedoutandtheinformationdocumented.

Sectiontwo movesonto‘theentrypoint’and,inparticular,reviewsthespaceavailableattheentrypointforentryandrescueequipment,theheightandwidthavailabletoerectman-riding winches, the availability of anchorage points, whether the entry point isinsideoropentotheelements,ifthereisadequatelightingatthatpoint,anddimensionsoftheentrypoint,whetherhorizontalorvertical.

Section three deals with ‘the space’ itself and, in particular, identifies the previouscontents, if the space has to be entered vertically the depth and condition of internalladder systems, the internal distance to be travelledwithin the space, the presence ofobstacles (pipes etc.) or internal design issues such as lightening holes which wouldimpairtravelorindeedrescueoperations.

Other issues such as internal height and/or width restrictions would be recorded aswould be the potential presence of solids, liquids or gases which could presentadditional hazards. Completing this section would be a review of communicationfeasibility,presenceorabsenceofinternallightingandventilationrequirements.

The final section addresses the issue of ‘rescue capability’ and would consider how,should the need arise, a rescue teamwould recover a casualty to the entry point andtransferthemontothemedicalcentre.

Theinformationderivedfromtheauditprocesswillthenbeanalysedandrecordedontoanelectronicdataspreadsheet.Whencompleted,togetherwiththerelevantriskassessment,colour coding and ship or installation plan identifying the location of that particularenclosedspacewillthenformpartoftheoverallenclosedspacemanagementsystem.

Oneofthemainbeneficiariesiscontractorswhoareincreasinglybeingusedonboardtocarryoutwork.Theenclosedspacemanagementsystemhelpstounderpinandsupportthemaster’s/manager’sresponsibilityofcaretowardallpersonsontheirshiporfacility.

Thesystemiscapableofprovidingafullprintoutofanyparticularspacetogetherwiththe relevant risk assessment, observed hazards, recommended rescue equipment andrescue teamavailability.This information canbe sent direct to the contractor prior totheworkcommencinginordertohelpwiththecompilationoftheirsafesystemofworkand rescue arrangements. Issues or discrepancies, such as particular hazards, trainingandequipmentorrescuearrangementscanbeflaggedupandresolvedinadvance.

Anexampleofthedataprintoutforthesurveyor

In this way, for the first time in this Industry, all personnel, whether from the ship,installationorfromashoremaybeprovidedwithcomprehensiveinformationregardingall enclosed spaces at the workplace. In addition, and probably more importantly, itensures that there is an effective exchange of safety information between theship/installation,managingofficesandsurveyorsandcontractors

The simplicity of the enclosed spacemanagement plan is apparent.Themain benefitbeingthatanyworkertaskedwithenteringanenclosedspacecanrefertotheelectronicdatabaseforthatspaceanddownloadrelevantinformationregardlessof theirpreviousworkhistoryatthatlocation.Thesystemisalivingdocumentwhichcontainsanuptodateandpermanentrecordofinformationofallenclosedspacesonthatshiporfacility.If this system could be adopted by the marine industry as a standard requirement itwould,forthefirsttime,ensurethatthereexistscomprehensiveknowledgeofenclosedspacesandtheirindividualdangersoneachshiporinstallationandallowaccesstothatsame information by the operating office of the ship. Equally important, it wouldprovideasafetynetforshorepersonnelwhenengagedinworkinthesespaces.

CONCLUSION:KeepTheSurveyorSafe

It is impossible to say what the state of enclosed space safety is on board any shipregardlessofthereputeordisreputeoftheoperatingcompany.Somuchdependsonthesafetyethicandcultureofthoseinthecompany,bothashoreandafloat.

In themajorityof cases, therewill be littlebespokeenclosed spaceequipmenton theshipor installation, indeed, toooftena rope isconsidered tobeanadequatemeansofraising or pulling a person to safety from the enclosed space. For that reason, it isessential thatsurveyors themselvesmakeprovision in the interestsof theirownsafetyandensurethattheyaskalltherelevantquestionspriortoentry.

Ifthereisnoadvanceinformationgivenbytheship’soperatingofficeortheshiponthespacesbeingenteredorthestateofequipmentandtrainingonboard,thenthesurveyormustpresume theworst case scenario in that there isno specific equipmentor rescuetrained team. If that is truly the case, our advice can only be to request a dedicatedenclosed space entry and recue company to provide standby coverwhile the space isbeingentered.

Remember that, in many cases, such as in the UK, you are working under the HSElegislationand thus theworkspacemustconform to that legislation, regardlessof themarine administration and the IMO SOLAS requirements under which the ship isoperating. This can make a considerable difference and it is important that you areawareofthisandrequiretheshiptoconformasrequired.

On theotherhand,asweallknow therearemanyports in theworldwhereyouareonyour own, with not even the port having any emergency cover or knowledge of thesespaces.

Itis,ofcourse,asalways,yourdecision,butrememberthatthisisjustajobandthatifanydelayiscausedtotheshipthisistheowner’sfaultnotyours.

We suggest that your own PPE equipment should include as aminimum: a hard hat,

from a recognised company, coveralls, protective boots/shoes, eye, ear and handprotection.

Inadditiontothiswesuggestthatyouwearaharness(rescue),ahandsfreelight(whichcould attach to the hat), your own oxygen/multi gasmeter (as you never know if theship’smeter has been calibrated properly) and an effectivemeans of communication.Finally,yourownELSAwhichisyouremergencygetmehomeequipmentifrequired.

Regardless of what the ship advises you, you must do your own dynamic riskassessmentofboththeopeningyouaretoproceedthroughandofthetankitself.

Onlythen,whenyouarecompletelysatisfied,shouldyouenterthespace.

Alwaysremember:

ThinkSafetyWorkSafelyBeSafe

ABOUTTHEAUTHORS

CaptainMichaelLloyd,RD**,MNM,FNI,RNR

Michael trained on HMS Conway and was then seagoing in both the Royal andMerchantnaviesfor50years.Heheldcommandfor35yearsonalmostevery typeofshiprangingfrom300DWTto300,000DWT.

Onleavingthesea,Michaelpublishedtenseamanshiptextbooksincluding‘InCommand’and, ‘The Ice Navigation Manual’ and five novels. His latest collaboration withWitherby’s Seamanship Ltd has resulted in a new seamanship book, ‘Seamanship 21stCentury’.

He iselected to theCouncilofNautilus Internationalandsitson theTechnicalandWelfarecommittees.

Michael sits on the Technical, Education and Training committees of the HonourableCompanyofMasterMariners,isaYoungerBrotherofTrinityHouseandaFellowoftheNauticalInstitute.

He was awarded the Merchant Navy Medal in 2010 for services to training andeducationfortheMerchantNavy.

MichaelistheMarineConsultanttoMinesRescueMarineLtdandSalvareWorldwideLtd.

AdamAllan,ManagingDirector-MinesRescueMarine

NonexecutiveDirector(TrusteeDirector)-MinesRescueServiceLtd,Director-MRSLTrusteeLtd

On leaving school at 16, Adam joined the National Coal Board spending 12 yearsworkingundergroundduringwhichtimehetrainedasapart-timerescueworkerbeforetransferringintotheMinesRescueServicein1983inafulltimecapacity.

QualifyingtwoyearslaterasaMinesRescueOfficer,AdammovedaroundtheUKcoalmining industryattainingpromotions.During this timeheparticipatedonandchairedmanynationalcommitteesrelatingtoenclosedspacesandrescueprocedures.PromotedtoStationManagerin1994hegainedanMBAin2000atNorthumbriaUniversity.

Adamestablishedanewdivisionofminesrescue,(focusedontheMarineandOffshoreIndustry), in2009andinstitutedanintensiveprogrammeoffamiliarisation.Hegainedmarine experience by visiting, exercising and training on ships and oil and gasinstallationsintheNorthSea,EuropeandinWestAfrica.

AppointedasManagingDirector(MRM)in2013,AdamwasappointedtotheboardofMRSLin2015.