SeaSense – Expert Thinking on Enclosed Space Entry
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Posted on Nov 19, 2019 in blog | Comments Off on SeaSense – Expert Thinking on Enclosed Space Entry
Above image is used for illustration purposes only
SeaSense – Expert Thinking on Enclosed Space Entry
This time, our special
column, in association with The North of England P&I Club, gives
emphasis on enclosed space entry. The dangers of enclosed space entry on
board ships is rising as the hidden enemy for crews, with human element
failures often considered as a key cause, including; fatigue,
complacency and cutting corners. These highlight improper training,
insufficient hazard awareness, and perhaps a need for enclosed spacer
entry to be reviewed further more.In this regard, we asked global experts to share their views on the following question:
David Patterson Loss Prevention Executive The North of England P&I Club
Captain Kuba Szymanski
Secretary General, InterManager
Yes
– The majority of training for entry into enclosed spaces is conducted
onboard and left to the shipping company. Many companies have very high
standards of enclosed space entry training. But not all do. There is no
industry standard. The continued incidence of enclosed spaces deaths
suggests that more focus should be placed on the training requirements
for conducting safe enclosed space entry. STCW should require an
enclosed space entry training course with a detailed minimum standard.
This standardised approach would give all seafarers a fundamental
appreciation of the risks of enclosed spaces and in conducting safe
entries. Standardised training is particularly important for seafarers
working on bulk carriers as typically the appreciation of the risks of
entering enclosed spaces is not as acute as that of tanker crews.
Standardised training should help drive awareness across the industry.
There is also an issue with equipment. Under SOLAS vessels, with the
exception of tankers, are required to carry at least one portable
multi-gas detector. If only one gas detector is onboard it is not
possible to compare the readings so total reliance is put on the fact
that this detector is calibrated, functioning and being operated
correctly. The only way to confirm that an enclosed space is safe to
enter is by using a gas detector – the minimum requirement could be
increased and also include the requirement for personal gas detectors.
YES. It’s
not often that I would find myself advocating greater regulation in the
shipping industry – but when it comes to the situation regarding
enclosed spaces on vessels I will make an exception! I would however
insist that any new regulation would actually benefit the seafarers who
are at the ‘coal face’. New regulation is needed, for example, towards
the design of the enclosed spaces. I would love to see realistic
requirements for the spaces in which human beings are expected to work.
That would include entry points, emergency escape points, provisions for
ventilation and atmosphere monitoring in the WHOLE space. Responders to
our recent survey into the dangers of enclosed spaces – nearly 5,000
seafarers – were very vocal when it comes to the time pressures placed
upon them when working in enclosed spaces and the lack of equipment
available to them. Can these issues be regulated? I am afraid so.
Currently there is absolutely no regulation stipulating the
minimum/maximum number of people in the enclose space – either working
or in the standby party. This frequently results in units of just two
seafarers not being supervised by anyone other than the officer of the
watch, who is on the bridge. Seafarers who responded to our survey were
also quick to point out that existing procedures are not compatible with
reality, nor even with each other!
Artiom Guzar
QA and ISM Manager,
Norbulk Shipping UK Limited
Capt. David J Patraiko
Master Mariner, Director of Projects,
The Nautical Institute
Yes,
enclosed space entry does require further regulations. The obvious
proof is the amount of lives that is still taken. One of the possible
options is a mandatory course on enclosed space entry. This could be a
course on its own or a part of basic training. Such course is already
run in Glasgow Nautical College. Further regulations could be applied to
the requirements of the future ships’ design i.e. the spaces where
majority of fatalities are happening could be required to be fitted with
gas measurement devices, openings and additional fittings could be
considered for an easy and fast evacuation. It is not only the seastaff
are affected. Shore stevedores must be educated about the dangers of the
enclosed spaces too.
No.
The ISM Code clearly requires the identification and mitigation of
risk, and given the number of deaths this identification and mitigation
of risk is not being done well enough for enclosed spaces. One of the
key challenges is for seafarers to understand that the definition of an
‘enclosed space’ is not just structural, but is based upon the
likeliness of a hazardous environment due to poor ventilation, and often
the type of cargo being carried. A space adjacent to a cargo space that
has a low risk on one voyage may have a high risk with a different
cargo on the next voyage! The NI continues to address these issues in
our publications, courses, MARS and at the IMO.
Stefanos Stylianos
HSQE & Marine Manager/ D{A
MINERVA MARINE Inc.
No. Certainly not!
What it needs is “Common Sense” along with “Situational Awareness”. The
focus of today’s seafarer is gradually shifting towards either ensuring
compliance or having the evidence of doing so. What was once known as
‘the good practice of seamen’ has now been translated into numerous
procedures forming our bulky SMSs. The business needs have driven the
seafarer towards ensuring that all go/no-go items on the list are
checked, however gradually, it is taking away the onus to think, what
he/she is doing. Imagine crossing the road with your 4-year old
son/daughter. “Look left, look right, look left” would be your mantra
despite the “green man” happily guiding you on from the street signpost.
Filling out an ESE checklist in the comfort of your office on the
computer, then not testing the air in the space, is definitely not what
the industry needs. The key is, “Spreading Awareness” and build the
“Culture” of looking out for yourself and your buddies. Regular and
quality training, with hands-on experience in ESE procedures while
evaluating ESE in totality, is the mantra. It’s time to groom the
belief, “Not on my watch!”, to ensure that each one us serving out there
on the high seas goes home hale and hearty.
NO,
the need for more regulation is not in my opinion the silver bullet to
eliminating incidents associated with the high risk operation of
enclosed space entry. Regulations and guidance governing enclosed space
entry have been in force since the introduction of ISGOTT in 1978, SIRE
in 1993, ISM in 1994 and TMSA in 2004 including IMO recommendations as
per Resolution A.1050(27), thus an abundance of regulations. Our
industry through regulatory bodies and industry best practices has
reached a stage were our procedures, permit to work and risk assessment
process is mature and accounts for all the hazards and required
mitigating measures, in theory. Incidents start happening when we ignore
or overlook hazards, changing parameters and application of available
instructions/guidance. This is not so simple to cure and should start
with our education, training and safety culture throughout, on board and
ashore. We are responsible not only for creating wonderful procedures,
we are responsible for their effective implementation on board. We must
ensure that our seafarers are adequately trained ashore and on board and
familiarised with their duties. Officers are familiar with procedures
and strictly abide to the safety management system and permit to work,
use the system for guidance and instruction and not only as a paperwork
exercise. Finally we must all take care of each other, issue work
instructions as if our own flesh and blood would be carrying out the
job, give that extra piece of advice that may save a life!
Manit Chander Chief Executive Officer, HiLo Maritime Risk Management
Arun Sharma Executive Chairman
Indian Register of Shipping (IRClass)
No.
HiLo is driving a new way of looking at risk. We combine day to day
safety reports from shipping companies with a sophisticated predictive
model to show them their highest risks. HiLo collects internal customer
safety data from over 3000 vessels. This data suggests that rather than
changing the regulations, the risks associated with entering enclosed or
confined spaces can be reduced by ensuring current regulations are
followed. During the last 2 years, 98% of all enclosed or confined space
events were related to regulatory and procedural noncompliance while
only 2% came from insufficient regulations and procedures. The data
shows two issues driving noncompliance – risk culture and risk
awareness. Risk normalisation makes seafarers more likely to take risks
around enclosed spaces. Lack of knowledge about what enclosed space
risks are, and how to make them safe, means seafarers are less likely to
push for better practices. This raises the next question – ‘how do we
ensure compliance with the regulations we already have’
Yes.
Due to continuing loss of life and serious accidents involving solid
bulk cargoes, particularly the IMSBC Code group B cargoes; there have
been recent discussions at IMO proposing amendments to Assembly
Resolution A.1050(27) to address the adoption of a number of specific
hazard identification, risk assessment and control procedures aimed at
reducing such incidents/accidents which have been agreed to be taken up
forward based upon future submissions with a request for new work
output or an extension to the existing new output to revise these
Guidelines to be submitted at the future session of MSC. It may be
noteworthy to state that despite the frequency of confined space
fatalities on vessels on the rise, unlike fire-fighting and sea
survival, there are currently no regulatory requirements for enclosed
space practical training for seafarers prior to being assigned to any
shipboard duties. It is imperative that those who join the industry
learn at an early stage of the dangers of entering into enclosed spaces.
It is my belief that the existing Regulations may not be sufficient
& working and thus it could be a good idea that IMO considers to
extend the basic Personal Safety training module already required by
STCW to cover training in enclosed space entry, as in paragraph 2.1.4 of
Chapter VI, Section A of STCW Code. This mandatory training could also
address the associated risks with the variety of different cargoes and
fuels which may be carried in near future
মাতারবাড়ীতে প্রায় ১ বিলিয়ন মার্কিন ডলার ব্যয়ে পরিবেশবান্ধব ডকইয়ার্ড ও জাহাজ নির্মাণ কেন্দ্র স্থাপনের উদ্যোগে নীতিগত অনুমোদন দিয়েছে নৌপরিবহন মন্ত্রণালয়। এখন প্রকল্পটির কারিগরি ও আর্থিক মূল্যায়নের জন্য প্রস্তাবটি সরকারি-বেসরকারি অংশীদারত্ব (পিপিপি) কর্তৃপক্ষের কাছে পাঠানো হয়েছে। সম্পূর্ণ বেসরকারি অর্থায়নে সরকারি জমির মালিকানা অক্ষুণ্ন রেখে প্রকল্পটি বাস্তবায়নের পরিকল্পনা রয়েছে। বন্দর কর্তৃপক্ষ জানায়, […]
Credit: Shutterstock Fraudulent messages offering safe passage through the Strait of Hormuz in exchange for cryptocurrency have been circulated to shipping companies with vessels stranded west of the waterway, according to MARISKS. In an alert issued on 20 April, MARISKS cautioned that unknown actors posing as Iranian authorities had contacted […]
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Industry on alert over scam messages offering ships “safe passage” on Hormuz 
