• Saga Rose: Later that same year, an experienced seaman died on board passenger cruise ship Saga Rose after he entered an almost empty ballast tank. The tank’s manhole cover, which was inside a small cofferdam accessed from within the engine room, had been removed and the seaman had been instructed to confirm the tank’s contents. As it was not intended for the seaman to enter the tank, no permit to work was issued. When the seaman was found to be missing, an experienced motorman was sent into the cofferdam to check on his wellbeing. He found the seaman lying at the bottom of the empty tank and raised the alarm. The motorman then entered the tank but collapsed when trying to recover the seaman. After the ship’s emergency response team provided air to the stricken crew via in-line breathing apparatus, the motorman recovered and was able to leave the tank. However, the seaman never regained consciousness.
• MV Suntis: In 2014, three crewmembers were found unconscious on board the timber cargo vessel in the port of Goole, UK. Two of the crewmembers, possibly one after the other, climbed into the forward tween deck hatch during the discharge operation and collapsed there. The chief officer attempted to rescue both seamen and lost consciousness as well. They were all recovered but did not survive despite rigorous attempts at resuscitation.
And what about the marine surveyor?
Alarm bells rang following the events of the Viking Islay, Sava Lake and the Saga Rose with the MAIB. Six seafarers dying in confined spaces in nine months prompted the MAIB to issue a safety bulletin in July 2008. Lessons identified in the report included complacency leading to lapses in procedure; lack of knowledge; potentially dangerous spaces not being identified; and, would-be rescuers acting on instinct and emotion rather than knowledge and training.
Fighting that instinct to help has to be easier said than done. Watching a colleague collapse and not wanting to immediately rush to their aid must be incredibly difficult.
Draft revised recommendations of resolution A.1050(27) presented at the 10th session of the Sub- Committee on Carriage of Cargoes and Containers (CCC) last year included enhanced safety procedures on entering and working in enclosed guidance. The revisions also focused on guidance on emergency response plans. If adopted, these recommendations should help to enhance the safety of personnel, reduce enclosed spaces incidents, and therefore prevent further fatalities in this area.
At IIMS we have a number of handy guides for sale, and our first ever one was on what a marine surveyor needs to know about working in enclosed spaces (published in 2015). In its preface, the authors say, “Of all those who board a ship for work in enclosed spaces it is the surveyor who is most at risk.” It adds a surveyor is totally reliant on ship’s staff having correctly prepared the space, carrying out all the relevant tests, completing the risk assessment and work permit procedure, as well as providing a well-trained rescue team. (Although you would hope the latter would not be needed.)
Guidance in the book covers a range of topics relevant for a marine surveyor, including marine enclosed spaces, enclosed space culture, design features associated with enclosed spaces, enclosed space equipment, enclosed space training, and oxygen and dangerous gases.
IACS has also introduced guidelines on safety standards for work, Rec. 184. These recommendations aim to enhance safety standards for surveyors, which also addresses the occupational health and safety risks that performing surveys in confined spaces presents. In regard to confined space entry/work, Rec. 184 has included a list of do’s and don’ts for performing surveys in a safe and efficient manner.
Please, do not become complacent when entering an enclosed space. Be safe and do not become another unwelcome addition to the statistics.
THE REPORT | MAR 2025 | ISSUE 111 | 123
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