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Enclosed Space Problems

in the Marine Industry
Dr Barrie Jones CBE What all these areas have in common,
irrespective of the degree of risk they pose
Chief Executive Officer, Mines Rescue Service and subsequent difficulty of rescue, is their
Adam Allan MBA potential to cause serious injury to an
Head of Mines Rescue Marine Division entrant if the correct procedures are not
implemented to control the risks.

The Mines Rescue Service is a rescue and training Preparation

In the UK, legislation was enacted to protect
organisation specialising in enclosed spaces in all all persons when entering, working in and
industries not just mining. Recently we have examined exiting a confined space (enclosed space) in
the potential for our expertise to be related to enclosed the event of an emergency. The common
thread is that adequate training should
spaces in the maritime industry. A series of shipboard always be undertaken prior to entry into
visits have been undertaken where potential problem enclosed spaces. It also highlights the need
areas were identified, solutions proposed and rescue for personal protection, in that entrants
should be aware of the environment before
drills carried out. This article examines some of the they enter the confined space, monitor the
findings from these visits, in particular the techniques air quality, communicate frequently and
and equipment which may be utilised for casualty carry escape breathing apparatus, if the
situation does not merit wearing an opera-
extrication on board ship. tional breathing apparatus. Additionally,
rescue equipment and manpower should be
immediately available to deploy in the

T
he Mines Rescue Service was room and of course double hulls, wing event of an emergency. This could include
formed as a result of the tanks and double bottoms. Other breathing apparatus, rescue stretcher,
substantial loss of life in coal mines problematic areas which are perhaps not so mechanical winch (and anchorage point pre
during the latter part of the 19th obvious are the paint locker, refrigerator set), oxygen resuscitator, first aid equip-
century. It was noted that the predominance units and those spaces that can quickly ment and any other specialist equipment
of fatalities was not due to the initiating fire change from safe to dangerous. deemed necessary for that particular entry.
or explosion but to the devastating effects of
various gases permeating the mine
ventilation system. Since then The Mines
Rescue Service has developed into the
foremost enclosed space rescue and training
company in the UK. It has expanded to cover
all industries where our specialist knowledge
in enclosed spaces may be utilised.
Operating from six regional training centres,
we are involved with fire brigade training and
other emergency rescue services, while
supporting many companies in the utility,
chemical and power sectors.

Areas of risk
The whole of a ship inside the
superstructure is an enclosed space. In
many cases, we are dealing with enclosed
spaces which are themselves within an
enclosed space. The areas which are
particularly problematic for rescue are the
chain locker, engine room, fore peak, pump L Figure 1: Entry hatch

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L Figure 2: Casualty manhandled onto stretcher
L Figure 3: Casualty on rescue stretcher
L Figure 4: Access to No 4 tank from deck level
L Figure 5: Access to lower compartment
L Figure 6: Casualty located under 300mm pipe
L Figure 7: Rescuers attaching the casualty to
stretcher
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Rescue from a double
bottom
The single most challenging situation
aboard ship is perceived to be rescuing a
colleague from a double bottom. This
requires both a horizontal and vertical
extrication. Problems include height and
width restrictions, and lightening holes
between tank bays that substantially
increase the difficulty of a rescue by
impeding free lateral movement.
The scenario consisted of a man who
was injured while carrying out an
inspection in the double bottom area of the
ship. During our drill session we simulated
a live casualty with lower leg injuries
located several bulkheads inward of the
access point. The exercise involved the
location, treatment and transportation of
this casualty from the double bottom to the
ships upper deck.
The three man rescue crew began by
setting up a tripod and winch system on
the upper deck above the access point into
the hull. The entry hatch was oval in shape
and measured approximately 420mm x
600mm.
From here the crew travelled through
the hull to the entrance to the double
bottom, which was of similar dimensions to
the deck entry point. Descending a short
ladder, they entered the double bottom,
testing the atmosphere as they progressed.
On locating the casualty, one rescuer
checked the casualtys condition while the
remaining two prepared the stretcher.
When appropriate, the casualty was
secured into a rescue stretcher (Figures 2
and 3).
The exercise concluded by transporting
the casualty through the hull of the ship to
a position below the deck access hatch
where the stretcher was attached to a
mechanical winch system and raised
vertically onto the deck.
This exercise proved to be particularly
challenging, predominantly due to the
lightening hole dimensions which limited
the movement of the stretcher. It was
found that:
G fitting a rescue harness to the casualty
assisted with the manual handling process;
G transporting the casualty head first was
advantageous;
G the positioning of the rescuers in
relation to the casualty was of paramount
importance;
G forward planning was an essential
element of this rescue;
G team work and effective communication
was an essential component of success.
Given our unfamiliarity with the
environment, a second exercise was
undertaken which improved both our
efficiency and casualty extrication
techniques, thereby reducing the time
taken significantly.
Rescue from a tank
No 4 tank is accessed via a raised
rectangular bolted hatch located on the
lower deck. A restrictive oval entrance
measuring approximately 600mm by
400mm is incorporated into the hatch. This
allows entrants to penetrate the tank by
descending a fixed ladder to the steel floor
of the upper compartment. Access to the
lower compartment is gained through a
similar sized oval aperture, slightly offset
from the deck hatch, and a second vertical
fixed ladder. The upper compartment is
1 metre broad by 5.5 metres deep, and
approximately 7 metres wide. The lower
compartment is 0.92 metres broad by
5 metres deep, and approximately
7 metres wide. Movement in the lower
compartment is further restricted by a
300mm pipe located 1.3 metres from the
floor and a 100mm pipe located 4 metres
from the floor. Both pipes run across the
compartment and are attached to
bulkheads on opposite sides (Figures 4
and 5).
The rescue scenario consisted of a man
who sustained lower leg injuries while
working beneath the 300mm pipe situated
in the lower compartment. He subsequently
collapsed between the steel strengthening
webs under the pipe, causing further access
difficulties. When located he was sitting
with his back to the bulkhead opposite the
fixed access ladder. He remained conscious
throughout the exercise.
Two rescuers entered No 4 tank
monitoring the atmosphere and running
out a fixed wire communications system as
they progressed. Meanwhile, a third
rescuer erected a tripod on deck and
attached a 37 metre winch system. As
there were no height restrictions, the
tripod was erected to full extension.
Having descended both ladders and
located the casualty, one rescuer climbed
down to assist the casualty from beneath
the pipe while the second rescuer pulled
the casualty upward and over the pipe.
Meanwhile, the third rescuer lowered
the prepared rescue stretcher from the
deck into the lower compartment. The
rescue stretcher was then positioned
behind the casualty and both rescuers
secured the casualty to the stretcher in an
upright position (Figures 6 and 7).
The stretcher was then attached to the
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winch system and the casualty, supported
by both rescuers, was lifted from behind
the pipe and manoeuvred toward the lower
compartment access hatch. One of the
rescue party climbed into the upper
compartment prior to raising the casualty
in order to assist in guiding the stretcher
top and bottom (Figures 8 and 9).
The access hatch, although snug,
allowed the stretcher and casualty to be
removed comfortably into the upper
compartment. Positioning the casualtys
arms above his head assisted in that
process.
Once into the upper compartment, the
casualty was stabilised while both
rescuers again changed position to ensure
ease of movement to deck level. The
casualty was finally winched through the
upper compartment access and onto the
ships lower deck (Figure 10).
This rescue proved to be more
restrictive than the previous exercise, in
that the positioning of pipes and general
tank width limited movement. Here, we
found that:
G Two rescuers were the optimum
number in this instance;
G communication between deck and
rescuers played an important part as the
opened stretcher had to be lowered into
place when required;
G modifying the casualtys position on the
stretcher assisted in the extrication
process;
G again, correct positioning of the
rescuers, one above one below, during the
recovery operation was essential;
G a bottom lift was required to give the
additional height clearance to get the
casualty out of the tank.
Rescue from a pump room
The ships pump room is accessed from the
upper deck via a hinged rectangular door
and has four internal decks extending from
the upper deck to the ships hull. Each
internal deck is constructed of open metal
grating with an inclined ships stairwell
leading to the next level. All walkways on
all levels have hand rails fitted. The lowest
deck is fitted with 6mm steel anti-slip floor
plates. Beneath the deck plates in the bilge
area are several large bore pipes and
valves with bulkheads containing
lightening holes to aid access into the more
enclosed space of the bilge.
In this exercise, a casualty was injured
while painting inside the bilge. He was
semi-conscious and in need of immediate
evacuation. The drill was initiated while
the team were viewing the bilge area and
had no rescue equipment to hand.
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The rescue team formed up, discussed a
plan of action and gathered all relevant
rescue equipment from the upper deck. A
37 metre winch was attached to a suitable
temporary anchorage point, and a rescue
stretcher opened and laid out on the lower
deck plates ready to receive the casualty.
At the same time, one of the rescue
personnel entered the bilge carrying a
rescue harness and gas monitor. The
atmosphere was checked and rescue
harness fitted securely to the casualty.
A second member of the rescue crew
climbed into the bilge and assisted with the
horizontal removal of the casualty from the
enclosed space (Figures 11 and 12).
Manually handling the casualty out of the
enclosed space was made easier by having
L Figure 8 and 9: Casualty being raised into upper
one rescuer inside and one rescuer outside
compartment
the enclosed space to receive the casualty.
Once the casualty had been eased out of the
enclosed space, his harness was attached to
the winch and slowly and carefully raised to
the lower deck, guided by both rescuers,
(Figure 13). At lower deck level, the
casualty was laid onto and secured into the
rescue stretcher in preparation for phase 2
of the exercise.
The second phase of the exercise was
difficult and arduous as it consisted of
locating (or manufacturing) anchorage
L Figure 10: Casualty being recovered onto main deck
points at each subsequent deck level,
securing the winch and lifting the stretcher
up each stairwell while being guided by
two rescuers. On each occasion, the winch
cable was attached to the head end of the
rescue stretcher and the stretcher pulled
up the inclined stairwell. We endeavoured
to have three points of contact with the
casualty at all times in order to prevent
any lateral movement of the stretcher. L Figure 11: Harness fitted and casualty removed
As the stretcher and casualty reached
through lightening hole
each level in turn, it was found easier to
manoeuvre the stretcher manually toward
the next lifting position where it was
re-attached to the winch and the lifting
procedure repeated. The exercise
culminated with a final lift onto the top
deck. This was the most difficult part of
phase two as the stairwell terminated near
the entrance door and there was no
suitable anchorage point. The final lift was L Figure 12: Casualty assisted out of bilge
achieved by means of attaching two strops
and karabiners to the head end of the
stretcher and heaving from the top while
the third rescuer lifted and pushed the
stretcher from below. The stretcher was at
all times stabilised by the rescuer situated
below the stretcher, preventing lateral
movement. The exercise concluded when
the casualty was transported onto the
upper deck through the access door. L Figure 13: Casualty hoisted to lower deck
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This proved to be the most physically
arduous rescue, in that the casualty had to
be removed from the bilge and lifted
vertically onto the bottom deck prior to
being lifted a further three decks to the
main deck. In this instance we found that:
G fitting a rescue harness to the casualty
was advantageous;
G lack of suitable anchorage points
limited progress;
G inclination of ladders and narrow
walkways limited progress;
G The use of only three rescuers made the
exercise physically demanding.
Common problems
Following each exercise we held a
de-briefing session with all involved. While
each of the exercises presented their own
unique problems, many points were
common to all three rescues.
G Rescuers must be aware of the risks
posed by preconceptions. The areas which
are obviously enclosed are not always the
most dangerous. For example, the pump
room poses considerable risk despite being
open, light and large in volume. Always be
mindful that the area behind sealed doors
may contain invisible risks such as gases
and fumes from a variety of sources.
Continuous checking of the atmosphere
and an awareness of the working
environment is essential when working in
such spaces. It is vital that this awareness
is imbued through training.
G Tripods are frequently used as portable
anchorage points by rescue teams ashore.
On the ships in general, suitable
anchorage points for attaching lifting
equipment were limited. The tripod system
used provided stability, height versatility
and matched the requirements of the
mechanical winch system.
G The rescue harness used in each of the
exercises proved invaluable to the
rescuers as a means of manually handling
and lifting the casualty. The harness was
taken in with the rescuers and fitted to the
casualty, as existing shipboard practice
generally precludes the wearing of
harnesses by seafarers when entering
these spaces at sea.
G Portable lighting was worn on the
helmet. Unlike a hand torch, which would
seem to be more generally used, this
allowed the rescuers to locate the casualty
and view the surroundings while leaving
both hands free.
G The flexibility of the stretchers used
during the exercises allowed the rescuers
more scope when dealing with the different
situations. Both types of stretcher were
versatile and allowed for a horizontal as
well as a vertical rescue.
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G Communication in any rescue situation
is invaluable. Two systems were employed
(one radio and one hard wire) allowing
rescuers and those on deck to maintain
contact during the various exercises.
G Access points to the enclosed spaces
such as manholes, are very restrictive,
with some measuring only 420mm x
600mm, therefore, rescue personnel had to
be pre-selected for the exercise.
G All exercises were undertaken in a
fresh air environment. Should the use of
full breathing apparatus be required this
would undoubtedly extend the extraction
process owing to the difficulty of entering
the various compartments and lightening
holes given the physical size of BA sets in
general use on board ships.
Equipment appraisal
There is no doubt that the equipment used
for these exercises was fit for purpose and
that any rescue from an enclosed space
onboard would benefit from the availability
of the following equipment:
G Winch/hoist system the design of the
equipment lent itself well to the tasks
asked of it and made lifting a heavy weight
much easier.
G Tripod although of limited use, this
made a good anchorage point in the first
and second exercises and would be
essential for open deck situations.
G Communications an essential
component of enclosed space equipment,
the combination of hard wire and radio
worked well, each with their own merits. In
the case of the radio system, the head set
had the added advantage of being hands
free.
G Rescue stretcher the paraguard
stretcher was used for each exercise. It
was versatile and ideally suited to both
vertical and horizontal rescue scenarios.
G Portable lighting the enclosed spaces
found on board were either totally dark or
poorly lit. Head lamps were essential.
G Rescue harness the rescue harness
gave another dimension to the rescue by
allowing both horizontal and vertical
extrication, as shown in the third exercise.
Recommendations
G Hands free communication equipment
and personal portable lighting were
undoubtedly advantageous and should be
adopted as standard when entering
enclosed spaces.
G Adjustments should be made to the
stretcher lifting point for the final lift in
order to gain the additional height
necessary to clear tank entry points.
G The dimensions of lightening holes
make access difficult, let alone rescue.
Consideration should be given to crew
access and safety when designing tanks
and enclosed spaces.
G There are not enough suitable and
specific anchorage points. More
consideration should be given to casualty
evacuation at the design or modification
stages.
G Although only limited numbers of
rescuers could work in some extremely
enclosed spaces, additional help should be
made available at the point of exit to assist
with any rescue operation when in a safe
environment.
For the sake of brevity we have
documented only three exercises here.
However, we viewed many other enclosed
space areas in the ships and discussed
potential problems. Several of these spaces
posed the same general problems of space
and height restrictions outlined above.
These were overcome by a combination of
our experience in implementing rescue
techniques from enclosed spaces and just
as importantly by employing equipment
which is fit for purpose. With the
shipboard experience gained by our rescue
teams we have no doubt that effecting a
rescue from these environments will test
the ability of even the most experienced
seafarer.
Before any entry into an enclosed space,
it is essential that the crew members
entering are adequately:
G trained;
G equipped;
G protected in the event of an emergency.
If any of these three conditions have not
been met, then those spaces should not be
entered.
In conclusion we wish to acknowledge
the help and assistance given during our
ship visits by both the dockyard and
shipboard staff involved.
Enclosed space
entry drills
The heart of the problem is a lack of a properly
functioning safety culture on board some ships.
Working groups at IMO have discussed how best
to address this problem. Two alternative solutions
have been proposed; either mandating enclosed
space entry drills through SOLAS, or incorporating
procedures through the ISM Code.
The Nautical Institute has already garnered
the views of some members and intends to submit
a paper on this issue to the IMO. Members are
invited to contribute their ideas on enclosed space
problems by e-mail to hg@nautinst.org
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