Working Alone

Working Alone: Are You Safe? Is Working Alone Risky?

This signals article is based on a recent incident reported in MAIB report -17/2016. The incident relates to a fire in the engine room on the dredger Arco Avon which led to the death of a third engineer. The engineer was singlehandedly attempting to repair a failed fuel pipe when fuel, under pressure in the pipe, ignited.  The source of ignition was a portable angle grinder. The Chief Engineer or the officer of the watch had not been informed of the intended repair.

Deciding to carry out a task anywhere on board whilst alone can be risky. Vessel systems and procedures are designed to ensure work can be carried out safely and should be followed. Some lessons to be learned from this incident:-

• Always report planned work activities.

In the MAIB report it was noted that the third engineer did not report to the Chief Engineer or bridge officer of the watch his intended repair plan to the fuel leak before he started.

It is essential to prepare for work in the most robust manner. This includes discussing the work with colleagues and carrying out a risk assessment.  Any repair which needs urgent action should always be planned with other people involved to ensure that the work is coordinated and safe. Please refer to COSWP 2015 edition section 20.5.5 for guidance.

• If a Chief Engineer asks his junior to carry out risky work whilst alone in the engine room should they agree?

The Arco Avon’s Chief Engineer listed routine work and planned maintenance in night standing orders. But this would mean working alone for engineers!

You should not be afraid to challenge any work issued by seniors and refer them to the company SMS or COSWP. It’s safer to do this than risk your life and the life of others.

• If you join a vessel and the UMS patrol alarm works but has not been used recently should you continue this trend, or start using the patrol alarm?

It appears that the UMS patrol alarm was not regularly used on Arco Avon. The company SMS advised that contact should be made with the bridge every 15 minutes if the patrol alarm was not used. This system does not appear to have been followed on board.

It is common practise in the merchant navy to carry on as the departing crew left off but their actions may not be correct. The patrol alarm may be the best way to ensure that your absence is noted – this can save vital time after an injury – so it’s better to use it when fitted. If you don’t then contact the bridge before entry, then every 15 minutes, and finally when you leave the engine room!

Please refer to COSWP 2015 chapter 20.4.1 and 20.4.2 for guidance.

• If you are aware of an IMO circular which benefits the safety of your vessel, should you discuss the benefits with your colleagues and staff ashore if it has not been applied on your vessel yet?

The IMO circular MSC.1/ Circ.1321 was listed in the MAIB report for good reason. This circular recommends a 6 monthly inspection of low pressure fuel system parts is included in the company SMS, but had not been broadcast to the shipping industry at that time. If a loose bracket had been found on the Arco Avon then acting on this may have prevented fretting of the fuel pipe and then the fuel leakage.

If you see good practice on one vessel, you should consider sharing this on your future vessels. Application of this circular on board the Arco Avon may have prevented the fuel leak and death of an engineer!

The full report of the incident may be read at https://www.gov.uk/maib-reports/fire-in-the-engine-room-on-the-suction-dredger-arco-avon-with-loss-of-1-life.

SMS = Safety Management System, COSWP = Code of safe working practices

UMS = Unmanned Machinery space

Actual picture of fire area below – Arco Avon

Crown copyright, 2016