Despite the many improvements that the 61 measures variously recommended or commanded by the CAA, many offshore workers are both angry and worried about the implications for their jobs.
According to leading North Sea trade unionist Jake Molloy, the CAA has had years to sort out helicopter safety. Instead, having eventually got the bit between its teeth just months ago, it had rushed at the problem.
He says there are two issues that especially grate; the pace at which a new form of emergency breathing apparatus is being forced upon workers in an exceptionally short time, and the body size diktat.
RMT’s Molloy said there was no turning back; the CAA would stick to its timetable.
“Its frustrating for us as workforce representatives that we are in this situation when, with a more proactive approach by the CAA we might not be on the timeline that is now being imposed,” he added.
Recalling the February 2009 ETAP helicopter ditching where everyone survived he said: “If one reflects on that now, a lot of the training stuff that they’re talking about being forced through/recommended could have been done way back as a consequence of that.
“If you look at the Miller field helicopter tragedy, again in 2009, a lot of the stuff on maintenance could have been implemented long ago too.
“As for weather parameters, we’ve been banging that drum for 10 years and more; the breathing systems, we’ve been banging that drum for some considerable time; and related training . . . the same.”
Molloy said the CAA should not dictate regarding offshore workers; it should be consultative. A result of its rigid approach regarding the core changes is that many workers fear losing their jobs. Not only that, older workers could simply jack in the North Sea and step ashore rather than be forced in such a manner.
He said the industry was used to the consultative, goal-setting approach used by the Health and Safety Executive, not being ordered about.
But suddenly its workforce had been collaterally forced face to face with a transport regulator whose mind-set was prescriptive and, as a result potentially threatened their jobs, and at a time when the North Sea needs every able-bodied worker it can get to cope with the current and huge maintenance backlog that is now impairing production and . . . safety.
“The CAA has sat in the same room as us since 2009,” said Molloy. “The Helicopter Taskforce was created as a consequence of Miller. If its contribution had been more significant over the five years since, we would not be in this situation.
Molloy acknowledged that many of the CAA’s recommendations were easily achievable within the timelines set; like standardisation of training and standardisation of platform approach systems, especially if a collaborative approach is used.
On the breathing apparatus issue, he said many workers are uncomfortable with its imposition.
“It’s going to be difficult for many; the system is completely different in its approach and use than what the workforce is conditioned to.
“However, we want it because it will inevitably help save lives in the future.
“But a longer lead-in time than is currently the case is necessary to train the guys and build their confidence. “Right now, however, we don’t even know what form the training is going to take.
“The CAA needs to learn that it needs the workforce’s buy-in.”
As for size and shape and the debate over big/fat people and escape windows aboard helicopters, Molloy said that the CAA’s ruling could penalise some of the fittest workers in the North Sea . . . muscular guys with a big frame and certainly not fat. This in turn could impact underlying North Sea safety.
“That doesn’t make sense,” he warned.
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