Emergency Actions

8/9/2019 Emergency Actions

1/51

Emergency

Procedures


2/51

Distress

Preparations

when proceedingto a distress:


3/51

Distress

On recceiving a distress message

Reply

Relay Log it

Proceed to scene


4/51

On the way

Prepare hospital to receive casualties

Plot rendezvous position and possible searchpattern

Stand by communication officer and establishcommunication

Pass own position and details with relevantsearch and rescue operation update to RCC

Prepare rescue boat and emergency crew

Obtain current weather situation Highlight navigational dangers to own ship


5/51

Maintain own ship at operational status

Navigate on manual steering

Obtain update on target information Note activities in log book

Maintain internal and external

communication

Brief operational personnels. (OOW,boat coxswain)

Rig Guest Wrap


6/51

Plot position and prevailing currentsestimate drift

Post look-outs high as area is entered

Provide information to engine roomadvice on standby manoeuvring speed

Radar operational at various ranges,long range scanning and plotting ongoing

Advise owners agents and rescheduleETA

Update RCC/MRCC


7/51

Distress

Plot rendezvous position and continue

updating target position. Highlight

navigational dangers.

Radar on long range scanning and

systematic plotting of targets detected.

Communication officer standby.

V/l on manoeuvring speed and manualsteering.

Post extra lookouts as high as possible.


8/51

Distress

Pass own details with relevant search andrescue operation update to RCC.

Prepare rescue boat and emergency

crew. Obtain weather reports.

Maintain internal and external position.

Rig guest wrap (a rope that extends from

forward to aft). Advice owners agents and reschedule

e.t.a.


9/51

Chief Officers duties:

Rig a good strong rope from bow to quarter (guest wrap).

Rig derrick on each side with platform cargo sling ready to

help injured or helpless survivors out of water. Rig fenders on each side- to bring lifeboats safely

alongside.

Get rescue boat ready and crew standby, keep liferaftready but do not inflate.

Check rescue boat equipment.

Proper communication between rescue boat and vessel. Medical party and first aid party standby.

Ships signalling equipment standby.


10/51

When approaching the scene:

Post extra lookouts.

Reduced speed and manual steering employed.

Continuos radar watch. Get in touch with RCC and follow instructions.

Make own vessel visible to survivors- at nightsignalling lamp and by day black smoke or useships whistle.

Do not dump anything overboard- this mayconfuse the survivors.


11/51

Factors that are taken into

account when choosing OnScene Commander:

On board communication equipment.

Whether doctor or trained medicalstaff on board.

Hospital and casualty treatment

facilities.

Vessels characteristics- freeboard,

speed manoeuvrability ETA.


12/51

What determines the spacing in

a search pattern?

Type of object being searched.

Meteorological visibility.

Track spacing may be decreased toincrease the probability of detectionor decreased to increase the areacovered in a given time.

Sea condition.

Time of day.

Effectiveness of observers.


13/51

Information picked up from

survivors: Ships name and call sign.

Complement.

Whether other survivors are still in the

vicinity. Casualties- names.

Always remember to approach casualtiesfrom leeward and liferaft from windward.

Learn diagrams of various searchpatterns. ReadIAMSAR (InternationalAeronautical and Maritime Search andRescue) manual also.


14/51

When can a master decline to

proceed to a search andrescue:

Putting own vessel, crew or

passengers in danger. Bunker capacity does not permit.

Weather conditions are

unfavourable. Loadline zone does not permit.

When it is not practical to do so.


15/51

Ship grounded/stranded

The Masters priority should be to

ensure that he as soon as possible

receives detailed information about

the damage that the ship has been

sustained, in order to determine

remedial action to be taken for

ensuring the safety of the ship and itscrew.


16/51


Furthermore, the Master should also

consider

Danger to the ships complement if the

ship should slide off grounding site

Danger of ship being shattered by heavy

seas or swell

Health hazards to the ships crew andsurrounding population due to release of

hazardous substances or vapour in

dangerous concentrations


17/51


18/51


Also, the ships Master shall take intoaccount the following considerations:

Is the vessel constantly being struck in theseaway?

Is the vessel exposed to torsion?

Is there a large difference in the tidalrangers at the grounding site?

Are there strong tidal currents in the

grounding area? May the vessel drift further up on the

shore, due to high tides, wind and waves?


19/51

Prevention of Fire and

Explosion If the ship is aground and therefore

cannot manoeuvre, all possible sources

of ignition should be eliminated and

action taken to prevent flammable

vapours from entering the machinery

spaces or the accommodation.


20/51

Extension of Hull Damage

First, a visual inspection should be

carried out.

Check for visible oil along hull or inwake of the ship during day time. At

night a stick with white cloth (or

sheet of sorbent) around it may be

lowered into the water alongside theship to check for oil leakages.


21/51


All ballast/ bunker tanks to be sounded

(ullage),

All other compartments which may have

contact with the sea should be sounded toensure that they are intact.

Soundings of ballast/cargo/bunkers tanks

are to be compared with last soundings to

check for possible leaks.

Sounding to be taken around the ship

establish the ships position on the

grounding area.


22/51


When the ship is aground, due

regards should be given to the

indiscriminate opening of ullage

plugs, sighting ports etc. as loss of

buoyancy could be the result of such

actions.

Any list of the ship shall be notedand included in the report for

assistance.


23/51

Procedures to Reduce or

Stop Outflow of Oil or NLS The Master should assess the possibility

of damage to the environment andwhatever action can be taken to reduce

further damage from any release, such as: Transfer of bunkers/cargo internally,

provided shipboard piping system is in anoperational condition and in careful viewof the compatability of the substance and

the tanks/pipes used for transfer, andtaking into account the impact on theships overall stress and stability


24/51


Stop Outflow of Oil or NLS Isolate damaged/ penetrated tank(s) hermetically

to ensure that hydrostatic pressure in tanksremains intact during tidal changes

Evaluate the necessity of transferring

bunkers/cargo to barges or other ships andrequest such assistance accordingly

Evaluate the possibility of additional release of oilor NLS in close co-operation with coastal states.

In case of large differences between thetidelevels, the Master should try to isolate thedamaged tank(s) to reduce additional loss ofsubstances.


25/51


Stop Outflow of Oil or NLS Evaluate the possibility of additional

release of oil or NLS in close co-

operation with coastal states.

In case of large differences between

the tidelevels, the Master should try

to isolate the damaged tank(s) to

reduce additional loss of substances.


26/51

Refloating by own Means

The Master should also evaluate the

question of refloating the vessel by own

means. Before such an attempt is made, it

must be determined: whether the ship is damaged in such a

way that it may sink, break up or capsize

after getting off

whether the ship after getting off may

have manoeuvering problems upon

leaving the dangerous area by own means


27/51

Refloating by own Means

whether machinery, rudder or propeller

are damaged due to grounding or may be

damaged by trying to get off ground by

own means whether the ship may be trimmed or

lightened sufficiently to avoid damage to

other tanks in order to reduce additional

pollution weather evaluation: whether there is time/

reason to await improvements in weather

or tide.


28/51

Securing the Ship

If the risk of further damage to the ship isgreather in an attempt to refloat the shipby own means, than in remaining aground

until professional assistance has beenobtained, the ships Master should try tosecure the ship as much as possible by:

Trying to prevent the ship from movingfrom ist present position

By dropping anchors (adequate waterdepth and anchor ground provided)


29/51

Securing the Ship

By taking ballast into empty tanks, ifpossible

Trying to reduce longitudinal strainon hull by transferring ballast orbunkers internally

Reducing fire risk by removing all

sources of ignition. Inform all interested parties aboutthe Grounding and the actions takenso far.


30/51

Fire/ Explosion

Should an explosion and a fire occur

on board, sound the GENERAL

ALARM immediately.

Further actions should be initiated in

accordance with the ships Muster

List.


31/51

Fire/ Explosion

In case of fire and explosion the followingpriorities exist:

Rescueing lives

Limiting the damage/ danger to the shipand cargo

Preventing environmental pollution

Steps to control the discharge of oil will

depend largely on the damage to ship andcargo.

Inform the relevant party about the Fire/Explosion and the actions taken so far.


32/51

Collision

Should the ship be involved in a collisionwith another ship, the Master should assoon as possible identify the extent of

damage to his own vessel. When a collision occurs, the GENERALALARM should be sounded immediatelyfor the personnel to muster at theirdesignated Muster Stations.

The following check list should assist theMaster in assessing the situation:


33/51

Collision

Are any tanks penetrated above or belowthe waterline?

If ships are dead in the water andinterlocked, what is most prudent, to stayinterlocked or separate?

Is there any spill at present small orlarge? Will a separation of the interlockedships create a larger spill than if the shipsstay interlocked?

If there is a spill, will the separation of theships cause sparks that can ignite thespilled material or other flamablesubstances leaked out from the ships?


34/51

Collision

Are the ships creating a greater danger toother traffic in the area if the areinterlocked than if separated?

Is there a danger to either ship of sinkingafter being separated?

If the ships are separated, how is themanoeuverability of the own ship?

Shut down all none essential air intakes. Isolate damaged/ penetrated tank(s) by

hermetically closing the tank(s), ifpossible.


35/51

Collision

When it is possible to manoeuvre, the

Master, in conjunction with the appropriate

shore authorities, should consider moving

his ship to a more suitable location inorder to facilitate emergency repair work

or lightening operations, or to reduce the

threat posed to any sensitive shoreline

areas. Inform all parties interested about the

collision and the actions taken so far.


36/51

Hull Failure/Containment

Failure Hull Should the ship lose one or moreshellplatings, develop major cracks, orsuffer severe damage to the hull, theMaster should immediately sound the

GENERAL ALARM to call the crewmembers to their Muster Stations, andinform them of the situation, and preparelifeboats for launching if necessary.

The Master should then asses the

situation, and confer with his seniorofficers.

The Master should obtain the latestweather forecast, and asses its impact onthe present situation.


37/51


Failure Hull Furthermore, the following questions

should be considered and should beasked:

Is the ship in any immediate danger ofsinking or capsizing?

If YES:

Send distress message

Immediately abandon the ship If NO, initiate damage control measures

as found necessary by considering thefollowing points:


38/51


Failure Hull Can the vessel manoeuvre on its own? Has the ship lost buoyancy?

If the ship has a list due to loss of ballast,

cargo/ bunker or buoyancy, is it necessaryand possible to rearrange the bunker orballast by internal transfer operation inorder to bring the ship to an even keel?

Is it necessary to dump cargo in order to

maintain stability without changing thestress situation?

Can this operation wait till another ship/barge can receive that cargo?


39/51


Failure Hull Is there any abnormal change in the shipsstability and stress situation?

Can the change in the ships stability and stresssituation be monitored and calculated on board?

If not, the Master should seek assistanceaccording to subparagraph 3.6.

Does the ship need assistance or escort tonearest port of refuge or repair port?

Might it be prudent to salve part of the crewmembers in case the situation should worsen, or

is it necessary to abandon the ship totally? Inform the relevant party about the Hull Failure

and the actions taken so far.


40/51

Excessive List

Should the ship for some reasonssuddenly start to list excessively duringdischarging/ loading operations, or

bunkering, all ongoing operations shouldbe stopped immediately until the causehas been determined.

The Officer on Duty should inform theMaster and/ or Chief Officer without delay.

The Master should try to determine thereason for the excessive list, and takesteps to rectify the situation and tostabilize the ships condition:


41/51

Excessive List

Check reason(s) for list

Soundings/ ullage to be taken in all

tanks Bunker/ ballast/cargo pumps to be

made ready

Consider measures to minimize list

in transferring liquid from one

compartment to another

Ensure water tightness of empty

s aces


42/51

Excessive List

Close all openings

Secure vent pipes to avoid ingress of

water If bunkering: Change to corrective

tanks for rectifying the situation

If ballasting/ deballasting: Change to

corrective tanks to rectify the

situation


43/51

Excessive List

If there is reason to believe that the

list may cause any spill, notify as per

Section2

If the ships crew is in jeopardy,

prepare lifeboats for launching, and

notify the relevant party

If the situation is brought undercontrol, inform all parties interested.


44/51

Steering gear: (regulation 29)

All ships to be provided with main

and auxiliary steering gear,

independent from each other.

Main steering gear:

Rudderstock shall be

Adequate strength and capable of

steering the ship at maximum ahead

speed.


45/51

Capable of putting rudder over from

35 one side to 35 other side atits deepest draft and maximum

ahead service speed and 35 on

either side to 30 on other side in

28 seconds. Operated by power and designed

so as not to incur damage at

maximum astern speed.


46/51

Adequate strength and capable of steering at a navigablespeed.

Capable of putting the rudder 15 one side to 15 theother side in 60 seconds, when vessel at deepest draftand running ahead at maximum ahead service speedor 7 knots whichever is greater.

Steering gear control from Navigation Bridge and locally.

Auxiliary steering gear controls from locally and if poweroperated also operable from Navigation Bridge.

Steering capability to be regained in not more than 45

seconds after the loss of one power system.

Auxiliary steering gear:


47/51

Beaching

Beaching of a ship is the deliberate

and voluntary action of setting a ship

on ground with the intention of saving

human lives and material values

when a casualty situation has

occurred.


48/51

Beaching

The following aspects must be considered:-

Nature of sea bottom;

Tidal differences and water level at the moment;

Effects of waves on the hull when the ship is onground;

Possibilities of getting easily off the ground;

Possibilities of shifting/discharging of ballast;

Environmental consequences (oil spill).


49/51

Beaching

There are examples when ships in

ballast have drifted ashore and

become totally wrecked in situations

where it would have been possible to

undertake a controlled beaching by

taking in more ballast.


50/51

Beaching

NOTIFICATION OF THE COMPANY

As soon as actions have been initiated to secure lives, shipand cargo, the company should be contacted by telephone

or telegraphy. The message must contain informationabout the course of events, if lives are lost or in danger, thesituation for the ship at the moment, and if externalassistance is required. The time for renewed contact shouldbe agreed. Telephone contact should be confirmed bytelegram if possible.

In order to simplify the exchange of information betweenship and company, both parties should have similarchecklists.


51/51

TOWING

There exists an unqualified obligation to assistpersons in distress. However, there are no suchobligations for Master to assist in the salvage of aship and its cargo, including towing.

If in an imminent distress situation, the bestsolution appears to be to attempt a towingoperation. The company must be notifiedimmediately, so that hull insurance and shipper'sagreement may be obtained. If there is no danger

to human lives, the approval of the company,shippers and hull insurance must be obtainedbefore the towing operation is started.

Documents

Emergency Actions