Emergencies Note by Capt. Kyaw Mya Oo
Emergencies Note by Capt. Kyaw Mya Oo
Emergencies Note by Capt. Kyaw Mya Oo
Compiled by
Capt. Kyaw Mya Oo B.Sc.(DSA)
Master Mariner
Ship Master's Business Emergencies
EMERGENCIES
INTRODUCTION
With the establishment of the International Safety Management (ISM) system all shipboard emergencies have been
investigated and subsequently documented. This action has provided ship’s Masters with guidelines to support
his/her decision-making in the event of a realtime emergency at sea. The system has also incorporated the shoreside
back-up support, deemed necessary in the age of the desired and legally required green environment.
1. Fire
2. Damage to the ship
3. Pollution
4. Unlawful acts threatening the safety of the ship and the security of its passengers and crew
5. Cargo related accidents
6. Personnel accidents
7. Emergency assistance to other vessels.
These emergency plans should directly include the aspects of reporting the incident and should clarify:
a) When to report an incident
b) How to report the incident
c) Whom to contact about the incident
d) What to report regarding the incident.
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STRANDING
This is physically the same action as beaching, but with the significant difference that beaching the vessel is an
intentional action and under comparatively controlled conditions, whereas stranding is accidental. Circumstances
will vary with different ships, but selecting a convenient position to ‘set down’ will in all probability never arise. In
consequence, the double bottom area of the vessel will probably suffer considerable damage, especially if the
ground is rocky.
The method of procedure to follow on stranding can only be an outline, when one considers how circumstances may
vary. Here are some suggestions:
1. Stop engines.
2. Sound emergency stations.
3. Close all watertight and fire doors.
4. Damage control party to assess damage. This must include sounding around the outside of the hull and
checking the available depth of water. All of the vessel’s tanks, especially double bottoms and bilges, should
also be sounded and visually inspected wherever possible, air pipe and sounding pipe caps being well
secured after the soundings have been obtained. This will prevent oil pollution as water pressure forces oil
upwards through the outlet pipes above deck.
5. Check position on the chart and observe depths of water around the vessel.
6. The Master should consider refloating, though that depends on the extent of the damage especially to tank
tops. The tides should be assessed, and ballast tanks, together with additional weight (including fresh water),
viewed for dumping in order to lighten ship. Damage stability data should also be consulted. There may be
value in dropping an anchor underfoot to prevent a damaged ship from sliding off into deep water.
7. Consider whether assistance is required in the form of tugs to drag the vessel astern clear of the beach into
deeper water.
8. As soon as practical, enter a statement into deck log book and inform owners and the Maritime and
Coastguard Agency (on state of seaworthiness).
BEACHING PROCEDURE
Beaching is defined as taking the ground intentionally, as opposed to accidental stranding. It is normally carried out
for either or both the following reasons:
a) to prevent imminent collision;
b) to prevent loss of the vessel when damaged and in danger of sinking, damage having occurred below the
waterline causing loss of watertight integrity. The intention is to carry out repairs in order to refloat at a
later time.
Should time and choice be available, the mariner should attempt to beach the vessel on a gentle sloping beach,
which is rock free and ideally with little or no current. If possible it should be sheltered from the weather, free of
surf action and any scouring effects.
− Both anchors should be cleared away and made ready to let go. Care should be taken to lay anchors and
cables clear of the position that the vessel is expected to come to rest, so minimizing the bottom damage, if
this is possible. Additional use of a stern anchor, if the ship is so equipped, would become extremely
beneficial on the approach, with the view to refloating later.
− Drive the vessel further on and reduce the possibility of pounding. Take on additional ballast and secure the
hull against movement from weather and sea/tide.
− Take precautions to prevent oil pollution. This can be achieved by discharge into oil barges, or transfer
within the vessel into oil-tight tanks.
− Another alternative would be encircling the vessel with an oil pollution barrier, if one can be obtained
quickly enough and positioned effectively.
− Damage reports should be made to the Marine Accident Investigation Branch (MAIB), together with a
‘general declaration’, the Mercantile Marine Office being informed and entries made into the Official Log
Book.
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GROUNDING/BEACHING – SUMMARY
Carry out a damage assessment following the action of the ship taking the ground.
Masters Advice:
Page 4 of 16
In the event of your vessel running aground, what action would you take as Master of the vessel?
Ans. The general circumstances of the grounding scenario will differ in every case but the general actions would
probably include the following actions:
a) As soon as practical after the incident raise the general alarm and ensure that all personnel are aware of the
incident.
b) Order the engines to be stopped as soon after contact with the ground is made.
c) Order the Chief Officer to carry out a damage assessment to cover the essential items:
(i) The watertight integrity of the hull.
(ii) The engine room wet or dry condition.
(iii) A casualty report.
(iv) Any evidence of pollution.
d) Obtain a position of the incident on the chart prior to opening up communications.
e) Order the display of the aground navigational signals.
f) Order damage control parties into respective duties to include further assessment of:
1. a full set of internal soundings.
2. a comprehensive set of external soundings about the bow and the stern areas.
g) Open up communications to advise respective interested parties, e.g.:
i. Owners and Charterers.
ii. Agents and local harbour authorities if applicable.
iii. MAIB and the MPCU, if appropriate.
iv. Underwriters and P & I Club (via owners).
v. Urgency or Mayday via Coastguard if appropriate.
vi. Tug assistance if required.
h) Deploy anchors to prevent accidental, un-scheduled re-floating.
i) Obtain a weather report.
j) Order tidal calculations to be made by the navigator to ascertain the state of the tide at grounding and when
the next low/high water, heights and times are scheduled.
k) Carry out stability check and ballast movements to ease ship stresses.
Stranding or grounding
* Emergency Check List C3 in the ICS Bridge Procedures Guide (yellow pages) relates to stranding or
grounding and should be consulted if available.
* A vessel is stranded when she is aground and unable to refloat without external assistance.
* Grounding at sea, i.e. during the voyage, is more likely to result in hull damage, cargo loss or damage, and harm
to the environment, than grounding in port, where it may even be expected and controlled to some degree.
* Many expensive salvage contracts have been entered into in circumstances where the vessel could have been
refloated by her own means, and the owner will normally expect the master to communicate with him as soon as
practicably possible after the vessel has gone aground. The following should be reported to the owner:
• the exact position of the ship;
• the part of the vessel aground;
• conditions of weather, wind, wave height, swell, and area forecast;
• to what extent the vessel is aground (e.g. 30%), and degree of stresses on hull and machinery;
• details of visible damage, including leakages from tanks;
• whether vessel’s main engine can be used;
• state of tide when vessel grounded;
• quantity and disposition of cargo on board;
• master’s assessment of possibilities of refloating by trimming prior to next high water;
• details of any salvage craft or tugs in vicinity.
* If circumstances permit, the master should always consult the owner (or manager, as appropriate) or the leading
underwriter (who may be contactable through Lloyd’s Casualty Department) before agreeing any salvage contract.
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* If it is impossible to contact the owner or the lead underwriter, the master should consider trying for tug tariff
rates plus 50%-100%. If the signing of a contract is demanded by salvage vessels, Lloyd’s Open Form 2000 – No
Cure, No Pay - is the recommended form.
* During a refloating operation the following should be recorded in the deck log book, using annexed pages if
necessary:
• the times of all events during the salvage operation;
• the progress of the operation;
• the state of tide, wind, sea and weather;
• the nature of any special risks faced by salvors;
• any damage or harm suffered by salvors;
• nature and extent of assistance given by ship’s crew and equipment;
• details of any damage sustained by ship during the operation.
* A detailed report of the operation together with relevant log abstracts should be sent to the owner.
* A statement should be drawn up by the master, and sent to the owner, showing the vessel’s expenditure and
consumption in excess of the daily norm during the refloating operation, including:
• crew’s overtime (itemised on a separate sheet);
• fuel oil;
• diesel oil;
• lubricating oil;
• sundry engine spares, stores, wire, shackles, etc. (itemised in a separate list).
* Expenditure in refloating following an accidental grounding may qualify as general average if other GA criteria
are met.
* The master should discuss with the owner a port of refuge (if necessary), a discharging port, port for repairs,
and declaration of General Average.
* If the situation allows, the owner will normally recommend (in consultation with their leading underwriters)
making for an effective port of refuge, i.e. one with several repair yards capable of carrying out temporary or
permanent repairs. The procedure for making for and arrival at a port of refuge should be followed as soon as the
vessel is refloated.
* Regulation 5 of the MS (Accident Reporting and Investigation) Regulations 1999 (SI 1999/2567) requires a
report to the MAIB to be made within 24 hours whenever a ship grounds.
* Paragraph 12 of the Schedule of the MS (Official Log Books) Regulations 1981 (SI 1981/569) requires the master
to make an entry in the Official Log Book (narrative section) where the ship strands, recording a description of the
casualty and the place where, or the position of the ship when, it occurred.
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* Any particular average repairs carried out, and the time of the resumption of the voyage or other subsequent
action such as salvage measures, should be recorded.
* Where the vessel has suffered a major mechanical failure the master should contact the owner or manager as
soon as circumstances permit; the owner or manager will in turn contact the leading underwriter if necessary and he
will instruct a damage surveyor.
* Where machinery damage affects the class status of the ship, owners should inform the classification society and
make arrangements for a survey on arrival in port.
* Leading underwriters will arrange a further survey on completion of repairs.
* Before departure for sea the vessel will require an Interim Certificate of Class from a surveyor representing her
classification society.
* Regulation 5 of the MS (Accident Reporting and Investigation) Regulations 1999 (SI 1999/2567) requires a
report to the MAIB to be made within 24 hours whenever a ship is disabled.
* Paragraph 12 of the Schedule of the MS (Official Log Books) Regulations 1981 (SI 1981/569) requires the master
to make an entry in the Official Log Book (narrative section) where the ship is materially damaged and also
where the ship is disabled, recording a description of the casualty and the place where, or the position of the ship
when, it occurred.
* Where repairs have been made at sea, a statement should be drawn up by the master showing:
• crew’s overtime in connection with repairs;
• consumption of spare parts and stores.
* Any defective and replaced parts should be retained until they can be examined by a surveyor acting for the
leading underwriter.
* Where repairs are carried out at a repair yard, statements will be required showing:
• expenses and fuel/lubricating oil consumption during the deviation;
• expenses during tank cleaning operations;
• expenses at the repair port.
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COLLISION
Whenever a collision occurs, the vessel’s sound watertight integrity is likely to suffer, and personnel may experience
considerable shock, whether the collision is with another vessel, land mass or ice floe. No precise set of actions can
be laid down for this situation, though certain general rules are applicable. A suggested line of action is the
following:
The Master is further obliged to render all possible assistance to the other vessel.
7. Depending on the amount of damage and general circumstances, it must be assumed that at some stage a
decision to abandon or not to abandon will be taken. In either case the communications officer will
probably be ordered to dispatch an ‘urgency’ signal, which may or may not be followed by a ‘distress’
message.
8. Many variable factors will come into play over the period from impact up to the time that any decision is
taken to abandon the vessel, and these should be given full consideration when deciding any course of
action:
a) The weather conditions at the time and in the future.
b) The expected time that vessel will stay afloat when taking in water.
c) The risk to personnel from fire or explosion by remaining aboard.
d) The odds of saving the vessel by beaching or steaming into shallow waters.
e) The question of pollution, especially in coastal waters.
9. The Master should report the casualty as soon as practicable, in any event within 24 hours of the ship’s
arrival at the next port. This report should be made to the Marine Accident Investigation Branch (MAIB)
and should include a brief description of the incident, stating the time and place of its occurrence, together
with the name and official number of the vessel, the next port of call and the position of the ship at the time
of making the report. An entry should also be made in the official deck log book describing the sequence of
events surrounding the collision. Masters would under normal circumstances inform their owners at the
earliest possible time after the collision, bearing in mind that repairs will probably have to be carried out
immediately to render the vessel seaworthy.
10. Assuming that the vessel remains afloat, efforts should be made to prevent any increase in damage or
further flooding. Should the vessel still be capable of manoeuvring, then she should do so under the correct
signals, either NUC or International Code Flags. Any oil leakage should be reported in accordance with the
pollution convention requirements regarding notification to the Marine Pollution Control Unit (MPCU),
and a relevant entry made in the oil record book.
It is the duty of the master of each vessel if and so far as he can do so without danger to his own vessel, crew and
passengers (if any):-
a) to render to the other vessel, her master, crew, and passengers (if any) such assistance as may be practicable
and necessary to save them from danger caused by the collision, and to stay by the other vessel until he has
ascertained that she has no need of further assistance, and
b) to give the master or person in charge of the other vessel the name of his own vessel and of the port to
which she belongs, and the names of the ports from which she has come and to which she is bound.
If the master or person in charge fails without reasonable cause to comply with the above he is guilty of an offence
and:
a) in the case of a failure to render assistance etc., liable on conviction on indictment to a fine and
imprisonment for a term not exceeding two years and on summary conviction to a fine not exceeding
£50,000 and imprisonment for a term not exceeding six months; and
b) in the case of failure to exchange names, ports, etc., liable on conviction on indictment to a fine and on
summary conviction to a fine not exceeding the statutory maximum, and in either case if he is a certificated
officer, an inquiry into his conduct may be held, and his certificate cancelled or suspended.
It should be emphasized that the masters' statutory duties in case of collision must be carried out whatever the
circumstances of the collision may be. Even if one of the colliding ships is at anchor or moored to a wharf, pier,
jetty, etc., the provisions of the Act still apply.
If more than two ships are involved in a collision the master of each one is under an obligation to comply with the
rules relating to giving necessary assistance, exchanging information, and making the required official log book
entries.
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The master of a ship which has suffered damage in a collision should, so far as he is able and justified, serve a
written notice on the master of the other ship in the following terms: -
Gentlemen,
On behalf of my owners and their underwriters I give you formal notice holding you and your owners solely
responsible for all loss or damage whatsoever sustained by my owners in consequence of the collision between my
ship and your m.v., ........... " which occurred on (date given).
I also give you notice that a survey will be held on board my vessel at (place stated) on (date stated). You are
invited to send a representative without prejudice,
(Signed)
Master, s.s . ... . ..... ...
If the master knows that his owners will themselves make all necessary arrangements for holding a survey, there
will, of course, be no need for the second paragraph. The owners or their agent or the master on their behalf, should
also take steps to have the other vessel placed under arrest pending payment of bail up to the limit of liability.
The owners may, of course, decide to enter into an arbitration agreement using Lloyd' Standard Form referred to
below. The matter, presumably, would be informed accordingly. In order to give owner' solicitors the information
they require a full report should be drawn up by the master describing all the events which led to the collision
including an estimate of the speeds of both vessel at the time of impact and the angle of impact. The surveyors who
inspect the damage should also prepare detailed reports.
Should the master receive notice holding him and his owners responsible for the damage done to another ship he
should, as far as he is justified, reply by denying liability, but should accept any invitation to attend the survey on
the other ship without prejudice.
In all these matter the master should, whenever possible, consult his owners or their agents before acting on their
behalf, and in any case he should inform them promptly of all steps taken and all developments.
* Under section 92(4) a master who fails to comply with the requirement to render assistance to and stand by the
other vessel will be liable:
• on summary conviction, to a fine of up to £50,000; or
• on conviction on indictment, to an unlimited fine or imprisonment for up to 2 years, or both.
* Where the master has breached either duty, if he is a certified officer, an inquiry into his conduct may be held, and
his certificate cancelled or suspended.
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* The MS (Accident Reporting and Investigation) Regulations 1999 (SI 1999/2567) require the master to:
• send a report to the MAIB (regulation 5(1)) ; and
• preserve relevant evidence (regulation 7(1)).
* Regulation 9 of the MS (Reporting Requirements for Ships Carrying Dangerous or Polluting Goods)
Regulations 1995 (SI 1995/2498), as amended by SI 1999/2121, requires the master to send a pollution report
where the collision results in any pollution.
* Paragraph 12 of the Schedule of the MS (Official Log Books) Regulations 1981 (SI 1981/569) requires the master
to make an entry in the Official Log Book (narrative section) where the ship is in collision, recording a description
of the casualty and the place where, or the position of the ship when, it occurred.
* Following a collision, and after rendering assistance, etc., the master should:
• inform the owner or manager, as appropriate; and
• inform the P&I club’s local correspondent, who will advise on the best action to take in the owner’s
interest in the circumstances.
* Generally, liability should never be admitted to any other party.
* A P&I club may advise the master of a ship damaged in collision with another vessel, if able and justified, to serve
written notice on the master of the other vessel as follows:
Dear Sir
With reference to the collision which occurred between our respective vessels on _________ at ____ hours Local
Time, I hereby give you, on behalf of my owners and their underwriters, formal notice holding you and your
owners solely responsible for all loss or damage whatsoever sustained by my owners in consequence of the
collision.
Please inform your owners immediately so that they and their underwriters can take steps to carry out a joint
survey on my vessel, m.v. ----------, in order to establish extent and quantum of damage.
Please let me have the name of your vessel’s agents. My vessel’s agents are -------- Agencies Ltd.
Please acknowledge receipt of this letter on the enclosed copy.
Yours faithfully
(signed)
* Should the master receive a similar notice holding him and his owners responsible for damage to the other vessel,
he should reply denying any liability but accepting any invitation to attend a survey on the other vessel without
prejudice.
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* The owner, agent or master should take steps to have other the vessel arrested pending payment of security up to
the limit of liability. Alternatively, the owner may decide on an arbitration agreement using Lloyd’s Form.
* In order to give the owner’s solicitors enough information to pursue the claim, a full report should be drawn up
describing all events leading to the collision, including the following:
• deck and engine room log books, movement books and contemporaneous notes;
• graphs and print-outs from bridge equipment in use such as course recorder, echo sounder and sat-nav;
• statements from all witnesses to the collision including, where possible, pilots, tugmasters, etc.;
• full details of both ships, including names (correctly spelt), ports of registry, call signs and gross tonnages;
• exact location of the collision;
• exact time of the collision, stating whether UTC (GMT) or local time;
• difference between bridge and engine room clocks;
• estimates of speeds and courses of both vessels at the time of impact;
• estimates of angle of impact (this may have to be estimated by an expert surveyor);
• charts in use before and up to the time of the collision (unaltered and unerased);
• weather and tide conditions at the time of the collision;
• list of all navigation equipment in use at the time of the collision;
• records of all signals and communications made between the colliding ships (and any other ships in the
vicinity) prior to the collision;
• names and positions of other ships in the vicinity at the time of the collision;
• details of any pilotage or vessel traffic control in operation at the time of the collision;
• in the case of a collision involving a moored vessel, details of moorings deployed.
* All evidence gathered should be stored securely until it can be passed to the company’s P&I club or solicitors.
* Although it is normal for lawyers and investigators representing each ship to avoid seeking to interview the crew
of the other ship involved, crew members should be warned of the importance of not giving statements to any
person other than those lawyers and investigators acting for the owner. The master should be able to ascertain the
identity of these persons from the P&I club correspondent.
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Fire
* Emergency Check List C5 in the ICS Bridge Procedures Guide (yellow pages) relates to fire and should be
consulted if available.
* Any fire, whether major or minor, should be reported to the owner or manager as soon as practicably possible. As
soon as the fire is being tackled to the master’s satisfaction, and any other actions required under the circumstances
(e.g. sending a navigational warning) have been taken, the master should contact the owner for his assessment of the
situation. Information which should be given to the owner includes:
• exact position of vessel;
• location of fire;
• nature of cargo alight, if any;
• nature of cargo in adjacent holds/tanks;
• information about any other highly inflammable cargo on board;
• remaining stock of CO2 .
* If circumstances permit, the master should discuss with the owner a port of refuge (if necessary), discharging
port, port for repairs, and declaration of general average. If the situation allows, the owner will normally
recommend (in consultation with the lead underwriter) making for an effective port of refuge, i.e. one with several
repair yards capable of carrying out temporary or permanent repairs.
* Damage done in fighting any fire on board will generally be allowed under general average, since if no action
were taken, the “common safety” would almost certainly be jeopardised when the fire spread throughout the vessel.
* Damage done by the fire itself will normally be covered under the Institute Time Clauses - Hulls.
* Fire-fighting costs are normally allowed under general average where other applicable GA criteria are met. As
well as accounts for repairs to the vessel and survey reports showing the division of damage caused by the fire itself
and efforts to fight the fire, average adjusters will eventually want accounts for any fire-fighting costs, including
costs of refilling extinguishers, CO2 bottles, etc. A tally should therefore be made of equipment and stores used in
the fire-fighting operation.
* The owner or manager should be given statements showing:
• crew’s overtime in connection with the incident;
• CO2 consumption;
• other equipment used in connection with the incident; and
• if the vessel calls at a port of refuge, items listed in I02i.5.
* The MS (Accident Reporting and Investigation) Regulations 1999 (SI 1999/2567) require a report to the
MAIB to be made within 24 hours when a ship is materially damaged by fire or explosion.
* The Schedule of the MS (Official Log Books) Regulations 1981 (SI 1981/569) does not require an Official Log
Book entry specifically recording a fire. Paragraph 12, however, requires an entry to be made (in the narrative
section) when the ship is materially damaged, which is likely to be the case in a fire.
* Section 4 of the Merchant Shipping and Maritime Security Act 1997 amended section 3 of the Fire Services Act
1947 to permit UK fire authorities to employ their maintained fire brigades or use their fire brigades’ equipment at
sea, whether or not within the UK territorial sea.
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Abandoning ship
* Emergency Check List C8 in the ICS Bridge Procedures Guide (yellow pages) relates to abandoning ship and
should be consulted if available.
* The decision to abandon should only be taken as a very last resort; crew, passengers and other personnel may be
more at risk from the abandonment process than from the hazards of remaining on the vessel, if still afloat.
* The order to abandon ship must be given by the master or senior surviving officer, and should be oral.
* An EPIRB and at least one SART should be activated and taken to a survival craft along with hand-held VHF
radios switched to Channel 16.
* The ship’s position should be fixed and noted before abandoning; the information may be of use to survival craft
occupants.
* Personnel in charge of survival craft should be instructed that all craft are to remain in safe proximity to the ship
following abandonment, and to attempt to secure to each other.
* Ship’s personnel should be trained to attend survival craft drills with clothing suitable for a real abandonment,
so that when the general emergency alarm signal is sounded in a real emergency, taking extra clothing to survival
craft stations is as natural as taking a lifejacket.
* The master or senior surviving officer should, if possible, remove the Official Log Book and deck log when
abandoning ship. The information contained in them may be of assistance in any subsequent investigation.
* Following abandonment and rescue of personnel, any “Mayday” relating to the abandoned vessel should be
cancelled or downgraded as soon as possible. In certain circumstances (e.g. when adrift) an abandoned vessel
should be regarded as a “dangerous derelict” and should therefore be reported as such in a danger message (formerly
known as a navigational warning). If transferred from a survival craft to a rescue vessel, the master of the abandoned
vessel should suggest to the host master that a navigational warning is broadcast relating to the abandoned vessel.
* Regulation 5 of the MS (Accident Reporting and Investigation) Regulations 1999 (SI 1999/2567) requires a
report to the MAIB to be made within 24 hours whenever a ship is abandoned.
* Paragraph 12 of the Schedule of the MS (Official Log Books) Regulations 1981 (SI 1981/569) requires the master
to make an entry in the Official Log Book (narrative section) where the ship is abandoned, recording a description
of the casualty and the place where, or the position of the ship when, it occurred. (This entry would, of course, only
be made if the Official Log Book was taken off the ship at the time of abandonment.)
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FLOODING
The function of the outer shell, the hull, of a ship is to keep the water out and provide the displacement of water, and
hence the upthrust, to keep the ship afloat. Exceptional circumstances may make this practical application of
Archimedes Principle difficult to sustain. These circumstances may be caused from one or more of the following:
To meet the above dangers, shipbuilders have incorporated in the ship’s structure such items as the collision
bulkhead situated well forward, the cellular double bottom system over the keel area, together with increased
scantlings where considered necessary for the trade. However, no company or shipbuilder can foresee the future and
guard against the unexpected such as internal explosions or collision with underwater objects.
Main Dangers
The first and foremost hazard is the loss of watertight integrity in one or more compartments and the subsequent loss
of internal buoyancy from the damaged areas. The immediate action of closing all watertight doors throughout the
ship’s length will reduce further loss of buoyancy. The development of consecutive flooding throughout the vessel’s
length is a principal cause of foundering. Should this flooding occur, the total loss of internal buoyancy must be
accepted as a probability, and the only course open is to delay the inevitable in order to get survival craft clear.
If total flooding of the vessel cannot be avoided, the decision to abandon the sinking vessel should be made in ample
time for survival craft to clear the area. The dangers of lifeboats and rafts being dragged under by a sinking ship are
obvious. Equally dangerous is the mast rigging and high superstructures fouling survival craft close to a capsizing
hull.
Possible Solutions
For a ship holed above the water line, build a collision patch over the damaged area, and investigate safe port
options with repair facilities. Note any deviation of the ship, and note times and position in the ship’s log.
Pump out the bilges and take regular soundings. Avoid bad weather if at all possible. Inform owners as soon as
possible.
For a ship holed or cracked on or near the waterline, start the bilge pumps in the area affected, and pump out ballast
water fore and aft to raise the vessel bodily. This should bring the damaged area above the waterline. If not, provide
the vessel with a list on the opposite side to the damage.
Construct a collision patch on the outside, and/or a cement box on the inside, of the damaged plates. (This will
depend on the size of the damaged area.) Have any temporary repairs kept under constant watch, with any adverse
Page 15 of 16
change being immediately reported. Check continually on soundings about the damaged area, especially in adjacent
compartments.
Look at stability data for the compartment and check means of containment in adjoining spaces. Obtain charted
position and investigate safe port options. Inform owners of the need for immediate repairs, together with an
assessment of damage.
Instigate temporary repairs if possible and be prepared to despatch an ‘urgency’ signal should the situation worsen.
Keep a close watch on weather reports and inform passengers and crew of the situation.
If the damage is severe, and the ingress of water is of massive proportion, loss of that compartment must be
accepted. Attempts should be made to contain the flooded area.The shoring up of the bulkheads must be considered,
or deliberate part flooding of the adjoining compartments, provided the buoyancy of the vessel is adequate.
The weight of water entering the compartment will depend on the permeability of the cargo in that compartment.
This fact alone may be the saving grace of the damaged vessel. However, in any case the normal procedures for
investigation of safe port options must be made at the earliest possible moment, together with the despatch of an
‘urgency’ signal, which may be followed by a distress signal if the situation becomes beyond control.
The damaged stability data should be investigated, and a speedy conclusion reached. If the vessel is sinking, then
this fact should be determined without delay to provide maximum time for abandoning ship. The amount of water
entering the vessel can be found approximately from the following formula:
where A represents area of damage and D represents the depth of the damage below the waterline. This formula can
be used as a guide, but not accepted as being totally accurate for every case.
DAMAGE CONTROL
Damage limitation is not commenced following the collision or the grounding incident. Damage limitation starts
well before the incident takes place in the form of training, emergency planning, drills and acquiring the equipment
and skills to perform damage control action, as and when it is ever needed.
A ship’s muster lists designate personnel into damage control parties but very often the ship is not equipped to carry
the task through. Examples of this can be seen when the collision patch, or the shoring of a bulkhead is required.
How many vessels carry purpose-built collision patch material? Very few. How many carry shores to support a 20
metre cargo hold bulkhead, with water pressure building up behind it? Even less than few.
Fortunately some tankers are now carrying anti-pollution boom/barrier equipment, but again, the majority are
relying on shoreside support only, for such equipment.
The marine environment does not lend to early support; mariners cannot dial in the fire brigade when in open seas. It
is therefore necessary that improvization of all available means is utilised on board. As an example, the use of
engine room bottom plates for collision patches, where steel sheet is not carried. Partial flooding of an adjacent
compartment to equal bulkhead pressure, was an option discussed in the collision scenario. However, it should be
realised that the effects of free surface is doubled and sinkage would be increased.
Some ships like bulk carries may lend more easily to such drastic measures, when faced with the likelihood of a
collapsed bulkhead. Without shoring equipment and the manpower to get it into place any method of bringing
compensatory pressure to bear must be considered. Ideally, weather conditions, the ships head, the stability criteria,
permeability of cargo in the hold will favour and permit such extreme action.
Clearly, improvization is not the ideal situation, but it is not practical for every ship to carry damage control
equipment to cover every task, which in any event hopefully, will never be needed. Energy is far better deployed
into the most likely areas of emergency, namely fire fighting, casualty handling and ensuring the damage control
plans function correctly.
In support of this, regular drills where parties can be developed as a team can often deliver the desired rewards in the
event of the unexpected emergency.
Crowd control exercises for passenger vessels, crew instruction on equipment, rotation of key personnel, will all
reflect on how well the real time incident could evolve.
It is far better not to have to action damage control activity. On the basis that prevention is better than the cure. To
this end good housekeeping, or in this case good shipboard practice, will go a long way to resolving incidents
because the infrastructure is already in place. Keeping the ship well maintained, with emergency equipment
correctly stowed, effective communications established and the crew with the positive mental attitude towards
safety, will provide the foundation to tackle any incident.
Page 16 of 16
MAN OVERBOARD
The actions of the officer of the watch and the ship will depend on the
circumstances of each individual case.To take account of every eventuality
would be impossible, but a general sequence of actions to take might be
the following:
6. The chief steward/catering officer or medical officer aboard should Plate . Emergency bridge lifebuoy,for use in ‘Man
Overboard’ emergencies, with combined light
be ordered to prepare the hospital reception space. Advice may be and smoke float attached.This one is secured
needed for the treatment of shock and hypothermia. in the stowage bracket on the after side of the
7. The vessel’s speed should be reduced as the Williamson turn is com- starboard bridge wing.
pleted, and the following points considered:
(a) Whether to start a search pattern, from which point and at what
time, and what type of search pattern to use (probably sector
search).
(b) Whether to let go a second bridge lifebuoy and combined smoke/
light. If the second lifebuoy is released when the vessel is on a
reciprocal course, a reference line of search can be established
between the first and second lifebuoys.This would be of consider-
able help to a search vessel and would provide an initial rate of drift
over a greater area. However, when a second lifebuoy is released,
the man in the water may assume that this is the first lifebuoy to be
released and swim towards it. In so doing, he ignores the first buoy
released and in confusion may drown through exhaustion while
heading towards the second. (The combined smoke/light emits
dense orange smoke for 15 minutes, and a light of 3.5 candela for
45 minutes.)
(c ) The sounding of ‘O’, ‘man overboard’, on the ship’s whistle, to
alert other shipping and reassure the man in the water that his
predicament is known.
Delayed Turn
The advantages of this optional alternative to the Williamson turn are that
the man falling overboard is allowed to fall astern of the vessel, so clearing
the propeller area. Turbulence in the vicinity of the man in the water is
reduced by no sudden rudder movements, and the delay period, if used
wisely, can become beneficial in a successful recovery (see Figure 14.12).
In this particular turn there is a very good case for releasing the second
bridge lifebuoy. A line of direction is achieved for the vessel, as the
ship returns either between the two buoys (the first being released at
point ‘A’ the second at point ‘B’ in Figure 14.12) or with the two buoys in
transit.
The period of delay may vary according to the length of the vessel and
the speed at which she was moving through the water, together with the
perimeter of the turning circle. It is generally accepted that for most cir-
cumstances a delay period of approximately one minute would suit the
majority of situations.The main disadvantage is that at some point in the
turn the lookouts may lose sight of the man in the water.
Double Turn
Sector Search
120°
Datum
60°
It will be seen that the alteration of course by the vessel is 120° on each
occasion when completing this type of pattern. In the event of location
still not being achieved after pattern completion, or in the event of two
search units being involved, an intermediate track could be followed
(see - - - - - - overlay).
HELICOPTER PROCEDURE
Any vessel which is to engage in helicopter operations should ensure that the
crew are fully aware that the aircraft will need to overcome certain initial
hazards. Any contact by the rotor blades of the aircraft with shrouds, stays
masts etc. could cause the helicopter to crash on or around the vessel itself.
In order to receive the aircraft in a safe manner, the deck should be prepared
and the following actions taken well in advance of the helicopter’s arrival on
the scene.
1. Clear away any small gear from deck area together with any rubbish
which might be lifted by the downdraught into the rotor or engine
of the helicopter.
2. Lower all radio aerials between masts and in the vicinity of the
reception area.
• Williamson turn
makes good original track line
good in reduced visibility
simple
takes the ship farther away from the scene of the incident
slow procedure
Williamson turn
Rudder hard over (in an "immediate action" situation, only to the side of the casualty) After
devialion from the original course by 60°. rudder hard over to the opposite side When heading
20° short of opposite course, rudder to midship position and ship to be turned to opposite course
• Scharnov turn
will take vessel back into her wake
less distance is covered, saving time
cannot be carried out effectively unless the time elapsed between occurrence of the incident and the
commencement of the manoeuvre is known
Scharnov turn
(Not to be used in an "immediate action" situation.)
Rudder hard over, After deviation from the original course by 240°, rudder hard over to the opposite
side. When heading 20° short of opposite course, rudder to midship position so that ship will turn to
opposite course.
HEAVY WEATHER
Muster Crew/
Passengers
COLLISION
DAMAGE ASSESSMENT
Estimate amount of
Visual
water ingress if hull
Inspection
penetrated
Construct collision
patch
Action
Start bilge/ballast
Size of
pumps
damages area
Safe port options
Location of Extent of
damage area Damage
Above/below
waterline DAMAGE
ASSESSMENT
Risk of fire
Other
Factors Risk of explosion
Consider permeability
of cargo Gas or toxic fumes
Assess loss of Stability
buoyancy Assessment
Consider change of trim
Effect on GM
Contact Designated
Stop engines Person Ashore.
GROUNDING
Check position on
Sound around vessel chart
Deploy pollution Check tidal information
prevention boom.
Monitor weather
Sound all tanks forecasts
Emergency
Report with damage Team Consult contingency
assessment plan
Bridge
Look for signs of Team Consult SOPEP
pollution manual
Assess internal damage Consider refloating
particularly tanks tops Adjustment of ballast
and collision bulkhead. may be necessary
Consider assistance
available i.e. tugs
Maintain log of events.
Other actions:
C2 Collision
Other actions:
C3 Stranding or grounding
Other actions:
C4 Man overboard
Other actions:
C5 Fire
Other actions:
C6 Flooding
Other actions:
Other actions:
112Compiled
Bridge procedures guide
by Capt. Kyaw Mya Oo
Ship Master's Business Emergencies
C8 Abandoning ship
Other actions:
1
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2
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a) skill
skill-based activity
rule-based activity
b) rule
c) knowledge
knowledge-based activity
3
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4
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Risk
Hazard
Emergency
Response
Plan
5
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MT Braer
6
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7
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8
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9
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10
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Tanker Kashmir
11
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The total cost of the oil spill clean-up was in excess of $70m, bridge repair $1.5m and
repair to the ship $2.1m.
12
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13
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14
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Collision-- Recommendation
Collision
Maintain a safe speed appropriate to the prevailing
conditions;
Slow down in good time when approaching a pilot
station, anchorage or berth;
Maintain a proper lookout, and do not leave the
bridge unattended even for short periods;
Monitor the ship’s position at all times, even when
under pilotage;
Maintain regular communication with other ships’
staff and local authorities;
15
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Collision-- Recommendation
Collision
A good Master/pilot exchange is crucial. The pilot
should be made aware of any particular ship
characteristics, including slow-speed manoeuvring, and
the pilot should be queried about the proposed route
and details of particular hazards, including strong tidal
streams;
Proper supervision is essential, and a risk assessment
performed prior to commencing even routine tasks
could prevent an accident;
Fatigue may also play a part, so it is important to
ensure that hours of rest are monitored and that the
ship’s staff are well briefed and trained.
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17
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18
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19
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Collision Patch
20
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Shoring
21
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22
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23
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24
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25
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26
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Hanjin Pennsylvania
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Fire - Aftermath
Fire - Aftermath
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Diamond Princess
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30
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Rudder hard over (in an "immediate action" situation, only to the side
of the casualty) After deviation from the original course by 60°, rudder
hard over to the opposite side. When heading 20° short of opposite
course, rudder to midship position and ship to be turned to opposite
course
32
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33
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34
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Fu Shan Hai
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37