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Transcript of 06 Contingency Planning Rev
Controlling the Operation of the Ship
07
GUIDELINES FOR DAMAGE CONTROL PLANS
Preamble
This module and the following two modules deal mainly with contingency planning,
plans and exercises necessary to deal with such contingencies.
Such contingencies do not happen with a warning and hence the preparation for a
contingency has to be well in advance. Hence the tasks for all these are listed
under module 10. Students shall work out these after studying all three modules.
1. Application
These guidelines are intended as advice on the preparation of damage control plans
for passenger and cargo ships to which SOLAS regulations II-1/23, II-1/23-1 and II-
1/25-8 apply.
2. General
2.1 The damage control plan and damage control booklet are intended to provide ship's
officers with clear information on the ship's watertight compartmentation and
equipment related to maintaining the boundaries and effectiveness of the
compartmentation so that, in the event of damage to the ship causing flooding, proper
precautions can be taken to prevent progressive flooding through openings therein
and effective action can be taken quickly to mitigate and, where possible, recover the
ship's loss of stability.
2.2 The damage control plan and damage control booklet should be clear and easy to
understand. It should not include information which is not directly relevant to damage
control, and should be provided in the working language of the ship. If the languages
used in the preparation of the plan and booklet are not one of the official languages of
the SOLAS Convention, a translation into one of the official languages should be
included.
3. Damage control plans
3.1 The damage control plan should be of a scale adequate to show clearly the required
content of the plan, but not less than a 1:200 scale.
3.2 Isometric drawings are recommended for special purposes. The plan should include
inboard profile, plan views of each deck and transverse sections to the extent
necessary to show the following:
1 the watertight boundaries of the ship;
2 the locations and arrangements of cross-flooding systems, blow-out plugs and
any mechanical means to correct list due to flooding, together with the locations
of all valves and remote controls, if any;
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3 the locations of all internal watertight closing appliances including on ro-ro
ships, internal ramps or doors acting as extension of the collision bulkhead and
their controls and the locations of their local and remote controls, position
indicators and alarms. The locations of those watertight closing appliances
which are not allowed to be opened during the navigation and of those
watertight closing appliances which are allowed to be opened during navigation,
according to SOLAS regulation II-1/15, should be clearly indicated;
4 The locations of all doors in the shell of the ship, position indicators, leakage
detection and surveillance devices;
5 the locations of all weathertight closing appliances in local subdivision
boundaries above the bulkhead deck and on the lowest exposed weather
decks, together with locations of controls and position indicators, if applicable;
6 The locations of all bilge and ballast pumps, their control positions and
associated valves; and
7 pipes, ducts or tunnels, if any, through which limited progressive flooding has
been accepted by the Administration.
4. Damage control booklets
4.1 The information listed in section 3 should be repeated in the damage control booklet.
4.2 The damage control booklet should include general instructions for controlling the
effects of damage, such as:
1 immediately closing all watertight and weathertight closing appliances;
2 establishing the locations and safety of persons on board, sounding tanks and
compartments to ascertain the extent of damage and repeated soundings to
determine rates of flooding; and
3 cautionary advices regarding the cause of any list and of liquid transfer
operations to lessen list or trim, and the resulting effects of creating additional
free surfaces and of initiating pumping operations to control the ingress of
water.
4.3 The booklet should contain additional details to the information shown on the damage
control plan, such as the locations of all sounding devices, tank vents and overflows
which do not extend above the weather deck, pump capacities, piping diagrams,
instructions for operating cross-flooding systems, means of accessing and escaping
from watertight compartments below the bulkhead deck for use by damage control
parties, and alerting ship management and other organizations to stand by and to co-
ordinate assistance, if required.
4.4 If applicable to the ship, locations of non-watertight openings with non-automatic
closing devices through which progressive flooding might occur should be indicated as
well as guidance on the possibility of non-structural bulkheads and doors or other
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obstructions retarding the flow of entering seawater to cause at least temporary
conditions of unsymmetrical flooding.
4.5 If the results of the subdivision and damage stability analyses are included, additional
guidance should be provided to ensure that the ship's officers referring to that
information are aware that the results are included only to assist them in estimating
the ship's relative survivability.
4.6 The guidance should identify criteria on which the analyses were based and clearly
indicate that the initial conditions of the ship's loading extents and locations of
damage, permeabilities, assumed for the analyses may have no correlation with the
actual damaged condition of the ship.
Refer to the Guidelines for the on-board use and application of computers
(MSC/Circ.891). *
5. Use of on-board computers
Damage control plans and damage control booklets should be in printed form. The
use of on-board computers, with damage stability software developed for the specific
ship, and familiar to properly trained *ship's officers can provide a rapid means to
supplement the information in the planned booklet for effective damage control.
6. Visual guidance to the master
Simple, clear and concise guidance, such as damage consequence diagrams, can
provide the master with a rapid means to evaluate the consequence of damage to the
ship.
7. Exhibition of plans on board the ship
7.1 For passenger ships, the damage control plan should be permanently exhibited on the
navigation bridge, as well as in the ship's control station, or equivalent.
7.2 For cargo ships, the damage control plan should be permanently exhibited or readily
available on the navigation bridge. Furthermore, the damage control plan should be
permanently exhibited or readily available in the cargo control room.
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CONTINGENCY PLANNING
Starting point
It is vital that all ship board organizations take the development and maintenance of
the disaster recovery plan seriously. It is not one of those tasks that can be left until
everyone has time to deal with it. A serious incident can affect the organization at any
time and this includes the next 24 hours!
The contingency plan needs to be developed by a team representing all functional
areas of the vessel. A formal project needs to be established, which must have
approval and support from the very top of the enterprise.
Impact Assessment
One of the first contingency planning tasks to be undertaken is to prepare a
comprehensive list of the potentially serious incidents that could affect the normal
operations of the vessel. This list should include all possible incidents no matter how
remote the likelihood of their occurrence.
Developing the plan
Once the assessment stage has been completed, the structure of the plan can be
established.
The first important milestone is the process which deals with the immediate aftermath
of the disaster. This may involve the emergency services or other specialists including
those ashore who are trained to deal with extreme situations.
The next stage is to determine which critical functions need to be resumed and in what
order. The plan will of necessity be detailed, and will identify key individuals who
should be familiar with their duties under the plan.
Plans will also be unique to certain ship types. For example; planning for the
catastrophic loss of cargo containment will have more relevance to a LNG tanker than
to a general cargo vessel.
Possible shipboard contingency plans to name a few, could be:
Man Overboard
Oil Spill Management
Gear Failure
Flooding
Grounding and Stranding
Collision
Electrical Power Failure
Heavy weather damage
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Fire
Salvage
Serious Injury
Loss of Life
Testing the plan
Once this plan has been developed it must be subjected to rigorous testing. The
testing process itself must be properly planned and should be carried out in a suitable
environment to reproduce authentic conditions in so far as this is feasible.
The Plan must be tested by those persons who would undertake those activities if the
situation being tested occurred in reality. The test procedures should be documented
and the results recorded. This is important to ensure that feedback is obtained for fine
tuning the Plan.
Equally, it is important to audit both the plan itself, and the contingency and back up
arrangements supporting it. No short cuts can be made here.
Training
This stage is dependent upon the development of the plan and the successful testing
and audit of the plans activities. It is necessary that all personnel must be made aware
of the plan and be aware of its contents and their own related duties and
responsibilities.
Again, it is important that all personnel take the disaster recovery planning seriously,
even if the events which would trigger the Plan seem remote and unlikely. Obtain
feedback from staff in order to ensure that responsibilities and duties are understood,
particularly those which require close dependency on actions being taken by others.
Maintain the Plan
The plan must always be kept up to date and applicable to current circumstances.
This means that any changes to the operations must be properly reflected within the
plan.
Someone must be assigned responsibility for ensuring that the plan is maintained and
updated regularly and should therefore ensure that information concerning changes
are properly communicated.
Any changes or amendments made to the plan must be fully tested. Personnel should
also be kept abreast of such changes in so far as they affect their duties and
responsibilities.
Importance of contingency planning and staff training is to ensure a prompt, efficient
and professional response to a maritime incident and to contend with the proliferation
of maritime legislation.
Contingency Manual / Plan on a vessel
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Priority for Emergency Action
The following actions should be considered as priority:
Save lives
Save the vessel
Protect the environment
Protect and save the cargo
Proper reporting
Authority / Responsibility of the Master
The Master is solely responsible for all matters related to the safety of his vessel and
environment and he has the overriding authority and responsibility to decide how the
situation at hand shall be handled.
Nothing should restrict the personal decisions and judgement of the Master, or limit his
authority in accordance with national and international maritime law and regulations.
Shore side assistance shall generally be requested through the shore management
office. However, if the situation in the opinion of the Master requires a different and
direct approach, he is fully authorised to order any outside assistance he finds
appropriate without consulting the management office.
When a ship suffers a casualty, or is otherwise in a position of peril, the Master must
decide as a matter of urgency whether assistance (including salvage assistance) is
needed or if the situation can be handled using the ship’s own resources.
Salvage
The Master has the overriding authority to agree to salvage contracts.
However, prior to entering into such contracts, if the owner/manager and the H&M
Underwriter’s consent can be obtained WITHOUT endangering the crew, vessel or
environment, the Master shall endeavour to do so.
Salvage assistance should preferably be rendered on contractual basis stipulating
ordinary daily or hourly rates, or alternatively on a lump sum basis. If the Master feels
that the terms offered are unreasonable or extortionate, he should register protest
immediately.
Engaging salvors does not reduce or alter the authority of the Master. The Master
remains in command despite the presence of a salvage master. The ship’s Master
shall not hesitate to challenge any action suggested or undertaken by the salvors that
may seem doubtful in his opinion, bearing in mind his overriding authority mentioned
above. Even though salvage services and assistance is being rendered, the salvors
must cease his service if requested to do so by the Master.
Action to be taken
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Assistance should never be delayed merely to negotiate a particular form of
agreement or contract terms. Lloyd’s Standard Form of Salvage Agreement. LOF
1995 and LOF 2000 (with SCOPIC Clause Supplement), based on “no cure, no pay”
principle is recommended.
Immediate Action
Personnel detecting an emergency shall immediately inform the OOW and summon
the quickest available assistance for minor situations
Attempt remedial action if possible
Sound the General Emergency Alarm for emergencies
At the sound of the general emergency alarm or otherwise being alerted of an
emergency situation, ALL personnel other than the Emergency Command Centre
(ECC) personnel on the bridge should meet at the designated General Muster Station.
The ECC personnel are to proceed directly to their stations, as specified in the
General Emergency Instructions sheet
The assigned leaders will contact the ECC for information on the situation.
The Master shall consider the following actions to be taken:
Establishes contact with the assigned leaders for a situation report.
Evaluates the reports, consults the ship-specific emergency plans and
decides on damage control measures / action to be taken.
Establishes contact with RCCs and /or others in the vicinity if appropriate.
Broadcast alerts, as necessary, and notify relevant parties.
Orders establishing of safe zones for personnel not involved in damage
control, if appropriate.
Evaluates necessity of evacuation.
Takes any other action deemed necessary.
When the situation is under control, advise personnel and surroundings.
Refer to ship-specific emergency plans
Radio officer / GMDSS officer
Acquires the correct position of the vessel and updates as necessary. Establishes
contact with relevant parties, alerts them on orders from the Master. Maintains internal
communication during the emergency, acting as Master’s secretary. Assists Master
and keeps account of actions, communication and personnel as reported.
Other staff
Relevant emergency procedures and duties listed in the ship-specific emergency
plans and the General Emergency Instructions
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Ship-Specific Emergency Checklists and Plans
Checklists for key emergencies have been provided in the following pages. Data
considered by the shore management to be essential for dealing with emergencies
has been included in these model plans.
Additional ship-specific checklists for other identified emergencies may also be
prepared by the vessel’s Master and included in this manual. These Emergency
Preparedness plans are to be used for various emergency situations described.
Vessels may include additional items to the checklist, if required. It is the responsibility
of the Master to designate the person required to do the jobs described in the plan.
This will be subjected to verification during audits and Superintendent inspections /
visits.
The plans are not exhaustive, but meant as guidelines to the personnel on board,
especially in the initial phase of an emergency.
Means of communication to be used during emergencies and drills should be decided
by the Master.
The inclusion of useful supporting data such as emergency squads/teams’
composition, lists of location of required equipment, schematic charts and drawings (to
name a few), is recommended.
The emergency checklists should also be used for recording emergency drills held.
The Master shall approve and include the checklists and plans into the Vessels
Contingency Manual
Suggested Ship Specific Contingency check Lists
Grounding and Stranding Action ByStops engines and informs Master OOW
Sounds general emergency alarm OOWChecks that all watertight doors are closed. CrewSwitches on deck lighting at night OOWSwitches VHF to appropriate channels OOWMusters passengers, if carried, at emergency stations CTOExhibits lights/shapes and make appropriate sound signals OOWSounds tanks and bilge . PUMPMAN/4EChecks hull and compartments for damage CO Checks main machinery and associated spaces for damage and reports to Master
CE
Determines possibility and consequences of remedial action Master/CE / CO
Supervises damage control tasks CO / 2ESounds depth around ship and determines deep water direction 2 Off.Determines nature of sea bed 2 Off.Reduces draft of ship upon Master’s instructions COBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE
OOW / RADIO off.
Notifies traffic and port authorities, if appropriate Master / OOW
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Maintains vigil for signs of pollution around the vessel and reports to the Master
Crew
Maintains record of events OOW /RO.At the con MasterNotifies Management Center Master
Collision Action ByInforms Master OOWStops engines when necessary OOWCloses watertight doors CrewSwitches on deck lighting at night OOWSwitches VHF to appropriate channels RADIO offMakes communication contact with the other vessel MasterNotifies traffic and port authorities if appropriate Master / OOWMusters passengers, if carried, at emergency stations CTOPrepares life boats if necessary Deck CrewSounds tanks and bilge. Pumpman / 4.engChecks hull and compartments for fire and damage and reports to Master
CE / CO
Checks main machinery and associated spaces for damage and reports to Master
CE
Carries out damage control tasks CO / 2E Charts vessel positions and maintains record of events OOWMaintains vigil for signs of pollution around the vessel and reports to the Master
Crew
Attends to injured personnel and reports to the Master First Aid TeamBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE
Radio off
At the con MasterNotifies Management Center Master
Serious Injury Action ByIsolates victim from cause of injury *1 First person on
sceneNotifies OOW / Master First person on
sceneGives first aid treatment First person on
sceneSounds general emergency alarm, if all crew needed at the scene OOWGives further life-saving treatment, if necessary 2.Off.Maintains a record of events OOWArranges contact with doctor or hospital, as appropriate MasterDecides on movement/extraction/evacuation of patient MasterAgrees with shore doctor and Med.Off. on method of evacuation MasterInforms Management Office Master / Radio offPrepares to receive evacuation craft, as appropriate. CO / CrewDisembarkation of patient CO / CrewInvestigation initiated (including collection of evidence) Safety Committee
Gear Failure Action ByInforms Master OOW
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Prepares for anchoring if appropriate COExhibits NUC signals Bridge PersonnelNotifies traffic and port authorities if appropriate Master / OOWCommences sound signaling, if appropriate OOWMaintains a record of events OOW / Radio OffBroadcasts URGENCY message, if appropriate Radio OffIn case of steering gear failureInforms engine room OOWEngages emergency steering OOW, CETakes way off ship OOWPrepares engines for maneuvering EOWAt the con MasterNotifies Management Center MasterSearches for fault, attempts repairs and reports to the Master CE / Eng.
Personnel
Electrical Power Failure Action ByInforms Master and Chief Engineer OOWStarts Stand by / Emergency generator and puts on load EOWCo-ordinates trouble shooting and investigation from ECR CE Switches VHF to appropriate channel OOWNotifies traffic and port authorities, if appropriate Master / OOWReadies anchor if appropriate/stands-by for anchoring CO / BosunMaintains record of events OOW / Radio OffTakes steps to minimize loss of Starting Air for M/E and A/Es EOWChecks tripped engines and associated systems for faults and attempts repairs
2Eng / Eng. Staff
Checks electrical system for faults and attempts repairs EOStarts main engines when all checks are completed, all systems go, and confirmation from bridge obtained
CE
Determines cause of power failure and enforces preventive measures
CE
At the con Master
Cargo Spillage or Contamination Action ByNotifies bridge First person on
sceneNotifies Master OOWInvestigates scene and reports findings to bridge COCalls out Pollution Contingency Teams*1, if necessary MasterWhen source of spillage is determined, checks cargo papers to determine IMO/IMDG danger class
CO
Contacts shore sources if class cannot be determined on board MasterDecides on isolating the scene, or instigates spill response MasterBrings adequate personal protection equipment on scene CrewContains and cleans up spill on Master’s orders Spill teamsChecks other cargo, hull and compartments for damage CO/CENotifies relevant authorities, if appropriate MasterCalls in outside help, if appropriate MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE
OOW / Radio off
Maintains a record of events OOW
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Notifies Management Center Master
Man Overboard Action ByReleases lifebuoy from bridge wing on side the person has fallen overboard, or on sighting person in water
OOW
Notifies Master and rescue boat crew, sounds general emergency alarm
OOW
Takes immediate avoiding action so as not to run over the person in water.
OOW
Notes ship’s position, wind speed and direction OOWCommences recovery maneuver such as Williamson’s or Scharnow’s Turn
OOW
Posts a lookout with binoculars to maintain a continuous watch on the person in water
OOW
Exhibits lights/shapes and makes appropriate sound signals OOWInforms engine room OOWPlaces engines on stand by and informs CE EOWPrepares rescue boat / lifeboat for possible launching Rescue teamRigs pilot ladder/nets to assist in recovery BosunSwitches VHF to appropriate channel OOW / Radio offBroadcasts URGENCY MESSAGE to vessels in vicinity Radio offAt the con MasterNotifies Management Center Master
Heavy Weather Damage Action ByInforms Bridge 1st on the sceneNotifies Master and EOW OOWSwitches VHF to appropriate channel OOW / Radio offInforms engine room and places engines on stand by, if required OOWInforms CE, prepares engines as ordered EOWReports situation to Master after initial assessment of damage CE / CO*Initiates damage control measures MasterSupervises damage control tasks CE / CO*Checks that all Water-tight doors are closed CrewTakes measures to reduce stresses and the effect of heavy weather on the vessel.
Master
Prepares rescue boat / lifeboat for possible launching Rescue teamInitiates anti-pollution activity, if appropriate MasterDeviates vessel to head for nearest port, if necessary MasterEvaluates situation for the need of external assistance MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE
OOW / Radio off
At the con MasterNotifies Management Center Master
Actual Emergency, signed / rank / timeEmergency Preparedness Drill, signed / rank / time *depending upon the location of the damage
Flooding Action ByInforms Bridge 1st on the scene
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Notifies Master and EOW OOWSwitches VHF to appropriate channel OOW / Radio offInforms engine room and places engines on stand by, if required OOWInforms CE, prepares engines as ordered EOWReports situation to Master after initial assessment of damage CE / CO*1
Initiates damage control measures MasterSounds tanks and bilge Pumpman / 4
EngIsolates electrical power to affected area, if required EOSupervises damage control tasks CE / CO*1
Checks that all Water-tight doors are closed CrewTakes measures to reduce stresses and improve stability COUses best available means to reduce water level 2EAttempts repairs, if safe. CE / CO*1
Prepares rescue boat / lifeboat for possible launching Rescue teamNotifies relevant authorities, if appropriate MasterEvaluates situation for the need of external assistance MasterDeviates vessel to head for nearest port, if necessary MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE
OOW / Radio off
At the con MasterNotifies Management Center Master
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CONTINGENCY PLANNING
Planning for emergencies-- exercises & procedures
Preamble
Contingency Planning means “preparing a documented plan for emergencies and to
ensure all on board are trained and exercised toward its execution.”
Every seafarer is required to be prepared for emergencies. Such preparedness can
only be built in through well laid out plans, training programmes and properly worked
out exercises. A study of a number of casualties have shown that seafarers tend to
panic in an emergency as there is no contingency plan and most crew members are
not aware of the task they should jump to in an incident.
This can only be avoided by suitable contingency plan, for each type of
emergency and by carrying out regular drills.
The following advice has been extracted from the Norwegian instructions (NIS) on the
subject and we have found it very sound for you all to study and understand.
If you intend to put it into practice, it would be necessary to take into account the
existing plan and then make changes. It is possible that the procedures on your ship
differ in substance but not in principles. You are at liberty to determine the process,
which is most suitable to meet the requirement of the emergency and the ship.
WHATEVER YOU DO; BE PREPARED
1. The plan below takes into account the formation of an emergency squad, which jumps
to action in every emergency and directs the controlling and monitoring action. The
emergency squad is somewhat like the fire brigade. It gets into action for every
emergency and then gets other services involved.
2. Training
All personal must receive instruction in:
a) What is an emergency?
b) Procedures for raising the alarm.
c) Action to be taken upon discovery of a fire or other emergency.
d) Function of the Emergency Organisation.
e) Use of safety equipments including Breathing Apparatus, SCBA etc.
f) Preparation and lowering of lifeboats, life rafts etc.
g) Closing down procedures. (To cut off oxygen for preventing spread of fire)
3. Rescue from enclosed spaces.
The emergency squad shall train and rehearse the necessary actions in any
type of emergency that may arise and shall familiarise themselves with all parts
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of the ship, and with different types of apparatus suitable for handling different
types of emergencies.
4. Additional training
Additional training shall be provided for officers, petty officers and senior
ratings in the operation of the following:
a) Emergency Generator
b) Emergency Fire Pump.
c) Lifeboat Engines.
d) EPIRB / SART / transmission of distress signals on HF/MF/VHF DSC and on
SATCOM.
e) Line throwing apparatus/pyrotechnics.
f) Preparation of towing cable connection (Where fitted)
g) Emergency Steering
5. Emergency exercises
An emergency exercise should be held once a week. This should alternate between
exercising the Emergency Organisation in simulated emergency conditions, and
training in the use and operation of systems and equipment. Exercises should be
planned with care, and dull routines avoided; the use of substitutes and reserves
should be included from time to time. Lifeboats should be swung out at least once a
month as part of emergency exercise and be lowered into the water and manoeuvred
when in port at least every 3 months.
6. Debriefing after exercises
Debriefing is an evaluation of the exercise, which should take place after each
exercise. All officers and crew should be encouraged to participate.
7. Local emergency procedures –general
a) Anyone may initiate an emergency by simply pressing the emergency alarm
switch. This shall bring the emergency party to the emergency headquarters
and alert the remaining members of the emergency organisation.
b) A person having sounded the emergency alarms must also report the location
and nature of the emergency to the bridge or to the emergency headquarters.
c) The emergency squad shall muster at the emergency party to the emergency
headquarters with the utmost speed.
d) The first officer to arrive at the Emergency Headquarters shall contact the
Bridge to advise or enquire about the nature and location of the emergency.
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e) In any case, communications must be established with the Master. On leaving
the Emergency Headquarters, the emergency Squad shall maintain continuous
communication with portable VHF transceivers
f) A system of checking that all personnel have been accounted for should be
established.( See description of the tally system as suggest by
g) Personnel assigned with special duties shall proceed to their stations.
h) The first aid and provision squad shall proceed to their muster point.
i) The support squad shall muster and await instructions.
j) Wives and supernumeraries shall report to the Bridge for instructions.
k) Communications shall be established between Bridge and Engine room.
l) The emergency squad shall collect the necessary equipment and proceed to
the scene of the emergency.
8. Support Squad
The support squad shall muster at their assigned position and their main duties shall
be to: -
a) Supply extra equipment to the emergency squad.
b) Provide extra (or substitute) manpower.
c) Form additional hose parties if required.
d) Conduct boundary cooling or boundary starvation as directed.
e) Prepare lifeboats and liferafts if required.
9. Rescue from an enclosed space (pump room, tank etc)
No attempt to rescue a person from any enclosed space shall be made unless
compressed air breathing apparatus is utilised. Person in a space may be affected by
toxic vapour or lack of oxygen and the rescue should be planned accordingly.
AT LEAST THREE PERSONS working as a team shall be required to rescue a victim
from a pump room or enclosed space. More may be necessary to rescue a victim from
a large cargo tank/hold. The rescue operation shall depend upon the circumstances,
and can be divided into two basic situations: -
a) Where the victim is still breathing when the rescue team arrives; he may be
partially conscious or even unconscious.
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Enclosed places have been the most hazardous area on the ship. Accidents continue to take place when seafarers without thinking enter such spaces and suffer fatally. It s therefore most important to familiarise the crew with such spaces and insist on a proper drill for entering such spaces.
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b) Where the victim has stopped breathing when the rescue teams arrive. In this
case, he may be unconscious.
In either situation, the rescuers must administer oxygen or air to the victim in the
shortest possible time. When a person has been overcome by toxic vapour or lack of
oxygen the normal supply of oxygen to the brain ceases and permanent brain damage
may result unless the oxygen supply is quickly restarted.
The length of time before brain damage occurs depends on the concentrations of gas,
the amount of oxygen present and the condition of the victim. In most situations, the
rescuers must be able to reach the victim(s) and commence administering
resuscitation within 4 Minutes of the casualty losing consciousness.
10. Discovery of a fire
Most fires are small to start with and can often be extinguished by rapid application of
a portable extinguisher or other appliance. Where it is possible to do this without risk
of becoming trapped by flames or smoke, the person discovering the fire should take
such action AFTER sending someone else to raise the alarm.
Greater caution is necessary where smoke is seen passing a closed door. Opening
the door could cause the fire to flare up and spread rapidly making it impossible to
close the door again. This action should therefore be avoided unless it is believed that
there may be someone trapped inside in which case the door should only be opened
after first feeling it make sure it is not hot, and then keeping low and opening it very
carefully. If the compartment is thought to be unoccupied or if the door is hot, it is
much safer to keep it closed until the Emergency Squad are ready with charged
hoses.
11. Accommodation fire
The emergency squad must consider the following when tackling an Accommodation,
Storeroom or Gallery fire: -
1. The speed with which the fire is tackled is of the utmost importance.
2. The accommodation shall probably fill with smoke and the breathing apparatus
shall be necessary, as shall be the protective clothing.
3. Water spray shall be used.
4. Knowledge of the accommodation layout is essential –the fire fighters may be
operating “blind.”
5. Ventilation fans should be stopped and fire flaps closed.
6. Electrical currents should be isolated to avoid the danger of water acting as a
conductor on “live” circuits.
7. Fire fighters shall always operate in pairs.
8. Boundary cooling is essential. Every compartment on fire has 6 sides.
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The chief officer or the officer in charge of the emergency squad shall keep the master
informed of the situation and of progress in fighting the fire by Walkie-talkie or
telephone and request assistance necessary for boundary cooling, evacuation of
injured or restriction of ventilation etc.
12. Engine room fire
The engine room is a high-risk area with most of the combustible materials being
CLASS B (oil). Although a fire may start from an electrical source it shall, if
unchecked, very likely spread to oils and fuels.
Foam is the best fire-fighting medium to fight an oil fire and the Emergency squad
shall proceed to the scene of a fire in the Engine room with the portable foam making
equipment.
If an outbreak of fire is too large to be tackled in this way personnel in the engine room
should first assemble in the Control Room. The senior officer should then decide
whether an attempt should be made to tackle the fire with hoses and foam or whether
the engine room should be evacuated. He shall keep in continuous contact with the
bridge by telephone. Needless to say such decisions and necessary actions must be
taken quickly and must be conveyed to all.
The chief officer shall take charge of supporting operations such as: -
a) Arranging the supply of additional equipment and foam
compound and
b) Taking such actions as are necessary to prevent the spread of fire outside of
the machinery spaces, and
c) Arranging the evacuation of any casualties.
The chief engineer shall have overall charge of the situation and shall keep the master
closely informed. He shall assess whether the fire can be contained by means of
portable appliances or whether activation of theCO2 or Halon system is necessary
and shall advise the Master accordingly.
The chief engineer shall also ensure that emergency stops, fuel trips, etc. have been
activated as the situation may require and that emergency power and the fire pump
have been started.
13. Gallery fat fires
Cooking oils can be readily heated to their ignition temperature and serious fires can
result. Water must never be used when tackling such fires as a violent boil-over may
result. Preferred method of controlling such fire is smothering with a fire blanket or the
application of dry powder. Fully trained personnel only should use foam due to the risk
of watery foam resulting in a boil-over.
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The flammable vapours given off by overheated cooking oils and fat are readily ignited
and the danger shall persist until the material has cooled to below its ignition
temperature.
Galleys should always be regarded as areas of high fire risk and deep-friars must
never be left unattended when being used. Fires can spread readily through grease-
coated vent ducts and these must be cleaned at least once a week. The filter in the
ventilation duct must also be kept clean as oil gets trapped therein and could be a
source of fire.
14. Man overboard
The signal for man overboard is the same as that for local emergency stations. At sea
international code signal ‘o’ (three dashes) shall be sounded on the whistle or fire
alarm.
The action to be taken shall be similar regardless of whether a person has fallen
overboard from own ship or a person form another vessel or craft is seen already in
the water.
Anyone seeing a person in the water should immediately throw a lifebuoy and raise
the alarm.
The emergency squad shall muster at the emergency headquarters and then proceed
to the boat. The boat crew shall wear Lifejackets and a spare lifejackets be carried for
the casualty. As far as practicable crew shall wear an immersion suit.
The chief officer shall take charge of lowering the boat. A deck officer shall be in
charge of the boat. An engineer shall be in charge of the boat engine. The boat’s crew
shall be members of the emergency squad.
The officer of the watch shall adopt the following procedure in the event of a man
overboard: -
1. Commence the Williamson tun or 60 –60 turn,
2. Release a lifebuoy from the bridge wing on the side the person has fallen
overboard. Additional lifebuoys may also be released to mark the location.
3. Sound emergency stations.
4. Post two lookouts with binoculars.
5. Put the engines at stand-by below and inform the engine room.
6. Instruct the emergency squad to go to accident boat stations.
7. If a night, arrange for an extra man to operate the searchlight or signalling lamp.
15. Collision and grounding
The chief officer shall establish the extent of the damage following a collision or
grounding, if the point of impact is outside the machinery spaces. He shall report to
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the master and take whatever action necessary to deal with the damage and to stop
the ingress off water.
The master shall, together with the Chief Officer, calculate the effect off the damage
on the vessel’s stability and stress before ordering any redistribution of weights
(transfer of ballast, etc)
The second engineer shall take charge if the point of impact is within the Machinery
spaces. The chief engineer shall take charge of pumping out arrangements. The
master must be kept informed of problems and progress.
16. Incident at the manifold or tank overflow
The cargo manifold constitutes a high-risk area. Since a number of different products
may be loaded and discharged at the same time, it is important to be able to identify
the cargo involved and emergency situation. All officers must study the data sheets for
the cargoes being handled before operations commence. Such sheets shall be
available in the cargo office or other designated place. In all cases the shore
authorities must be informed without delay.
The Shipboard Oil Pollution Emergency Plan (SOPEP) has been prepared to deal
with:
1. A spillage through a burst hose, fractured hose or tank overflow (not
resulting in a fire) involving either:
i. Poisonous products.
ii. Corrosive products
iii. Flammable products.
2. Inflammable product resulting in a fire.
In either case the first action must be to stop the flow of product through the fracture
and to stop all cargo operations. If the vessel is discharging, Operating the emergency
stops to the cargo pump and closing a valve between the pump and fracture in the
affected line is an effective method. Before commencement of loading various
hazardous cargoes, the chief officer must ascertain if the ship’s valves can be shut
against the shore pumps, and the minimum time permissible to shut the value. Such
information shall be displayed prominently in the cargo office and at the Tank
manifold.
If the vessel is loading it shall be necessary for the shore installation to stop loading,
therefore secure means of communications or special signals must be established
before loading is commenced.
The second action must be to raise the emergency alarm and report the emergency.
Consideration should then be given to closing down any open tank hatches adjacent
to the spill.
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The emergency parties shall deal with the situation under the direction of the chief
officer or master.
17. Spillage of toxic or poisonous products or burning product giving off toxic
fumes
The emergency parties shall require breathing apparatus and protective clothing to
deal with a spillage involving a toxic cargo. EMS and MFAG of relevant IMDG code to
be consulted so as to be forewarned about the nature of hazards expected while
dealing with the spillage.
Personnel not so protected must not be allowed on deck and shall muster inside the
accommodation, to windward of the affected area and with their short duration escape
breathing apparatus.
The accommodation should be closed down with the utmost speed in order to stop
any toxic vapours entering. If necessary, the accommodation ventilation / air
conditioning should be switched to recirculation. Those inside the accommodation
should be prepared to leave the ship should circumstances make this necessary.
On deck the emergency parties, suitably protected, shall stop the flow of product and
attempt to cover the spillage with foam if burning. Toxic or other poisonous products
may be washed overboard if the ship is at sea or contained and pumped back into
slop tank if in port.
Should it be impossible to control the spillage the master or chief officer must be
prepared to order evacuation of the crew from the area or the abandonment of the
ship.
18. Spillage of corrosive product
The chief officer or master shall direct the emergency parties to wash away any
spillage or corrosive cargo, using as many fire hoses as possible. The emergency
parties should approach the area from the same direction being careful to avoid
splashing each other with the corrosive liquid.
If it is necessary to confine a spillage, only sand or other inert materials should be
used. On no account should fibrous materials (sawdust, cloth) be used due to the
possibility of spontaneous combustion.
It must be remembered that hydrogen may be produced when a corrosive product
comes in contact with the steel deck. It may be necessary therefore to take extra
precautions to ensure that all possible sources of ignition are isolated and the
accommodation closed down.
19. Spillage of a flammable product
The large surface area created by a spillage of a flammable product shall allow vapour
to be given off and if a rapidly expanding vapour cloud reaches a source of ignition,
the resulting fire could be disastrous. The emergency parties should therefore cover
the spillage with foam as soon as possible in order to stop the vapour being released.
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It is also important to ensue that all possible sources of ignition are isolated or
removed. If the spillage should result in a fire, the emergency parties shall bring as
many foam monitors and branch pipes into action, as soon as possible.
The procedure for closing down the accommodation in the event of this emergency
shall be: -
a) Close all outside doors.
b) Close wheelhouse doors
c) Close main air inlet vent.
d) Close off vent to sanitary space and stop fans.
e) Close off vent to day and mess rooms and stop fans.
f) Close off exhaust ducts from alleyways.
g) Stop galley vent fans and close flaps. Open internal galley doors.
h) Stop ventilation to provision rooms and close vents.
i) Stop hospital fan and close flaps.
20. Tank explosion
An explosion in a cargo tank is the most serious situation that any emergency
organization can be called upon to fight. In the loaded condition there shall probably
be little that the emergency parties can achieve, and the saving of life is of paramount
importance. In the ballast condition there may be a greater chance of taking some
effective action.
The master should consider the following points after such an explosion
a) Possibilities of isolating the resultant fire by the emergency parties putting up a
“water wall” around the periphery of afire.
b) Arresting the transfer of heat into adjacent accommodation spaces by spraying
poop front bulkheads etc.
c) Bringing foam-making equipment into action.
d) Evacuation of “non-essential personnel”
e) Adjust course and speed as necessary to minimise the fire spread.
Any possible action shall be dictated by circumstances (the ability to provide water on
deck etc) but it is the duty of the master and the emergency organisation to do all in
their power to combat the situation even if the “non-essential personnel” have to leave
the ship.
In ships fitted with a fixed CO2 or halon fire extinguishing system in their cargo
pumprooms, the master may consider inerting this space in order to prevent the
spread of fire to an adjacent tank. Before ordering this action to be taken, the master
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must be satisfied that there is no chance of there being sufficient hydrocarbon vapours
in the pumproom or cofferdams to support combustion (an explosion). It must be
remembered that electrostatic separation may occur at the nozzles thus producing a
possible source of ignition (in the form of charged frozen particles of CO2) in the
pumproom.
Before CO2 gas or halon is released into the pump room, it is essential to ensure that
the space is completely battened down and all ventilation stopped.
21. Pumproom fires
The incidence of pumproom fires is relatively small and usually originates from an
overheated pump bearing where rotary pumps are fitted. Pump glands and bearings
should be checked at least twice each watch. In ships where a fixed smoothing
system to the cargo pumproom is fitted, the smothering gas must be released without
delay. Due to the possible presence of flammable vapours collecting in the pumproom
bilges there is always a risk that an explosion shall occur before a fire if a source of
ignition is present. Very violent explosions do not occur normally in pumprooms due
mainly to the large space available for the gas to expand in relation to the relatively
small surface area of the bottom of the pumproom and the amount of gas available to
explode.
If there is no fixed fire extinguishing system to the pumproom, at least two, preferably
three foam making branch pipes must be brought into operation from outside the
pumproom projecting foam through the pumproom door (s) against the pumproom
bulkheads.
Note: Though there is minimum fire danger; the pumprooms are notorious for the gas
that may leak into it. Entry in the pumproom must therefore not be taken as a routine
affair. Prescribed precautions must be followed even if the entry is to be made as an
emergency. All seafarers must be informed of these precautions and the chief officer
must ensure that they are followed.
22. Fires involving chemical products
There are a number of factors that must be considered when dealing with fires
involving chemical products.
a) A number of products are soluble in water and depending upon the concentration,
the resulting solutions may still be flammable.
b) Chemicals soluble in water shall destroy normal protein foam and either alcohol
or all-purpose foam must be used for fires or spillage involving these products.
c) Some products are insoluble in, and heavier than water. These chemicals can be
smothered by a gentle application of water spray. The halocarbons fall into this
category.
d) Some products react violently with water producing heat. (alkyl alcohol, sulphuric
acid)
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e) Some products produce toxic vapours when heated, for example: carbon
disulphide produces sulphur dioxide.
Acrylonitrile- produce cyanide gas.
Ethylene dichloride produces phosgene when in contact with hot surfaces.
In addition there is a possibility of toxic vapours, not normally to be expected
being given off when some chemicals burn.
f) Some chemicals may polymerise when heated. During this phenomenon,
molecules in a compound join together to form a larger unit called a polymer. The
compound may change from a liquid to a solid and a great deal of heat may be
evolved when this occurs.
g) A very few products may react by themselves. Ethylene oxide produces its own
oxygen, and local hot spots in a tank may cause it to burn.
h) Some chemicals have a comparatively low auto-ignition temperature, which
produces a greater chance of re-ignition. For example gasoline has an A.I.T of
260 C while carbon disulphide has an A.I.T of 100 C.
The data sheets supplied by the company for each product draw attention to any
unusual properties and must be studied by all officers and crewmembers involved in
cargo operations.
23. Abandoning ship in the presence of toxic vapours
In port: -
Following a large release of toxic vapour on deck, all personnel must gather in the
accommodation. Pre-determined muster points should be identified and personnel
instructed to proceed there with their short duration escape breathing apparatus.
These sets have duration of approximately 15-20 minutes and should NOT be used
until required.
The emergency parties wearing full breathing apparatus and protective clothing shall
be responsible for: -
a) Closing down the accommodation from outside.
b) Organising a means of escape for personnel.
The escape routes ashore shall depend upon wind conditions and the master must
decide upon the safest way.
Once organised, the emergency parties should guide the personnel inside the
accommodation to safety (using their escape breathing apparatus). The master shall
decide if it is necessary for personnel on board to be evacuated to safety or whether
atmospheric conditions shall remove the toxic vapour within a reasonable period of
time.
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It is important for the local shore authority to be informed immediately after release of
toxic vapour occurs on deck.
At sea: -
A large release of toxic vapour may occur at sea following a collision or grounding. In
general the procedure shall be similar to the “in port” situation. If however the
prevailing wind conditions cause the toxic vapour to surround the accommodation: -
a) The emergency parties shall close down the accommodation from outside using
breathing apparatus.
b) The master shall decide if it is necessary for “non-essential” personnel to leave
the ship.
c) The emergency parties shall, in this case, prepare the windward lifeboats for
embarkation.
d) All “non-essential” personnel shall leave the ship in these boats weaning their
lifejackets and escape breathing apparatus.
It may, however, be possible for the master to manoeuvre his ship so that the wind
blows the toxic vapour away from the accommodation although in this case, the
accommodation must still be closed down.
Work out any SIX of the following in your journal
1. On going through each of the contingency plan outlined above, write whether the plan as detailed is suitable for your ship and if not what you would like to change. If you consider the plan to be suitable write the manpower that you shall deploy and the training that you may provide to make the contingency plan a success.
2. Assume that you actually went through an incident in a plan indicated above and write a report for your flag administration indicating the details of the emergency and the action that you took and the damage that the ship has suffered. In the report indicate the plan that was followed.
3. How would you prepare a drill for the following:
Entry in to an enclosed space,
Use of SCBA,
Putting on the emergency fire pump with engineers standing by but not participating.
4. Comparatively minor emergencies occur all the time. Ascertain whether the crew is ready for the following:
In heavy weather some items of equipment on deck has become loose and you need to secure it with extra lashings,
The forward masthead light is non functional and the emergency circuit does not take over,
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One of the side accommodation door tightening dogs sheer off and the door needs to be secured and made weather tight.
5. What is damage control? How are the likely damages determined and planned for?
6. What information is provided to the master by the builders?
7. What process would you follow to ensure that the planning for contingencies is not superficial only?
8. In planning for each of the contingency enumerate the various paramiers that need to be taken into account
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