TOPIC 2 - EXCEPTIONAL CIRCUMSTANCES AND HEAVY WEATHER Flashcards
1. Exceptional circumstances (a) Demonstrate the ability to act decisively in situations that put the vessel in possible or real peril such as loss of rudder and or propeller (b) Explain the legal and practical actions after a collision or sustaining hull damage from any cause (c) Explain the actions after grounding and methods of re-floating (d) State reasons and methods of beaching a vessel (e) Describe methods of handling a disabled vessel in seaway (f) Explain the actions when
What are the important major steps that you as Master must take in the event of any emergency onboard ship? Actions will specifically depend on type of accident or damage. The followings are the main
Steps that occur in all emergency scenarios:
Immediate actions:
- Take the con.
- Follow emergency procedure as per company emergency procedure manual, which should include:
a) Sound general emergency alarm.
b) Stop Engines.
c) Announce by PA.
d) Head count, look for casualty and establish communication.
e) Close watertight doors. - Activate SOPEP and take preventive actions in case of any oil pollution
- Obtain following information from emergency teams:
- a) Details casualties.
- b) Any fire risk
- c) Any other information regarding associate problems.
- Try to minimize immediate danger such as fire, sinking,
pollution, etc. - On the bridge, the command team will do the followings:
a. Maintain VHF watch
b. Exhibit light / shapes and any appropriate sound signals.c. Switch on deck lighting at night.
d. Determine the vessel’s position.
e. Broadcast urgency or distress massage as required
f. Inform the accident with positions and time to the following parties:
I. Local authorities.
II. Owners, charterers.
III. P & I club - Make a casualty report to SAMSA.
- Make official logbook entries.
What are your actions following a collision or sustaining damage of any kind. Actions will specifically depend on type of accident or damage. Followings are the main steps in common:
Immediate actions: Take the con. Follow emergency procedure as per company emergency procedure manual, which should include: Sound general emergency alarm. Stop Engines. Announce by PA. Head count, look for casualty and establish communication. Close watertight doors.
Activate SOPEP and take preventive actions in case of any oil pollution
Obtain following information from emergency teams:
Details casualties.
Any fire risk
Any other information regarding associate problems.
5. Try to minimize immediate danger such as pollution, fire etc.
- On the bridge, the command team will do the followings:
Maintain VHF watch
Exhibit light / shapes and any appropriate sound signals.
Switch on deck lighting at night. Determine the vessel’s position. Broadcast urgency or distress massage as required Inform the accident with positions and time to the following parties: Local authorities. Owners, charterers. P & I club 7. Make a casualty report to SAMSA. Make official logbook entries.
Actions on grounding, methods of refloating, surveys subsequent re-floating. Immediate actions:
Take the con.
Follow emergency procedure as per company emergency procedure manual, which should include:
Sound general emergency alarm.
Stop Engines.
Announce by PA.
Head count, look for injuries and establish communication.
Close watertight doors.
Activate SOPEP and take preventive actions in case of any oil pollution.
Order chief officer for damage assessment.
Water tight integrity of hull and subsequent breaches of same.
Obtain sounding form all tanks, bilge’s, hold
Condition of machinery space.
Check hull for damage.
Determine which way deep water lies.
Visually inspect compartments where possible
Sound bilge’s and tanks.
Sound around the ship to find possible point of grounding.
Obtain following information from emergency teams:
Details casualties.
Any fire risk
Any other information regarding associate problems.
On the bridge, the bridge team will do the followings:
Maintained VHF watch.
Exhibit light / shapes and any appropriate sound signals.
Switch on deck lighting at night.
Determine the vessel’s position.
Obtain information on local currents and tides, particularly details of the rise and fall of the tide.
Broadcast urgency or distress massage as required.
Inform the accident with positions and time to the following parties:
Local authorities.
Owners, charterers.
P & I club.
Make an accident report to SAMSA in the correct format.
Determine possibility of refloating the ship and take appropriate actions:
Calculate height of tide and time of rise and fall.
Reduce draught of ship:
De-ballasting
Jettisoning cargo
Use main engines to maneuver.
Obtain assistance from port authority, coast guard, salvage tugs.
Subsequent legal and commercial actions:
Try to minimize immediate danger such as pollution, fire etc.
While taking tug assistance, consider:
LOF, if the danger imminent.
Salvage contract if the situation permits.
Use all available means of the ship to refloat the vessel.
Keep all records of incidents and actions. Appropriate records to be entered in:
Deck log book
Movement book
Engine log book
Telegraph recorder
Echo sounder graph.
Used chart
Entry to be made in official log book.
Record of all damage and subsequent actions.
Prepare a statement of fact of all the happenings.
Prepare a note of protest, stating the facts only.
If it is possible to refloat the vessel, consider the possibility of proceeding to voyage or deviating to port of refuge.
What precautions would you take to when beaching your ship?
Beaching a vessel requires consideration of the nature of the coastline on which the ship would be beached. High energy beach such as those of the Kwa-Zulu Natal coastline are out.
Beaching is deliberate grounding of the vessel in such a way that repairs may be carried out.
Beaching arises out of the fact the vessel has been holed or some compartment is taking in water and the next port is far enough for the vessel to continue on her voyage.
The large-scale chart of the area is studied for a suitable spot – preference should be for a gently shelving beach of mud, sand or gravel.
The tide tables are to be checked if the tidal range is substantial then the falling tide should be chosen about an hour after high water.
The ship should prepare her ballast tanks such that only half of the full ballast is taken in.
It would be preferable to have only about a metre trim. This would ensure that the ship would take bottom for more than the entire half-length. The rudder and propeller area being spared.
A boat with sounding lead and communication unit should precede the ship sounding all the way, by dragging a weighted wire bight astern. Two boats would be more helpful.
The ship should follow very slowly, sounding the bottom continuously on each bow.
Once the depth of the water is nearly the same as the draught the engines if running should be stopped and the ship allowed to drift to make contact with the seabed.
Once contact is made the ship would swing slowly to lie nearly parallel to the shoreline.
All the tanks should be sounded to find out if any bottom damage has taken place in addition to the one already existing if any.
The ballast tanks should now be completely ballasted. This would ensure that the ship would sit firmly on the seabed.
The ship may be now moored to the coastline by fixing mooring line to nearby trees. If trees are absent then stout poles may be buried in the land and the ship moored to them.
How would you prepare your ship to rescue persons in distress?
A ship proceeding for a rescue operation should during the time it arrives at the position prepare itself for the rescue.
The searchlights should be checked.
Boarding nets should be made of cargo slings and other strong netting available and this should be prepared on the ship side (not lowered as yet).
Boat ropes should be laid on both sides of the ship.
The rescue boats should be emptied of all unnecessary things – like provisions and excess water. The boats should be stocked with extra rescue quoits, life jackets, immersion suits, blankets, warm beverages, towels etc. – things that may be useful for a person lifted out of the water.
The searchlight on the boat should be checked and an extra set taken from other boats supply – including the batteries.
W/T sets with spare batteries should be taken, the SART should be ready for mounting.
How would you go about rescuing persons in distress?
The rescue ship once it reaches the position of the disabled ship should turn around and allow a lee to be made for launching the rescue boats.
Once the boats are away the ship is to steam and lie to windward of the rescue boats so that the rescue boat after picking up the survivors has a downwind travel to the rescue ship.
Vegetable oil can be used to quell the seas between the two ships and the oil should be streamed from forward so that the entire ship area would be spread evenly. If possible both the ships should spread the oil thus the area in between the ships would have a quelled and calm sea. (Very old idea).
The boats should pick up the survivors from the sea allowing the survivors to swim to the boat – by being down wind of the survivors.
As the first persons are taken in they should be asked as to how many had jumped into the water this would give a better chance for survival for the others.
The rescue ship meanwhile should lower the nets and the boat ropes and lower pilot ladders and safety lines to the water level so that any survivor in the water and around the ship would be able to clamber up.
The searchlights should be trained into the sea if at night.
The rescue boat after a few survivors are picked up may come alongside and disembark the survivors and then go back to look for others.
If the disabled ship is a wreck and if the boat cannot approach the ship then a line is to be tossed to the ship tied to a lifebuoys at the centre of the line.
The survivors are to attach themselves to this line and should get down with the help of a pilot ladder or other ladder and then haul themselves along the main rope resting if required at the lifebuoy.
If a ladder is not possible then the survivors are to jump into the water keeping the lifeline attached to the main rescue line and the above procedure then may be effected.
Once the survivors have been all picked up the boat is to come alongside on the lee side of the rescue ship. The ship should provide the lee and until such is done the rescue boat may wait. The survivors should be helped to board the rescue ship by pilot ladders and with safety lines attached.
Once the survivors are aboard the rescue boat is to be picked up. If the sea is too rough to launch boats then a breeches buoy would have to be rigged between the two ships and the survivors taken on board. If there are people in the water then the ship should stand a distance away and wait for the survivors to come to the nets. Engines are not to be used. However this method would be difficult since the survivors would have to get on the windward side.
While on passage, you encounter bad weather and the vessel is rolling heavily. You lose 2 containers which contain dangerous goods and the ship now has 10 degree list to starboard, what would you do now?
You’ve transferred fuel and ballast over to counteract the list, but you still have an 8 degree list, what will you do now?
You asked your company for tugs to help your vessel, but it’s going to take 4 days for the tugs to arrive at your vessel, now your situation is getting really bad, you’ve lost 4 more containers and you’ve now a 20 degree list.
2nd mate call you at 0500 clock and informs you that the mate did not turn up for watch. What is your action?
Why is important to keep the ship upright?
a. Hatches, ventilators and air pipes on deck are weather-tight and not watertight. Therefore if they are submerged due to a severe list, the possibility of water entry is good with down flooding a strong possibility.
b. Then there is the operation of the main engines and ancillary equipment which could fail and the possible loss of fuel oil suction.
c. Area under the stability is compromised by the angle of list.
Whenever the center of gravity of a ship is moved off centerline, the ship will create an inclining moment. If no external forces are present, the ship will assume a list. This results in a cosine curve being applied to the static stability curve. Righting arms are significantly reduced when the center of gravity is off-centerline. This reduction results in the ship having a negative righting arm (upsetting arm) at 0⁰ inclination. Where the corrected curve crosses the horizontal axis, positive righting arms are achieved. This is the angle of list, the ship will roll about this point.
Following a grounding incident your tanker vessel has received bottom and side damage to the outer hull. Pollution is evident from the damaged tanks. Wliai action would you expect to take as Master of the vessel?
Assuming thai no risk of life is present the Master’s priority would be to direct his attentions to reducing the pollution effects to the environment. Go to the ship’s SOPEP manual and implement the plan for pollution prevention from grounding immediately.
Inform all relevant listed parties. Especially the coastal State authorities.
The following are possible steps you could execute.
Order the upper deck scuppers to be sealed and prevent access overside for any oil from damaged tanks being pressured upwards through air pipes or sounding pipes
Transfer oil from damaged tanks internally, into known structurally sound tanks.
Request shuttle tankers or oil barges to attend, to transfer oil externally.
Make use of anti-pollution chemicals and order more supplies to be flown in to the area tocombat on board pollution. Chemicals should not be used in the sea without the authority of the coastal State.
Order barrier/boom apparaius to be deployed if available (alternative improvisation — use mooring ropes to encompass the spillage area).
Commence clean up operations soonest, to include oil recovery vessels, skimmers, and the like.
Instigate repairs (or temporary repairs) to damaged areas as soon as practical, without causing any additional fire risk.
Contact the local Marine Pollution Control Unit (MPCU) and seek advice as to improving anti-pollution methods. They will most likely take charge of the pollution clean-up operations.
Cause an entry to be made into the Oil Record Book and Official Logbook to reflect the incident and what actions have been taken.
Establish a fire patrol in the area, from the onset of the incident.
Complete a casualty report to SAMSA.
It must be assumed that communications following the grounding incident have included contact with owners/underwriters/charter party, etc.
Local Authorites ia the Coast Radio Station should have received an ‘urgency’ call. A position report being made and a weather forecast obtained. Requests for tugs, skimmers, barges and specialist vessels may be appropriate, together with oil pollution effective chemicals and barrier equipment.
What obligations are placed on the master on the receipt of a distress message?
He must reply to the distress message
Determine his vessel’s proximity and ETA to the distress position
Relay the distress message
Go the assistance of the distressed ship or persons.
If he cannot go to the assistance of the distress, he must explain so in the official log book (must have a very good reason)
He must not place his own ship and or crew in a position of danger
He can be instructed to go to the assistance of the ship in distress by the master of the ship in distress, or by the local MRCC. He can also be dismissed from rendering assistance.
What are your statutory obligations as master on receiving at sea a distress alert?
To proceed with all speed to the assistance of the persons in distress, informing them or the appropriate SAR services, if possible, that I am doing so.
In what circumstances need you not proceed?
To proceed with all speed to the assistance of the persons in distress, informing them or the appropriate SAR services, if possible, that I am doing so.
If, having regard to the IAMSAR Manual, (1) the ship is unable to do so, or (2) in the special circumstances of the case I consider it unreasonable or unnecessary to do so, or (3) I am released from the duty.
You have answered a distress alert. What is your statutory position where the master of the ship in distress or the SAR services have requisitioned your ship to assist?
I must comply with the requisition by continuing to proceed with all speed to the assistance of the persons in distress.
In what circumstances are you, as master of a ship which has received a distress alert, released from the basic obligation to proceed with all speed to the assistance of the persons in distress?
I must comply with the requisition by continuing to proceed with all speed to the assistance of the persons in distress.
If I am informed (1 ) of the requisition of one or more other ships and (2) that the requisition is being complied with by at least one other requisitioned ship. I will be released from the duty to proceed and assist, and, where my ship has been requisitioned, from the duty to comply with the requisition, if I am informed by the persons in distress, or by the master of any ship that has reached the persons in distress, or by the appropriate SAR services co-ordinating the rescue, that assistance is no longer required.
Does compliance with these statutory duties affect your rights to salvage?
No
What is the maximum penalty for breaching the requirements of the MSA in respect of distress messages ?
The master is liable to a fine of the statutory maximum of R2000.00 n summary conviction, or 6 months jail plus the fine on conviction on indictment.
What is the maximum penalty for misusing distress signals?
The owner, the master and any person for the time being responsible for the conduct of the vessel (e. g. the OOW) are liable to a fine of the statutory maximum (£5000) on summary conviction, or 2 years’ jail plus an unlimited fine on conviction on indictment.
You hear a distress alert from a cargo ship which is drifting towards a rocky shore. Are you obliged to save the ship as well as its crew?
I am obliged to do whatever I can to save the human lives on the ship, which may mean taking the ship in tow to get it clear of the shore. However, I am under no statutory obligation to save the ship itself.
What statutory records must you make about distress signals and messages heard or seen?
A record must be made in the Official Log Book of every signal of distress or a message that a vessel, aircraft or person is in distress at sea, observed or received. The entry may be delegated by me as master to an authorised person, and witnessed by a crew member.
In the event that your ship fails for some reason to assist a vessel or aircraft in distress, what statutory records must you make?
Where I as master am unable, or in the special circumstances of the case consider it unreasonable or unnecessary, to go to the assistance of the persons in distress, a statement of my reasons for not going to the assistance of those persons must be made by me in person in the Official Log Book. This entry must be witnessed by a crew member.
What plan must be carried on board a passenger ship in connection with SAR?
A Flag State approved Search and Rescue Co-operation Plan and the IAMSA manual Vol. III. .
How would you go about rescuing survivors from another ship or the sea?
Prior rescuing survivors from another ship the own ship should have been brought as close as possible to the disabled ship.
A lee is to be provided for lowering the rescue boat.
The rescue boats are to be prepared and under a suitable command the rescue boat is to be lowered.
Communication with both the disabled ship and the own ship is of utmost necessity.
Once the rescue boat is in the water it is to proceed to the disabled ship and if possible may go alongside the disabled ship from where the passengers are to descend.
If the alongside is not possible then a line is to be tossed to the rescue boat tied to a lifebuoys at the centre of the line.
The survivors are to attach themselves to this line and should get down with the help of a pilot ladder or other ladder and then haul themselves along the main rope resting if required at the lifebuoy.
If a ladder is not possible then the survivors are to jump into the water keeping the life line attached to the main rescue line and the above procedure then may be effected.
The rescue ship in the meantime should steam to a position to the leeward side of the disabled ship such that on completion of the rescue the lifeboat could sail downwind to the rescue ship.
This would also ensure that the survivors are offered a quiet sea.
The rescue boat would proceed to the rescue ship and go around the stern to the leeside of the rescue ship and be hoisted up.
In case the lowering of the rescue boat is impractical then a modified breeches buoy may be slung between the two ships with a liferaft instead of a buoy serving as the rescue compartment.
The survivors would get into the liferaft and be pulled onto the side of the rescue ship.
To send the first line a rocket throwing apparatus should be used, the direction of the throw should take into account the wind direction such that the line reaches the disabled ship.
Once this is done a 24mm rope is to be passed to the other ship and then a thicker rope or smaller diameter mooring line. In case that is not available then a small diameter wire rope. Adequate precaution regarding the hauling rope should be taken such that the rope hauling the raft should not part.
The rescue ship however should prepare boarding nets – cargo net slings or other net slings, so that any survivor may clamber aboard.
To pick up survivors from the sea, the rescue boat should be launched, the rescue ship offering the lee.
Once the boat is launched the ship should steam away so that it becomes easier for the rescue boat to sail downwind after the rescue also any survivor in the water could swim downwind to the rescue ship clambering up with the help of the nets.
Warm blankets and dry clothing should be prepared for the survivors as well as a hot beverage.
The own ship should also cater for any hypothermia affected patients.
What preparations must be taken to working a helicopter on deck or in hover mode?
- Have all loose objects within and adjacent to the operating area been secured or removed?
- Have all aerials, standing or running gear above and in the vicinity of the operating area been lowered or secured?
- Has a pennant or windsock been hoisted where it is clearly visible to the helicopter pilot?
- Has the officer of the watch been consulted about the ships readiness?
- Does the leader of the deck party have a portable radio transceiver (walkie talkie) for communicating with the bridge?
- Are the fire pumps running and is there adequate pressure on the deck fire line?
- Are fire hoses ready (hoses should be near to, but clear of, the operating area)?
- Are foam hoses, monitors and portable foam equipment ready?
- Are dry powder fire extinguishers available and ready for use?
- Are the fire hoses and foam nozzles pointing away from the operating area in case of inadvertent discharge?
- Has a rescue party been detailed?
- Is a man overboard rescue boat ready for lowering?
- Are the following items of equipment available at hand?
- Large axe
- Crowbar
- Wire cutters
- Red emergency signal/torch
- Marshalling batons (at night)
-First aid equipment - Has the correct lighting (including special navigation lights) been switched on prior to night operations?
- Is the deck party complete, ready, in position, wearing brightly colored waistcoats and protective helmets, and are all personnel clear of the operating area?
- Has the hook handler been equipped with helmet, strong rubber gloves and rubber soled shoes to avoid the danger of static discharge?
- Are landing / winching areas surveyed and proved clear of obstructions, in accordance Sec 4.2 to 4.5 of ICS Guide to Helicopter / Ship operations?
- Is access to and egress from the operating area clear?
Landing on board - Is the deck party aware that a landing is to be made?
- Is the operating area free of heavy spray or seas on deck?
- Have side rails and, where necessary, awnings, stanchions and other obstructions been lowered or removed?
- Where applicable, have portable pipes been removed and have the remaining apex ends been blanked off?
- “Are rope messengers to hand for securing the helicopter, if necessary? (Note: Only the helicopter pilot may decide whether or not to secure the helicopter)”
- Have all personnel been warned to keep clear of rotors and exhaust?
Additionally for Tankers & Gas Carriers - For tankers fitted with an inert gas system, has pressure in cargo tanks been reduced to slight positive pressure?
- For tankers, have all tank openings been secured following venting operations?
- For gas carriers, have all precautions been taken to prevent vapour emission on deck?
How would prepare for a helicopter that is en-route to “casevac” an injured crew member?
- Give accurate position, time, speed, course, weather conditions (ceiling, visibility, wind direction and speed, and sea state).
- If not already provided, give complete medical information, including whether or not the patient can walk.
- Be prepared to change your course toward the helicopter if you are told to do so by the SAR mission coordinator.
- Provide continuous radio guard on 2182 or 4125 kHz, 156.8 MHz (CH 16 VHF-FM) or a voice frequency specified by the SAR mission coordinator.
- Select and clear the hoist area. This includes securing loose gear, awnings, rigging and booms.
- If the hoist is at night, illuminate the hoist area as well as possible. Do not shine any lights toward the helicopter that may blind the pilot. If there are obstructions in the vicinity, put a light on them so the pilot will be aware of their locations.
- Point searchlights vertically to help the helicopter locate the ship, and extinguish them when the helicopter is on scene.
- Advise SAR mission coordinator of location of hoist area before the helicopter arrives so the pilot can make his approach aft amidship or forward as necessary.
- There will be a high noise level under the helicopter, making voice communications almost impossible. Arrange a set of hand signals among the vessel crew who will assist.
How would work a helicopter that is en-route to “casevac” an injured crew member?
- Be sure patient is tagged to indicate what medications, if any, were administered and when.
- Have patient’s medical record and necessary papers in an envelope or package ready to transfer with them.
- Move the patient to a position as close to the hoist area as their condition permits. Time is important.
- It will be necessary to hoist the patient in the Coast Guard rescue device, which will be lowered by the helicopter. Be prepared to do this as quickly as possible. Be sure the patient is strapped in, face up, with a life jacket if their condition permits.
- Change course so the ship rides as easily as possible with the wind on the bow, preferably the port bow. Reduce speed if necessary to ease ship’s movement, but maintain steerageway. Once the hoist begins, maintain course and speed.
- If you do not have radio contact with the helicopter when you are in all respects ready for the hoist signal the helicopter in with a “thumbs up” by hand, or at night by flashlight.
- Allow the rescue device to touch the deck before handling it to avoid static discharge.
- If the helicopter drops a trail line, guide the rescue device to the deck with the trail line. Do not tie the trail line or hoist cable to the vessel.
- If necessary to take rescue device away from hoist point, unhook the hoist cable and keep free for helicopter to haul in. Do not attempt to move rescue device without unhooking it. Do not secure the cable to the vessel. NEVER ATTACH THE HOOK TO YOUR VESSEL
- Place patient in rescue device, sitting with hands clear of sides or strapped in.
- Signal hoist operator when ready for hoist. Patient signals by nodding head if he is able. Deck personnel give “thumbs up” to hoist operator. Steady the rescue device to prevent turning or swinging.
- If a trail line is attached to the rescue device use it to steady the rescue device during the hoist. Keep feet clear of the line.
- The helicopter may elect to lower their rescue swimmer to your vessel to evaluate the patient and assist in the hoist evolution. Please assist the rescue swimmer and follow his instructions.
