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. 2.1 General 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. 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. Damage control plans 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. 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 2 the watertight boundaries of the ship; 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; 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 64

2.2

3. 3.1 3.2

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Controlling the Operation of the Ship 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 5 The locations of all doors in the shell of the ship, position indicators, leakage detection and surveillance devices; 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; The locations of all bilge and ballast pumps, their control positions and associated valves; and pipes, ducts or tunnels, if any, through which limited progressive flooding has been accepted by the Administration.

6 7 4. 4.1 4.2

Damage control booklets The information listed in section 3 should be repeated in the damage control booklet. The damage control booklet should include general instructions for controlling the effects of damage, such as: 1 2 immediately closing all watertight and weathertight closing appliances; 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 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 coordinate assistance, if required. 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 obstructions retarding the flow of entering seawater to cause at least temporary conditions of unsymmetrical flooding.

4.4

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Controlling the Operation of the Ship 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. 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. 7.1 7.2 Exhibition of plans on board the ship 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. 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.

4.6

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Controlling the Operation of the Ship

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 64

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Controlling the Operation of the Ship 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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Controlling the Operation of the Ship 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 ships 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 Underwriters 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 ships 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 Tolani Maritime Institute 66

Controlling the Operation of the Ship Assistance should never be delayed merely to negotiate a particular form of agreement or contract terms. Lloyds 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 Masters 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 Tolani Maritime Institute 67

Controlling the Operation of the Ship 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 vessels 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 Stops engines and informs Master Sounds general emergency alarm Checks that all watertight doors are closed. Switches on deck lighting at night Switches VHF to appropriate channels Musters passengers, if carried, at emergency stations Exhibits lights/shapes and make appropriate sound signals Sounds tanks and bilge . Checks hull and compartments for damage Checks main machinery and associated spaces for damage and reports to Master Determines possibility and consequences of remedial action Supervises damage control tasks Sounds depth around ship and determines deep water direction Determines nature of sea bed Reduces draft of ship upon Masters instructions Broadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE Notifies traffic and port authorities, if appropriate Maintains vigil for signs of pollution around the vessel and reports to the Master Tolani Maritime Institute Action By OOW OOW Crew OOW OOW CTO OOW PUMPMAN/4E CO CE Master/ CE / CO CO / 2E 2 Off. 2 Off. CO OOW / RADIO off. Master / OOW Crew 68

Controlling the Operation of the Ship Maintains record of events At the con Notifies Management Center Collision Informs Master Stops engines when necessary Closes watertight doors Switches on deck lighting at night Switches VHF to appropriate channels Makes communication contact with the other vessel Notifies traffic and port authorities if appropriate Musters passengers, if carried, at emergency stations Prepares life boats if necessary Sounds tanks and bilge. Checks hull and compartments for fire and damage and reports to Master Checks main machinery and associated spaces for damage and reports to Master Carries out damage control tasks Charts vessel positions and maintains record of events Maintains vigil for signs of pollution around the vessel and reports to the Master Attends to injured personnel and reports to the Master Broadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE At the con Notifies Management Center Serious Injury Isolates victim from cause of injury *1 Notifies OOW / Master Gives first aid treatment Sounds general emergency alarm, if all crew needed at the scene Gives further life-saving treatment, if necessary Maintains a record of events Arranges contact with doctor or hospital, as appropriate Decides on movement/extraction/evacuation of patient Agrees with shore doctor and Med.Off. on method of evacuation Informs Management Office Prepares to receive evacuation craft, as appropriate. Disembarkation of patient Investigation initiated (including collection of evidence) Gear Failure Informs Master Prepares for anchoring if appropriate Exhibits NUC signals Notifies traffic and port authorities if appropriate Tolani Maritime Institute OOW /RO. Master Master Action By OOW OOW Crew OOW RADIO off Master Master / OOW CTO Deck Crew Pumpman / 4.eng CE / CO CE CO / 2E OOW Crew First Aid Team Radio off Master Master Action By First person on scene First person on scene First person on scene OOW 2.Off. OOW Master Master Master Master / Radio off CO / Crew CO / Crew Safety Committee Action By OOW CO Bridge Personnel Master / OOW 69

Controlling the Operation of the Ship Commences sound signaling, if appropriate Maintains a record of events Broadcasts URGENCY message, if appropriate In case of steering gear failure Informs engine room Engages emergency steering Takes way off ship Prepares engines for maneuvering At the con Notifies Management Center Searches for fault, attempts repairs and reports to the Master OOW OOW / Radio Off Radio Off OOW OOW, CE OOW EOW Master Master CE / Eng. Personnel Action By OOW EOW CE OOW Master / OOW CO / Bosun OOW / Radio Off EOW 2Eng / Eng. Staff EO CE CE Master Action By First person on scene OOW CO Master CO Master Master Crew Spill teams CO/CE Master Master OOW / Radio off OOW Master

Electrical Power Failure Informs Master and Chief Engineer Starts Stand by / Emergency generator and puts on load Co-ordinates trouble shooting and investigation from ECR Switches VHF to appropriate channel Notifies traffic and port authorities, if appropriate Readies anchor if appropriate/stands-by for anchoring Maintains record of events Takes steps to minimize loss of Starting Air for M/E and A/Es Checks tripped engines and associated systems for faults and attempts repairs Checks electrical system for faults and attempts repairs Starts main engines when all checks are completed, all systems go, and confirmation from bridge obtained Determines cause of power failure and enforces preventive measures At the con Cargo Spillage or Contamination Notifies bridge Notifies Master Investigates scene and reports findings to bridge Calls out Pollution Contingency Teams*1, if necessary When source of spillage is determined, checks cargo papers to determine IMO/IMDG danger class Contacts shore sources if class cannot be determined on board Decides on isolating the scene, or instigates spill response Brings adequate personal protection equipment on scene Contains and cleans up spill on Masters orders Checks other cargo, hull and compartments for damage Notifies relevant authorities, if appropriate Calls in outside help, if appropriate Broadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE Maintains a record of events Notifies Management Center

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Controlling the Operation of the Ship Man Overboard Releases lifebuoy from bridge wing on side the person has fallen overboard, or on sighting person in water Notifies Master and rescue boat crew, sounds general emergency alarm Takes immediate avoiding action so as not to run over the person in water. Notes ships position, wind speed and direction Commences recovery maneuver such as Williamsons or Scharnows Turn Posts a lookout with binoculars to maintain a continuous watch on the person in water Exhibits lights/shapes and makes appropriate sound signals Informs engine room Places engines on stand by and informs CE Prepares rescue boat / lifeboat for possible launching Rigs pilot ladder/nets to assist in recovery Switches VHF to appropriate channel Broadcasts URGENCY MESSAGE to vessels in vicinity At the con Notifies Management Center Heavy Weather Damage Informs Bridge Notifies Master and EOW Switches VHF to appropriate channel Informs engine room and places engines on stand by, if required Informs CE, prepares engines as ordered Reports situation to Master after initial assessment of damage Initiates damage control measures Supervises damage control tasks Checks that all Water-tight doors are closed Takes measures to reduce stresses and the effect of heavy weather on the vessel. Prepares rescue boat / lifeboat for possible launching Initiates anti-pollution activity, if appropriate Deviates vessel to head for nearest port, if necessary Evaluates situation for the need of external assistance Broadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE At the con Notifies Management Center Actual Emergency, signed / rank / time Emergency Preparedness Drill, signed / rank / time * depending upon the location of the damage Flooding Informs Bridge Notifies Master and EOW Switches VHF to appropriate channel Informs engine room and places engines on stand by, if required Tolani Maritime Institute Action By 1st on the scene OOW OOW / Radio off OOW 71 Action By OOW OOW OOW OOW OOW OOW OOW OOW EOW Rescue team Bosun OOW / Radio off Radio off Master Master Action By 1st on the scene OOW OOW / Radio off OOW EOW CE / CO* Master CE / CO* Crew Master Rescue team Master Master Master OOW / Radio off Master Master

Controlling the Operation of the Ship Informs CE, prepares engines as ordered Reports situation to Master after initial assessment of damage Initiates damage control measures Sounds tanks and bilge Isolates electrical power to affected area, if required Supervises damage control tasks Checks that all Water-tight doors are closed Takes measures to reduce stresses and improve stability Uses best available means to reduce water level Attempts repairs, if safe. Prepares rescue boat / lifeboat for possible launching Notifies relevant authorities, if appropriate Evaluates situation for the need of external assistance Deviates vessel to head for nearest port, if necessary Broadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE At the con Notifies Management Center EOW CE / CO*1 Master Pumpman / 4 Eng EO CE / CO*1 Crew CO 2E CE / CO*1 Rescue team Master Master Master OOW / Radio off Master Master

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Controlling the Operation of the Ship

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) b) c) d) What is an emergency? Procedures for raising the alarm. Action to be taken upon discovery of a fire or other emergency. Function of the Emergency Organisation. Use of safety equipments including Breathing Apparatus, SCBA etc. Preparation and lowering of lifeboats, life rafts etc. Closing down procedures. (To cut off oxygen for preventing spread of fire)

e) f) g)
3.

Rescue from enclosed spaces.

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Controlling the Operation of the Ship 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 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. 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. The emergency squad shall muster at the emergency party to the emergency headquarters with the utmost speed. 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. 65

b) c) d)

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Controlling the Operation of the Ship 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 A system of checking that all personnel have been accounted for should be established.( See description of the tally system as suggest by Personnel assigned with special duties shall proceed to their stations. The first aid and provision squad shall proceed to their muster point. The support squad shall muster and await instructions. Wives and supernumeraries shall report to the Bridge for instructions. Communications shall be established between Bridge and Engine room. The emergency squad shall collect the necessary equipment and proceed to the scene of the emergency.

f) g) h) i) j) k) l) 8.

Support Squad The support squad shall muster at their assigned position and their main duties shall be to: a) b) c) d) e) Supply extra equipment to the emergency squad. Provide extra (or substitute) manpower. Form additional hose parties if required. Conduct boundary cooling or boundary starvation as directed. Prepare lifeboats and liferafts if required.

9.

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.
from an enclosed space (pump room, tank etc)

Res cue

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. 66

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Controlling the Operation of the Ship 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. 2. 3. 4. 5. 6. 7. 8. The speed with which the fire is tackled is of the utmost importance. The accommodation shall probably fill with smoke and the breathing apparatus shall be necessary, as shall be the protective clothing. Water spray shall be used. Knowledge of the accommodation layout is essential the fire fighters may be operating blind. Ventilation fans should be stopped and fire flaps closed. Electrical currents should be isolated to avoid the danger of water acting as a conductor on live circuits. Fire fighters shall always operate in pairs. Boundary cooling is essential. Every compartment on fire has 6 sides.

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Controlling the Operation of the Ship 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) compound and b) c) Taking such actions as are necessary to prevent the spread of fire outside of the machinery spaces, and Arranging the evacuation of any casualties. Arranging the supply of additional equipment and foam

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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Controlling the Operation of the Ship 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 boats 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. 2. 3. 4. 5. 6. 7. 15. Commence the Williamson tun or 60 60 turn, 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. Sound emergency stations. Post two lookouts with binoculars. Put the engines at stand-by below and inform the engine room. Instruct the emergency squad to go to accident boat stations. If a night, arrange for an extra man to operate the searchlight or signalling lamp.

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 the master and take whatever action necessary to deal with the damage and to stop the ingress off water.

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Controlling the Operation of the Ship The master shall, together with the Chief Officer, calculate the effect off the damage on the vessels 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. ii. iii. 2. Poisonous products. Corrosive products Flammable products. 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 ships 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. 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

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Controlling the Operation of the Ship 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. 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: Tolani Maritime Institute 71

Controlling the Operation of the Ship a) b) c) d) e) f) g) h) i) 20. Close all outside doors. Close wheelhouse doors Close main air inlet vent. Close off vent to sanitary space and stop fans. Close off vent to day and mess rooms and stop fans. Close off exhaust ducts from alleyways. Stop galley vent fans and close flaps. Open internal galley doors. Stop ventilation to provision rooms and close vents. Stop hospital fan and close flaps.

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) b) c) d) e) Possibilities of isolating the resultant fire by the emergency parties putting up a water wall around the periphery of afire. Arresting the transfer of heat into adjacent accommodation spaces by spraying poop front bulkheads etc. Bringing foam-making equipment into action. Evacuation of non-essential personnel 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 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. Tolani Maritime Institute 72

Controlling the Operation of the Ship 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)

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.

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Controlling the Operation of the Ship

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) b) Closing down the accommodation from outside. 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. 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. 74

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Controlling the Operation of the Ship b) c) d) The master shall decide if it is necessary for non-essential personnel to leave the ship. The emergency parties shall, in this case, prepare the windward lifeboats for embarkation. 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. 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. How would you prepare a drill for the following:

2.

3.

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, One of the side accommodation door tightening dogs sheer off and the door needs to be secured and made weather tight.

5. 6. 7. 8.

What is damage control? How are the likely damages determined and planned for? What information is provided to the master by the builders? What process would you follow to ensure that the planning for contingencies is not superficial only? In planning for each of the contingency enumerate the various paramiers that need to be taken into account 75

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