INTER-GLOBAL COLLEGE FOUNDATION, INC.

Brgy. Bocohan, Lucena City

Registration No.16Q13029

COURSE MODULE
(Paper-Based)

STUDENT’S COPY

I. NAME OF PROGRAM Bachelor of Science in Marine Transportation (BSMT)

COURSE CODE
II. COURSE DESCRIPTIVE
Ship Handling and Maneuvering
TITLE / CODE
Seam 5

COURSE CREDIT UNIT

IV. PRE-REQUISITE / CO-
DW 1
REQUISITE / CREDIT UNIT 3

VI. COURSE DESCRIPTION Ship Handling and Maneuvering

MODULE NUMBER
VII. MODULE TITLE/ NUMBER ACTION TO BE TAKEN ON GROUNDING
13

IX. INCLUSIVE WEEK Week Number 13

State the initial action to be taken following a collision or a grounding ;

X. COURSE OUTCOME
initial damage assessment and control

Learning Outcome: At the end of the modules, the students should be able to:

1. State that, on stranding, the engines should be stopped, watertight doors closed, the general alarm sounded and, if on a
falling tide, the engines should be put full astern to see if the ship will immediately refloat
2. State that a distress or urgency signal should be transmitted and survival craft prepared if necessary
3. State that all tanks and compartments should be sounded and the ship inspected for damage
4. State that soundings should be taken to establish the depth of water round the ship and the nature of the bottom
5. Explain how ballast or other weights may be moved, taken on or discharged to assist refloating
6. Describe ways in which tugs may be used to assist in refloating
7. Describe the use of the main engine in attempting to refloat and the danger of building up silt from its use

A. STCW Competence Addressed by the Course Module :

 A-II/1 F1.C5: Respond to Emergencies

B. STCW KUP Addressed by the Course Module:

 A-II/1 F1.C5. KUP1: Emergency Procedures

XI. MODULE RESOURCES

MINIMUM READING MATERIAL/ONLINE RESOURCES TO BE PROVIDED BY THE FACULTY; IT CAN BE
IN PDF / WORD FILE / INTERNET LINKS / ETC. AND ITS MHEIs DISCRETION BASED ON THEIR
RESOURCES / CAPABILITY

A. IMO IMDG.1: International Maritime Dangerous Goods Code (Volume 1)

[https://law.resource.org/pub/us/cfr/ibr/004/imo.imdg.1.2006.pdf]
B. Dangerous Goods Management Manual
[http://www.mrcmekong.org/assets/Publications/basin-reports/Dangerious-Goods-MM-
Sept2013.pdf]
C. An Introduction to the IMDG Code [http://www.imdgsupport.com/Free%20IMDG%20Code
%20introduction%2037-14.pdf]
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029
INTRODUCTION:
Ship grounding accidents are mostly caused by human errors, sometimes by
inadequate information related to the port or because of unknown coral reefs and
rocks. Maneuvering inattention and improper navigational operations should be listed
as the most usual root causes of major ship grounding accidents as well.   While, faulty
navigation instruments, bad weather conditions or an engine breakdown, can also lead
to unintentional groundings or stranding. Such accidents effect on both the ship and
speed. is
the environment, but the worst scenario However,
to lead when
in thethe
lossvessel arrivedlives.
of human at N-5
anchorage, the Master found the intended
LESSON MAP: anchoring position to be also crowded with
nearby 4 vessels being too close and encountered
with rough sea, wave and poor visibility. The
Grounding
vessel proceed to find another anchoring position
at outer area in N-5 anchorage where is strong
current from south, the VTS urgently instructed
the vessel to alter starboard direction by VHF but the vessel went aground on rocks of Saeng-
Do (Island) off Yong of Busan. The vessel dropped anchor chain and found double bottom
Emergency
Actions
ballast tank to be flood. Master reported to taketo VTS center and requested tug boat for
the situation Procedures
rescuing. The crew left the vessel. A few days later the vessel was broken in two pieces in way
of No.4 cargo hold and stern section remained aground at the same position and her fore
section GROUNDING
completely submerged in water.
Grounding of a vessel can be an intentional situation
Actions to Take
or occur accidentally. There are three different types
of grounding; e.g. beaching (discussed in the previous
ACCIDENTAL
module), stranding, STRANDING
or grounding. OR PARTIAL GROUNDING
GROUNDING
Stranding or Grounding
 sound
Strandingtheis the
alarm to muster
accidental grounding theof avessel
move passengers and crew to lighten the
on a
crew/passengers (7 short, 1 long) grounded section of the vessel, jettison
beach or shoreline while grounding is the accidental contact with the sea bed other than the
 account for all personnel and check for any weights possible
shoreline.
injuries  use astern power sparingly, pay
Real life
 stop grounding
engines andincident
auxiliaries if attention to the pumping of mud/sand
groundingAis severe
bulk carrier, laden general cargoes under of the plywood
keel due&tosteel products,
excess astern left from
Lianyungang, China on 30th
 sound bilges and inspect void areas June 2013 bound for
propulsionBusan, Korea in order to load some more
steelbearings
 take cargo shipment.
and plot your Subsequent
position -dates, the vessel approached
 **if rocky to southern
- astern propulsion can out-harbor
anchorage
then attempt on to 2nd July 2013.
determine As passing
reason for harbor damage
limit ofthe
Busan, Master
hull lay came into
out anchors to bridge in
order to from
grounding proceed to Busan harbor anchorage to drop
the charts assistanchor with the bridge
in refloating or team. The vessel
preventing
passedthe
 survey to Busan VTS limit
area around the with her course 356 degrees
grounding vessel and herfurther
going speedaground
11.5 knots, and reported
to VTS
(from chart)center and then was instructed by  VTS to drop anchor at (if
request assistance N-4 anchorage
necessary).upon arrival.
When thethe
 determine vessel approached
tide and to N-4 anchorage
tidal stream with
consider maneuvering speed and course, it was
a tow
foundweather
 check to be too crowded for
predictions around the N-4anchorage
the area and Master requested
display appropriate signal VTS to re-allocate
`vessel
another
 sound anchorage
around and intoturn
the vessel VTS instructed
determine the vessel to drop anchor N-5 anchorage with
aground'
thekeeping
extent of4 the
cables distance to other vessels. Approaching to the N-5 anchorage, the Master
grounding
orderedfor
 check to stand
hull by 4 crews,(if
damage on forecastle
severe deck for dropping anchor operation and reduced
damage has occurred, it may be best to
stay grounded)
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Refloating
When refloating, use anchors to kedge, if the engine's propulsion is insufficient
to refloat.  Move weights as necessary, have lifesaving appliances ready in case of sudden
need. Commence refloating just prior to high tide.  If the bottom is sand or mud a vacuum may
be created between the hull and the sea-bed.  To break this suction it may be necessary to
"waggle the vessel's tail" by use of the weights or pulling on alternate anchors.
 

Once clear of the obstruction it will be necessary to again check the vessel for any
damage or ingress of water.  Also check propulsion and steerage systems and engine cooling
systems.
 

   

If grounded on a reef at an uncertain location it may be prudent to stay grounded and

adding ballast to prevent further damage to the hull due to movement of the vessel on the
grounding.

EMERGENCY PROCEDURES
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Note events in vessel’s log or record book and report incident to the authorities.

The term ‘unintentional grounding’ in shipping describes the accidental impact of the
ship on seabed or waterway side. However, grounding can also be intentional in
order to land crew or cargo (beaching) or to conduct maintenance or repairs
(careening). Intentional grounding demands very careful maneuvering and high
navigational skills, as any misunderstanding or wrong decision may lead to
unfavorable situations. Nevertheless, it is the unintentional grounding that we must
pay more attention and operators should ensure that crew members are aware of the
emergency actions that should be followed in such cases.

Emergency actions to be taken in case of ship grounding:

 All stakeholders should be notified
 Inform the port authority for the incident
 Immediate stop of engines
 Instant checking in order to ascertain any internal damage, water intakes or
leakages and watertight doors to be closed
 Light/shapes and sound signals
 Take control of a possible pollution
 Record of vessel’s position, date and time of the incident
 Keep the company informed

 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Immediate Actions After Grounding

Several factors must be considered in a grounding situation, and when attempting to refloat
the vessel. Grounding conditions differ considerably, and it is impossible to provide a set of
universal instructions. It is therefore imperative that the Owners contact their hull insurers, as
they can provide external resources, such as tugs and salvage masters to refloat the vessel in
the safest manner, as well as negotiate salvage contracts. If the Master has successfully
refloated the vessel, he shall notify the Owners, providing all the relevant information
pertaining to this action.
Irrespective of what the hull insurance or the Owners can deliver, the Master should pay
particular attention to:

1. Sounding of cargo holds and All cargo holds and tanks should be sounded to assess
tanks possible cracks or leakage. The soundings shall be
repeated and documented at least every other hour, for as
long as the vessel is grounded. When the vessel is freed
from the seabed, documented soundings should be taken
immediately and at regular intervals.

2. Sounding of water depth Water depth soundings should be taken from all sides
of the vessel to establish the direction in which the vessel
is to be brought afloat. Tidal movements must be
established, and the trim read in order to establish how
hard aground the vessel is, and to determine the stability.
A sketch of the trim should be made and any information
on the type of seabed must be supplied. If possible, the
vessel should be refloated in the same direction as it ran
aground.

3. Refloating at high tide If the vessel ran aground during low tide, it shall be
determined whether it can be refloated during high tide,
circumstances permitting. If it is not possible to free the
vessel during next high tide, proper precautions must be
taken to prevent the vessel from additional grounding by
the high tide, e.g. by filling ballast tanks, or deploying the
anchor.

4. Trimming or emptying of When trying to refloat the vessel, it is advantageous to

double bottom tanks, etc.
refer to the trim sketch when trimming, heeling or
emptying the double bottom tanks. Extreme hull stress
must be avoided, as it may impact negatively on the hull
stability. Please note that when navigating in high-risk
areas – rivers, canals, etc. – forward ballast tanks can be
filled with large quantities of water, to be discharged in
the event of grounding. To minimize the risk of further,
heightened grounding, the use of warping anchors is
recommended during refloating operations. The rigging
of anchors shall be coordinated with any assisting tug
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

5. Filling of tank Empty tanks or holds can be filled to keep the vessel stable
and to prevent additional grounding or scraping against the seabed
during bad weather or heavy swell. The Master should be aware of
the risk of oil pollution during such operations. If the vessel is stuck
in a muddy seabed, tugs may sometimes use their propellers to ’dig
out’ the vessel. Once ballast discharge is complete, endeavours
should be made to free the vessel by engine thrust ahead and/or
astern.
6. Using the engine Often, attempts are made to bring a grounded vessel afloat by
aggressive use of the engine. This is acceptable procedure when the
vessel is grounded in a dangerous and exposed position. However,
if the grounding has occurred in a less exposed position without
any immediate danger, careful consideration should be given to
whether it is advisable to strain the vessel’s engine and means of
propulsion. If the Master chooses to use the engine to refloat the
vessel, the conditions around the propeller and rudder should be
checked in order to avoid unnecessary damage to these parts. The
use of engines immediately after a grounding is a frequent
occurrence. Such an operation is strongly discouraged. All of the
precautions mentioned in this guide must be taken before the
engine or engines are engaged in a refloating attempt. The technical
managers should always be consulted before the engine or engines
are engaged to refloat.
7. Lightering – removal The Master must obtain a signed and written contract, drafted
of cargo by local agents with the assistance of the Owners, prior to any
lightering activities. This prevents the barge owners from making
subsequent claims for salvage money or charging unreasonably
high fees. Please note that lightering must not commence until all
measures to prevent the vessel from the risk of additional
grounding have been taken.
8. Tug assistance In a non-emergency situation, the Master should avoid
arranging for tug assistance under a “Lloyd’s Open Form”.
Commercial agreements in coordination with the Owners and their
insurance company is always preferred if there is no immediate
danger to crew or vessel.
9. Trimming or jettison In some circumstances, trimming or restowing of the cargo is
of cargo necessary. In more extreme cases, especially in general average
situations, lightering the vessel’s load by jettison/cargo may be
considered.
10. Salvage assistance The Master shall arrange for immediate salvage assistance if
the grounding constitutes a serious and immediate threat to crew,
environment, vessel or cargo.