MOCK DRILL! MOCK DRILL! MOCK DRILL! MOCK DRILL!

M.V. GRAND CLIPPER

HONG KONG S A R

To,
Grand Seatrade Shipping Company Limited,
Room No.2607, Alexandra House,
16-20, Chatter Road,
Hong Kong.

Type of Emergency: Structural Failure

Procedure No.: S-0916

Dear Sirs,

Please find attached herewith the following documents relevant to the mock drill of
the nature as mentioned above as per ship’s Safety Management System Procedure
No. S-0916 held on December 30th, 2006.

 Mock Scenario.
 Log of events.
 Master’s Review.
 Copy of DSC alert on channel 70.
 Emergency Stations & Duties.
 Log Book entries.
 Rough drawing to show position of damage.
 Copies of mock messages printed out of Sat C telex.
 Call on channel 16.
 Copy of chart extract.
 Copy of safety checklist for entry into enclosed spaces for machinery casing.
 Hot work checklist.
 Damage Report.
 Repair Requisition.

Best Regards,

Master
Capt. Sudip Ghosh

CC: Mardep.
CC: Gard P & I.
CC: Bocimar Carriers, Head Time Charterers.
CC: Cosco Shipping, Sub Time Charterers.

MOCK DRILL / S-0916 / Page 1 of 9

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CC: Cargill International Inc., Voy Charterers.

MOCK SCENARIO

Actual Situation: On December 30th, 2006 at 0900 hrs local time (SMT = GMT + 08
Hrs) in position 14 01 00 N / 119 33 00 E, ship on voyage from Dampier.Australia
towards Rizhao, Peoples Republic of China laden with bulk Iron Ore. Ship’s course
350 (T), ship’s speed 11.80 knots. Ship off Luzon Strait. Current set 120 (T) drift 0.5
knots. Wind direction North Easterly, force 6. Sky cloudy, visibility good, barometer
1011 hpa, air temperature 30 C and sea water temperature 27 C.

Simulated Situation: Chief Officer while taking regular safety rounds on deck
observed crack in welding (about 1.7 mtrs) on engine room casing which was opened
at drydock to insert the new incinerator.

LOG OF EVENTS

30-Dec-04
0900 hrs The Chief Officer reported to the Master in the wheelhouse that a
crack has been observed on engine room casing which was opened at
drydock to insert the new incinerator.

Chief Officer asked Boatswain to measure the length of the crack

with the cadet. Reported length to be 1.7 mtrs

Master ascertained the situation and sounded the general alarm.

Engine room informed and asked to reduce to manoeuvring speed as

soon as possible. This was done to reduce the dynamic stresses on the
vessel.

0903 hrs Ship’s staff mustered at muster point. Head cont taken and all
accounted for.

Emergency described. Duties explained and dispersed for respective

duties.

Boat preparation party asked to keep the survival craft ready.

Inspection party instructed to proceed to damaged area and

investigate the nature and extent of the structural failure and also
check if any other associated damage around.

Sounding party commenced checking all soundings.

Radars switched on different ranges.

0904 hrs Ship’s position checked.

Sent out DSC and VHF calls on ch.70 and ch.16.

Checked weather forecast, Wind, Current direction and force.

Started both steering motors. Changed over to hand steering.

Additional look out posted.

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Company informed.

0906 hrs Boat preparation party reported that both survival craft in all
readiness.

0918 hrs Engine room reported that engines ready for manoeuvring.

Half Ahead.

Exhibited RAM signal.

0920 hrs Inspection party reported the nature and extent of damage to be a
crack on the welding seam on engine room casing which was opened
at drydock to insert the new incinerator about 1.65 meters long and
presently not spreading. At times opening up with the motion of the
vessel.

Instructed to rig all repair items immediately. Called for Management

Committee meeting on deck around the crack.

Stop engines. Master leaves the wheelhouse for crack inspection and
the meeting. Ascertained all clear in the vicinity.

RAM signals lowered and NUC signals exhibited.

0927 hrs Management committee concluded to have a crack arrestor hole on

both the extremities of the crack to hold the crack. Further details
being discussed and finalized.

No pollution reported

All dangers marked on the chart and presently sighted to be well

clear of the vessel. This information communicated by the duty
officer to the Master by a walkie-talkie.

0933 hrs Burned crack arrestors on both the extremities of the crack.
Management committee decided to gouge the welding and re weld
with three runs on the crack.

0935 hrs Master in the wheelhouse. Safety message repeated on the DSC.

Entry made inside the engine room casing to have a look from the
inside of the bulkhead. Noted that the distance of the incinerator form
the crack was safely large and workable. Gas inside the area checked
prior entry. All found safe.

0937 hrs Wooden planks placed underneath the crack on top of the deck to
avoid any splinter of welding or gouging to get in contact with the
deck.

0940 hrs Commenced repairs. Fire precautions taken, Fire patrols maintained.
Hoses rigged all around the damage. Door opened for watching the
cargo from top.

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Inspection party in continuous check for any other damage.

Vessel now stopped. All way cut off.

Sounding party reported all soundings are normal.

Water depth checked for the possibility for anchoring. The depth was
determined to be 95 meters. Anchor lashing removed. Chief officer
asked to go for anchor stations after he was satisfied with the safety
of the progress of the repair.

Vessel drifting with the current towards southwesterly direction and a

rate of 2 knots. No dangers or shallow depth in the vicinity.

Master allowing the vessel to drift easily towards the land.

Repair job in progress.

All partied notified of the situation and intention.

1010 hrs Depth now checked to be about 45 mtrs. Let go starboard anchor.

Checked ship’s position. Found to be good and well clear of all

dangers. Contacted the port authorities. Explained the situation and
reason for anchoring. No assistance was presently required.

Safety message on VHF repeated.

Inspection party reported that no other damages were found. All

equipments in good working order. All structures apparently to be in
normal condition.

Repair work in progress.

1018 hrs Brought up to 7 shackles on deck. Anchor holding good. Position

marked on the chart and GPS alarm set for anchor boundary. Anchor
ball exhibited.

NUC signals lowered. Vessel under daylight. Considered to switch

on deck lights after a little while. Navigation lights switched off,
anchor lights switched on.

Safety message on VHF repeated.

Repair work in progress.

1030 hrs All deck lights switched on. Cargo clusters lighted up inside the
machinery casing.

Safety message on VHF repeated.

Repair work in progress.

1110 hrs Completed repair work.

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1112 hrs Master, Chief Engineer, Chief Officer and Second Engineer
inspecting repair work. Rigging hoses for hose test.

1115 hrs Hose test taken. All found satisfactory. Hatch closed. Engine room
informed. Called for anchor stations. Watchman posted around the
repaired area.

1117 hrs Commenced heaving up anchor. Engines on stand by. Anchor ball
lowered. Informed port authorities. All times noted. VHF message
modified and called.

1135 hrs Anchor aweigh. Dead slow ahead. Course set towards Rizhao. Vessel
on hand steering. Anchor ball removed. Survival crafts secured.

1140 hrs Increased to full sea speed. Anchor lashed. Spurling pipe cemented.

Repair reported to be holding. Watch maintained.

Safety message cancelled.

1200 hrs All emergency parties called off. Watch maintained.

All parties and owners notified. Owners requested to arrange for

class surveyors, repair firms at Tenerife for inspection and permanent
repairs to the damage. Hull writer inspector to be contacted if
deemed necessary by the company.

MASTER’S REVIEW

The drill was reviewed and was found to be carried out satisfactorily. Some points
were high lightened to the ship’s staff. They are:

The most important point of this drill was regarded to be the hot work, which was
done on top of a hold containing coal cargo. All precautions which were taken by the
Safety Officer were again discussed and made sure that all Officers and Crew
understood the importance of it. The situation in real life could have been very
critical.

The drill was carried out during day light situation. The problems, difficulties and the
additional operations that would have been required to perform for a night situation
were discussed in details. Some useful tips were received form the crew as well.

The Master explained the importance of daily soundings. The Chief Officer was
complying with the daily safety rounds and the Master also insisted that safety rounds
should be a part of the safety culture and should be within everyone. The ship’s
structure is very vulnerable to the sea and hence all precautions are to be always
monitored. Safety rounds should be taken more regularly and by all hands if possible.

The Master also questioned the Chief Officer regarding the pre calibration of all the
gas measuring instruments. The same was found to be in order and the training of
utilization of these instruments was also found to be in place.

Proper permit to work procedures like the hot work permit and entry into enclosed
space checklist were used to the understanding of all and re explained in the meeting.

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The pollution aspect was discussed in details and the drill was carried out with an
attempt to make the situation as realistic as possible.

The Master finally told all the staff regarding the importance of reporting these types
of situation to the flag state and other parties. In our case it is the Hong Kong Marine
Department who are to be notified through their designated forms. They later become
notices and are circulated to the all the other vessels for the enhancement of safety in
the world maritime industry.

Master
Capt. Sudip Ghosh

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SECURITE SECURITE SECURITE

THIS IS VRVX9 VRVX9 VRVX9 M.V. GRAND CLIPPER

SECURITE

VESSEL EXPERIENCED STRUCTURAL FAILURE

SHIP WILL PROCEED FOR EMERGENCY ANCHORING

POSITION 14 01 00 N / 119 33 00 E AT 0900 HRS LOCAL TIME

ALL VESSEL’S IN VICINITY REQUESTED TO BE READY FOR ASSISTANCE

OVER

SECURITE SECURITE SECURITE

THIS IS VRVX9 VRVX9 VRVX9 M.V. GRAND CLIPPER

SECURITE

DAMAGE INVESTIGATED

COMMENCED REPAIR WORK

POSITION 14 01 00 N / 119 33 00 E AT 0930 HRS LOCAL TIME

ALL VESSEL’S IN VICINITY REQUESTED TO BE READY FOR ASSISTANCE

OVER

SECURITE SECURITE SECURITE

THIS IS VRWX9 VRWX9 VRWX9 M.V. HAPPY CLIPPER

SECURITE

DAMAGE REPAIRED

NORMAL OPERATION RESUMED

POSITION 14 01 00 N / 119 33 00 E AT 1140 HRS LOCAL TIME

PLEASE CANCEL MY MESSAGE OF 1000 HRS LOCAL TIME TODAY

OVER

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EMERGENCY STATIONS

STRUCTURAL FAILURE

Bridge Squad
Master Capt. Sudip Ghosh
Third Officer Cherippady Sagar
Seaman 1 Obaidul Haque
Duties
Assist Master. Lookout. Log events, Navigation Safety, Communications and
GMDSS procedures. Reporting to owners and other authorities.

Engine Squad
Chief Engineer Uttam Kumar Dey
Second Engineer Ahmed Nishat
TM Engineer Jitesh P Shirke
6/E/F Ansari Mohd. Riyazuddin
Motorman 1 Mohd Abdul Baten
Duties
Reduce RPM. Follow orders from the bridge.

Inspection and Repair Squad

Chief Officer Morshed Uddin Pathan
Third Engineer Ranjith K Nair
Cadet Nupur Khurana
Fitter Ramchandra P Gupta
Boatswain Mohd. Ruhul Amin
Seaman 1 Mohd Nur-Un-Nabi
Seaman 1 Mohd Hossain
Motorman 1 Nurul Alam
Wiper Mohd Atiq Ullah
Duties
Investigation, Temporary Repairs, Follow instructions from Master. Switch on
floodlights by night. Take soundings.

Lifeboat Squad
Second Officer Irshad Irfan Ukaye
Seaman II Mohd. Sahiduzzaman
Tr Seaman A Mohd. H Kabir
Tr Seaman B Mohd Anower Hossain
Duties
Keep emergency lifeboat ready for immediate launching. Wait for Master’s orders.
Stand by for further instructions from the Master or the On Scene Commander to
assist the On Scene Command team.

Stand By Squad
Electrical Officer Lal Babu Singh
Chief Cook Mohd. Rafique Ullah
General Steward Zabed Mohd.
Duties

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Stand by for medical assistance and any other jobs which may be required by the any
of the above mentioned squad after the orders are directed from the bridge squad. The
supernumeraries, if any, are required to stand by in the bridge.

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