EMERGECIES

S.A Hosseini
IRISL Maritime Training Institute
 Emergecy
• Emergecy is a situation that endanger the
safety of personnel on board, the safety of
the vessel and environmental pollution by
oil spills.

In all cases of emergencies the following to be

considered:
• Verify the exact nature of the emergency
• Assess the extent of damage / accident
• Form / call emergency response teams
• Co-ordinate with national and local authorities
• Comply with the prepared checklists
Typical example of emergencies

1. Fire
2. Damage to the ship( collision, grounding, contact
with fixed object…)
3. Pollution
4. Unlawful acts threatening the safety of the ship
and the security of its passengers and crew
5. Cargo related accidents
6. Personnel accidents
7. Emergency assistance to other vessels.
 EMERGENCY CONTINGENCY
PLANNING
• The SOLAS convention expect vessels to carry
appropriate harmonised ‘Emergency Plans’ to provide
guidelines for shipboard contingency planning for
various types of emergency.

These emergency plans should directly include the aspects

of reporting the incident and should clarify:
(a) When to report an incident
(b) How to report the incident
(c ) Whom to contact about the incident
(d ) What to report regarding the incident.
 Initial damage assessment

(i) Watertight integrity of the hull

(ii) Engine room wet or dry
(iii) Casualty report
(iv) Pollution yes/no

Once the master is aware of these points

he can open up communication links.
 Action following damage
• Immediate actions:
1. Follow emergency procedure as per company emergency
procedure manual.
2. Sound general emergency alarm.
3. Stop Engines.
4. Announce by PA.
5. Head count, look for casualty and establish
communication.
6. Close watertight doors.
7. Activate SOPEP and take preventive actions in case of any
oil pollution
 Action following damage

• Order chief officer for damage

assessment.

1. Water tight integrity of hull and subsequent breaches of

same.
2. Assess rate of flooding.
3. Condition of machinery space.
4. Check hull for damage.
5. Visually inspect compartments where possible.
 Action following damage

• Obtain following information from

emergency teams:

1. Details casualties.
2. Any fire risk.
3. Any other information regarding associate problems.
 Action following damage
• On the bridge, the command team will
do the followings:

1. Maintained VHF watch.

2. Exhibit light / shapes and any appropriate sound
signals.
3. Switch on deck lighting at night.
4. Determine the vessel’s position.
5. Broadcast urgency or distress massage as required.
6. Inform the accident with positions and time to: Local
authorities, Owners, charterers, P & I club.
Collision
 Collision

• Whenever a collision occurs, the

vessel’s sound watertight integrity is
likely to suffer, and personnel may
experience considerable shock,
whether the collision is with another
vessel, land mass or ice floe.
 COLLISION , check list
• Stop engines and advise the E/R.
• Sound the emergency general alarm.
• Initiate manual steering.
• Switch on deck lights ( at night ).
• Call Master to the bridge.
• Close all water tight doors.
• Alert shore stations and vessels in the vicinity.
• Exhibit " not under command " signals.
• Muster the emergency teams.
• Avoid altering markings on the charts in use or other
registers & preserve and collect all log books & ship
documents.
• Maintain VHF watch on CH. 16 and 70 DSC.
• Make available vessel’s position at radio transmitting
locations on board
 COLLISION , check list
• If there is imminent danger of foundering, disregard
continuation of this checklist.
• Initiate a thorough search for fire/damage.
• Assess damage to hull, tanks, E/R, cargo.
• Check for oil spills and over side pollution
• Assess chances of pollution increase if an attempt is
made to separate the vessels.
• Will a separation attempt cause sparks endangering
flammable cargo or sinking of vessels
• Decide on remaining embedded or separation.
• Can ingress of water be contained and controlled?
• Check if the other vessel needs assistance.
 COLLISION , check list
• Note the heading of the vessel at the time of collision.
• Make an estimate of the angle of blow.
• Make an estimate of the speed of each vessel.
• Any alteration of course and speed prior to the collision ?
• Collect pilot's written statement (if applicable)
• Note name of other vessels in the vicinity when collision
occurred
• Record any communications made after the collision.
• Collect name and rank of Officers on watch and other
witnesses’ written statements.
• Prepare a description of movements of both vessels after
the collision.
• Collect data logger and course recorder's last printouts (if
applicable)
• Subsequent actions:
• I’ll decide whether to proceed to voyage or to proceed to port of reuge.
• If proceeding to voyage with reduced maneuvering capability, hoist ppropriate signal
as per ICS and broadcast radio warnings.
• Write a full report describing all events leading to the collision and gather information
for the owner’s lawyers:
1. Charts in use before and up to the time of collision
2. Deck and engine room log books, movement book, OLB.
3. Graphs and prints of course recorder, echo sounder, telegraph.
4. Statement of crew members witnessed the accident
5. Full details of two ships
6. Exact location of collusion
7. Time (UTC & LT)
8. Accuracy of bridge/ER clocks
9. Estimation of speed/courses of vessels at the time of impact
10. Estimated angle of impact
11. Point of impact
12. Weather and tide condition at the time of collision
13. List of navigation equipments used at the time of collision
14. Name and positions of other vessels in the vicinity at the time of collision
15. Retain scrap papers, which have been disposed off during the time of collision
GROUNDING / STRANDING
 GROUNDING / STRANDING
• Action when the ship is aground include:

1. Assessment of situation ( tide,current,weather,any forecast changes,

nature of bottom, depth of water around ship, condition of ship including
stresses on the hull)
2. Assessment of damage ( visual inspection, factors such as nature of
bottom and speed at thime of grounding)
3. Sounding ( around the ship)
4. Immediate action ( if no damage found consider refloating )
5. Stress and stability ( consider cargo, ballast, fuel….)
6. Minimize flooding or controlled flooding
7. Listing, trimming and internal transfer of cargo
8. Lightening of vessel, transfer of cargo to other ship / barge
9. Jettison of cargo if at all possible.
 GROUNDING check list
• Stop engine and advise E/R.
• Sound the emergency alarm.
• Call Master.
• Switch on deck lights ( at night).
• Close all watertight doors.
• Muster the emergency team.
• Check sea suctions.
• Maintain VHF watch on CH. 16 & 70 DSC.
• Alert shore stations and vessels in vicinity.
• Make available vessel's position at the radio transmitting
locations on board.
• Make a quick assessment if there are chances of
foundering or capsizing
 GROUNDING check list
• Exhibit relevant lights and shapes.
• Sound all tanks and bilges.
• Check for oil spills.
• Sound depth of water around the vessel.
• Calculate vessel's draft forward, midship and aft for the
time of stranding.
• Evaluate state of tide and predicts ranges and local
• Current.
• Avoid any alteration in charts & movement books entries.
• Determine the nature of sea bed.
• Check for injuries to crew.
• Check for machinery and propeller damage.
• Study the need to drop anchor (s)
 GROUNDING check list
• Study ballasting /deballasting requirement.
• Assess chances of re-floating.
• Check weather forecast.
• Assess the need for cargo transfer to reduce longitudinal
stresses.
• Is any fuel, stores or cargo jettisoned to lighten
thevessel?
• Collect pilot's written statement ( if applicable ).
• Collect written statements of officers on watch and any
other witnesses.
• Collect data printer and course recorder's last printouts
& echo sounder's last read out (whichever available).
• Prepare P& I attendance report (if available).
• Prepare surveyor attendance report ( if available).
• Determine reasons for stranding / grounding.
BEACHING
 BEACHING
• Taking the ground intentionally, as opposed to
accidental stranding. It is normally carried out for
either or both the following reasons:

1. To prevent imminent collision;

2. To prevent loss of the vessel when damaged and in
danger of sinking, damage having occurred below the
waterline causing loss of watertight integrity.
The intention is to carry out repairs in order to refloat
at a later time.
 BEACHING PROCEDURE

• Should time and choice be available, attempt

to beach the vessel on a gentle sloping
beach, which is rock free and ideally with
little or no current.

• If possible it should be sheltered from the

weather, free of surf action and any scouring
effects.
BEACHING PROCEDURE
Advantages and Disadvantages for
‘Bow’ or ‘Stern’Approach
• Clear observation of the approach can be made and the vessel will
probably have a favourable trim.

• The propeller and rudder will favour the deeper water at the stern,
while the strengthened bow would cushion any pounding effects.

• The disadvantages of this approach are that the vessel is more

likely to slew and the need for anti-slew wires used in conjunction
with anchors, may become necessary.

• It is difficult to lay ground tackle from this position,to assist with

the refloating.

• In the majority of cases stern power would be used for refloating

the ship when navigating stern first.
 BEACHING PROCEDURE
preparation
• Take on half ballast.

• Both anchors should be cleared away and made ready

to let go.

• Drive the vessel further on and reduce the possibility

of pounding.

• Take on additional ballast and secure the hull against

movement from weather and sea/tide.

• Take precautions to prevent oil pollution.

 Beaching, check list
• Alert nearest shore station(s).
• Transfer fuel to the tanks less liable to be damaged.
• Try to have almost half-ballast on board.
• Lash loose gears.
• Close watertight doors.
• Assess chances of oil spill over side.
• Prepare life boats for emergency use.
• Do not drop anchor when approaching site. The vessel
• might sit on the anchor.
• Stop engines when reaching site.
• Beach after high water to let the vessel settle smoothly.
• After beaching : Fill all tanks to hold the vessel in position.
• Rig ground tackle seaward if possible.
• Assess risks of re-floating during/after repairs.
• Monitor sea and weather condition.
• Inform P& I club.
• Display required lights and shapes.
• Maintain VHF watch on CH.16 and CH.70 DSC.
 Re-floating

• Prompt re-floating will reduce stresses on the hull

and exposure to the effects of rising/falling tide and
possible deterioration of weather.

• Moreover, oil will be less likely to leak from a

ruptured tank when the ship is afloat, as she will
then lie deeper in the water than when she is
aground.

• But in a badly damaged ship, re-floating may be

inadvisable due to the risk of further damage and
loss of the ship.
 Re-floating
• Make sure that as much repair as practicable is carried out.
• Ascertain that risk of further damage is remote.
• Collect more information about the situation including
tides, sea current and swell, weather forecast, nature of
bottom and depth of water.
• Calculate the buoyancy needed to re-float, and draft and
trim after re-floating.
• Minimize the amount of free surface and its effect on the
vessel's stability.
• Note that substantial transfer of weights may cause
stresses on the hull. Determine the extent.
• Check the possible need for lightening the ship.
 Re-floating
• Determine the extent of sagging / hogging.
• Bear in mind the risk of possible pollution.
• Rig proper ground tackle and consider use of tugs and
outside assistance.
• Consider the need and limitations of using the engine.
• Plan on the time of discharging ballast water, etc. if
Required.
• Arrange for proper keeping and maintenance of
records /documents.
• Inform the relevant parties, the Company and coast
station.
• Update the emergency signal transmitted.
 Damage Control
• Damage control should be incorporated with the Emergency
System . The Emergency Headquarters should also be used
as the `Damage Control Station' .
• The Station should have a stability calculator and a file
containing pre-calculated conditions of trims which might be
encountered during emergency situations.

• The following stability problems could be considered :

1 Flooding of fore peak or after peak.
2 Flooding of engine room.
3 Flooding of holds or cargo tanks .
4 Effect of flooding in areas isolated by watertight doors .
5 Stress on bulkheads due to adjacent compartments being flooded .
6 Effects of stress or strain due to grounding forward, aft, or amidships .
7 The use of ballast to change trim or to counteract listing in emergency situations.
 Damage Control station
• The following plans should be displayed in the Station
or should be readily available:

1 Areas of the ship which are isolated by fire doors or fire-

resistan t bulkheads .
2 Remote controls for pumps, fans, sea valves, etc .
3 Watertight doors .
4 Fire-fighting and life-saving appliances .
5 Pipe line and pumps.
6 Trim and Stability Particulars Book .
7 Cargo.
 Damage Control Drill
• Damage control drills should be practised by the
Emergency Team and the members should be
instructed in their various roles in the event of :

1. grounding
2. collision
3. breakdown of steering gear
4. a derrick being dropped
5. deck cargo shifting
6. bulkhead fractures
7. loss of an anchor
8. ventilators and deck fittings being carried away
 Damage Control Training
• Training sessions should be held for instructing
the team in :

1. methods of constructing collison mats

2. plugging shell plating holes above and below the
waterline
3. use of cement boxes
4. shoring up bulkheads
5. pumping out flooded compartments
6. methods for towing and being towed
 Damage Control Plan

• The damage control plan and damage control booklet

are intended to provide ship’s officers with clear
information on the ship’s watertight subdivision and
equipment related to maintaining the boundaries and
effectiveness of the subdivision 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.
 Damage Control Plan
• SOLAS 1974, regulations I I - 1 / 2 3 , 2 3 - 1 . 2 5 - 8 ‘

• On passenger and cargo ships, there shall be permanently

exhibited plans showing clearly for each deck and hold the
boundaries of the watertight compartments, the openings
therein with the means of closure and position of any
controls thereof, and the arrangements for the correction of
any list due to flooding.

• Booklets containing the aforementioned information shall

be made available to the officers of the ship.
 Damage Control Booklet
• The information listed in DCP 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- Immediately closing all watertight and weathertight closing

appliances;
2- Establishing the locations and safety of persons on board,
sounding tanks and compartments to ascertain the extent of
damage and repeated soundings to determine rates of flooding;
and
3- cautionary advice 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.
 Damage Control Booklet
4- The locations of flooding detection systems, sounding devices, tank
vents and overflows which do not extend above the weather deck.
5- Ppump capacities, piping diagrams,
6- Instructions for operating cross-flooding systems,
7- Means of accessing and escaping from watertight compartments
below the bulkhead deck for use by damage control parties,
8- Alerting ship management and other organizations to stand by and to
co-ordinate assistance, if required.
9- locations of non-watertight openings with non-automatic closing
devices through which progressive flooding might occur should be
indicated
10- 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.
 Shore-based emergency response
systems

• A shore-based emergency response system

may be used to supplement the damage
control booklet.
• i.e. IRISL Emergency Response Committee (ERC):a group of
people convened immediately, knowledgeable enough and with
clearly outlined responsibilities, authorities and instructions to
respond to the situation.
• A suitable room (ERC room) is designated for use during
emergencies.
 ERC RESPONSIBILITIE

• Providing the Master of the vessel-in-distress with maximum help

available (That may require the dispatch of a team of experts to the scene).

• Ensuring that contemplated operations comply with Company, national

and international rules.

• Ensuring that decisions made do not jeopardise the integrity and benefits
of the Company.

• Notifying concerned organisations (e.g. class, P&I and H&M insurers,

Company agencies, the media) and parties (e.g. vessel-crew relatives)
when and where required.

• Maintaining continuous contact with those concerned, and informing them

of the end of the operation.
 SHIP / SHORE DRILLS

• SHORE - BASED DRILLS:

If the period between any two ERC sessions
exceeds three months, a tabletop exercise will be
conducted by the ERC at Company headquarters -
preferably in ERC room.
• SHIP - BOARD DRILLS:
Actions to counter potential emergency situations
should be practised in drills, in order to develop and
maintain confidence and proficiency on board, and
to test the effectiveness and clarity of the
emergency plans.
PROGRAMS FOR SHIP- BOARD DRILLS
Flooding
 Flooding
• Flooding may be caused from one or more of
the following:

(a) Collision with another vessel, or ice.

(b) Collision with the land or some object secured to the land.
(c) Collision with an underwater object.
(d) Explosion aboard the vessel.
(e) Stranding and/or beaching (grounding).
( f ) Military engagement.
( g) Fire.
 Flooding
• Main Dangers:
• The first and foremost hazard is the loss of watertight integrity in one
or more compartments and the subsequent loss of internal buoyancy
from the damaged areas.The immediate action of closing all
watertight doors through out the ship’s length will reduce further loss
of buoyancy.

• The development of consecutive flooding throughout the vessel’s

length is a principal cause of foundering. Should this flooding occur,
the total loss of internal buoyancy must be accepted as a probability,
and the only course open is to delay the inevitable in order to get
survival craft clear. Possible Solutions
 Flooding
Possible Solutions
1. For a ship holed above the water line:

• Build a collision patch over the damaged area, and

investigate safe port options with repair facilities.
• Note any deviation of the ship, and note times and position in
the ship’s log.
• Pump out the bilges and take regular soundings.
• Avoid bad weather if at all possible.
• Inform owners as soon as possible.
 Flooding
Possible Solutions
2. For a ship holed or cracked on or near the waterline:
• start the bilge pumps in the area affected, and pump out ballast water fore and
aft to raise the vessel bodily. If not, provide the vessel with a list on the
opposite side to the damage.
• Construct a collision patch on the outside, and/or a cement box on the inside,
of the damaged plates.
• Have any temporary repairs kept under constant watch, with any adverse
change being immediately reported.
• Check continually on soundings about the damaged area, especially in
adjacent compartments.
• Look at stability data for the compartment and check means of containment in
adjoining spaces.
• Obtain charted position and investigate safe port options.
• Inform owners of the need for immediate repairs, together with an assessment
of damage.
 Flooding
Possible Solutions
• If the damage is severe, and the ingress of water is of massive
proportion, loss of that compartment must be accepted.

• Attempts should be made to contain the flooded area.The shoring up of

the bulkheads must be considered, or deliberate part flooding of the
adjoining compartments, provided the buoyancy of the vessel is
adequate.

• The weight of water entering the compartment will depend on the

permeability of the cargo in that compartment.

• However, in any case the normal procedures for investigation of safe port
options must be made at the earliest possible moment, together with the
despatch of an ‘urgency’ signal, which may be followed by a distress
signal if the situation becomes beyond control.
 Flooding Check list
• Sound the emergency alarm
• Inform Master
• Have vessel's position available at radio transmitting locations
• Consider alerting the nearest shore stations/ other stations
• Close all watertight doors
• Locate the source and cause of flooding
• Determine the effects of flooding on ship's stability
• Consider means to stop or minimize flooding
• Consider methods of improving stability
• Prepare life boats for emergency use
• Arrange for continuous sounding of bilge, tanks, etc.
• Consider putting into a port of refuge or beaching.
• Take photographs of the damaged area (if possible).
• If foundering of vessel’s unavoidable preserve & collect ship documents
& log books.
• Prepare note of protest.
• Prepare P & I Club report.
• Prepare class surveyor report
 SOLAS , Chapter 12
Additional safety measures for bulk carriers
• Regulation 12, Hold, ballast and dry space water ingress alarms
1- Bulk carriers shall be fitted with water level detectors:
.a) in each cargo hold, giving audible and visual alarms, one when the water level above the inner
bottom in any hold reaches a height of 0.5 m and another at a height not less than 15% of the
depth of the cargo hold but not more than 2 m. The water level detectors shall be fitted in the aft
end of the cargo holds. For cargo holds which are used for water ballast, an alarm overriding
device may be installed. The visual alarms shall clearly discriminate between the two different
water levels detected in each hold;

.b) in any ballast tank forward of the collision bulkhead required by regulation II-1/12, giving an
audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the
tank capacity. An alarm overriding device may be installed to be activated when the tank is in
use; and
.c) in any dry or void space other than a chain cable locker, any part of which extends forward of the
foremost cargo hold, giving an audible and visual alarm at a water level of 0.1 m above the deck.
Such alarms need not be provided in enclosed spaces the volume of which does not exceed
0.1% of the ship's maximum displacement volume.

2- The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
Water Ingress System
The End