06 Contingency Planning Rev

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. General

2.1 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.

2.2 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.

3. Damage control plans

3.1 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.

3.2 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 the watertight boundaries of the ship;

2 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;

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3 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 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 The locations of all doors in the shell of the ship, position indicators, leakage

detection and surveillance devices;

5 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;

6 The locations of all bilge and ballast pumps, their control positions and

associated valves; and

7 pipes, ducts or tunnels, if any, through which limited progressive flooding has

been accepted by the Administration.

4. Damage control booklets

4.1 The information listed in section 3 should be repeated in the damage control booklet.

4.2 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 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 co-

ordinate assistance, if required.

4.4 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.

4.5 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.

4.6 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. Exhibition of plans on board the ship

7.1 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.

7.2 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.



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



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



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 ship’s 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

Underwriter’s 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 ship’s 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



Assistance should never be delayed merely to negotiate a particular form of

agreement or contract terms. Lloyd’s 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 Master’s 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



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 vessel’s 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 Action ByStops engines and informs Master OOW

Sounds general emergency alarm OOWChecks that all watertight doors are closed. CrewSwitches on deck lighting at night OOWSwitches VHF to appropriate channels OOWMusters passengers, if carried, at emergency stations CTOExhibits lights/shapes and make appropriate sound signals OOWSounds tanks and bilge . PUMPMAN/4EChecks hull and compartments for damage CO Checks main machinery and associated spaces for damage and reports to Master

CE

Determines possibility and consequences of remedial action Master/CE / CO

Supervises damage control tasks CO / 2ESounds depth around ship and determines deep water direction 2 Off.Determines nature of sea bed 2 Off.Reduces draft of ship upon Master’s instructions COBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE

OOW / RADIO off.

Notifies traffic and port authorities, if appropriate Master / OOW



Maintains vigil for signs of pollution around the vessel and reports to the Master

Crew

Maintains record of events OOW /RO.At the con MasterNotifies Management Center Master

Collision Action ByInforms Master OOWStops engines when necessary OOWCloses watertight doors CrewSwitches on deck lighting at night OOWSwitches VHF to appropriate channels RADIO offMakes communication contact with the other vessel MasterNotifies traffic and port authorities if appropriate Master / OOWMusters passengers, if carried, at emergency stations CTOPrepares life boats if necessary Deck CrewSounds tanks and bilge. Pumpman / 4.engChecks hull and compartments for fire and damage and reports to Master

CE / CO

Checks main machinery and associated spaces for damage and reports to Master

CE

Carries out damage control tasks CO / 2E Charts vessel positions and maintains record of events OOWMaintains vigil for signs of pollution around the vessel and reports to the Master

Crew

Attends to injured personnel and reports to the Master First Aid TeamBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE

Radio off

At the con MasterNotifies Management Center Master

Serious Injury Action ByIsolates victim from cause of injury *1 First person on

sceneNotifies OOW / Master First person on

sceneGives first aid treatment First person on

sceneSounds general emergency alarm, if all crew needed at the scene OOWGives further life-saving treatment, if necessary 2.Off.Maintains a record of events OOWArranges contact with doctor or hospital, as appropriate MasterDecides on movement/extraction/evacuation of patient MasterAgrees with shore doctor and Med.Off. on method of evacuation MasterInforms Management Office Master / Radio offPrepares to receive evacuation craft, as appropriate. CO / CrewDisembarkation of patient CO / CrewInvestigation initiated (including collection of evidence) Safety Committee

Gear Failure Action ByInforms Master OOW



Prepares for anchoring if appropriate COExhibits NUC signals Bridge PersonnelNotifies traffic and port authorities if appropriate Master / OOWCommences sound signaling, if appropriate OOWMaintains a record of events OOW / Radio OffBroadcasts URGENCY message, if appropriate Radio OffIn case of steering gear failureInforms engine room OOWEngages emergency steering OOW, CETakes way off ship OOWPrepares engines for maneuvering EOWAt the con MasterNotifies Management Center MasterSearches for fault, attempts repairs and reports to the Master CE / Eng.

Personnel

Electrical Power Failure Action ByInforms Master and Chief Engineer OOWStarts Stand by / Emergency generator and puts on load EOWCo-ordinates trouble shooting and investigation from ECR CE Switches VHF to appropriate channel OOWNotifies traffic and port authorities, if appropriate Master / OOWReadies anchor if appropriate/stands-by for anchoring CO / BosunMaintains record of events OOW / Radio OffTakes steps to minimize loss of Starting Air for M/E and A/Es EOWChecks tripped engines and associated systems for faults and attempts repairs

2Eng / Eng. Staff

Checks electrical system for faults and attempts repairs EOStarts main engines when all checks are completed, all systems go, and confirmation from bridge obtained

CE

Determines cause of power failure and enforces preventive measures

CE

At the con Master

Cargo Spillage or Contamination Action ByNotifies bridge First person on

sceneNotifies Master OOWInvestigates scene and reports findings to bridge COCalls out Pollution Contingency Teams*1, if necessary MasterWhen source of spillage is determined, checks cargo papers to determine IMO/IMDG danger class

CO

Contacts shore sources if class cannot be determined on board MasterDecides on isolating the scene, or instigates spill response MasterBrings adequate personal protection equipment on scene CrewContains and cleans up spill on Master’s orders Spill teamsChecks other cargo, hull and compartments for damage CO/CENotifies relevant authorities, if appropriate MasterCalls in outside help, if appropriate MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE

OOW / Radio off

Maintains a record of events OOW



Notifies Management Center Master

Man Overboard Action ByReleases lifebuoy from bridge wing on side the person has fallen overboard, or on sighting person in water

OOW

Notifies Master and rescue boat crew, sounds general emergency alarm

OOW

Takes immediate avoiding action so as not to run over the person in water.

OOW

Notes ship’s position, wind speed and direction OOWCommences recovery maneuver such as Williamson’s or Scharnow’s Turn

OOW

Posts a lookout with binoculars to maintain a continuous watch on the person in water

OOW

Exhibits lights/shapes and makes appropriate sound signals OOWInforms engine room OOWPlaces engines on stand by and informs CE EOWPrepares rescue boat / lifeboat for possible launching Rescue teamRigs pilot ladder/nets to assist in recovery BosunSwitches VHF to appropriate channel OOW / Radio offBroadcasts URGENCY MESSAGE to vessels in vicinity Radio offAt the con MasterNotifies Management Center Master

Heavy Weather Damage Action ByInforms Bridge 1st on the sceneNotifies Master and EOW OOWSwitches VHF to appropriate channel OOW / Radio offInforms engine room and places engines on stand by, if required OOWInforms CE, prepares engines as ordered EOWReports situation to Master after initial assessment of damage CE / CO*Initiates damage control measures MasterSupervises damage control tasks CE / CO*Checks that all Water-tight doors are closed CrewTakes measures to reduce stresses and the effect of heavy weather on the vessel.

Master

Prepares rescue boat / lifeboat for possible launching Rescue teamInitiates anti-pollution activity, if appropriate MasterDeviates vessel to head for nearest port, if necessary MasterEvaluates situation for the need of external assistance MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE

OOW / Radio off


Actual Emergency, signed / rank / timeEmergency Preparedness Drill, signed / rank / time *depending upon the location of the damage

Flooding Action ByInforms Bridge 1st on the scene



Notifies Master and EOW OOWSwitches VHF to appropriate channel OOW / Radio offInforms engine room and places engines on stand by, if required OOWInforms CE, prepares engines as ordered EOWReports situation to Master after initial assessment of damage CE / CO*1

Initiates damage control measures MasterSounds tanks and bilge Pumpman / 4

EngIsolates electrical power to affected area, if required EOSupervises damage control tasks CE / CO*1

Checks that all Water-tight doors are closed CrewTakes measures to reduce stresses and improve stability COUses best available means to reduce water level 2EAttempts repairs, if safe. CE / CO*1

Prepares rescue boat / lifeboat for possible launching Rescue teamNotifies relevant authorities, if appropriate MasterEvaluates situation for the need of external assistance MasterDeviates vessel to head for nearest port, if necessary MasterBroadcasts DISTRESS ALERT and MESSAGE if the ship is in grave danger, otherwise URGENCY MESSAGE

OOW / Radio off




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) What is an emergency?

b) Procedures for raising the alarm.

c) Action to be taken upon discovery of a fire or other emergency.

d) Function of the Emergency Organisation.

e) Use of safety equipments including Breathing Apparatus, SCBA etc.

f) Preparation and lowering of lifeboats, life rafts etc.

g) Closing down procedures. (To cut off oxygen for preventing spread of fire)

3. Rescue from enclosed spaces.

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.

b) 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.

c) The emergency squad shall muster at the emergency party to the emergency

headquarters with the utmost speed.

d) 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.



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

f) A system of checking that all personnel have been accounted for should be

established.( See description of the tally system as suggest by

g) Personnel assigned with special duties shall proceed to their stations.

h) The first aid and provision squad shall proceed to their muster point.

i) The support squad shall muster and await instructions.

j) Wives and supernumeraries shall report to the Bridge for instructions.

k) Communications shall be established between Bridge and Engine room.

l) The emergency squad shall collect the necessary equipment and proceed to

the scene of the emergency.

8. Support Squad

The support squad shall muster at their assigned position and their main duties shall

be to: -

a) Supply extra equipment to the emergency squad.

b) Provide extra (or substitute) manpower.

c) Form additional hose parties if required.

d) Conduct boundary cooling or boundary starvation as directed.

e) Prepare lifeboats and liferafts if required.

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

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.

Tolani Maritime Institute

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.

66


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. The speed with which the fire is tackled is of the utmost importance.

2. The accommodation shall probably fill with smoke and the breathing apparatus

shall be necessary, as shall be the protective clothing.

3. Water spray shall be used.

4. Knowledge of the accommodation layout is essential –the fire fighters may be

operating “blind.”

5. Ventilation fans should be stopped and fire flaps closed.

6. Electrical currents should be isolated to avoid the danger of water acting as a

conductor on “live” circuits.

7. Fire fighters shall always operate in pairs.

8. Boundary cooling is essential. Every compartment on fire has 6 sides.



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) Arranging the supply of additional equipment and foam

compound and

b) Taking such actions as are necessary to prevent the spread of fire outside of

the machinery spaces, and

c) Arranging the evacuation of any casualties.

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.



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 boat’s 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. Commence the Williamson tun or 60 –60 turn,

2. 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.

3. Sound emergency stations.

4. Post two lookouts with binoculars.

5. Put the engines at stand-by below and inform the engine room.

6. Instruct the emergency squad to go to accident boat stations.

7. If a night, arrange for an extra man to operate the searchlight or signalling lamp.

15. 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.

The master shall, together with the Chief Officer, calculate the effect off the damage

on the vessel’s 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. Poisonous products.

ii. Corrosive products

iii. Flammable products.

2. 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 ship’s 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

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: -

a) Close all outside doors.

b) Close wheelhouse doors

c) Close main air inlet vent.

d) Close off vent to sanitary space and stop fans.

e) Close off vent to day and mess rooms and stop fans.

f) Close off exhaust ducts from alleyways.

g) Stop galley vent fans and close flaps. Open internal galley doors.

h) Stop ventilation to provision rooms and close vents.

i) Stop hospital fan and close flaps.

20. 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) Possibilities of isolating the resultant fire by the emergency parties putting up a

“water wall” around the periphery of afire.

b) Arresting the transfer of heat into adjacent accommodation spaces by spraying

poop front bulkheads etc.

c) Bringing foam-making equipment into action.

d) Evacuation of “non-essential personnel”

e) 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.

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.

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) Closing down the accommodation from outside.

b) 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.

b) The master shall decide if it is necessary for “non-essential” personnel to leave

the ship.

c) The emergency parties shall, in this case, prepare the windward lifeboats for

embarkation.

d) 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.

2. 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.

3. How would you prepare a drill for the following:

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. What is damage control? How are the likely damages determined and planned for?

6. What information is provided to the master by the builders?

7. What process would you follow to ensure that the planning for contingencies is not superficial only?

8. In planning for each of the contingency enumerate the various paramiers that need to be taken into account


Documents

06 Contingency Planning Rev