12941 Damage Control Booklet

8/17/2019 12941 Damage Control Booklet

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DAMAGE CONTROL BOOKLET

M/V ___________ _______IMO _________

INTRODUCTION

This Damage Control Booklet is based on the provisions

of MSC.1/Circ.919 & 1245 ( as applicable to vessels)

“Guidelines for Damage Control Plans andInformation to the Master”


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1. Ship Particulars

1.1 Ship Data

Ship’s Name _______________Ship Type Container VesselIMO Number __________Classification Society _______________Class Notation ________________________

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

Flag ___________Port of Registry ___________Call Sign _____Official number ___________

Owner ________________________ ________________________ ________________________

Building Yard ________________________ ________________________

Hull number ___Keel Laying Date __.__.____Delivery Date __.__.____

1.2 Main Dimensions

Length Overall LOA __ _ mLength PP LBP __ _ m

Breadth (moulded) B __ _ mDepth (moulded) D __ _ mDesign Draught (moulded) __ _ mScantling Draught (moulded) __ _ m


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2 General Information

2.1 Purpose of the Damage Control Booklet

In the event of damage to the vessel, the information included in this booklet will be a helpand guidance for the officers in charge of the vessel, to assess the situation and todetermine the necessary actions to be taken in order to minimize the consequences causedby the damage.

The procedures given in this booklet are guidance only. The Master should thereforeexercise prudence and good seamanship, when taking the necessary actions to salvage theship and preventing pollution of the environment.

The ship's officers should be aware that all reference drawings, used for further informationin case of damage, are very essential for preventing and/or minimizing from additional

flooding/loss of stability where if possible and for immediate action.Therefore, all reference drawings/documents should be kept in the proper place or easilyaccessible namely the, Trim & Stability Booklet, Damage Stability Calculations Booklet,Damage Control Plan & Safety Plan.

2.2 Responsible Persons

The responsibilities are laid down as follows:

Overall responsibility MasterInitiating of necessary actions MasterDetermination of extent of damage Chief Officer

Pumping operations Chief EngineerEvaluation of damage scenario Ch.Off/2 nd OffInformation to external parties Master/2 nd Officer

2.3 Immediate action after casualty

It is to be assessed by the Master whether the damage case will lead to immediatecapsizing or sinking of the ship. For this assessment the present weather and seaconditions shall be considered. In case the situation is judged as very critical and the ship isin immediate danger of capsizing or sinking the ship has to be abandoned at once.

Otherwise personnel not working for the ship‘s safety shall be ordered to stay at the rescueboat/freefall rescue boat. All persons are ordered to wear life vests.

2.4 Training of the Crew

A high training level of the crew ensures quick and appropriate action in case of damage.


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Every crew member shall be familiar with the arrangement of the vessel and the necessaryactions in case of damage such as location of watertight doors and hatches as well asweather tight opening points, piping and pumping arrangement furthermore the calculationwith the loading computer and others.

Besides the knowledge about the vessel’s arrangement, clear communication proceduresshall be stipulated in order to insure an impeccable workflow.

2.5 Stability limitations (KG limit curve)

In order to ensure compliance with the applicable stability requirements, the stability limitcurve as seen below has to be observed in all loading conditions, ensuring that the actualKG falls within the allowed area.

INSERT THE PAGES GIVING THE GM/KG LIMIT CURVE/TABLE HERE (e.g of graph is given

below)

– The page will be available in the Loading Manual/Trim and stability booklet under KG –LIMIT CURVE OR MINIMUM GM CURVE TO MEET STABILITY CRITERIA.


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3 Ships Arrangement

3.1 Watertight Subdivision

(INSERT PLANs OF COMPARTMENTS AND WATERTIGHT SUBDIVISION and brief details ofthe framings as shown in example below (e.g of subdivision plan is given below)

The watertight subdivision is defined by 7 transverse bulkheads at the frames 5/19, 67,105, 141, 197, 235, and 266. The double bottom is situated 1.65/4.558 m above base linein front of frame 66 and 2.385 m aft of frame 63 .

– The plan will be available in the Damage Stability Booklet or Trim and Stability Booklet(Loading Manual).


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3.2 Watertight Doors

Watertight openings: These openings withstand a permanent high water pressure with

corresponding type approval of its closing appliances.

Watertight hinged doors and hatches are to be kept closed while at sea. The use of thesedoors/hatches shall be authorized by the officer of the watch. After use thesedoors/hatches are to be closed immediately. For the information of the crew a respectivenotice has been affixed on each such door/hatch.

Watertight doors are shown in the Damage Control Plan (Refer Appendix 5.2)

Closing status on all watertight doors is shown on the control panel on the bridge.

( If available )

Refer to plan of “List and Drawings of Relevant Openings” given in the Damage Stability

Plan or Damage Stability Booklet/Calculations or Trim and Stability Booklet (LoadingManual).

3.3 Weather-tight Doors

Weather tight openings: Such openings are able to withstand spray water only (“splashproof”).

Weather-tight doors are shown in the Damage Control Plan (Refer Appendix 5.2)

All weather-tight doors are to be closed immediately in case of damage.

Refer to plan of “List and Drawings of Relevant Openings” given in the Damage Stability

Plan or Damage Stability Booklet/Calculations or Trim and Stability Booklet (LoadingManual).

3.4 Small Weather-tight Hatches

Weather tight openings: Such openings are able to withstand spray water only (“splashproof”).

Weather-tight hatches are shown in the Damage Control Plan (Refer Appendix 5.2)

All weather-tight hatches are to be closed immediately in case of damage.

Refer to plan of “List and Drawings of Relevant Openings” given in the Damage StabilityPlan or Damage Stability Booklet/Calculations or Trim and Stability Booklet (LoadingManual).

3.5 Weathertight Air-pipe heads

Weather tight openings: Such openings are able to withstand spray water only .


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Weather-tight air pipes are shown in the Damage Control Plan (Refer Appendix 5.2).


3.6 Weather-tight Ventilation openings

Weather tight openings: Such openings are able to withstand spray water only.

Weather-tight ventilation openings are shown in the Damage Control Plan (Refer Appendix5.2)

All weather-tight ventilation openings are to be closed immediately in case of damage.


(INSERT LIST OF ALL THE RELEVANT OPENINGS HERE FOR item 3.2 TO 3.6 as shown inexample below)


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3.7 Piping Arrangement

Reference is made to the Piping arrangement Diagrams in Appendices.

3.8 Valve Arrangement

Reference is made to the Piping arrangement Diagrams in Appendices.

3.9 Pumping Arrangement (Pump Capacity Table)

The following pumps are available:

(LIST ALL THE PUMPS AVAILABLE FOR PUMPING OUT WATER FROM ANY COMPARTMENTONBOARD)

NAME CAPACITY QUANTITY LOCATION CONTROLPOSITION

1) E/R BilgePump

25cbm/hr 1 Engine Room Ship's Office,

ECR

2) Cargo Hold

Bilge Pump

xxcbm/hr

3)

4)

1)E/R Bilge Pump

Maker : __________Type : __________Model : __________

2)Cargo Hold Bilge Pump

Maker : ___________Type : ___________Model : ___________

( LIST ALL THE PUMPS DETAILS IN ABOVE)


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4 Damage Control

4.1 Workflow of damage scenario

YES

NO

Occurrence of Damage

Inform the fact of the damage to all Ship Staff & Shore Organization

All crew standby on their position and reduce the speed

Close all watertight and weathertight closing appliances and valves in piping (Refer Appendix)

Check Damage extent and Sounding position( Refer section 4.2)

Check Sounding of the damaged compartment (Use Appendix 5.1)

Calculate the flooding rate

If Pump Capacity >

Flooding RateContinue pumping out

Find the final flooding condition based on pre defined damage scenario (Refer -Damage Stability Booklet)

Finished Fooding

Prepare the extreme loading condition in order to reduce trim and heel. Check strength and stability

considering free surface moments, by use of t rim & Stability Booklet and/or loading computer

Inform the current situation to Head Office

Take a necessary action based on the extreme loading condition

and advice from Office.

NO

YES


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4.2 Action to be taken in case of damage

4.3.1

Immediate Closing of all watertight and weathertight closing appliances.

When a damage has occurred or a damage is suspected, primary action is to sustain theindividual watertight boundary by closing all watertight & weathertight doors/openings, andthen to prevent the progressive flooding of intact compartment through the valves which isinterconnected with damaged compartments as follows.1) Ship’s watertight boundary to be confirmed by inboard profile, plan views of each deckand midship section in the damage control plan ( Dwg. No. : XXXXXXXX )2) The locations of all internal watertight closing appliances and their controls and thelocations of their local and remote controls, position indicators and alarms to be confirmed.3) All watertight closing appliances including those watertight closing appliances which areallowed to be opened during the navigation according to SOLAS regulation II-1/ 15 or 25-9(as applicable) to be immediately closed.4) The locations of all weather tight closing appliances in local subdivision boundaries abovethe bulkhead deck and on the lowest exposed weather decks, together with locations ofcontrol stand position indicators, if applicable, to be checked and closed.5) The locations of all bilge and ballast pumps, their control positions and associated valvesto be controlled to prevent the adverse effect of ship’s safety and progressive flooding.6) Pipes, ducts or tunnels, if any, through which limited progressive flooding has beenaccepted by the Administration to be deemed as aboves.7) The locations of all doors in the shell of the ship, position indicators, leakage detectionand surveillance devices to be considered.

If it is necessary in view of the operations, to open any watertight or watertight door orhatch again, It should be carefully judged whether the door or hatch in question is deemedcrucial in order to prevent progressive flooding. If it is found acceptable to open the door orhatch, it should be closed immediately after use.

4.3.2 Closing of Valves.

All valves in the piping system are to be closed immediately, as far as the connected pipesare not used for pumping operations.

4.3.3 Check the extent of the damage.

If possible, visual check of the damage and the included compartment(s) shall be carriedout.

4.3.4 Sounding of flooded compartments.In order to determine the severity of the damage, the damage extent and the flooding rate

should be determined. A status report on all tank soundings should be taken immediatelyafter the damage. Also any other compartment in the damaged region should be checkedwith respect to inflow of seawater. The result should be compared to the tank soundingreport prior to the damage. The tanks where the sounding has changed significantly aredamaged. Tank sounding reports should be made regularly in the time after the damagehas occurred. By comparing the sounding reports, it is possible to determine when the finalfloating position is reached. This position is reached when the consecutive sounding reports


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remain unchanged. It is also possible to determine the flooding rate for the differentcompartments by comparing the sounding reports. The flooding rate for a tank is thedifference in tank volume between two soundings divided by the time between thesoundings. The flooding rate can be used to estimate the time until final flooding position isreached. In case a compartment is connected to the remote sounding system the amountof in flooded water can be determined directly. By a periodical measurement of thesounding for damaged compartments and comparison with the draught readings acalculation of the in flooding water per time (flooding rate) can be made. Draughtmeasurements at the forward, mid and aft draught marks shall be performed, additionalthe heeling angle shall be noted.

4.3.5 Use of pumps. (Refer Chapter 3.9 and Piping Diagram in the Appendix)

One pump in the water (ballast system and one pump in bilge system are available forpumping out water from compartments which have been damaged. Additionally onecombined pump for water ballast system or bilge system is available.

Two scenarios may arise:1 The amount of inflooding water exceeds the capacity of the available pumps. In this

case the compartment must be isolated by closing all watertight accesses (includingvalves in the piping system).

2 The pump capacity exceeds the rate of inflooded water therefore the pumping shallbe continued permanently.

The pumps shall be held in a permanent stand-by modus and ready for service at any time.

4.3.6 Use of Loading Computer.

For determining possible scenarios of liquid transfer operations, the loading computer mightbe used. Restrictions of the ability of the Loading Computer are to be considered.

The use of a Loading Computer for an estimation of the stability after damage is veryrestricted as common loading instruments are not able to calculate damage stability in acorrect way. - Any calculation which has been carried out with a normal Loading Computerintended for intact calculation should be regarded as a very rough estimation only. Suchresults should be treated with utmost caution!

In case the loading instrument is capable of calculating damage stability, the exact loadingcondition prior to the accident and the actual extent of damage shall be considered.

4.3.7 Liquid transfer Operations.Liquid transfer operations may be used in order to minimize the adverse effects in theaspects of ship

’

s stability and strength due to damage.

Prior to this operation, the locations and arrangements of cross-flooding systems, blow-outplugs and any mechanical means to correct list due to flooding, together with the locationsof all valves and remote controls, if any, to be investigated for good judgment and correctoperation.


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If possible, water should be pumped out from the damaged compartments. If the floodingrate is greater than the pump capacity, this is not sufficient. Then it may be necessary tofill or discharge other tanks in order to reduce trim and heel. To reduce the heel watershould be pumped into the tanks on the opposite side of the damage compartments, and toreduce trim water should be filled in tanks in the opposite end of the vessel. Filling of slacktanks will reduce the free surface effect, and therefore improve the stability .

Before any filling or discharging of water ballast is carried out, a thorough check and pre-calculation of the resulting floating position is to be carried out and the limit values forstability and longitudinal strength are to be checked.

The crew must be aware that filling or discharging of water ballast tanks can have negativeinfluence on the stability due to the effect of free surfaces for partially filled tanks

For this reason it is strongly recommended before liquid transfer operations are carried out,support from the Office is obtained.

4.3.8 Determination of ground condition (in case of grounding only).The local coast guard and the owner of the vessel shall be informed about the presentsituation. A possible outflow of oil should be stated immediately.

All information about damage extent, floating position and loading condition prior todamage shall be forwarded to the Office in order to get support in determining the severityof the damage and to determine the necessary actions to be taken.

4.3.9 Information to Owner/Coast Guard (if applicable)The local coast guard and the owner of the vessel shall be informed about the presentsituation. A possible outflow of oil should be stated immediately.

All information about damage extent, floating position and loading condition prior todamage shall be forwarded to Office in order to get support in determining the severity ofthe damage and to determine the necessary actions to be taken.


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5 Summary of Damage Stability Calculations

5.1 Applicable RegulationThe vessel complies with the requirements as laid down in SOLAS underChapter II-1 Construction - Structure, subdivision and stability.

Limitations and assumptions in damage stability calculationThe a.m. regulation for the damage stability calculation is based on a probabilistic conceptwhich means that each possible damage extent (in longitudinal, transverse and verticaldirection) is considered with its probability acc. to standardized formulas.

It should be noted that for this kind of damage stability analysis several assumptions havebeen made (e.g. permeability of the cargo hold, observed draughts). The calculated resultsaccording to the regulations can differ significantly from results of real damages of anactual loading condition.

When reviewing the presented damage stability calculations, in order to get informationabout the survivability in the actual damage situation, it is important to keep in mind thatthese calculations are based on a certain set of assumptions.

GM valuesThe GM values used in the damage stability calculations are theoretical minimum values.The vessel is not allowed to operate with a lower GM than the values used in thecalculations. Therefore, the GM in the actual loading condition will be different from what isshown in the calculations.Draughts and trimThe draughts, for which the damage stability is calculated, are defined by the rules. Furtherthe calculations are always carried out for the even keel condition. The initial loading

condition will therefore be different from the actual condition of the vessel.Damage extentThe damage extent applied in the damage stability calculations is probably not the same asthe actual damage extent. The result will therefore also be different.PermeabilityThe damage stability calculations are based on standard permeability’s for the differentcompartments. The actual permeability will be different because of different content andstructure of the different compartments. The permeability will influence on the amount offlooded water, and thereby the final equilibrium after damage.Weather conditionsThe damage stability calculations do not take the weather conditions into account. Windand waves will put additional forces and heeling moments to the vessel, and hence reducethe stability margins. Progressive flooding may also occur if any openings are immersed inthe waves.Longitudinal strengthFlooding of compartments / loss of buoyancy will also influence on the longitudinal strengthof the vessel. This is not covered by the damage stability calculations.


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6 APPENDIX.

6.1 Damaged Compartment sounding check listCompartment & Tank Name: _______________________________

Checking time Sounding (M) Volume (M3) Weight (MT) Flooding Rate Remarks


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6.2 Damage Control Plan


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6.3 Piping Diagram of Ballast & Bilge System


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6.4 Piping Diagram of Heeling System


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6.5 Piping Diagram of Air and Sounding Pipes


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6.6 Piping Diagram of Fuel oil Filling, Transfer and Overflowsystem

Documents

12941 Damage Control Booklet