ch08 emergency response ch 08

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STARBULK S.A. Safety Management System Manual

Chapter

EMERGENCY PREPAREDNESS

Issue No. / Date: 1 / 02.02.09 Revision No. / Date: 0 / 02.02.09 Page 1 of 113

Chapter 8


CONTENTS

8.1. Introduction....................................................................................................................... 3

8.2. Provisions.......................................................................................................................... 4

8.2.1. Identification of Emergency Shipboard Situations........................................................ 4

8.3. Reporting procedures ...................................................................................................... 5

8.3.1. General............................................................................................................................... 5

8.3.2. When to report .................................................................................................................. 5

8.3.2.1. Reporting to interested parties........................................................................................ 5

8.3.2.2. Reporting to Flag State Authorities ................................................................................ 5

8.3.2.3. Reporting to Company ..................................................................................................... 5

8.3.3. Information required......................................................................................................... 7

8.3.3.1. Content of reports ............................................................................................................. 7

8.3.4. Whom to contact............................................................................................................... 9

8.3.4.1. Coastal States Contacts ................................................................................................. 10

8.3.4.2. Port contacts ................................................................................................................... 10

8.3.4.3. Vessel interest contacts ................................................................................................. 10

8.3.5. Logbook entries.............................................................................................................. 10

8.4. Response actions ........................................................................................................... 11

8.4.1. Company Emergency Response Plan .......................................................................... 11

8.4.1.1. Responsibilities .............................................................................................................. 11

8.4.1.2. Establishing contact between vessel and ERT Mobilization and response ........... 13

8.4.1.3. Emergency Response Team actions ............................................................................ 14

8.4.1.4. Crew welfare.................................................................................................................... 14

8.4.1.5. Mass media handling ...................................................................................................... 14

8.4.1.6. Review and evaluation ................................................................................................... 16

8.4.1.7. Re-education ................................................................................................................... 16

8.4.2. Shipboard Emergency Response Plan ......................................................................... 16

8.4.2.1. General............................................................................................................................. 16

8.4.2.2. Responsibilities .............................................................................................................. 17

8.4.2.3. Muster list ........................................................................................................................ 18

8.4.2.4. Dealing with the media onboard/on scene ................................................................... 20

8.4.2.5. Conduct in emergencies ................................................................................................ 21


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8.4.3. Plans in emergency situations ...................................................................................... 21

8.5. Identification of Company Emergency situations ....................................................... 24

8.5.1. Fire ................................................................................................................................... 24

8.5.2. Earthquake ...................................................................................................................... 248.5.3. Power failure ................................................................................................................... 24

8.5.4. Evacuation....................................................................................................................... 24

8.5.5. Medical emergencies...................................................................................................... 24

8.6. Training and drill procedures ........................................................................................ 24

8.6.1. General............................................................................................................................. 24

8.6.2. Responsibilities .............................................................................................................. 24

8.6.3. Shore drill procedures.................................................................................................... 24

8.6.4. Onboard drill procedures............................................................................................... 248.6.5. Drills - exercises and training sessions ....................................................................... 24

8.6.6. Shore-ship exercises...................................................................................................... 24

8.5.6. Unannounced drills ........................................................................................................ 24

8.5.7. Evaluation and review .................................................................................................... 24

8.7. Relevant forms................................................................................................................ 24

8.8. Appendices...................................................................................................................... 24

APPENDIX 1..................................................................................................................................... 24

APPENDIX 2..................................................................................................................................... 24

APPENDIX 3..................................................................................................................................... 24

APPENDIX 4..................................................................................................................................... 24

APPENDIX 5..................................................................................................................................... 24

APPENDIX 6..................................................................................................................................... 24

APPENDIX 7..................................................................................................................................... 24

APPENDIX 8..................................................................................................................................... 24


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8.1. Introduction

Companys Head Office is staffed by experienced shipping persons, former seafarers (Masters,C/Es, etc), Naval architects, Marine Engineers, etc. The collective experience of these individuals,

having dealt with various types of emergency situations, is a valuable asset. It is the Companysbelief that emergency response would be characterized by calm and methodical execution of pre-established and well rehearsed responses in difficult circumstances. Each individual who is involvedin the response must know what he has to do and then be able to do it.

This Chapter contains the Integrated System of Shipboard and Shore-based Emergency Plans(hereinafter referred to as the System) and should be used in conjunction with the SOPEP, etc. ofeach vessel. The System provides a framework for all individual Emergency Response plans(hereinafter referred to as the Plans), tailored for a variety of potential emergencies in a uniformand modular designed structure.

The scope of the System is:

- To ensure that comprehensive Emergency Response Plans are available both on board andashore to cope with any emergency situation.

- To ensure that all personnel who are nominated in the Plan, have the training and capability torespond to all identified potential emergency situations.

- To ensure that these Plans comply with National and International Legislation, and

- To provide a standardized source of information and guidance for decision-making, with quickand logically sequenced procedures which can reduce errors and oversights during emergencysituations.

The System is meant to prepare all personnel for an effective response to an emergency on board

or ashore and to provide guidance with respect to the steps to be taken when an emergency hasoccurred or is likely to occur. The purpose of the System is to integrate Emergency Response Plansfor emergency situations and to prevent development of different, non-harmonised and unstructuredplans which might be impossible to apply in an actual situation. The System and its integrated Planshave been structured and formatted in their layout and content in a uniform and consistent manner,thus ensuring a timely and effective response, depending on the type and severity of theemergency, to remove any threat or serious escalation of the situation. Additionally, it provides astructure to prevent critical steps from being overlooked.

The System and the associated Plans should be seen as dynamic and should be reviewed on thebase of accumulated experience, analysis and feedback. The System is to be seen as a tool toimplement, in a practical way, the requirements of Chapter 8 of the International Safety

Management (ISM) Code and other IMO regulations.

The response procedures must not be so proscriptive as to prevent the individuals who are runningthe response from being able to act in accordance with their own judgment and with the precepts ofgood seamanship, as they apply to the situation at hand.


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8.2. Provisions

The primary objective for the preparedness and response to an emergency situation is thedevelopment and implementation of an efficient system which will minimize the risks to human life,

to environment and to property and which will be continuously improved. To achieve this objective,there is a need for co-ordination and consistency in procedures used in the Company and itsvessels. Therefore the Companys shore based and shipboard Emergency Response Plans areconsistent and appropriately linked.

8.2.1. Identification of Emergency Shipboard Situations

Emergency situations are serious situations that happen unexpectedly, posing an immediatethreat to life, property or the environment and demand immediate actions. Based on the aboveprinciple the following potential emergency situations have been identified:

LIST OF POTENTIAL EMERGENCY SITUATIONS

No. SITUATION1. Main Engine Failure

2. Steering Gear Failure

3. Collision

4. Grounding / Stranding

5. Dangerous Structural Damage (Hull failure)

6. Excessive Listing (as a result of shifting of cargo)

7. Loss or contamination of cargo

8. Fire

9. Flooding10. Explosion

11. Man Overboard/Search and Rescue

12. Rescue from enclosed space

13. Death/Serious injury or illness

14. Loss of electrical power

15. Abandon ship

16. Bridge Equipment Failure

17. Deck Equipment Failure

18. Engine Telegraph Failure

19. Emergency towing

20. Helicopter operation

21. Contact with Fixed or Floating Object

22. Heavy Weather Damage

23. Salvage

24. Hazardous Vapour Release

25. Jettisoning of cargo

26. Vessel Failing to Report as Scheduled

27. Other emergency situations involving oil pollution (see SOPEP)

28. Emergency security situations involving vessels security (see SSP)


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In order to achieve better, quicker and effective response to the aforementioned situations, theCompany has drawn up a separate plan for each of them. Duties and responsibilities of relevantpersonnel are also defined, in order to co-ordinate and reduce possible confusion in an emergencysituation.

8.3. Reporting procedures

8.3.1. General

Communication in any incident is extremely important. In the event of an emergency situation theMaster is to report the event to the Company as soon as is possible. The report is to be made bytelephone in the first instance and then backed up by a written initial clear and concise report,forwarded by telex/e-mail, at the Masters earliest convenience. Masters must not wait until theyhave all information available before advising the relevant parties but must pass whatever isavailable as soon as possible. In the USA, incidents must be reported to the USCG within 30

minutes, failing which, Owners may lose their ability to limit their liability. If the Master isincapacitated or unable to make the calls, another officer must make the required notification.

The reporting procedure to be followed by the Master or other authorised person is based on theGeneral principles for the vessel reporting system and vessel reporting requirements, includingguidelines for reporting incidents involving dangerous goods, harmful substances and /or marinepollutants adopted by the IMO Resolution A.851 (20) as amended by MEPC.138(53).

If the vessel is involved in an emergency situation, additional reports must be made to the CoastalState or to the Port Contacts, depending on the vessels position, and to the contacts representingthe vessels interests. The intention of the notification is that the Coastal State is informed for anyneed for assistance and salvage measures so that appropriate action may be taken.

8.3.2. When to report

8.3.2.1. Reporting to interested partiesThe Master should immediately report if any of the identified emergency situations presented insection 8.2.1 has occurred.

Following the initial report, further (follow up) reports should be sent at regular intervals to keepparties concerned informed of developments. Initial and follow up reports should always be in thestyle given in Section 8.3.3 Reporting Procedures and should include information about everysignificant change in the vessels condition, weather conditions and situation of shipboard personnel.

8.3.2.2. Reporting to Flag State AuthoritiesFlag States usually require that serious incidents/accidents to the vessel or its personnel arereported to their appropriate Authorities. Masters must be familiar with the requirements of therelevant legislation. Although these reports are not normally required immediately, the necessity tosubmit a report should be borne in mind during discussions between the Master and Officepersonnel. Such reports must be sent to the DPA who will then forward them to the Flag StateAuthority.

8.3.2.3. Reporting to Company

I. Accident and Damage Reports

The Master must notify immediately the Company for:- Any accidents, damage or suspected damage to the vessel, its equipment or cargo.


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- Any accidents, damage or suspected damage to other vessels or property which have beencaused by the vessel or its personnel.

Whenever an accident or damage creates a threat of pollution by oil, the Master must immediatelyreport this to the Coastal State authorities.

In the case of serious accidents and damage, where a report other than the standard reports isrequired in writing by a government agency, judicial body or local Authority, the Master must contactthe Company as quickly as possible requesting concurrence that he proceed to give a Statement ofFacts.

II. Notification of DamageWhenever a vessel incurs any damage, expense or delay because of an accident due to the actionof any third party, the Master must notify such third party, in writing if possible, of the occurrence andthe damage resulting there from. It is not necessary to inform the third party that the Company willhold them responsible for a loss, as such notice will be given in appropriate cases by the Company.

III. Damage caused by the VesselAny damage caused by the vessel to buoys, beacons or other aids to navigation must be reportedwithout delay to the appropriate local authority.

IV. Survey of Damage Involving Outside PartiesWhenever damage is sustained which may result in a claim against or by another party, theCompany must be notified immediately so that a joint survey of the damage can be arranged.

V. Salvage Services RenderedIn a case where a Companys vessel renders, or is called upon to render salvage services, noagreement as to compensation or reward may be made except as directed by the Company.

The Master must endeavour to obtain from the Master of the vessel or person in charge of theproperty to which the salvage service has been rendered, a statement indicating the nature andextent of service, that the salvaged property is safe and that no further aid is necessary.

Entries must be made in the Bridge logbook summarising the services rendered and giving details oftime lost due to salvage operations, stores or equipment consumed and any injuries sustained byvessels personnel.

Entries must be made in the E/R logbook indicating the use made of machinery and equipment andwhether this was excessive or otherwise and details of fuel, water and engine stores or equipmentconsumed. Company must be kept fully advised of the progress of the salvage service.

VI. Cargo Loss or ContaminationAny loss or contamination of cargo must be reported to the Company as soon as possible, giving fullparticulars as to cause and extent of the damage.

VII. General AverageWhen the vessel is carrying cargo and incurs expenses of a general average nature, the Mastermust immediately notify the Company.


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8.3.3. Information required

8.3.3.1. Content of reportsThe format and content of the initial report are given below and should be followed as far as

possible. (Note: The reference letters in the listing below do not follow an absolute alphabeticalsequence as certain letters are allocated to information required in other reporting formats).

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

SAMPLE FORMAT FOR INITIAL NOTIFICATION

AA SHIP NAME, CALL SIGN, FLAG

BB DATE AND TIME (UTC) OF INCIDENT [ a 6 digit group giving day of month ( first 2 Digits)hours and minutes (last 4 minutes)]

/--/--/--/--/--/--/

D D H H M M

CC SHIPS POSITION, either LAT. ( a 4 digit group) / LONG ( a 5 digit group).

/--/--/--/--/--/--/

d d m m N S

/--/--/--/--/--/--/--/

d d d m m E W

DD SHIPS POSITION by Bearing (first 3 digits), DISTANCE (in nautical miles)

FROM A CLEARLY IDENTIFIED LANDMARK

/--/--/--/ /----/ from ___________

d d d N miles

EE TRUE COURSE AT TIME OF INCIDENT (as a 3 digit group)

/--/--/--/

d d d

FF SPEED AT TIME OF INCIDENT (in knots and tenths of knots as a 3 digit group)

/--/--/--/

Kn kn 1/10

LL INTENDED TRACK (FROM TO)

MM FULL DETAIL OF RADIO STATION AND FREQUENCIES BEING MONITORED

NN DATE AND TIME (UTC) OF NEXT REPORT

/--/--/--/--/--/--/

D D H H M M

OO DRAUGHT (FORE AND AFT) AT TIME OF INCIDENT (4 digit group giving meters andCentimeters)

/--/--/--/--/

m m c c


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PP TYPE AND QUANTITY OF CARGO / BUNKER

- Type of oil or the collect technical name of the noxious liquid substances on board.

- Names of manufacturers of substances, if appropriate, when known, or consignee or

consignor.- Quantity.

QQ BRIEF DETAILS OF DEFECTS / DEFICIENCIES / DAMAGE

- Damage Area.

- State of Damage.

- Ability to Transfer Cargo / Ballast / Fuel.

RR BRIEF DETAILS OF TYPE OF OIL POLLUTION

- Type of oil on board.

Loading port.Specific gravity, either in terms of API gravity or grams per cc.

Viscosity at standard temperature, with the units and temperatures specified.

Pour point.

Wax and asphalt content.

Distillation characteristics.

- An estimate of the quantity of the substances.

- Whether lost substances floated or sank.

- Whether loss is continuing.- Cause of loss.

- Estimate of the movement of the discharge or lost substances, giving current conditions, ifknown.

- Estimate of the surface areas of the spill if possible.

SS BRIEF DETAILS OF WEATHER AND SEA CONDITIONS

- Wind direction (a 3 digits) and force (Beaufort scale including).

- Relevant current (direction, speed).

- Swell (direction, height).

TT CONTACT DETAILS OF SHIPS OWNER / OPERATOR / AGENT

- Name.

- Address.

- Telex and telephone.

UU SHIP SIZE AND TYPE

- Length.

- Breadth.

- Draft.

- Tonnage.- Type.


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WW NUMBER OF PERSONS ON BOARD

XX ADDITIONAL INFORMATION including:

- Brief details of incident.

- Type and quantity of equipment carried to assist in pollution response.

- Need for outside assistance.

- Actions being taken.

- Action being taken with regard to the discharge and the movement of the ship.

- Number of crew and details of any injuries.

- Details of P & I Club and local correspondent.

- Others.

** For Collision the following information for other ship shall be included:

- Name of ship.

- Name of Captain.

- Flag, Port of registration.

- Owner and address.

- Intended track (from to).

- Type of cargo on board.

- Gross tonnage.

- Angle of collision.

- Direction of bow.

** For Grounding the following information shall be included:

- Nature of the bottom.

- Depth around the ship.

- Heel angle.

- Direction of bow.

8.3.4. Whom to contact

Reports should be transmitted by the quickest available means to the following:

- Company

- Authorities, including Coastal States, port authorities, etc.

- Flag Administration.

- Classification Society (if required).

- P & I Club.

- H & M underwriters.

- Charterers.


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8.3.4.1. Coastal States ContactsIn order to expedite response and minimize damage from an emergency, it is essential thatappropriate Coastal States are notified without delay. This process commences with sending of theinitial report (Section 8.3.3). A list of names, addresses, telephone and fax numbers of

Administrations Officials responsible for receiving and processing reports is included in Appendix 4of the SOPEP. In the absence of a listed contact point, or where the responsible Authority cannot becontacted by direct means without delay, the Master should contact the nearest coast radio stationor Rescue Co-ordination Centre (RCC) by the quickest available means.

8.3.4.2. Port contactsNotification of local agencies will speed response. However the variety of trades in which the vesselengages may make it impractical to list all local agencies in the Plan. Therefore, upon arrival in portthe Master should obtain precise details of local Authorities including, but not limited to, thefollowing:

- Terminal/loading master.

- Local fire department (in case of explosion and /or fire).

- Local Agent.

- Port Authority.

- The vessels local P&I representative.

- The vessels local Underwriters representative.

- The vessels local Classification society representative.

- The Charterer, if necessary.

- The representative of salvage.

- The clean-up contractor.

- The contracted repair team, if any.

The Appendix 2 information must be posted on the Bridge and in the Engine Control Roomto enable fast response of the Officers on watch in case of an emergency.

If an emergency situation occurs when the vessel is in port, whatever the cause, it is the Mastersduty to immediately report the incident to the appropriate port Authorities.

8.3.4.3. Vessel interest contactsThe System provides details of all parties with an interest in the vessel to be advised in the event ofan incident. A list of vessels interest contacts is detailed in Appendix 3. After-Office-Hours and

mobiles phones contact numbers are also included. All reports and copies of messages sent to theCoastal States and/or port Authorities should also be sent to the Company. Other interested partiessuch as Flag State, P&I Club, Underwriters and Classification Society are notified and kept up todate on the incident by the shore staff of the Company.

8.3.5. Logbook entries

Information regarding incident and damage must be entered in the Bridge logbook and, ifappropriate, the Engine logbook. This information should at all times be confined to the date, placeand the time of the incident, the nature and extent of the damage or injury sustained, as well asmeasures taken to protect the safety of the vessel and its personnel. Detailed narratives orstatements in the Bridge logbook describing the incident are unnecessary and must be avoided.


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8.4. Response actions

This section provides guidance for both shore staff and seagoing personnel in case of anemergency. Section 8.4.1provides information about the COMPANY EMERGENCY RESPONSE

PLAN while Section 8.4.2 provides information about the SHIPBOARD EMERGENCY RESPONSEPLAN.

8.4.1. Company Emergency Response Plan

This Emergency Response Plan aims to provide an integrated framework of duties, coordination,communication and support to enable the Company and all parties involved to fully respond inpreventing a casualty from becoming a major disaster, or in the event of a major disaster, inmitigating loss of life, property and damage to the environment.

The Emergency Response Centre (ERC) of the Company is based at its Headquarters, providingthe appropriate hardware support (fax-phone connections, computer network points, a whiteboard,

satellite TV, DVD and video). The primary Emergency Response Team is formed as soon as thenews of the emergency reach Company headquarters or, in case of after Office hours, when the firstmember of the emergency team is informed at his A.O.H. contact number.

Contact details of the Emergency Response Team (ERT) are presented in Appendix 3 and alsoprominently posted in the ERC. All members of the ERT are stand-by and can be contacted 24h aday.

8.4.1.1. ResponsibilitiesThe DPA (Response Co-ordinator) is responsible for:

- Ensuring that Emergency Response Plans are available onboard and in the Office.

- Ensuring that the Company's shore-based Emergency Response Plan suitably reflects those ofthe vessels and for verifying its effectiveness.

- Ensuring that members of the ERT are aware of their responsibilities.

- Ensuring that Emergency Response drills between the vessels and the Office are carried out atappropriate intervals.

Members of the Emergency Response Team(ERT) shall:

- Be aware of their duties as members of the ERT in case of emergencies.

- Participate in shipshore emergency drills and other Office or onboard drills.

All members of the ERT and their deputies have received appropriate training in order to be able toexecute properly their assigned tasks. In case of an emergency situation occurs, their associatedpositions/responsibilities are as follows:

RESPONSE TEAMMEMBER

SUBSTITUTE / DEPUTY(STAND-INS)

SUMMARY OF DUTIES

General Manager Technical Manager Facing the media

Supervising the team co-ordination and offers assistanceas may be required

Allocating the necessary resources In charge of the Response Team

Deciding upon and directing response


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RESPONSE TEAMMEMBER

SUBSTITUTE / DEPUTY(STAND-INS)

SUMMARY OF DUTIES

DPA(Designated Person

Ashore)

DDPA, Operations Manager Response Co-ordinator

Liaison with vessel & Top Management

Liaison with Flag Administration Contacting vessels Emergency Response Services

(ERS) (e.g. contracted antipollution companies, salvors,etc.)

Operations Manager Vessels Operator Dealing with Local Authorities

Organising salvage assistance if required

Liaison with Rescue Coordination Centre

Liaison with Agents

Liaison with Charterers

Liaison with towage, rescue organisations, terminal orother parties in the vicinity of the incident

Dealing with cargo related problems Determining nearest safe port of refuge

Logging all important events

On site attendance if required

Technical Manager Superintendent Engineer Dealing with technical matters with the vessel and Yards/workshops

Providing vessels drawings and technical data asrequired

Informing Classification Society


Assisting all team members in their duties as directed /necessary

Liaise with ERS providers

Crew Co-ordinator Assistant Crew Staff Dealing with crew matters

Contacting Manning Agents

Arranging travel as required

Contacting relatives of seafarers

Superintendents Superintendents On site attendance if required

Incident/accident investigators

Supervising the vessels emergency response team co-ordination and offers assistance as may be required

Facing the media after authorization by the GeneralManager

Insurance Advisor Assistant Insurance staff Dealing with all matters relating to insurance

Liaison with Salvage Association, Underwriters, P&Iclubs, etc. as necessary


Legal Advisor Assistant Legal Staff Dealing with legal consultancy issues- Media response

AdministrativeAssistance

Office Secretary Assists in communication with third parties

Handling the telephone calls

Keep records/ logbook


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8.4.1.2. Establishing contact between vessel and ERT Mobilization and response

I. MobilizationThe Masters initial verbal notification must be made through the hot line (emergency) telephone

number listed hereunder:

TTEELL::++330022110066117788440000

This phone number is capable of being rolled to a duty mobile phone out of hours.

When the initial contact is made, the Master shall keep the line open until specific instructions to thecontrary received or alternative means of contact established. The DPA may arrange with theMaster the use of other communication facilities available (telex, fax, etc.) provided that a line ofcommunication is constantly open as long as required.

Mobilization procedures are set into action once an emergency situation has occurred andnotification of such an event has been provided by the Master.

- During Office hours, the DPA as Response Co-ordinator will call the other members andimmediately proceed with the collection of information based on the checklist given inAppendix4. The exact composition of the ERT will be decided during the emergency, depending on thetype and severity of the situation.

- During after-Office-hours the DPA will immediately notify the relevant Manager and proceed asaforementioned. Depending on the emergency at hand, the DPA will contact the appropriatemember of the ERT from home. Reliable direct contact must be established with the vesselsMaster. Thereafter, ERT will assemble at the Headquarters and deal with the situation fromthere.

- All members of the ERT when contacted and requested to assemble shall do so in the mostexpeditious way. When an ERT member may not be available, his place would be taken by asubstitute from his department.

- All members of the ERT must be informed of every change/correction to the List of ShipInterest Contacts (Appendix 3).

- All members of the ERT shall have received adequate training and shall be fully aware of theirduties and responsibilities in the event of an emergency.

- All necessary information, checklists and data required by the ERT to deal effectively with anemergency are provided in the tables ofAppendix 4and 5.

- All members of the ERT (or other delegated staff) must be available to travel immediately toattend an incident, if so required.

- All members of the ERT and their substitutes must have access to the Head Office on a 24-hours basis.

Information on back-up arrangements for Damage Stability, Strength Calculations, and structuralintegrity assessment service that may be required during an emergency, is provided on a 24-hourbasis, by Lloyds Register of Shipping, appointed by the Company. For more details please referto vessels SOPEP manual.

II. Emergency Checklists

Certain items of information are of fundamental importance in assessing and responding to any typeof incident, which may occur onboard the vessel. Checklists for various types of emergencies havebeen prepared, to assist the Master and the ERT in assembling the evidence required. Although the


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lists are not exhaustive, they have been made as comprehensive as possible. These lists areguidelines useful for training purposes as well. Particular circumstances will dictate which items arerelevant. Master and Officers may have to consider what additional information is required topresent a complete record of a particular incident.

III. Obtain Details of Personnel OnboardUpon receipt of Emergency Notification, the Manning Manager shall arrange to provide the ERT withdetails of personnel onboard, at the first convenience.

IV. Telephones and handling of Telephone CallsThe Secretary will be informed as to which telephone extension and/or mobile telephone numbereach member of the ERT is manning. All personnel in the ERT should bring their mobile telephonesto the ERC. This will permit lines to be kept open to vital personnel and permit private contactnumbers to be given to those sources that require them. Before putting calls through, each callersidentity and who he represents should be ascertained. Before contacting, the Secretary should takepermit by the ERT member concerned, in order to determine whether the call is to be connected.

Owners of mobile telephones should ensure that chargers/spare batteries are available at the ERCshould an emergency situation arise.

V. DocumentationAll reports, communications received by the ERT as well as any other supporting documentationshall be kept in a separate file for each case. All actions, messages and other communications willbe recorded.

VII. Rostering of Companys personnelIf the duration of an incident exceeds a period of 24 hours, the General Manager is responsible fordistributing the duties for each member of the ERT (as well as any specialists dedicated to support

the response) so that problems arising from the incident are confronted with the appropriateprocedure and carefulness. Special attention shall be given so that involved personnel do notbecome over exhausted. For that purpose adequate human resources shall be arranged in order toensure that suitable and qualified personnel is available to replace those involved in the incidentresponse, after a period of no longer than twelve hours, whenever possible.

8.4.1.3. Emergency Response Team actionsThe ERT actions Checklist inAppendix 5 has been prepared in order to ensure that:

- Initial actions required to control incident are taken.

- All parties have been advised, as required.

- No item is overlooked.

8.4.1.4. Crew welfareIn the event of a serious incident, the crew may require to be taken ashore. The Company willarrange through their Agents for suitable accommodation, meals, medical assistance and personalrequirements. In such situations it is very important for the well being of the crew that they staytogether and do not discuss the incident with anyone unless in the presence of a Company Lawyer.

Where repatriation is required this is to be arranged at the earliest opportunity. This however, is notto take place until after all statements have been taken. The Master and other crew may be subjectto D & A testing by the Authorities.

8.4.1.5. Mass media handlingWhen a serious emergency situation develops resulting in loss of life and environmental pollution,television, radio and newspaper reporters will know of the situation within minutes of its occurrence


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and will try to contact anyone who is able to provide information. Apart from questions put to theCompanys Management and the authorities, media and other interested parties may also approachthe Master, crew members and shore staff.

If unauthorized Company personnel is approached by the mass media, they should politelyrefuse to release any information and indicate the authorized persons to be contacted.

Experience has shown that if the general public is ignored, given misleading information, or receivesthe impression that the vessel or her Owners, Managers, Operators or agents are doing little tomitigate the emergency, it will be detrimental to the vessels overall interest. The mishandling ofresponse to the media and the public during an emergency situation can easily lead to a false andexaggerated picture of the incident. This can cause undue panic and distress to the families ofseamen involved and can seriously damage the reputation of the Company, its principles andpossibly subject them to unjustified action by local or State Authorities.

The Company shall make all necessary contacts for media response, as it may be appropriate,

through:- The General Manager or his deputy.

- A representative specifically nominated and acting on the spot, on Companys behalf.

- A public relations firm, which might be appointed specifically for the case.

When opportunity arises, the media and/or representatives from interested groups should be invitedto a press conference to be held at a convenient place. Subsequent conferences might follow andmedia questions should be carefully answered and/or statements be issued.

The General Manager, having the overall responsibility for the media response, may use thefollowing text as a template for forming his initial press statement. The purpose of the template is tohelp prepare a press release under the pressure of an emergency situation. The final text for thepress should be reviewed by relevant Managers, including the Legal Advisor prior to theannouncement / release.

On (date) the vessel (name) under our Companys management has suffered (description of incident /damage), while she was sailing under (weather conditions) in the (area), loaded with a cargo of (state

cargo type(s) and quantities(s)) (or on ballast).

An oi l spi ll of approximately (state number) MT has occurred as a consequence of the above damage.Unfortunately there have been some injuries (and/or casualties) of shipboard personnel. The Company

is from the first moment close to the injured personnel and the relatives and has immediately arrangedfor necessary transportation and medical care.

Personal details of the injured personnel are disclosed to the relatives by the Companys Management,however the press will be informed by the Port State Authorities on the matter. Presently the Companyis co-operating with the authorities (and oil sp ill response teams) in the minimization of impacts to theenvironment, the safety of the crew and the local society, as well as in the investigation of the damage

causes.

In order to ensure effective media handling, the Company has provided for external media training of

the shore high rank personnel. Senior Officers also receive basic training in media response.


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8.4.1.6. Review and evaluationOn conclusion of an emergency situation where the emergency response plans (ERP) have beenused, a Management Review Meeting (MRM) will take place in the Head Office and a SafetyCommittee Meeting on board the vessel involved in the emergency. The MRM will be attended at

least by all members of the ERT. During these "review and evaluation" meetings the following issuesshall be addressed:

- Suitability of the ERP in meeting its purpose.

- Effectiveness of the RT in responding to emergencies.

- Improvements that can be made to the ERP.

- Identification of areas and methods of improvement and training needs.

- Evaluation of the actions followed both by the ship and shore ERT.

- Corrective and Preventive action to be taken for avoiding similar incidents.

Minutes of the MRM will be kept and distributed to all ERT members and others as required.Extracts of the minutes, related to the shipboard response and the co-ordination between the vesseland the Office, shall be also distributed to all vessels.

All parties directly involved should comment on the effectiveness of the ERP and suggest to theDPA.

The DPA shall review the minutes of the meeting and other suggestions and, if needed, will proposechanges to the General Manager. The ERP and other emergency manuals (SOPEP, etc.) may onlybe modified and/or updated with the written agreement of the General Manager.

The DPA administers the maintenance, update and periodic revision of the ERP, in consultation with

other Managers and vessels crews. Lessons learnt from real incidents and exercises are taken intoaccount when updating the ERP. The DPA shall keep records of all lessons learnt and of allsubsequent improvements, corrective actions and resolution.

8.4.1.7. Re-educationIn particular circumstances, especially where a member of crew has been involved in an operationalincident, there may be a need for either retraining or further development. In such cases, this will befully discussed with the DPA and the relevant Department Head who shall make a decision onwhether or not this is an acceptable solution.

8.4.2. Shipboard Emergency Response Plan

8.4.2.1. GeneralShipboard ERP are established for each vessel taking into account the various types ofemergencies which may arise on that particular vessel. Each plan includes, as a minimum:

- The allocation of duties and responsibilities onboard.

- Actions to be taken to regain control of a situation.

- Communication methods to be used onboard and between vessel and shore.

- Procedures for requesting assistance from third parties, if required.

- Procedures for notifying the Company and relevant authorities.

- Checklists to aid in monitoring and reporting.


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The following procedures define the activities that must take place and the controls to be exercisedin order for onboard personnel to identify, analyze and respond to a hazardous situation, anaccident/incident or any other emergency situation. Apart from these, additional assistance andguidance to Officers and crew for dealing with oil spill emergency situations are provided in the

SOPEP which exists onboard all Company vessels and covers issues on reporting, response,training and drill procedures.

Master bears the overall responsibility onboard the vessel and has the overriding authority to

act differently from the steps given below if he judges that the situation so demands. The Master

is not bound to ask for authorization in order to take appropriate action (e.g. request tug or

rescue assistance) for the safety of his ship, its crew and the protection of the environment.

8.4.2.2. Responsibilities

Master:- In overall charge of operation onboard.

- Informs port authorities of incident.

- Informs local agent and requests him to contact the local P&I Club representative.

- Advises the Companys Head Office of the situation.

- Keeps every one updated at regular intervals and advises of any changes in the status of theemergency.

- He is the spot manager of all emergency situations.

- Requests assistance as deemed necessary.

- Oversees stability evaluation and directs damage control in collaboration with the Technicaldepartment.

- Issues instructions to the C/O and crew.

C/O:- In charge of deck operations.

- Responsible for vessels ERT.

- Stops all cargo/ballast and bunkering operations immediately.

- Keeps Master informed and updated on the situation and of the results of steps taken.

- Investigates source/cause of incident and decides on actions with the Masters approval.

- Works on stability, stresses or damage stability problems, reporting to the Master.

- Arranges readiness of fire/pollution fighting equipment.

GO- Assists the Master with communications and logs times and facts at each stage of the incident.

C/E- In charge of bunker operations. Stops bunkering immediately.

- He is responsible for the actions of Engine personnel during any emergency situation.

- He organizes the use of the required equipment.


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O.O.W.- Alerts immediately general alarm by any possible mean and activate vessels ERT and crew as

required, under the Masters immediate surveillance.

- Informs the Master and the C/E immediately.

- Mobilises watch deckhands (e.g. to contain and clean up the spill).

Duty Engineer- Prepares for fire fighting.

- Assists C/E during bunker operations.

- Ensures sufficient air pressure to deck for portable pumps.

Deckhands- Alert and inform the O.O.W. immediately.

- Prepare for cleaning up with clean up equipment.

8.4.2.3. Muster listMuster List and Emergency Instructions (muster cards) shall be organised in accordance withSOLAS requirements. The Muster List shall be in a language(s) readily understood by all the crewmembers, and shall be of the type showing emergency squads and not merely a formatted StationBill. The Muster List shall be completed before the vessel proceeds to sea and shall be updated aspersonnel changes occur. It shall specify details of the general emergency alarm signals, and alsothe action to be taken by crew and visitors/passengers when the alarm is sounded.

In general, the Muster List provides enhanced guidance and general instructions concerning thelocation and duties of the entire crew immediately upon reporting on board, which are summarisedherebelow:

1. Each crewmember should be provided with an individual supplementary Station Bill card whichmust show in detail the special duties to perform.

2. The entire crew should be instructed in the performance of their special duties according to thecircumstances.

3. The crew on watch must remain in their positions on signal for Emergency Drill.

4. When the GENERAL ALARM is heard all crew members must assemble in their predefinedpositions wearing their life jackets.

5. Emergency Squad will assemble with equipment immediately upon the Emergency Signal andfollow the orders of the squad leader.

6. Person discovering FIRE immediately notify the Bridge and fight the fire with available equipmentuntil the Emergency Squad arrives.

7. Immediately upon the FIRE & EMERGENCY signal. Fire pumps to be started, all watertight doorsshould be closed, and all fans and blowers to be stopped. Fire hoses to be led immediately out inthe affected area as directed.

8. Upon hearing the signal MAN OVERBOARD life rings buoys must be thrown immediately intothe sea, engines must be stopped, and look out aloft must be sent. Emergency Boat crewconsisting of all seamen should immediately clear lee boat for launching.

9. During periods of low visibility, all watertight doors and portholes below the bulkhead deck shouldbe closed, subject to the Masters orders.

10. During drills or real danger do not use ships elevators.


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11. Upon hearing the GENERAL ALARM the Stewards Department, if there is enough time, carriesfood, water and blankets to the Life Boat Stations.

Furthermore, the following duties assigned to different crew members are also included:

- equipping of the survival craft and other life-saving appliances;

- preparation and launching of survival craft;

- general preparation of other life-saving appliances;

- muster of any passengers or supernumeraries;

- use of communications equipment;

- manning of fire parties assigned to deal with fires;

- special duties assigned in respect of the use of fire fighting equipment.

The Muster List will specify substitutes for key persons who may become incapable. The Muster

List will also show the particular lifeboat and relevant specific duties assigned to each person onboard. The Master shall be in command of one of the lifeboats, and the C/O in command of theother. The crew will be distributed between the boats, in such a wayto ensure that all requiredresponsibilities are evenly covered in relation with each crew member knowledge.Further tothe above, duties should be circulated between the crew and all crew should be aware with allduties.

Duties shall include, though not be restricted to:

- launching crew in the boat;

- releasing and clearing of gripes;

- passing of painter if not permanently rigged;- positioning of plug and tiller;

- rigging of bowing-in tackles;

- operation of lowering mechanism;

- placing of embarkation ladder;

- operation of engine;

- collection of emergency radio;

- collection of extra equipment (blankets, clothing food, etc.)

Each crew member shall be provided with muster card with his designated duties in majoremergency situation (abandon, fire, flooding, etc.). Any supernumeraries or passengers shall beincluded on the muster lists and are to be personally made aware of their duties. Prior to thevessels sailing, they shall be instructed in the use of the lifejackets, shown their lifeboat andemergency stations and have their escape routes pointed out.Procedures for the familiarisation ofsupernumeraries and passengers are also in place and described in detail in the SMSM .

The Muster List shall be posted in a prominent position. Although the exact position for posting theMuster List will depend upon the type and size of the individual vessel, attempts shall be made topost a copy on the following locations.

- Wheelhouse.

- Engine Control Room.

- Officers Smoke Room and/or Mess room.


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- Crews Recreation Room and/or Mess room.

- One in the passageways of each of the accommodation decks.

Detailed information on the Muster Lists and the Fire Squads role responsibilities are included in

each vessels SOLAS Safety Training Manual.

8.4.2.4. Dealing with the media onboard/on sceneNo statements are to be made or given to the news media, subagents or anyone other than officialsentitled to have information. Companys nominated representative on the scene of the incident maydeal with the media, provided that he has been appropriately trained and authorized by the GeneralManager.

Personal opinions or assumptions of the onboard personnel should never be expressed to outsideparties, and only the persons specifically nominated by the Company shall deal with the media. Anyapproaches from the press or media should be treated courteously, however contacts with thepress, environmental groups and the general public will not be undertaken by vessels personnel.

Such approaches are directed to the vessel at times of great workload and it will cause considerabledistraction and may hamper essential and vital activities.

The Master is not obliged and should not attempt to provide any information to the press,media, environmental groups or other unions and should not allow their representatives

onboard the vessel unless he is instructed by the Company to do so.

Besides the above and unless otherwise authorized by the General Manager, the Master must avoidany further contact with the mass media and the public. He should politely refer to the GeneralManager or his deputy for further information.

Following an incident, many telephone calls may be made to the vessel in this respect. The Mastermust clearly identify the caller before passing any information. Unauthorised callers must be referredto the Company for information. The Master must ensure that no other Officer or crewmemberspeaks to the media. At no time must anyone make comment as to the cause of the incident.

In certain situations, such as when a vessel is in distress, Masters are required to make appropriatecommunications. Such messages and communications are to be limited to presenting the facts ofthe incident.

The purpose of this arrangement is to relieve the Master of these sometimes-burdensomeresponsibilities and to help him maintain a favourable relationship with the press and media. This

way, the Company shall allow him to deal with the safety and/or environmental problems, which arethe only and main goal for the protection of the vessels safety and the environment.

Questions asked by official investigators at the scene of an accident must not be answered unlesslegal counsel is present or unless authority to answer such questions is given by the Company. Ifthe Master or any personnel are required to answer questions and the authorities do not permit timefor reference to the Company, legal advice must then be obtained through the local agent and theCompany must be informed as quickly as possible.

Although the release of information by shipboard personnel is not allowed, it is recognized thatunder the pressing conditions of an incident, an initial statement may have to be given to the pressby the vessel. Therefore the following is recommended, as the Masters statement:


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We are presently cooperating with the authorities and making every possible effort to dealwith the situation effectively. Our company spokesman will ensure all facts are provided toyou as soon as they can be reliably reported. At the moment we focus to the control of the

situation and minimization of the impact.

It is important that statements are not given by any of the vessels personnel until theCompany arranges for a Companys representative to be present.

8.4.2.5. Conduct in emergenciesIn any emergency or other situation in which the safety of the ship or of any person on board is atstake the Master, officers and senior ratings are entitled to look for immediate and unquestioningobedience of orders. There can be no exception to this rule. Failure to comply will be treated asamong the most serious acts of misconduct and will lead to the offender's dismissal from the ship atthe first opportunity. Under certain Flag legislation such an act of misconduct may also lead to

prosecution.

8.4.3. Plans in emergency situations

For each of the emergency situations identified in Section 8.2.1, the following ERP have been drawnup:


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EMERGENCY RESPONSE No.1: MAIN ENGINE FAILURE

1. GeneralAlthough this type of incident may not immediately result in a major casualty, the consequences of a

main engine mechanical breakdown should always be extrapolated to the worst case scenario.

Main Engine failure can range from a simple temporary failure to complete breakdown. The extent ofMasters response will depend upon the individual circumstances of the situation. The first priority isto communicate the situation to other vessels in the vicinity, which may be effected by vesselsmachinery breakdown.

Once the C/E has assessed the damage, he should discuss with the Master the possibility of repairsand time required to complete repairs and thereafter the appropriate course of actions can bedetermined.

Should the Master consider that the vessel may drift into a dangerous situation, he should inform the

Company in ample time, in order to agree in actions to be taken.

The first option, whenever circumstances permit and the situation warrants, is anchoring. In case ofimminent danger and salvage requirements the Master shall act in accordance with guidelines ofsection Salvageof this manual.

2. Initial reportIn the initial report (Section 8.3.3), the field with code X shall include, but not limited, the following:

1. Overall state of vessel.

2. Planning of further works to be executed.

3. Necessary works and required spares for permanent repair of damage.

4. Ability of crew to complete repairs or necessary assistance from outside.

5. Availability of required spare parts.

6. Required time for repairs.

3. Actions ChecklistActions listed in Checklist for Main Engine Failure, as follows, shall be observed:


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MAIN ENGINE FAILURE

No. Initial Actions to be taken as required: By:

1. Check for other vessels in vicinity. OOBW

2. Check for navigational hazards in vicinity. OOBW

3. Call Master. OOBW4. Make appropriate sound signals if necessary. OOBW

5. Exhibit shapes/lights as necessary. OOBW

6. Set VHF to Channel 16/70. OOBW

7. Consider anchoring if necessary and if depth of water is suitable. Master

8. Fix position of vessel. OOBW

9. Lower lifeboats to embarkation deck. As per Muster List

10. Assess weather, current and drift. Master

11. Record time of failure. OOBW/ OOEW

12. Determine cause of failure. C/E

13. Determine if repairs are possible by vessel's crew. Master/Ch.Engineer

14. Estimate time required for repair. C/E15. Determine shore assistance, if required. C/E

16. Record events in Bridge logbook. Master

17. Forward initial report as per Section 8.3.3. Master/ G.O.

Follow up actions to be taken as required:

18. Assess any damage to vessel. Master / C/E

19. Compilation of damage inspection report. Master / C/E

20. Engage local tugs if available. Master

21. Prepare the towing equipment on board and remove the lashings from theanchors in case of need.

Master

22. Prepare for record keeping. C/O

23. Monitor progress of repair efforts. Master / C/E24. In case of imminent danger of vessel being driven aground, lower both cables totheir full extent even if such action may prove futile.

C/O

25. If the situation poses a serious threat to the safety of the passengers and crew:- Check necessity of abandoning vessel.- Instruct personnel to prepare life saving appliance for possible use.- Muster passengers as necessary.

Master

26. Forward follow up report as per Section 8.3.3. Master/ G.O.

Actions to be taken when the si tuation is stabi lised as required:

27. Start establishing facts collecting evidence for subsequent investigation (takephotos, keep damage parts on board).

Master / C/O

28. Label, preserve and photograph all items of damaged machinery for the

information of Hull and Machinery Surveyors.

C/O

29. Restore normal vessel operation. Master

30. Arrange for the renewal or repair of any equipment used in the Main enginefailure.

C/E

31. Forward follow up-final report as per Section 8.3.3. Master/ G.O.

32. Update Bridge logbook. Master


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EMERGENCY RESPONSE No.2: STEERING GEAR FAILURE

1. GeneralThe guidelines outlined in previous section (Main Engine Failure) regarding avoidance of a major

casualty are similarly applicable in the event of steering gear failure.

Method and sequence of shifting to/or from and using emergency steering system shall be clearlyposted in steering room (in vicinity of emergency steering position) and in the Wheel House.

Emergency Steering Drills shall be carried-out at least every three months as per guidelinesdescribed in SOLAS 74, Chapter V, Regulation 26-4.

2. Initial reportIn the initial report (Section 8.3.3), the field with code X shall include, but not limited, thefollowing:

1. Overall state of vessel.2. Planning of further works to be executed.

3. Necessary works and required spares for permanent repair of damage.

4. Ability of crew to complete repairs or necessary assistance from outside.

5. Availability of required spare parts.

6. Required time for repairs.

3. Actions checklistActions listed in Checklist for Steering Gear Failure, as follows, shall be observed:


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STEERING GEAR FAILURE


1. Engage alternate or emergency steering system. OOBW

2. Advise Engine Watch keeping Officer (OOEW). OOBW

3. Call Master record time of failure. OOBW

4. Check positions of vessels in vicinity. OOBW

5. Stop engines if necessary or prepare engines for manoeuvring. OOBW/OOEW

6. Make appropriate sound signals if necessary. OOBW

7. Exhibit shapes/lights as necessary. OOBW


9. Consider anchoring if necessary and if depth of water is suitable. Master

10. Fix position of vessel. OOBW


12. Check for navigational hazards in vicinity. OOBW

13. Determine cause of failure. C/E

14. Determine shore assistance, if required. C/E

15. Weather conditions forecast. Master

16. Tide / currents. Master

17. Record events in Bridge logbook. Master



19. Asses any damage to vessel. Master / C/E

20. Compilation of damage inspection report. C/E


22. Prepare for record keeping. C/O

23. Monitor progress of repair efforts. Master / C/E


Master



26. Start establishing facts collecting evidence for subsequent investigation (takephotos, keep damage parts on board).

Master / C/O

27. Label, preserve and photograph all items of damaged machinery for theinformation of Hull and Machinery Surveyors.

C/O


29. Arrange for the renewal or repair of any equipment used in the St. Gear failure. C/E30. Forward follow up - final report as per Section 8.3.3. Master/ G.O.



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EMERGENCY RESPONSE No.3: COLLISION

1. GeneralThe first action to be taken when a collision occurs is to sound the alarm so that crew proceeds to

their emergency stations. This will facilitate the checking off crew members, identify any casualtiesand allow missing persons to be identified so that the necessary search can be initiatedimmediately. It is Masters duty, once he is satisfied that his vessel is not in immediate danger, todo his utmost to rescue, help and assist the other vessel, if this can be done without exposing hiscrew or the vessel to further risk.

It should be noted that a collision may also create a serious fire or pollution hazard and the natureof the other vessels cargo and the possibility of fire / pollution should be assessed at an earlystage, together with the expected detrimental effects of both vessels stability.

Following a collision there are certain statutory requirements such as ascertaining the name andstate of the other vessel, rendering assistance, etc. If the vessels are interlocked, a full assessmentof the consequences of separation should be made before attempting to free the vessels.

In the event of a collision, Master should call the crew to emergency stations with a strongemphasis on preparing to evacuate the ship (MSC Circ.1143). This is particularly important andurgent in cases where a ship is loaded with dense bulk cargo. Older designs of bulk carriers andsmall ships with fewer holds are particularly prone to sudden progressive flooding if the damageoccurs abaft any strengthened bulkheads in the forward part of the ship. This t is more probableresulting from collisions in dense traffic or overtaking manoeuvres.

2. Initial reportIn the initial report (Section 8.3.3), the field with code X shall include, but not limited, the

following:1. Characteristics of other vessels involved in the collision.

2. Angle of collision blow.

3. Distance from coast or nearest port.

4. Action taken to minimise or contain damage / pollution.

5. Visibility and Tide Condition.

6. Time required before resuming normal operations.

3. Actions Checklist

Actions listed in Checklist for Collision, as follows, shall be observed:


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COLLISION


1. Raise alarm (internal and external). OOBW

2. Stop engines Advise Engine department. OOBW

3. Switch to manual steering. OOBW

4. Call Master Record time of incident. OOBW

5. Close all Watertight Doors bulkhead. As per Muster List

6. Switch on deck lighting at night. OOBW


8. Alert vessels in vicinity. OOBW

9. Fix vessels position. OOBW

10. Call the fire fighting and flooding response team. (As per Muster List)

11. Call the lifesaving response team. (As per Muster List)

12. Gather remaining crew as required. (As per Muster List)

13. Check for injuries and missing persons. C/O

14. Notify position of vessel. Master/G.O.15. Estimate situation (make a complete inspection & determine the internal and external

damages) and actions to be taken.Master

16. Check stability criteria if large damages of collision. Master/C/O

17. Sound all tanks and bilges, check for pollution. 2ndEngineer/ Bosun

18. Check fuel, diesel and lub. oil levels for leaks. C/E/ OOEW

19. Record damage. C/O

20. Record Engine DATA LOGGER indications. Engineer on duty

21. Note Course Recorder. OOBW

22. Record all positions of vessels involved. OOBW

23. Record all Bridge times. OOBW

24. Record all Engine times. Engineer on duty25. Record collision angle. OOBW

26. Record all sound signals transmitted and received. OOBW

27. Determine if tug assistance is required. Master


29. Estimate whether the other vessel needs assistance. Master

30. Record events in the Bridge logbook. Master



32. Study damage stability reports obtained by vessels Classification via TechnicalDepartment ashore.

Master


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33. Make a full assessment of the consequences of separation before attempting to freethe vessels and proceed accordingly for disconnecting vessels taking into accountthe following questions:- Is either vessel in danger of foundering or will either have an unacceptable

margin of stability?- Will pollution increase if the vessels are separated?- If a risk of pollution exists then the appropriate procedures described in the

SOPEP should be additionally adopted.- Could sparks be generated which could ignite a flammable cargo?- Assess the effects of weather conditions on remaining interlocked; in moderate

or rough seas remaining interlocked may lead to further extensive damage andcreate sparks.

- Assess whether vessel's pumps can cope with the ingress of water intodamaged compartments. Can ingress of water be controlled by plugging

damaged areas - is access possible?- If the vessel is developing a list utilise cross flooding valves/heeling tanks if fitted

or ballast to compensate taking due account of stresses on the vessel.

Master

34. Asses any damage to vessel. Master / C/E

35. Compilation of damage inspection report. Master/C/E


37. Record keeping. C/O

38. Monitor progress of repair efforts. Master / C/E


Master

40. Forward follow up report as per Section 8.3.3. Master/ G.O.Actions to be taken when the si tuation is stabi lised as required:

41. Start establishing facts collecting evidence for subsequent investigation (take photos,keep damage parts on board).

Master / C/O

42. Label, preserve and photograph all items of damaged machinery for the informationof Hull and Machinery Surveyors.

C/O


44. Forward follow up - final report as Section 8.3.3. Master/ G.O.



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EMERGENCY RESPONSE No.4: GROUNDING/STRANDING

1. GeneralOnce aground, the Master must make an initial evaluation to determine the extent of grounding.

This will involve sounding around the vessel and all spaces that may be affected.

Care should always be taken when opening tank ullage ports as hydrostatic differences may resultin additional pollution, a further loss of buoyancy and personal injury.

Assessment of damage and water ingress rate should be made as early as possible in order toevaluate need for early abandonment (IMO MSC Circ.1143). Once the vessels positive buoyancyand structural strength have been confirmed the Master should assess the possibility of refloating.

If the Master considers that it is inadvisable to attempt to refloat the vessel without assistance, dueto severe damage or the risk of causing further damage and/or pollution, the vessel should besecured as best as possible.

If the decision is taken to stay aground until professional help arrives and even if the stresscondition of the vessel can be computed onboard, the Master shall provide all necessaryinformation to the Company and to the contracted organization for damage stability calculationassistance (for details see SOPEP).

The stability of a grounded vessel is the most important factor and it must be remembered that agrounded vessel is similar to a vessel in dry dock.

Following a grounding incident it is essential that every measure to prevent oil pollution should beimmediately taken.

2. Initial reportIn the initial report (Section 8.3.3), the field with code X shall include, but not limited, thefollowing:

1. Draft forward and aft at time of grounding.

2. Draft forward and aft (high tide) after grounding.

3. Sounding schedule.

4. Type of bottom.

5. Grounding occurred at high / low / slack tide.

6. List.7. Ingress of water.

8. Status of main engine, rudder, propeller, steering gear, seals, piping, etc.

9. Can vessel be re-floated by own means?

10. Action taken to minimise or contain damage / pollution.

3. Actions checklistActions listed in Checklist for Grounding / Stranding, as follows, shall be observed:


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GROUNDING/STRANDING


1. Raise alarm (internal and external). OOBW

2. Stop engines Advise Engine department. OOBW / OOEW

3. Call Master. OOBW

4. Record time of incident and course and speed of vessel at the time of grounding. OOBW

5. Show Lights/Signals. OOBW


7. Close all Watertight Doors bulkhead. As per Muster List

8. Make an initial evaluation to determine the extent of the grounding. Master

9. Call flooding response team. (As per Muster List)

10. Preparation for lifeboat launching C/O

11. Make vessels position available to GMDSS station, satellite terminal and otherautomatic distress transmitters and up-date as necessary.

OOBW

12. Sound all tanks and bilges, check for leaks. Care should always be taken when

opening bunker tank ullage ports as hydrostatic differences may result in additionalpollution, a further loss of buoyancy and personal injury.

2ndEngineer/ Bosun

13. Check for leakage (pollution). C/O

14. Check ingress of water onboard. C/O

15. Lower lifeboats to embarkation deck As per Muster List

16. Calculate drafts and sound around vessel. C/O

17. Estimate type of sea bottom. OOBW

18. Check sea chests. OOEW

19. Check the Engine department for damage. C/E

20. Check the shaft for oil leakage. 2ndEngineer

21. Check injured personnel, if any. C/O / Deck Officer

22. Estimate if tug assistance is required. Master23. Record events in Bridge logbook. Master



25. Estimate damage. Master / C/E

26. If the situation poses a serious threat to the safety of the passengers and crew:

Check necessity of abandoning vessel.

Instruct personnel to prepare life saving appliance for possible use.

Muster passengers as necessary.

Master

27. Check the propeller for damage. Diver

28. Check the tide and local currents. Master

29. Check weather and sea state. Master

30. Calculate ballast condition to avoid deterioration of the situation. Master

31. Estimate possibility of floating free during the next tide taking into account thefollowing:

Is machinery, rudder or propeller damaged or may they be damaged whilstrefloating?

Will vessel be able to manoeuvre clear of the danger area under her ownpower?

Should the vessel be trimmed in order to avoid further damages whenattempting to get off the ground?

When is the state of the tide at its most beneficial for a refloat attempt?

Are salvage vessels within easy reach of the vessel?

Have the present and forecast weather conditions been evaluated? What can be discharged to compensate for lost buoyancy?

Master


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32. If it is inadvisable to attempt to refloat the vessel without assistance, due to damageor the risk of further damage or pollution, secure the vessel as well as possibleconsidering the following:

Taking ballast in empty tanks to reduce the vessel's movement against thebottom.

Hermetically seal bunker tanks to reduce pollution resulting from tidaldifferences.

Master

33. Use the anchor. Evaluate possibility of vessel remaining at anchor. Master

34. Draft readings before grounding. OOBW

35. Draft readings after grounding. Deck Officer

36. Provide Company with all the necessary information in order that a damaged stabilityassessment can be undertaken by the Classification Society.

Master

37. Determine which way deep water lies. OOBW

38. Reduce the draft of the vessel. Master

39. Note positions for tug fastening, if they exist. Deck Officer40. Update chart with vessel positions up to the time of grounding. OOBW

41. Record display of COURSE RECORDER. OOBW

42. Record Engine DATA LOGGER. Engineer on duty

43. Estimate time of sailing. Master

44. Advise Company on the situation. Master



46. Start establishing facts collecting evidence for subsequent investigation (take photos,keep damage parts on board).

Master / C/O

47. Label, preserve and photograph all items of damaged hull/machinery for the

information of Hull and Machinery Surveyors.

C/O


49. Arrange for the renewal or repair of any equipment used in the grounding/stranding. C/E

50. Forward follow up - final report as per Section 8.3.3. Master/ G.O.



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EMERGENCY RESPONSE No.5: DANGEROUS STRUCTURAL DAMAGE (HULL FAILURE)

1. GeneralStructural failure can occur due to many reasons.

Studies have shown that in the event of loss of hull integrity, in many cases, bulk carriers should beevacuated as quickly as possible. EARLY ASSESSMENT OF THE SITUATION IS THEREFOREIMPERATIVE, COMBINED WITH ALERTING A MARITIME RESCUE CO-ORDINATION CENTRE,ALERTING ALL PERSONNEL ONBOARD AND MAKING PREPARATIONS FOR EVACUATION.

Hull damage and failure could be attributed to:- Damage to side shell, externally through contact with docksides or tugs and, internally from

impact by cargo dislodging equipment during discharge, can result in initiating fractures and/orfatigue of the structure. In single side-skin bulk carriers, bulkheads, trunks and ballast tankboundaries, can present hard spots that concentrate forces where the change in constructionoccurs (e.g. longitudinal to transverse framing). This may lead to undetected fractures.

- Internal degradation through corrosion may be accelerated through chemical action fromcertain cargoes. Welds in particular may be subject to grooving corrosion, in which thematerial, forming the weld, corrodes at a faster rate than the plating to which it is attached.Fatigue failure may result due to loss of cross-sectional area in the plating joints.

- In ballast holds, sloshing forces due to partially filled spaces (such as may occur whenchanging ballast for environmental reasons) may result in damage to the structure. Thisdamage may go unnoticed if it is in inaccessible positions. Sloshing is also a known cause ofsecondary damage after a space has become flooded.

- Damage to bow plating such as is possible through impacts associated with swinging orloosely stowed anchors may cause an initiating fracture or fatigue in bow shell plating thatcould lead to failure and subsequent flooding. Internal integrity of forward spaces (that are

usually used for ballast and/or stores) is therefore of vital importance. Corrosion degradationwill seriously reduce the ability of plating and stiffening to withstand the forces to which it willbe subjected. In larger ships, partially filled forepeak tanks may set up destructive sloshingforces unless the tank structure is designed for this.

- External forces, horizontal and/or vertical - may cause hatch cover dislodgement. The cargohatchway, if it loses its protection in this way, is a major access for water ingress and a seriousthreat to the integrity of the hull.

When any of the above occurs or is likely to occur, the Master should quickly assess damage tothe vessel by being alert to water ingress and its consequences.

2. Unusual motion or attitude

If a ship takes on an unusual trim or heel, or if her motions become changed, breach of the hullenvelope should be suspected immediately:- Unusual collections of water on decks may be indicating trim or heel abnormality.- Sudden changes of heel or trim will indicate flooding or in smaller ships with lighter cargoes it

may indicate cargo shift.1. Jerky lateral motions can be indicative of large scale sloshing as would be the case if a hold

were flooded.2. On smaller ships, slowing of the ships roll period may indicate excessive water within the

hull - a serious threat to stability. Ships fitted with GM meters should be able to identify anyunexpected changes in GM.

3. Increases of water boarding forward decks may indicate flooding of a forward compartment.Trim and freeboard changes are notoriously difficult to assess from an after bridge.


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Chapter



3. Methods of detection- Hatch covers may be dislodged by pressure and/or sloshing from within a hold if flooding

occurs through side shell or bulkhead.- Sudden pressurization of compartments adjoining those that are damaged or flooded will

indicate failure of internal subdivision, most notably bul

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