Friday, February 25, 2011

STRANDING , GROUNDING ON CHEMICAL TANKERS-- CAPT AJIT VADAKAYIL

A usual Grounding/ Stranding drill on a ship--just ignores the Engine department. 


This is why when ships run aground, critical things are missed out by the Engineers. 


Cant blame them, for if you see your company's SMS manual or VRP-- it is mostly outdated and unrealistic bullshit, written by fresh water navigators !.  


Read, and be safe!





        STRANDING

No.
Action
Tick

If ship experiences unusual and strange vibrations/ quivering with change in engine rpm, it can be suspected that the ship is touching bottom.  Immediately watch for reduction of GPS speed with respect to propeller speed.


NEVER  HESITATE TO USE BOTH ANCHORS , TO PREVENT RUNNING AGROUND. 

1
Stop main engines
2
Call Master
3
If pilot was on bridge his full name and statement
4
Engine room to change over to high sea suction
5
Sound General Emergency for mustering all crew and head count
6
Advise Engine Room
7
Note down if any vibration or shudder was felt and the time taken for the shudder to stop and GPS to register zero speed.
8
Note down soundings as per echo sounder at  the afloat part of transducer
9
Close all watertight doors
10
Check for injuries to the crew
11
Exhibit light/shapes for stranding : put on deck lighting
12
Send urgency message by GMDSS
13
Amend screen on AIS
14
Sound all tanks and bilge and look for change or air coming out of airpipes for water ingress
15
Visually inspect affected part internally , in a safe manner, to assess watertight integrity
16
Check apparent condition of all propulsion and manouvering machinery
17
In case of oil spill refer to SOPEP or VRP plan if vessel within the USA territorial waters
18
Check for internal damage and cargo containment damage (mobilise damage control party)
19
Assess rate of any leakage of cargo/oil and if any intake of water
20
Check proximity to shore
21
Note down the course rpm and speed before grounding
22
Sound around vessel and assess how fast aground
23
Determine nature of Sea Bed and which way the deep water lies
24
Check Sea Suctions
25
Fix exact vessel’s position on Chart and broadcast navigational warnings and if deemed necessary by the Master a distress message on all distress frequencies
26
Keep continuous watch on channel 16 VHF and Ch13
27
Give Goodwood weights of cargo, ballast, bunkers and sketch of ship in grounded position
28
Check machinery for damage
29
Check tailshaft for oil loss
30
Check propeller for damage (if possible)
31
Check state of the tide and current
32
Evaluate damage stability
33
Assess if vessel likely to refloat next high water without external assistance
34
Initiate damage control measures
35
Check weather forecasts
36
Consider ballasting to hold vessel in place  to prevent  pounding
37
Consider anchoring
38
Consider transferring bunkers , annex 1 oils and category X cargoes to safer tanks
39
Note course and speed at time of stranding
40
Note draught at time of stranding and regular intervals
41
Ascertain the PIVOT of ships fore and aft lever , in case ship has to be prised off by tugs
42
Assess if  tugs are needed
43
Check if local tugs are available for towage on CONTRACT via agents
44
Notify owners , charterers and other  interested parties
45
Notify via Goodwood ETAS, SERS or ERS if contracted , as per format given in SMPEP
46
Classification Surveyor attendance /report ( ONLY if seaworthiness is affected )

47
In case seaworthiness is affected Master to impound all charts, printouts and graphs
48
H@M underwriters informed in case of damage  ASAP, who will appoint Salvage Association
49
P&I Club attendance / report  for damage to cargo and GA
50
Chart with position up to time of grounding to be retained
51
Course recorder printout to be retained
52
Engine Room data logger printout to be retained
53
Explore all possibilities of refloating ,like changing trim or lightering cargo
54
Note time of refloating
55
Enter facts in deck and official log books, without erasures, alterations (Master to ensure )
56
Preserve VDR backup
57
Inform relevant port state within 24 hrs ( if seaworthiness is affected )
58
Master to repudiate liability and NOT to give statement to media without Goodwood clearance
59
Ensure cargo lien on GA contribution, hence don’t discharge cargo without Goodwood clearance
60
Master to note protest with club advise
61
Master to keep accurate record of losses and expenditure in case of GA

Notes: in case vessel is beached intentionally due to imminent danger of sinking, take on full ballast before beaching.   Beach bow first if bow is damaged and vice versa.   Use weather anchor for refloating at high water and extricating later.   Be pro-active when checking potential for pollution by annex 1 oils, the spill cleanup costs are heavy.   Always be on the guard for INVOLUNTARY removal from grounded site and drift to more perilious location.

Try to hemetically seal leaking cargo/ oil tanks after removing head above sealevel by internal transfer.


  STRANDING ( ENGINE ROOM )

Tick box
Ser No
 
                                                Description
1

You will feel the drag/ vibrations  and the final lurch/ thud in the Engine room .

2

Note the speed ,  drop in speed , rpm and time taken to come to complete standstill.

3

Stop the ME immediately and note the time.

4
Engines will not be commanded astern on the engines without immediate risk assessment of seaworthiness ( firmly aground / listing/ shifting  ) and ascertaining the quality of the bottom. Sometimes common sense will dictate that the ship must be driven in further as a imminent flooding damage control/ safety of life  measure. Impulsive and hasty decisions without considering damage stability and stress evaluation will be avoided.
5

Emergency alarm will be sounded by the bridge

6

Inform Chief engineer

7

Immediately check if all sounding caps of DB tanks are tightly shut—check weighted cocks.

8

Change over to high sea suction to avoid intake of mud and silt and ensure proper cooling water feed to generators before going for muster.

9

Check if there are any signs of pollution, if so gear up for response.

10

Check change of trim or list

11

Visually assess for signs of damage or abnormality on hull insides and tank top.

12

Sound the ER bilges for flooding

13

Check the stern tube LO gravity tank and ascertain there is no loss of oil.

14

Keep FFA in readiness and evaluate secondary risks.

15

Sound all the DB tanks of ER , bunker tanks and void tanks for change in soundings. Do again after 15 minutes. Check for internal oil leakages.

16

Before trying out the ME and rudder ascertain if it is feasible to do so based on past/ current drafts and nature of bottom. There is no tearing hurry to do so, before vital checks are done.

17

Ascertain from the bridge if the tide is rising or falling.

18

Ascertain wind weather and sea conditions present /and forecast for future.

19

Obtain the the soundings all round the ship with handlead from the deck department—also the past drafts.

20

Turn the ME on turning gear and check the crank web deflections and bearing clearances (only if the propeller can be turned by turning gear.)

21

It may be necessary to transfer bunkers from a ruptured tank to an intact tank depending on the desired trim

22

Take photographs

23

Collect information for proper log entries as there is bound to be a Marine court inquiry. Information like Course and rpm before grounding. GPS position, draft and soundings before/ after grounding, sketch of the vessel in grounded position with salient details like direction of ships head , distance from shore, current direction and velocity, list/ trim developed, direction of swell , tidal range etc

24

It may be necessary to fill up tanks to steady ship if there is risk of movement and pounding.

25

No unwarranted and detailed explanations are to be tendered to any outside source—Master is the authorized man to do this .



Notes:

Pro-active Risk management by ships management team includes official 
notifications/ communications as per VRP,   handling news media, minimizing further damage, improving residual strength,   determining the best way and time to refloat on own power after trimming/ listing the ship by deballasting/ internal transfer ,   tug assistance required in case of damage to manoevering/ propulsion systems ,   use of divers to do RA on underwater hull,    stern frame stock and propeller ,   time for assistance to arrive,   facing the swell with ground tackle to prevent broaching, General average considerations by Master if cost of ship is less than cargo which means saving cargo,    port of refuge considerations ,   use of booms to contain pollution in case there is loss of aesthetic value to nearby tourist beaches or heritage reefs ,   hull girder failure due to scouring induced hogging,   slope and nature of sea floor,   availability of barges to remove bunkers for pumping air into damaged tank, lightening  valuable cargo in consultation with company, removing un-necessary crew etc-  

In case of prolonged grounding, tugs fees can run up to huge amount.   Be aware of tug rates per hour and minimum charges.

CAPT AJIT VADAKAYIL

4 comments:

  1. Sir,

    Could you please explain us what is the actual difference between "Groundibg" and Stranding " with respect to ship.

    Thanks

    ReplyDelete
    Replies
    1. hi a,

      NEVER MIND IF THE WHOLE WORLD SAYS DIFFERENT- there are IDIOTS who have never seen a mountain, but claim to have climbed it.

      GROUNDING IS AN ACCIDENT, THE CAPTAIN IS DISGRACED

      STRANDING IS INTENTIONAL , MOST OF THE TIME THE CAPTAIN SMELLS OF ROSES .

      there is a clause in tidal river ports of south america called NAABSA -- not always afloat but safely aground. ship does not float but sits on soft mud during low tide. this misnomer has caused confusion .

      capt ajit vadakayil
      ..

      Delete
  2. Replies
    1. When vessel is grounded intentionally she is said to be beaching and when grounded accidentally she is said to be stranded.

      Delete