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Cant blame them, for if you see your company's SMS manual or VRP-- it is mostly outdated and unrealistic bullshit, written by fresh water navigators !.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 Company clearance
59	Ensure cargo lien on GA contribution, hence don’t discharge cargo without Company 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