Oceangoing Cargo Ships Safety & Operational Matters
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Attention to stranding and countermeasures - self refloating,securing the vessel or request for salvage

Stranding means when a vessel has run aground, it is accidental. Consequently, the vessel's double bottom area will probably suffer considerable damage, especially if the ground is rocky. The Master of a stranded ship should first secure the safety of the crew, Cargo, vessel, and the environment.

Assessment of urgency: The master should immediately asses the dangers to which the ship is exposed and the urgency with which assistance may be required from outside sources. It is better to over-react on the side of safety and pollution prevention than to delay action in the hope that the situation may improve. When making judgements, it should be assumed that the situation will not improve.



containerships operational matters
Oil Tanker Safety Guide
Account should be taken of all circumstances, including the following:
In addition to any threat to life, ship and cargo, the necessity to avoid or reduce the risk of pollution cannot be overstressed. When the Master judges that re-floating the vessel is hopeful, re-floating by the vessel should be tried first. However, the following items should be investigated to judge the propriety of re-floating work. Investigation using divers shall be carried out in parallel, if possible.

containership-on-fire
M.V. Asian Lily ran aground

Accidental flooding

If one or more spaces that usually provide buoyancy become flooded, the action to be taken will depend upon the location of the flooded compartment and the extent of the damage. Flooding of the machinery spaces could result in a major loss of buoyancy and total loss of propulsion. If the ship is loaded, to compensate for the resulting loss of buoyancy, intact spaces may have to be evacuated and securely battened down. It includes any accommodation and other spaces that could contribute to the ship's buoyancy if it settled in the water. Use should be made of any means, such as pressurization, to reduce or minimize the ingress of water and progressive flooding.

Detailed information about the location and extent of the damage should be sent to the owner or operator to enable him to assess accurately the buoyancy situation and the structural effect of flooding in order to provide advice to the Master of ways to the limit hull stresses.
  1. Degree of Flooding, if any, and Discharging Capacity : Sound each tank and bilge periodically to check for leakage and to estimate the rate of leakage. If the leakage rate exceeds the discharging capacity, external assistance is required.

  2. Collection of Basic Data: The Draft, Speed, Tidal conditions (Time, Height, Direction and Speed), Quantity and arrangement of Fuel oil, Ballast water, Freshwater, and the type, quantity/ weight, and stowage conditions of Cargo onboard.

  3. Stranding Conditions: Degree and Extent of the Stranding, and the Heel of the vessel.

  4. Seabed Conditions: Sound the Depth around the vessel and investigate the Nature of the Seabed.

  5. Location and Degree of Damage : Carry out internal inspection of tanks as far as possible

  6. Oil Leakages or Threat of Oil leakages

  7. Necessity of reinforcing water tightness, and necessary materials on hand.

Self -refloating
  1. Use of Engine and Rudder: After De-ballasting to reduce the draft as much as possible, re-floating the vessel by itself at high tide using the Engine and rudder shall be considered.

  2. Use Vessel Engine with extreme caution since there is a possibility of expanding the damage to the machinery and hull. Check:
    a. Condition of the seabed around the stern. A survey by a lifeboat may be required and in the direction of maneuvering when clear;
    b. Integrity of the hull and damage stability;

  3. Discharging ballast and fresh water

Prepare discharging operations in such a way that completion will be just about at the high tide. If the discharge is carried out too early, there is a prospect of expanding the hull damage and increasing the vessels list.

Rate of drift of a disabled ship

The ship will drift under the influence of wind, current, and wave forces. Direction and speed of drift cannot be predicted precisely, but results from model tests and full-scale drift observations have increased knowledge of this subject. Drift, as depicted in these tests, does not account for any current other than wind-related. The Master should take every opportunity to observe his ship's drift behavior is loaded and light conditions and various aspects of trim. The drift pattern observed should be documented and retained on board for future reference.

While drifting towards a perilous situation, the Master should continue to take observations. The Master can take decisive action to influence his ship's drift direction and or drift speed. As ships in different conditions drift in different directions, it is essential to remember that before all control over the ship"s movement is lost, the initial drift direction can be influenced by how the ship"s head is directed. Options available to achieve a possible change in drift direction and or speed include the use of engines when the steering is lost, changing of trim, Heel, positioning of rudder while steering capability is still available, and use of anchors. It may be helpful to draw the drift patterns likely to be experienced on a thin piece of paper, and a large enough scale, using data extracted. This transparency can be placed on the chart relative to the wind/wave direction, to determine the best possible action to be taken to change the drift direction and speed. Most tables, the ship"s heading and drift directions are given relative to the wind and wave direction, for conditions of the ship lying with the wind on the port and starboard sides. In all cases, the condition corresponds to Beaufort wind force 7, with a significant wave height of 5.2 meters.

Requesting salvage

Re-floating by own means if judged to be complicated or there is doubt about the safety of the vessel during and after the operation, external assistance should be considered. It would involve offshore unloading and or arrangement of Tug boats. However, the contents of the agreement with salvers shall follow the Company's instructions, except in an emergency when trying to use the Lloyds Open Form

Securing the vessel

If re-floating is impossible, and if it takes a long time for salvage boats to arrive, the vessel shall try to stabilize the situation as soon as possible. The following shall be considered:
Response to oil leakage

In case that cargo oil or fuel oil is discharged overboard due to the stranding, take appropriate measures according to the Shipboard Oil Pollution Emergency Plan and the Emergency Procedures for Oil Pollution Accident


Cargo discharging at sea

When the vessel transfers part of her Cargo to other ships or barges to reduce her draft for re-floating, the cargo survey shall be arranged as far as possible for adjustment of General Average and dealing with cargo damage accident. In this case, keep the record of the container numbers (or part contents), stowage, etc., for accident handling in the future. Be sure to record the working process in detail.

Ballasting

When offshore unloading or jettison is carried out to reduce draft at the stranded portion of the vessel, put ballast water in tanks until just before the commencement of re-floating operation as far as possible so that the conditions of the vessel should not change so much from those at the time when the vessel stranded. Moreover, discharge the ballast water at a stretch when the re-floating operation is just started. When the draft is reduced by offshore unloading, ships hull may be buried in the earth and sand around the vessel. Moreover, when the local load is increased, it causes the expansion of the hull damage.

Stranding in harbour

Touching the bottom of the vessel being moored alongside a pier due to the progress of cargo operation or change of tidal level does not constitute stranding according to the provisions of insurance clauses.




Our additional pages contain some more useful resources
  1. Ship Encountering Parametric Roll In A Seaway
    The term parametric roll for a container ship is used to describe the phenomenon of large unstable roll motion suddenly occurring in the head or stern seas. Due to its violent nature, the large accelerations associated with the onset of the parametric roll cause concern for container ships' safety. Possible consequences include loss of containers, machinery failure, structural damage, and even capsize....


  2. Action by vessels navigating in congested water
    Ships navigation is referred to the voyage practices, focusing on the process of monitoring and controlling the movement of the ship from point "A" to point "B". Choosing the most optimum route while transiting through traffic-congested water is even more challenging. Specifically, due to the presence of many vessels in the vicinity, a repeated risk of collision exists....


  3. Action by vessels navigating in an area of restricted visibility
    Ship navigation under restricted visibility circumstances is one of the most challenging tasks while accomplishing a safe voyage. The visibility is mentioned as restricted in cases that have been observed fog, heavy rain, or dust storm, all hazardous conditions to navigate. Ship navigation in such conditions doubles the likelihood of a collision or grounding. It calls for the use of specialized equipment and requires some actions to be taken by the time the ship's officer gets information of relevant weather conditions......


  4. How to confirm stabilty condition?
    In the northern hemisphere during hurricane season, extreme weather is a common phenomenon. A big storm can run havoc even on the largest containership by tearing off its deck lashings. Most modern ships are designed to survive in harsh conditions and stay on schedule. Nevertheless, facing storms at sea is routinely an unavoidable part of life at sea. Each year substantial weather damages incur huge financial liabilities on ship operators. ......


  5. How to maintain watertight integrity?
    To maintain Water tightness, Seaworthiness, Fire integrity and Security of the vessel, it is important ships personnel ensure all openings to hull below water line and above waterline ( weathertight & watertight doors etc.) are adequately secured. ......


  6. Guide to watch officer for ships navigation ?
    Bridge watchkeeping is the most critical activity conducted at sea. Upon the watchkeeper's diligence rests the safety and security of the ship, her entire crew, the cargo, and the environment. It is a demanding activity, requires support, encouragement, motivation, self-discipline and a high standard of professionalism. Ships master must ensure that all watchkeepers understand the use of safety related equipment, prior to them keeping a watch......


  7. Heavy weather countermeasures for prudent navigator
    Encountering extreme weather conditions at sea along major trade routes is a common phenomenon. Depending upon geographical location and seasonality of revolving tropical storms, a ship, therefore, need to prepare well to survive in harsh conditions. Both heavy weather and tropical storms demand of crew's preparation and immediate response.


  8. How to navigate vessel safely in heavy seas ?
    Encountering extreme weather conditions at sea along major trade routes is a common phenomenon. Depending upon geographical location and seasonality of revolving tropical storms, a ship, therefore, need to prepare well to survive in harsh conditions. Both heavy weather and tropical storms demand of crew's preparation and immediate response.


  9. Meeting rough sea conditions by containerships
    In heavy weather conditions where it is unsafe for ship crew to venture out on the deck for purposes of checking deck cargo securing, Master shall consider his ship handling options and heave to if required. The aim should be ensuring the safety of the vessel and its cargo. .....


  10. Checklist for calculating stability and hull strength for cargo ship
    In heavy weather conditions where it is unsafe for ship crew to venture out on the deck for purposes of checking deck cargo securing, Master shall consider his ship handling options and heave to if required. The aim should be ensuring the safety of the vessel and its cargo. ......


  11. Container Ship navigation - passage planning guideline
    Before proceeding to sea, the Master shall carefully check the Passage Plan, made after receiving the voyage instruction from the Charterer or the Company. Passage plan shall be made from berth to berth acting on the principle of Safety-first, while also taking operating efficiency into consideration. The passage plan shall be prepared normally by the Second Officer, signed for approval by master and for understanding by all officers, before departure.Based on this Guide, the Master shall collect necessary information and review the Plan including Emergency Contingency Plans.


  12. Navigation in cold districts and countermeasures
    Ocean water freezes just like freshwater, but at lower temperatures. Freshwater freezes at 32 degrees Fahrenheit, but seawater freezes at about 28.4 degrees Fahrenheit, because of the salt in it. Due to the presence of many hostile conditions, any merchant ship, while entering a freezing sea area, significant challenges are being encountered concerning safety and reliability of navigation.


  13. Safe anchoring - planning and operational guidance for cargo ships
    For the safety of the ship, strict anchor watches must be kept when the ship is at anchor. The principal reason for keeping anchor watches by one or more sailors is to maintain the safety and security of the vessel. Anchor watches to be maintained following the Masters's orders. This should include regular inspection of lead and weight on-chain.


  14. Anchor watch check item - deck officers guideline ....


  15. How to deal with a damaged anchor? ....
    When a part of the anchor chain breaks, it may be due to wear and corrosion or to over-stressing of its weakest part. Typically a ship owner arranges for anchors and chain damage inspection in a dry-dock, full range length, and can take a note on weakest links. A common defect is loose studs that reduce chain strength significantly. In all cases, the class surveyor should be consulted, and defective/ wasted chain be renewed as per surveyors' strict guidelines. It is a ship owner's routine expenditure for anchoring arrangement.


  16. How to recover a lost anchor ? ....
    After the anchor and chain are lost, the Master should make an initial report to the management company. After that, from time-to-time, the Master should report further developments. The Master should report the circumstances that led to the loss of the anchor and chain so that the Company can determine whether the general average is affected.


  17. What is stranding ? Investigation of possibility of self-refloating and urgency of danger ....
    Stranding means when a vessel has run aground, it is accidental. In consequence, the double bottom area of the vessel will probably suffer considerable damage, especially if the ground is rocky. This is physically the same action as beaching, but with the significant difference that beaching the vessel is an intentional action and under comparatively controlled conditions, whereas stranding is accidental.


  18. What are the emergency procedures for loss of anchor and chain? ....
    After the anchor and chain are lost, the Master should make an initial report to the management company. After that, from time-to-time, the Master should report further developments. The Master should report the circumstances that led to the loss of the anchor and chain so that the Company can determine whether the general average is affected.


  19. Securing your vessel for sea passage - when to check and what to check
    Many maritime accidents are caused by the mistakes of ship personnel for inadequate sailing preparation. To avoid recurrences of the fatality deck and engine department must be well prepared before a vessel’s departure for a voyage at sea. These arrangements may include many complexities, and this is the reason why a bunch of things should be recognized and prepared delicately to ensure a smooth voyage passage and safe navigation.

Related Information

Stranding handling checklist

How to request salvage contract for a stranded vessel

Handling the salvage of another ship,salvage report and towing arrangement

Requirement of towing arrangement in oil tankers, readyness, & training onboard

How to deal with ships power failure ? ....

Emergency Procedure for steering gear malfunction

How to deal with ships collision accident ? ....

What are the ships collision handling checklist? ....

What is gyro failure and countermeasures ? ....

How to detect fire and extinguish at an early stage ? ....

How to respond when ships power supply failed ? ....

Emergency procedure for ships power failure

How to prevent oil pollution after colliding with another vessel

Fighting fire and countermeasures after a collision incident

Stranding handling checklist after colliding with another vessel

Guideline for salvage operation after a collision accident

Guideline for salvage of another ship after collision accident

Emergency check items to find a missing crew Salvage remunerations - benifits of L.O.F. contract or daily hire basis contract



More shipboard operation and safety matters


Safe anchoring - planning and operational guidance for cargo ships

Anchor watch check item - deck officers guideline ....

How to deal with a damaged anchor? ....

How to recover a lost anchor ? ....

What is stranding ? Investigation of possibility of self-refloating and urgency of danger ....

What are the emergency procedures for loss of anchor and chain? ....

In case of damage to anchor and chain when to claim for '' general average"? ....

Ships arrival in ports - check item prior entry

Ships navigation in restricted visibility check items

Rules of ships navigation in restricted visibility

Ships navigation in confined water - matters that require attention

Securing your vessel for sea passage - when to check and what to check

Collecting Information and Data for Passage Planning







Other info pages !

Ships Charterparties Related terms & guideline
Stevedores injury How to prevent injury onboard
Environmental issues How to prevent marine pollution
Cargo & Ballast Handling Safety Guideline
Reefer cargo handling Troubleshoot and countermeasures
DG cargo handling Procedures & Guidelines
Safety in engine room Standard procedures
Questions from user and feedback Read our knowledgebase






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