PROCEDURE TO BE FOLLOWED DURING GROUNDING

EMERGENCY PROCEDURE - GROUNDING.

In the event of a grounding or stranding, it is possible that you will have time prior to the event to call the Master, sound the general emergency alarm, put the wheel hard over in a direction away from the danger, and to stop or reverse the engines. If grounding is unavoidable then the following actions must be immediately undertaken -

1.     Call Master.

2.     Sound the general emergency alarm, make a PA Announcement, and muster parties.

3.     Stop the engine – use Emergency Stop if necessary. Further engine movements will be dictated by the severity of the grounding. On no account come astern until it is ascertained that it is safe to do so. On the contrary, it may be better to keep the vessel in position with ahead movements.

4.     Engage manual steering - Keep vessels head in the direction of grounding if possible.

5.     Advise the Engine Room of the situation.

6.     Exhibit “Vessel Aground” shapes/signals, and at night utilise deck floodlighting if safe to do so.

7.     Fix and record the ships position.

Further actions will be dictated by the severity of the grounding. Initial assessment must be made with the view of making personnel, the vessel and the cargo as safe as possible. With regard to this -

1.     Having mustered all parties, ensure that there are no missing or injured personnel.

2.     A GMDSS Distress and VHF Mayday, Pan or Securite message should be prepared for transmission. 

3.     Any shore stations or local traffic services should be alerted.

4.     Have all services ready for immediate use - grounding can be followed by fire, explosion and/or pollution. Pumps may be required for stability purposes. If air conditioning in use put on recirculation to protect accommodation and engine room from any vapours/sources of ignition.

5.     Initiate the Shell Casualty Procedure. If on Third Party Charter you will need to activate their casualty procedures as well.  Shell Casualty as per the Safety Management System. Initial messages for casualty and Stability as per procedures at the end of this section of the Bridge Information Book. Prepare SOPEP message / Contact Qualified Individual if in US waters

6.     Have the lifeboat, rescue boat, life rafts made ready for immediate use.

7.     In the engine room Staff will bring the engine room to stand by conditions as quickly as possible. Priority is to run up and parallel an additional alternator if only one machine is running, so that there is sufficient electrical capacity for immediate starting of main fire/bilge pumps.

8.     Consideration to be given to use only one of the main sea suctions.

Party leaders will assess the status of the vessel and personnel, keeping the Master advised with particular regard to personnel injuries, ship stability, fire risk, pollution, and plant condition. The following should be carried out as soon as practicable.

1.     Sound round all spaces - cargo, ballast, engine room and void. Note that the SAAB and bubbler gauge systems can provide rapid indications of any sudden gains/losses

2.     From the above assess damage especially ingress of water and further actions.

3.     Watertight doors should be closed.

4.     Check for any pollution overside or internally.

5.     Have IG ready for immediately deployment.

6.     Check cargo, steam, air, and hydraulic systems for damage.

7.     Have fire fighting and oil spill response team ready.

8.     Sound around the vessel externally to assess the nature of the bottom and to determine the extent of the grounding

9.     Tides will need to be checked to determine its effect on the situation, and the possibility of refloating upon the next high tide.

10.  Obtain a weather forecast for the immediate future.

11.   Make the anchors ready, but be aware that if the vessel swings she may sit upon them, causing further damage. Try to keep vessel in position to avoid any further or more serious grounding.

12.  Record the draughts fore and aft prior to and after grounding in order to indicate the extent of the grounding.

13.  Assess the possibility of taking on extra ballast to prevent pounding damage.

14.  Engine Room to assess any deformation especially around bottom plates.

15.  Engine room - change over to high suctions if required.

16.   Main engine damage to be carefully assessed if possible Check the stern lub-oil system for loss of oil. If the aft peak can be pumped out, inspect the lower parts for deformation especially in way of the stern tube, and rudder post.

17.  Inspect the steering gear for signs of deformation around it’s base, and rudder stock. The rudder can be sighted by lifting the plate aft of the gear.

18.  At the earliest opportunity the main engine should be checked for distortion. A brief check may be carried out by turning the engine over on the turning gear, and then checking that running amps are steady, (no tight spots). As soon as time permits a full set of crankshaft deflections should be taken and compared with previous readings and manufacturers’ limits.

19.  Inspect steering gear and carry out a function test.

20.  Consider preparing the Emergency Towing gear forward and/or aft if required.

On the Bridge, all information is to be recorded accurately and chronologically in the Deck Operations Log.  Initially, speed, course, log, time of grounding, and position are of paramount importance. Mark the course recorder and the Bridge telegraph logger at time of impact. All events following the grounding must be recorded. Make any drawings or sketches immediately after the grounding whilst they are fresh in the mind. Note course, speed and angle of contact. Any witnesses names should be recorded.  All charts and positions leading up to the grounding are to be retained. Similarly events are to be recorded in the Engine Room Movement Book.

If a Pilot is on board at the time of the grounding assess requirements that may be available. If tugs were fast, then a sketch of where they were and what they were doing at the time of the incident is important, (push/pull and direction of thrust). If Pilot and/or tugs were not on board but are available, then the use of same should be considered.

In the Engine Room, sea suctions will be checked, as will the plant for any damage. If possible the propeller will be checked for any damage. Check the tail shaft for any loss of oil.

If the hull has been breached, then pumps should be utilised in order to minimise any pollution, and to transfer the cargo to intact compartments. Once the ingress of water and or outflow of water/cargo has stabilised then a full assessment of the actual cargo loss must be made.

The use of Lloyds Open Form should be considered.

Subsequent events will include but are not limited to the following :-

1.     Make a full written report to Owners and Charterers.

2.     Call in P+I and Class at the first available opportunity.

3.     Entries in the Official Log Book will be required.

4.     Report of a Shipping Casualty will need to be made up.

5.     Note the time of refloating to interested parties.

It should be noted that prior to the vessel coming astern then the full effects of refloating must be considered. A full record of the current situation is to be entered into the ships loading computer, and the effects upon damage stability noted. The utmost caution is to be exercised in this respect.

If there is any Media involvement then all queries must be directed through the Master. Under no circumstances are any statements or comments to be released to the Media without the express authorisation of the Master or Owners.

For cause D+A testing for appropriate personnel may be required for defence purposes.

Additionally

Should the vessel whilst underway experience unusual shaking, vibrations of the hull, unexplained movements, or changes in engine conditions, it may be suspected that the vessel has “touched bottom”. Procedures should be initiated to ensure that the vessel is intact and that there is no leakage.

·                          Consult charts and check depth information.

·                          Monitor any rapid change in speed, or engine performance.

·                          If the vessel has a pilot onboard, determine a possible reason.

·                          Check the accuracy of the vessel’s position by alternative means.

·                          Check for visible oil along the hull, or in the wake of the vessel.

·                Take ullages / soundings of all compartments and levels compared with the most recent records. Indiscriminate opening of ullage / sighting ports must be avoided as loss of buoyancy could result.

·                Isolate any penetrated compartment by ensuring that all openings are properly secured.

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