L

I
CONTENTS
PLANNING"'''''
ANDEMERGENCY
CONTINGENCY

FAILURE
MACHINERY
INVOLVING
EMERGENCIES

" '48
OF FLOODING
BRIDGEINFORMED
CARGOAND STABILITY EMERGENCIES "'' 49
,.,....-....,
- Cargo
C o n t i n g e nac cy t i o n .... .49
Contingency action- Stability.

ENiIERGENCIES
PASSENGER .50

PART|NGO F L | N E SA N DT O W R O P E S . . . . . . . . . . . . . . . . . ..... .......... 51

Prevention ..... . .51
Emergency Parting of MooringLines: ........ 52
...........-
emergency Partingof Towline: ...................... -.......- '52

p t R A c YA N DA R M E DR O B B E R Y . . . . . . . . . . . . . . . . . . . ... . 5. .4. . .
GeneralPrecautions to be Taken .. . . ....... ........ .54
SomeKeyConsiderations . .....-.. .55
A t t a c k e rosn B o a r D . . . . . . . . . . . ..... '56
Reportingan Attack/Piracy/Armed Robbery. ......... . 56

ABANDONSHIP.
 NationalVocatidtalQualifications

F ORM VO
UNDE RP I NNINKGN OW L E D GE
OUTCOMES
LEARNING

WN4.1 Emergency Procedures

WN4.1.1 Know the meaning and type of alarms fitted to bridge equipment' and know the
action to take in the event of malfunction or failure of bridge equipment

(a) Callingthe Masterandcomplyingwithorders

(b) Communicatingwith others
(c) Safety of the vessel
(d) Action to take followingalarm indicatingfailure of:

(i) Navigationlights
(iD Navigationaids
(iii) Compasses
(iv) Autopilot and steeringsystems
(v) Bridge control or Engine Telegraph

WN4.1.2 Know the contingency plans and action to take as OOW in the event of
I emergencies at sea or in poft as applicable, including

(a) Mainenginefailure
(b) Steeringgearfailure
(c) Man overboard
(d) Fire
(e) Dragginganchor
(fl lmminentcollisionandcollision
(S) Strandingand grounding
(h) Flooding
(i) Passenger and cargoemergencies
0) Stabilityemergencies
(k) Partingof linesandtow ropes
(l) Piracy,terroristactivity,armedrobberyand othersecurilyissues
(m) Abandonship

In eachcasethe followingis to be includedin compliancewithshipboardcontingency

plans,standingordersand companyinstructions and guidance:

(i) Precautionsfor the protectionand safetyof personson board

(ii) Initialactionsand response
(iii) Communications and signalsrequired
(iv) Procedures to be followed
W N 8 . 2A n c h o r i n g a n d M o o r i n g

WN8.2.1 ( R e v i s i o no f S O 6 . 1 . 1 )
Know the safety precautions to be observed when secuing the vessel when
mooring and anchoring 1..

(a) Relevantsectionsfrom MerchantShippingand HSE Regulations, M Notices,

Codeof SafeWorkingPractices for MerchantSeamen,Companyregulations
and requirements, recommendations
Manufacturers'
(b) Personalsafetyequipmentand [Link] of sufflcienlpersonnel
[Link] [Link] mooring
ropesunderstrain
(c) Safeoperationof winches,windlass,drumends,tensionwinches(manualand
self{ensioningmode),capstansand self-stowing ropes
(d) Preparationof deckmachineryfor operationin all temperatures

WN8.2.2 (Revisionof SO 6.1.2)

Knowledge of anchors, cables and associated gear

(a) Typesof anchorin commonuse on merchantvessels

(b) Partsof anchors,use of anchorbuoy
(c) Spurlingand hawsepipe
(d) Connection and markingof [Link] connections
(e) Bitterend and slippingof cable
(0 Bow stoppersand othersecuringdevices
(S) lmportance of, and methodsof ensuringwatertightintegrity
(h) The securingof anchorsand cablesfor sea
(i) Lights,shapesand soundsignalsfor vesselsat anchor

WN8.2.3 Know the use of anchors sufficient to ensure that the OOW could undeftake
duties involved in coming to a single anchor

(a) Anchoringterminology
(b) Safeuseof machineryusedwhenanchoring
(c) Safetyprecautions to be observedwhensecuringthe vesselat anchor
(d) Preparationsfor anchorangwitha singleanchor
(e) Factorsaffectingthe amountof cable to use
(0 Communicationsduringanchoringoperations

WN8.2.4 (Revisionof SO 6.1.4)

Knowledge of mooring teminology and the mooing sysfems of vaious ship
types

(a) Headand stern ropes,breastropes,towingsprings,back springs

(b) [Link] slipwires
(c) Mooringbitts,fairleads,Panamaleadsand rollerleads
(d) Communicalions and keepingmooringsclearof thrustersand propellers

WN8.2.5 (Revisionof SO 6.1.5)

Know the characteristics, safe handling and use of ropes used in mooing

(a) Safeuseof naturalfibre,man-madefibre,wire and combinationropes

(b) Correctuse of knots,splices,bends,hitchesand stoppers
(c) Procedures makingfastto [Link] buoys,single
pointmooringsand exposedlocationbuoys
(d) [Link] quay
(e) Useof fendersand overboarddischargecovers
(0 Securingthe mooringareaon departure
UNIT14 : Responseand Communications
Emergency

Unit Value:1

Unitlevel:

Unit code:

DESCRIPTION OF UNIT
\
This Unit is aboutdevelopinga knowledgeof he correctproceduresto be followedin responseto
emergenciesand distresssignalsat sea lt is also about the actionto take when language
difficultiesariseand the abilityto transmitand receiveinformationby [Link] is primarily
intendedfor candidateswho intend to seek sea-goingemploymentas a MerchantNavy Deck
Ofiicerhoweverit couldbe studiedbv someonewith an interestin the subiectarea.

SUMMARY OF OUTCOMES

To achievethis unit a studentmust:

1. Explainhowto followcontingencyplans in the event of emergencies

2. Explainhowto respondto distresssignals

3. Use proceduresto communicatewhen languagedifficultiesarise

4. Transmitand receiveinformation
by visualsignalling
Content

1. Contingency plans in the event of emergencies

Explsin the action to take in the evenl of malfunction or failure of bridge equipment
Including:
a) callingtheMaster andcomplying withorders,
b) communicating with othersandsafetyofthe vessel
c) actionto takefollowingalarmindicating fai\f:
\
(vi) Navigationlights \
(vii) Navigationaids
(viii) Compasses
(ix) Autopilotand steeringsystems
(x) Bridge controlor EngineTelegraph

Explain the conlingenc! plans and oction to tahe as OOW in the event of emergenciesul sea or in
porl as applicable, including:
(n) mainenginefailure
(o) steeringgearfailure
(p) man overboard
(q) fire
(r) dragginganchor
(s) imminentcollisionand collision
0) strandingand grounding
(u) flooding
(v) passenger and cargoemergencres
(w) stabilityemergencies
(x) partingof lanesand tow ropes
(y) piracyand terroristactivity
(z) abandonship
ln eachcasethe followingis to be includedin compliance
withshipboard plans,
contingency
standingordersand companyinstructions and guidance:
(a) Precautionsfor the protectionand safetyof personson board
(b) Initialactionsand response
(c) Communications and signalsrequired
(d) Proceduresto be followed

2. Respond to distress signals

Recognise Dislress, Urgency and Safety signals contained in the Annex IV International
Regulations for Prevenling Collisions at Sea, SOI-AS, IAMSAR Manual, Annual Summary
Admirslry Nolice lo Mariners Notice No.4for:
(a) Shipsin Distress,
Statutory
Distress EPIRBs
Signals, andSARTs
(b) Radiowatchforandreception ofdistress
signals
(c) Sunken submarine
(d) Aircraftcasualties
at sea
(e) RT Distressprocedure
(0 Instructionsto lookouts
 Explain how to communicsle wilh lhe distressed craft in occordance with Intemotionsl
Regulations antl procedures regarding lhe action on receiving u distress signtl, the recording of
the tlistressmessageand utmmunicalions rc per IAMSAR manual:

Exploin how tu ohloin information on the posilion and nature of lhe dlstress, including:

componentof the distressmessage,

D) position,natureand kindof assistance
identification, required.
otherinformation,andthe techniqueof homingon radiosignals

Explain the furlher action required to compl! reith conlingenq) planning on{l master's
instruclions,
including:

(a,l IAMSAR manual:Action by assistingships

(b) Immediateaction. Proceedingto the areaofdistress
(c) On [Link] casualtiesat sea
(d) Followa contingencyplan

The generul orrangementsfor search ond rescue, including

(a) The Global Maritime Distressand Safety system
(b) aroundthe coastof
which may be givenby authorities
ln additionto ships,the assistance
the UnitedKingdom
(c) Ships'Positionandreportingsystems

3, Procedures
UseIMO Standard MarineCommunication Phrases
CodeofSignalsto communicate
[Jsethe Intemational whenlanguage difficultiesarise
Explainthe contentofcurrentM Noticeson phrases
andcodesto aid communication

4. Visualsignalling

Sendand receivesignalsin the "lnternational

Codeof Signals,including
(a) Send and receive in
signals codebylight
Morse
(i) Receivetwentylettersand numbersin a periodof two minutes
(iD Transmitleftersand numbers
(iii) Morsesignalling procedures
(b) of all codeflags
The recognition
tcl Singlelettermeaningsof codeflags
(d) Distresssignals
(e) Useofthe phoneticalphabet
(f) Encodinganddecoding messages
(g) Proceduresasdefinedin thelntemational
CodeofSignals
(h) Recordsofsignalsaracomplete, accurate andprocedures
andcomplywith guidelines
 Oul(omesand assessm€nt
criteria

Outcomcs Asscssmcnt
criteri:l
'I
o achieveeachoulcomea studrnl must dcmonslrrtethe
abilitv to:

1. Exolain how to follow . explain the oclion lo toke in lhe evenl (t molfunctionor
contingency plans in failure of bridgeequipment
the event of
emergencies . explain the contingencyplans and action to take as
OOW in the eventof emergenciesat sea or in port

2. Explain how to respond . recognisedistress,urgencyand safetysignals

to distresssignals
o explainthe actionto take in responseto a distresssignal

o explainthe generalarrangements
for searchand rescue

3. Use procedures to . use sourcesof phrasesand codesto communicate

when
communicate when arise.
languagedifficulties
I languagedifflcultiesarise
;

4. Transmit and receive send ond receive signals in Morse code by light
information by visual
signalling send und receive signals in the "Internalional of
Signals"
(;uidance

Generating evidence
Outcome1 couldbe assessedby meansof a closedbooksampledassessment whichshouldinclude
at sea and
of equipmentand the actionto takein one emergency
two differentfailuresor malfunction
one In pon.
Outcome 2 could be assessed by a combinationof short answer and oral questions on the
general arrangements for search and rescue and the recognition of, and response to
distresssignals.
Outcome 3 couldbeassessedby meansofa practical ontheuseofStandard
exercise MarineCommunication
PhrasesandthelnternationalCodeofSignals.
Outcome 4 could be assessed by means of a practical exercise on the use of the Morse code
and InternationalCode of signals.
Outcomes3 and 4 may be combinedfor assessmentpurposes
Outcomes in this unit will feature in an integrativeassignmenton Coastal Navigation

the knowledge
integrates
Unit13 BridgeWatchkeeping in
and skillsdeveloped
thisunit
R€sources
Statutorypublications
on Searchand Rescueand communications

Delivery
The contentof this unitforms partof the underpinning
knowledgefor the N/SVQ
MarineVesselOperationsand reflectsthe contentof internationalStandardsof
TrainingCertification
andWatchkeeping (STCW)as amendedin 1995

The knowledgeand skillsacquiredin this unitwill be practisedextensively

at sea so thatthe
gainedcan be utilisedin Unit32 EmergencyPlanning.
experience
 AND EMERGENCY
CONTINGENCY PLANNING

TEAMWORK

llvlo Resolution285 requiresthat the OOW'ensuresthat an efficientlookoutis maintained'but

concedesthat'theremay be circumstances in whichthe officerof the watchcan safelybe the
sole lookoutin daylight.'

However:'Whenthe officerof the watch is actingas the sole lookouthe must not hesitateto
summonassistanceto the bridge,and when for any reasonhe is unableto give his undivided
attentionto lookoutduties,suchassistancemust be immediately available.'(AnnexB 2.) lt is
normalpracticeto havewatchkeeping personnelworkinganthe vicinityof the bridgewherethey
can be calledshouldthey be [Link] nightthe lookoutis normallyon the bridgecarrying
out his exclusivelookoutduties

Undercertainconditionsthe OOW may be the only personactivelyengagedin the navigationof

the ship. The steeringmay be in automaticand the lookoutengagedin dutiesaroundthe
bridge area. When there is no apparentcall for teamwork;the OOW will be personally
responsible he will be requiredto workwithina
for all aspectsof safe [Link],
frameworkof standingand specificordersso that the Masterwill be confidentthat the watchis
beingkeptto his,and the company's, standards.

The singlewatchkeeperstatusmay changeat short notice. lf the OOW becomesengagedin

dutieswhichrequirehim to forgo his obligationsas lookoutthen he will haveto call his team
membersto takethat role. Herewe havethe firstbasicsof teamwork.
I
duties:
of the OOWto ensurethatthe seamanassignedwatchkeeping
It is the responsibility

1. Has been properlyinstructedin lookoutduties,and understandswhat is expectedof

.+
him.

2. Knowshowto reportobservations.

3. clothedand protectedfromthe weather.

ls adequately

4. ls relievedas frequentlyas necessary.

The watchkeeping officermay requirea man on the wheelin additionto the lookout. lt is the
responsibilityof the OOW to see that the vesselis safelyand efficientlysteered.

We are now in a situationrequiringa fair amount of organisationand cooperation. The watch

officer still has the responsibilityfor the watch but has to use and rely upon the assistanceof
two other people. lt is his responsibilityto ensure that they are aware of their duties and carry
them out in a mannerwhich will satisfythe standardsof [Link]
person,in this case, shouldfind the duties particularlyonerousor difiicult,the watch officerstill
needs to ensure that orders are correctly followed - eg helm orders are complied with as
required,not as the helmsmanthinksfit.

Undercertaincircumstances the OOW may find it is necessaryto call the Masterto the bridge.
requiresthe presenceof the Masteron the bridge,or the
This may be becausethe pre-planning
Master'sstandingor night orders have required him to be called under the developing
circumstances, or becausethe OOW has realisedthat the situationneedsthe experienceand
exoertiseof the Master.
Callingthe Masterto the bridgewill not transferthe conn from the watch officerto the Master.
Untilsuch time as the Masteractuallydeclaresthal he has the conn,the OOW must stillcarry
out his dutiesas he was priorto the Master'[Link] Masterhas takenthe conn' and
the eventlogged,thenthe watchofficermovesinto a supportiverole,but is stillresponsible for
the actionsof his watchmembers.

team [Link] will,

It is now necessaryto definethe role of the individual
to a largee)dent,
depend upon the individuals involvedand the practiceof the ship,but unless
each individual'srole is understood by all involved,there will be overlappingor a possible
ignoringof certain functions,Teamwork will depend upon the followingrole suggestionsbeing
carriedout.

The Master controlsmovementof the vessel in accordancewith the Rule of the Road and
recommendedtraffic schemes, regulates the course and speed and supervises the safe
the overallwatchorganisation.
and supervises
navigationof the vesseland co-ordinates

The Watch Officer continuesto navigatethe ship reportingrelevantinformation to the Master,

ensuringthat suchinformation is [Link] will fix the vessel'sposition,and advisethe
Masterof the [Link] [Link] will monitorthe executionof helmand engine
orders,co-ordinateall internaland externalcommunications, record all requiredentries in
logbooksand performotherdutiesas requiredby the Master.

The lookoutand helmsmanwillstillbe carryingout theirduties,as above.

Undercertaincircumstances, the Mastermay considerit necessaryto havethe supportof two

navigatingofficers- one as OOW,the otheras backup. The Master'sresponsibilitieswill be as
of the tlvo officerswill requirecarefuldefinition.
above,but the responsibilities

It is obviousthat a scenariorequiringtvvowatchofficerssupportingthe Masterwill indicatethat

the ship is in a very highrisksituation.

Probablefactorswill be:

1. Narrowmarginsof safetyrequiringverycarefultrackmaintenance.

2. Reducedunderkeelclearance.

3. Heavytraffic.

4. Poorvisibility; of similarfactors.
or any combination

The OOW will still carry out his dutiesas definedaboveand be generallyresponsiblefor the
normalrunningof the watch.

The additionalofficer'srole will be to provide the Master with radar-basedlrafiic information, -

and to give generalbackupto the oow on the [Link] includeprovidingthe ooW with
extra navigationalinformationas required,confirmingimportantnavigationaldecisions,and
copingwith bothinternaland externalcommunications.
It is difficultto establishhard and fast rulesabouthow the tasksof the bridgeteam shouldbe
distributed. lt will depend upon the abilitiesand charactersof the personnelinvolved,the
circumstances requiringthe additionalpersonnelinvolvementand the layoutof the bridge. The
importantthing to bear in mind is that each memberof the team knows the role that he is
requiredto carry out and the roles of other membersof the team. As statedabovethis will
precludeunnecessaryduplicationof tasks and, more importantly, ensurethat othertasks are
not ignoredor overlooked.

FLOW
INFORMATION

A typical informationflow when approachingpilotagewaters

INFORMATIONFLOW BETWEENTHE CONN (MASTER),OOW, ADDITIONALOFFICER,

LOOKOUTAND HELMSMAN

or regroupingof personnel.
flow may be modifiedby bridgedesign,automation
This information
The informationdemands, however, remain the same.
 Calling the Master

The officer of the watch should notify the master immediatelyunder any of the following
circumstances:

(a) to the levellaiddown in the master'sstandinginstructions;

if visibilitydeteriorates

(ol if the movementsof othervesselsare causingconcern;

(c) coursedue to heavytrafficor to meteorological

in maintaining
if difficultyis experienced -
or sea conditions;

(d) on failureto sightlandor a navigationmarkor to obtainsoundingsby the expectedtime;

(e) or if an unexpectedreduction
if eitherlandor a navigationmark is sightedunexpectedly
of soundeddepthoccurs;

(0 equipment;
on the breakdownofthe engines,steeringgearor any essentialnavigational

(S) if in any doubtaboutthe possibility

of weatherdamage;

(h) in any othersituationaboutwhichhe is in doubt.

Despitethe requirementto notifythe masterimmediatelyin the foregoingcircumstances, the

officerof the watchshouldnot hesitateto take immediateactionto ensurethe safetyof the ship
whenevercircumstances require.
SHIPBOARDEMERGENCIES

MALFUNCTIONOR FAILURE OF BRIDGEEQUIPMENT

The Officerof the Watchneedsto be ableto copewith unexpected failuresof equipmentand be

arrangements
ableto effectalternative if neededwith due regardto the safetyof the vessel.

In this sectionwe will examinesome of the possiblefailuresthat the officermay be facedwith

and the actionthat heishemaytake:

. NavigationLights- mostvesselshavebothmainpowerlightsand emergencylightsthat are

batteryoperated. In the eventof navigationlightfailurethen almostcertainlyan alarmwill
soundand an indicatorlightshowwhichof the lampshavefailed,the officershouldinitially
switch over to the batterylamp (usually24volt system)and effect replacementof the faulty
mainlamo.

Shouldthe lightremainextinguishedfor any lengthof time - morethan a few minutes- then

the Mastershouldbe informedand a notemadein the log book. The Masterwillthen make
the necessarydecisionas to what the next courseof actionmay be. lt may simplymean
that a more diligentlookoutbe kept and approachingships informedor it may involvea
warningmessageoverthe radioto nearbyvessels.

. Aids- at all timesthe positionof the vesselshouldbe ascertained

Navigational by morethan
one method. This beingthe case then a failureof one systemwouldsimply mean that the
back-upcouldbe useduntilrepairseffected.

An entryshouldbe made in the logbookand the [Link] may even be that the
occur.
Masterhas alreadywrittenordersin the BridgeOrderbookshouldthiseventuality

. Gyro Compass- the gyrocompasscan only operateif it has a supplyof power. Shouldthis
powersupplyfail for any reason,even for just a short time, then the performanceof the
compasswill be [Link] power-break alarmand the officerwouldmake
alternativesteeringarrangements- most probablyby usingthe magneticcompassand in
handsteering- mostauto-pilots
are gyrodriven.

Againan entrywouldbe madein the logbookand the Masterinformed.

disruptionnot only to
It goes withoutsayingthat the initialfailurecouldcauseconsiderable
the steeringarrangements equipment
but also all of the associated that is suppliedby the
-
compass radars,courserecorders,navigational instruments,
repeaters,
etc.

. MagneticCompass- this compassis mainlyusedas a back-upsystem;if it wereto fail then

steeringby Gyro would be the first option,steeringby fixed visibleobjectsthe second.

o BridgeControlor EngineTelegraph- this wouldentailrevertingcontrolof the enginesback

to the engine room, orders being relayed either by back-up systems or internal
communicationinstallations.

Againthe Masterwould be informed,an entry in the logbookmade,and repairsinitiatedat

the earliestopportunity.

10
EMERGENCIESINVOLVINGMACHINERYFAILURE

Mostmachineryfailureswouldleavea vesselpartlyor fullydisabledat sea. Onceway is lost,a

vesselwould lay beamonto sea and couldstartto roll [Link] shallowwaters,vessels
should considerusing the anchor to hold positionclear of dangers and to effect repairs.
Anchoring,in mostcases,will bringthem headto wind as well.

in deepwaters,anchoringis not an [Link] madeto

In opensea conditions,
bringvesselheadto wind to minimisethe effectsof rollingand makethe repairprocesseasier.
The followingmethodscan be considereduseful.

. Lowerone or both anchorsin the water,usingtwo to four shackles. The drag effectmay
help to keep the vesselhead to wind. (The lengthof cable will dependon verticallifting
capacityof the windlass. Shipsup to len yearsold shouldbe able to liftfour shacklesplus
the weightof the [Link] capabilityis likelyto reducedue to wear and tear.
Currentverticalliftingcapacitycould be obtainedfrom the Chief Engineer,the vessel's
plans,the Chief Officer'spast anchoringexperienceon board the vessel,the Master's
experienceof the vessel,and old log bookentries.)

. Ballastforwardend and createa wind waneeffectby raisingthe stern. The followingpoints

need to be consideredcarefully. lf the vesselis fully loadedand down to her marks,an
increasein foMard draughtwill decreasethe bow height - load ltnesare assignedon the
basis of bow heighton most vessels. lf the vessel is in ballast,she has alreadygot the
forwardtanks ballasted- in this case considerdeballasting the aft tanks,not forgettingthat
vesselshave significant trim by the sternin ballast. Will the reductionin ballastbe enough
to causea trim by the head,and willthe shipbe over-stressed longitudinally?

BRIDGE EMERGENCIES- OOW ACTIONS

Main Engine Failure

In the event of a main enginefailureemergencyserviceswill be activated,althougha short

delaymustbe anticipated in the majorityof [Link] Master
shouldbe informedat the earliestpossibletlme of the reason,and kept updatedwith regardto
the state of reoairs.

With regardto the ship handlingpossibilities followingloss of power,immediateactionsby the

Officerof the Watchcouldbe extremely beneficial,dependingon the ship'sposition,geography
and of coursethe prevailing weatherat the time. lt may be possibleto maximisethe use of
headwaythat the vessel will carry prior to the ship stoppingin the water. Alternativelythe use
of anchors,if depthallows,may also be a prudentaction. Deepwateranchoringmay becomea
viable option,to preventdrift towardsa lee shorefor instance,

In any event Not Under Commandsignals/lights should be displayed,and, dependingon

circumstances,an Urgencysignalmay also be a [Link] Masterwill call
for an assessmentof the situationregardingthe stateof repairs,and futureactionswill depend
greatlyon what can and cannotbe carriedout by way of [Link] use of a tug may become
a primaryconsideration.
 A positionshouldbe placedon the chartand the rate of [Link] may not be an
easytaskfor watchofficerswho couldwell be leftwithoutpowerto inslruments, and out of sight
of visualtargets.

MAINENGINEFAILURE

. Informmaster,Chiefand DutyEngineer
. Display"NotUnderCommand"signals
. Commencesoundsignalling
o Plotand recordpositionof vessel
. Broadcastmessageto vessels in the vicinity,coastguardand port authority,if
appropriate
. SECURITEif vesselin oceanor openwaters,well awayfromtraffic
. URGENCYif vessel likely to drift towards danger, is within busy
shippinglanesor encountering severeweather
. DISTRESSif vessel10 milesor lessfromthe coastand experiencing
on shorewind
. Informemergencyresponseteam ofthe company
. Noteexistingcurrent,tidalstream,windand weather
o Make use of headwayand steer vesseltowardssafety
. lf likelihoodof runningagroundexists, raise generalalarm and initiatepollution
controlmeasures
. Estimateof time availablebeforethe vesselstandsintodanger
. Rig fendersif closeto othertrafficor obstructionsin port
o Dependinguponlocation,takefollowingactions:
. lf in shallowwater,preparefor anchoring
I . In harbourcalltugs immediately, if not alreadyalongside
' In ocean,open and coastalwaters,preparevesselto be towed
. In openwaters,stay head to wind
. Enquireaboutproblemsand progresson restoringpower,from ChiefEngineer
. Reviewwatch-keeping arrangements resource
in linewith immediateand anticipated
requirements
. Maintaincontactwith company'semergencyresponseteam, and notify company
when normalconditionis [Link] incident.
STEERINGGEAR FAILURE

lf steeringgear fails, the OOW should immediatelyengage alternativeemergencysteering

[Link] engineroom shouldbe informedand the Masterinformedof the situation.
The watch officershouldexhibitNot underCommandsignals/lights and if appropriatesound
"D" or "U" to warn other shippingof your predicament,
until the vessel'ssteeringis
signals
resumed.

In the event of emergencyand auxiliarysteeringsystemsbeing lost, the vesselwould most

certainlyhaveto be stopped. In this situationa navigationwarningand/orreportmay become
necessary, dependingon shipsposition,eg TSS, EnglishChannel.

. Engageemergencysteering
. InformMaster,Chiefand DutyEngineer
. Display"notundercommand"signals
. Commencesoundsignalling
. Broadcastmessageto vessels in the vicinity,coastguardand port authority,if
appropriate
. SECURITEif in oceanor ooenwaters
. URGENCYif closeto dangers
. Plotand recordoosilionof vessel
. Informemergencyresponseteamofthe company
o Noteexistingcurrent,tidalstream,wind and weather
. Estimatetime availablebeforevesselstandsintodanger
o Manoeuvreengineto takeway off
. Dependinguponlocation,takefollowingactions:
. lf in shallowwater,preparefor anchoring
. ln harbourcalltugs immediately, if not alreadyalongside
. In ocean,openand coastalwaters,preparevesselto be towed
. Enquireaboutproblems,and progresson restotingpower,from ChiefEngineer
o Reviewwatch-keeping arrangements resource
in linewith immediateand anticipated
reouirements
. Maintaincontactwith company'semergencyresponseteam and notify company
when normalconditionis [Link] incident.

heading:
Consideralternatemeansof maintaining

Twin screwvessel- maintainrevolutionson one engineand increaseor decreaserevolutions

[Link] shouldonly be attemptedin clearwaters.
on the otherto maintaina reasonable

Vessel with bowstern thrusters - use lhrusters to control head/stern of the vessel. lt is
restrictedby maximumspeed of the vessel up to which thrustersare effective.

Jury steering arrangement- This is effectivelyachieved on vessels with lifting gear (cranes,
[Link]).
 *,""",
Derric9orCranes

j
eutx
|F-1 [__J
"

Derricksor cranesmay be arrangedin a butterflyrig. Two large bulk bundlesare prepared,

using mooringrope coils,largefenders,or barrelsfilledwith water. These bulk weightsare
suspendedfromeachderrickor crane,on bothsidesofthe [Link] ensurethattheywillstay
immersedin the water when lowered,a preventershouldbe attachedleadingforward. This
_pteventerwill restrainthe bulkfrom movingaft due to forwardmotionof the vessel,and hence
---G+ them under the water. lf they are n6t preventedfrom moving aft, they will remain afloat
due to vessel'smotion. Loweringand raisingthesebundlescan maintainvessel'scourse. The
bundleon the side to which coursealterationis intendedshouldbe lowered. To counterthe
swing,the bundleon the side oppositeto the swingshouldbe [Link] only one
craneor derrickwill haveto raiseand lowerbundleson the desiredsideby slewingthe boom.
I
It is arguedby some that this methodis only applicableto vesselswith liftinggear and that
gearlessvesselscannotuse this method. This is not true. A good seafarercan alwaysmake
use of availableresourcesin a Dositive
fashion.

On a gearlessvessel,heavy-dutysteel blocksshouldbe riggedon eitherside at mid length.

Wires requiredfor raisingand loweringbulk shouldbe lead to mooringwinches. Preventers
should be led forward. In this case'bulks'will remainnext to the ship's side. lt may be
necessaryto lowerbulksdeeperand for longerto get the desiredeffect.

Pointfor riggingblock

Preventer-,--r

14
These methodsshouldonly be employedin openwatersand tug assistanceshouldbe sought
waters.
throughcoastaland constrained
for navigation

It is importantfor the marinerto understandwhat part of the steeringgear is at the root of the
[Link] marinerwill cometo knowaboutproblemswithsteeringgear,when:

. vesselswingsout of controlledheading
. off coursealarmsounds
. helmsmanreportsproblemswithmaintaining headingor abilityto steeras required
. steeringgear powerfailureor any associatedalarmsounds

The firstthingthe OOW woulddo is to changeto handsteering,if in auto. Changeof steering

motorswill also be tried out. lf stillwithoutsuccess,the emergencysteeringwill be engaged,
and the duty engineerwill be notified. As a last resort,the vesselshouldbe steeredfrom the
steeringgearcompartment usinga soundsystemof communications.

The reactionof the ship to helmappliedand the positionof rudderangleindicatorwill also be

checked. lf the bridge rudderindicatorshows movementand the vesseldoes not respond,
visualinspectionof the steeringgear [Link]
the problemscouldbe with rudderstock or the rudderitself(droppedoff perhaps).
(fractured)

A vesselhavingcompletelyloststeeringcapabilities either
will haveto havetowageassistance,
from tugs or anothervessel. Anothervesselmay be deployedto act as a poweredrudder
tetheredto the sternof the strickenvessel,or by towingalongside.

15
In any incidentwherea man is lost oversidethe immediatetendencyis for the shipto returnlo
the datum positionby one of the severalmanoeuvresconsideredappropriate,ie Williamson
Turn,SingleDelayedTurn,Elliptical Turn or ShortRound. lt is usuallyinitiatedwhenthe man is
seento fall,and the subsequentalarmraisedsimultaneously. DON'TPANIC

that he or she is recoveredas quicklyas [Link]

lf a personfallsoverboard,it is imperative
the personis observedfallingoverboard,then the recoveryoperationcan be executedquite
[Link],however,it is discovered that a personis missingaftera periodof time. A
thoroughsearchof the ship and questioningof crew will followafterwhich it may be decided
that the personhas gone overboard. In this case, the vesselwill have to be turned round,
returnedon the sametrackfor a certainlengthof time,to searchthe mostlikelyarea.

As OOW your immediateactionsshouldbe to

. Releasea lifebuoywith light,flareor smokesignal

. Take avoidingaction

. Manualsteeringto be engaged

. Notepositionof lifebuoyas searchdatum

o lnformMaster

Informengineroom

Postlookoutsto keeppersonin sight

Manoeuvreshipto recoverperson,as recommended

on WheelhousePoster

Soundthreelongblastsand repeatas necessary

Assemblerescueboat'screw

. Plot positionof vessel relativeto personoverboard

. Makevessel'spositionavailablein radioroom,and updateas necessary

. Broadcastman overboardwarning

. Hospitalmadereadyto treatfor shockand hypothermia

. Obtainupdatedweatherreport

Thereare four methodsof turningthe ship in a man [Link] firstand probably

the most popular,is the WILLIAMSONTURN,whichshouldbe executedif the ship is to arrive
visibility.
usefulat night,or in restricted
backalongit'strackafterthe turn. Particularly
 TURN- OPERATION
WILLIAMSON

To performlhis manoeuvre, is put hardoveral

the helmiS at tull
full Speed,
speed,allowlngthe vesselIo
allowingtne to swrng.
swing.
When the course 60", the helm is immediatelyput hard over in the opposite
rse has altered60o,
direction,untilthe vesselis on a reciprocalcourseto her originalcourse. The vesselis then
----\ steadiedon this reciprocalcourse,and shouldbe on her originaltrack

Fig. 1 WilliamsonTurn

1..-
l \

\-(
Midships I \
and Steady I
I I
I
+
I

T .,,'
60' .--'-,/t Hafd to port
r \ /
\, tz
l ,

I
I

'person
/ \
-r-
/ \ Hardto starboard

The advantagesof thisturn havebeenidentified:

. to returnon a reciprocalcourse,

. it alsoallowsfor the sternto moveawayfromthe personin the waterreducingthe

dangersof propellerinjury.

However,duringthis manoeuvrelookouVshaveto be placedin a positionthat

providesa 360 ' view,as whenthe vesselperformsthe Williamsonturnsthe MOB is
asternof the vesselfor a largeperiodof time.A goodkeenvisualcontactshouldbe
maintained throughout.
 SINGLE DELAYEDTURN

Thismanoeuvremay be employedif the personin the wateris visibleor, at least,thereis visible

indicationof the person'[Link] manoeuvreinvolvesa delayof 1 minutebeforeputting
the wheel hard over and allowingthe vessel to turn in a circle before steadyingfor the
aDDroach.

Fig. 2 Single DelayedTurn

I
^ v
I I
I I
I Reducespeed

\
t\

@'QL- lvlidshipsand steady

A
I
ELLIPTICALTURN

This manoeuvrealsoshouldonly be attemptedif the positionof the personis visible. lt involves

turningthe ship through180'thenfollowingthat courseuntilthe personis 30oabaftthe beam
At that time,the helm is put hardover againand the vesselturnedto effectthe [Link]
onlyadvantageto this operationis to allowa slightlylongertime for the engineersto preparefor
enginemovements.

Fig. 3 EllipticalTurn
--)--

1-l l\4idshipsand steady

\/

I
t v
I
I \
I
Hardto . l i
starboard -
/
L.f
\ @ \ l Hardto starboard
I II Reducespeed
I r -tl-
r i \

i,i' I
I
I
I

I v
I
^''
Midshipsand
/
- l '\
t
\ steady
r\
t l
I V
ff
\
\
--)

\r-
\..'--- ./
TURNINGSHORT ROUND

An alternativemanoeuvreis to turnthe vessel'shortround',whichcan be deployedif the vessel

is in confinedwatersand is alreadyon manoeuvringspeed.

In the four methodsof recovery,we havestatedthe manoeuvring

operations
only. Thereare,of
course,severalother actionswhich need to be performedin order for the operationto be
successful.

be positionedto the WEATHERSIDE

On all occasions,the vessel-Sheuld of the personin the
water. The boat on the leeward\sideshouldthen be [Link] recoverthe Dersonin the
water.

lf the personis seento fall overboard,the lifebuoyon the bridge-wingshouldbe released. lt

may be advisableto releasethe secondbridgebuoyto providean indicationof lineof approach,
once the ship has been turned. The light and smoke signalson these buoyswill providea
drstinctareaof searchfor the lookoutswho shouldbe detailedas soonas possible.

The mainenginesshouldbe broughtto "STAND-BY"

and a reductionof speedinitiatedafterthe
turn.

Manualsteeringshouldbe engaged,and Flag '0' displayedif appropriatei.e. by day and in

closeproximityof otherships.

Duringthe courseof the turn,the appropriateboatshouldbe [Link] entailthinking

aheadto determinehow the shiowill be stationedto createa lee.

Mostof theseactionswill not be requiredinitiallyif the ship hasto travelbackalongits previous

trackfor someconsiderable timeto reachthe pointwherethe missingpersonis believedto be.

Manyvesselshavea facilitybuiltintothe navigational aids on boardwherebythe pressingof a

buttonon the consolewill put a markeron the displayor electronicchart. lf a personis seento
fall overboard,the activationof this buttonwill establisha datumfrom whicha searchcan be
initiated.

In the event that the casualtyis not found,the MERSARmanualrecommendsthat a sector

searchpatternis [Link],the timefactorfor the man in the wateris criticaland any
searchpatternshouldreflecta smalltrackspace(leg length). lf the speedof the vesselis also
consideredwhilethe searchis ongoing(probablyabout3 knots)then the reasonfor shortleg
lengthsis directlyrelatedto the well being of the casualty. When conductinga sector search,
Mastersmay well considerleg lengthin time as opposedto distancee.g. 10 minutesawayfrom
datumat any one time.

With any situationwhere the vesselis turnedthrough 1800while at full sea speed,there is
bound to be a subsequentdecreasein the overall speed. In some cases the Watch Officer
could expect a reductionof up to about 30% dependingon sea state and weather conditions.
The timefactorto completethe turnwill varybut it couldbe assumedthat the OOWwouldplace
main engineson a stand-bystatusand subsequentlyreduceapproachspeedto suit rescue
boatlaunchand/orrecovery,duringthe interimperiod.

20
BRIDGEPROCEDURES

Fromthe onsetof the incidentthe Masterwill ensurethat the bridgeis placedon emergency
statusand the followingprocedures
operational followed:

Assumingthe alarmhas been sounded,the helm has been appliedto clearthe propellerfrom
the casualty,the engineroom has been placedon stand-byand the BridgeWing lifebuoyhas
beenreleased.

1. . and manoeuvrecompleted.
Connof shipto be maintained

2.\ Manualsteeringto be engaged.

3. Datumpositionplottedand relevantsearchpatternlaidon the chart.

4. Shipspositionto be monitoredcontinually.

5. postedhighand forward.
Lookoutsstrategically

6. Communications with Coast RadioStationand othervesselsin the vicinity.

established
Dislressmessage.
'O'flag displayedand sounded
7. Localsignalsmadeto informothershippingin the area:
on whistle.

8. RescueBoatturnedout and madereadyfor immediatelaunch.

L Hospitalmadereadyto treatfor shockand hypothermia.

10. Obtainupdatedweatherreport.
 CHECKLIST
MANOVERBOARD

Releaselifebuoywith lightand smokestgnalon the sidethe crewmemberhasfallenoverboard

Take immediateavoidingactionso as notto run overthe man overboard

Sound three prolongedblastsof the ship'swhistleand repeatas necessary;sound general

atarm

to maintaina continuouswatch on the man

Post a lookoutwith binocularsand instructions
overboard

Hoistsignalflag 'O'
i Commencea recoverymanoeuvre,
suchas a Williamson
turn

Engagehandsteering,if helmsmanavailable

Noteship'sposition,wind speedand directionand time

Informmaster,if not alreadyon the bridge

Informengineroom

Placeengineson stand-by

Musterrescueboat'screw
i

Preparerescueboatfor possiblelaunching

DistributeportableVHF radiosfor communication

Rig pilotladderor netsto assistin the recovery

Makeship'spositionavailableto radioroomand GMDSSstation

Makeout MAYDAYmessagefor Masterto authorise

22
FIRE

BRIDGEINFORMED
OF FIRE

raisethe alarmand EmergencyStationswouldexpect

The officerof the watchwill immediately
"Stand-By"statusand the Masterwould
to be manned. The engineroomwould be placedon
be informedof all knowndetailsincludingthe locationof fire.

The OOW would be expectedto carry out specificduties,dependenton the type of vessel
involved:

1. Automaticclosureof all fire doorscan oftenbe activatedfrom the Bridge. lf this can be
done it shouldbe done.

2. Ventilationand/orcargofans are also sometimescontrolledfrom the Bridgeor from a

[Link] shutdown as soonas possible.

3. with the wind, to

In all cases the courseof the ship should be alteredin conlunctron
reduceforceddraftwithinthe confinesof the vessel.

4. The ship'spositionshouldbe plottedand made availableto the communications

officer
priorto transmission
of an UrgencySignal.

5. The bridgewatchand the monitoringof othertrafficshouldbe conlinuedthroughoutand,

decklightingmay be switchedon.
if appropriate,

6. NUC lights/shapes
wouldbe displayed.

[Link]

This sectionis basedon the SiebeGormanInternationalMark ll modelas an exampleof a self-

containedBA. There are, of course,severaldifferentmanufacturers of BA sets and each
Droduceseveralmodels. Care must be takento observethe manufacturer's in the
instructions
preparationand use ofthe set. Theseoperationsmay differslightlyfromthe onesdescribec

The InternationalMk ll, self-containedbreathing apparatus employs two cylinders of

compressedair, in which the wearer exhalesdirect to [Link] cylindersare of a
lightweightdesignso that when fully charged,the apparatuscompletewith mask,weighsonly
38 lb. The cylindervolumeis 4 litresprovidingenoughair for the wearerfor 20 minuteswhen
engagedon hardwork. (Bothcylindershavethe samecapacity).

The amountof work beingcarriedout by the wearerwill obviouslyaffectthe amountof air being
consumedand subsequentlythe durationthat the person may remain in contactwith the
[Link] followingare guidelinessuppliedby the manufacturer:

Hardwork rale 40 minutes(twincylinders)

Moderatework rate 62 minutes
At rest 83 minutes

23