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Grounding accident & emergency response for liquefied gas carriers

If the vessel encounters a dangerous situation that may develop into an emergency, it
is extremely important that the whole crew know exactly what they should do to save
their lives and minimize damage.
The crew must be drilled to take certain actions more or less automatically. However,
nobody must act without considering the superfluous consequences. These plans
should be used actively during emergency drills.

Grounding accident and immediate action

In the event of the vessel grounding or stranding, the actions to be taken by ships
personnel will inevitably depend of the seriousness of the incident and the damage
that it may have caused to the vessels structure and systems.

For example, the grounding might have occurred under pilotage with tugs in
attendance, whereby the ship has left a channel and taken to ground on a soft sand
bank where the only damage is to the bottom paintwork and slight indentation to the
hull. Conversely it could be that the ship has run onto a coral shoal in the middle of
nowhere, head on, at full speed and occasioned substantial damage to the hull,
possibly causing severe flooding to the engine room, ingress of water to other
compartments and damage to the cargo systems, tank structure and insulation.

Action to be taken

Stop the main engine

Sound the General Alarm and muster ships personnel. Report result of muster
to bridge.

Advise the engine room of the situation

Fix the vessels position

Ensure all watertight doors and hatches are securely shut

Exhibit the lights/shapes for a vessel aground as required by the Collision


Regulations.

If applicable, advise any other ships in the vicinity of the situation on VHF Ch
16
Following the initial actions above, the following checks should be carried out to
assess the damage already sustained and to limit any further possible damage to a
minimum.
1. Sound all tanks, bilges and spaces for possible water ingress. Assess the rate of
any ingress found.

2. Check the cargo containment system for possible leakage to the interbarrier
spaces and ballast tanks. (Changes to normal readings of cargo levels, gas
detection devices and temperature probes, along with high level alarms may
assist in assessing if leakage has occurred).

3. Check for over side and internal oil leaks.

4. Check visually for any apparent hull damage.

5. Take a series of soundings around the vessel with the hand lead line, to
ascertain the likely location of the grounding in relation to the ships hull.

6. Check the vessels present draft and compare it to that prior to the stranding.

7. Attempt to ascertain the nature of the sea bed, using the hand lead and tallow.

8. Check the state of the tide and the likelihood of the vessel floating off at the
next high water.

9. Check the weather forecast, and if it is likely to deteriorate prior to re-floating.


Consider putting in additional ballast to prevent pounding and further possible
damage.

10.Check the vessels sea suctions for blockage, due to ingress of sand or other
debris.

11. Check the tail shaft for oil loss.

12.Check the main engine lube oil cofferdam for water contamination.

13.Check, if possible, the propeller for any damage sustained.

14.Check the integrity and operation of the ballast system, the cargo pumping
system and the level measuring system. Should the situation be such that the
loss of the vessel is a possibility, then a distress message should be sent to the
nearest Coast Station by any means available. In addition, the vessel must
notify the following parties listed below, as soon as possible after the stranding.

15.DPA or other member of the vessel management. The vessel should continue to
contact that person with updates.

16.If required, and when requested by Ships management the vessel should contact
their nominated Damage Stability Provider, contact details in the Damage
Stability Manual, and in SOPEP Appendix III.

17.Note under no circumstances is the master or anyone else to communicate


with third parties unless specifically told that this is acceptable by the Ships
Emergency response team.

18.Should oil pollution have taken place or the possibility of oil pollution be
deemed to exist, the Master is required to notify the nearest coastal authorities
of the situation. See SOPEP Manual. Addresses and contact numbers of the
various coastal authorities are listed in SOPEP Manual

A complete and accurate record, containing all times and details of the incident, shall
be kept in the Deck Operations Log, ensuring that copies of all radio communications
are included. Should outside salvage assistance be required, details of all salvers and
any assistance rendered, by each or all of them, must also be accurately recorded. If
possible, any salvage services should be contracted on the No Cure-No Pay basis of
the Lloyds Open Form of Salvage Agreement. A copy of this form is in SOPEP.

Should any shifting of ballast, cargo or bunkers be necessary to counteract changes in


list or trim caused by the incident, the proposals should be sent to the Damage
Stability Provider and to Ships management ashore to enable the vessels stability and
effects of the stresses on the vessels hull to be calculated by their naval architects.

Similarly should the jettisoning of cargo be deemed necessary to enable the vessel to
be re-floated, this should only be done after full consultation with, and the approval
of, the DPA and / or the vessel management ashore.

Engine room procedure to follow after grounding

The engineering staff may not be in a position to ascertain that the ship is aground and
in normal circumstances will be informed by the bridge. However any grating noises
along the ships hull in the machinery space should be considered a possible grounding
or collision. In the event of grounding no attempt to re-float the ship will be made
without first carrying out a thorough inspection to ascertain any damage.

The following actions should be taken if the bridge informs the engine room that the
ship is aground.
1. The initial response may be to Stop the Main Engine as quickly as possible and
secure it, simultaneously with this start the Main Diesel Generator. Please note
though with regard to the Main Engine it is our duty to obey Telegraph Orders
as long as it possible and sensible to do so.

2. Stop and secure the steering gear, be aware that the Rudder may be
aground/damaged.

3. Carry out a thorough inspection of the machinery space for structural damage
and ingress of water. Due to the double bottom structure in the machinery space
it may not be possible to see any structural damage clearly.

4. Sound all the machinery space tanks that have the ships hull forming part of
there boundary. Careful when unscrewing any caps, as there might be water
pressure present. This should include Fuel, Water, L.O. and double bottom
tanks and dry spaces.

5. Inform the bridge of your findings and take further soundings at regular
intervals.

6. Record all actions taken in the Engine Log book.

7. Check all sea inlets/outlets, their associated pumps and coolers are working
correctly and not fouled.

8. Keep a close eye on the stern tube L.O. tank for loss of oil.

9. Engage turning gear and try to turn shaft. If any strain is shown by the turning
gear it must be assumed that the propeller is also aground and the bridge
informed of this. No further attempt to turn the shaft should be made until the
propeller is clear.

10.Provide steam to the decks for Anchor and winch operations.


11. Make ready the Ballast Pumps.

12.A grounding could cause rapid fouling of Sea Suctions, Pumps and Coolers,
with silt, resulting in a Blackout, as such the only power available would be
that from the Diesel Generator and the Emergency Generator. Staff must be
prepared to respond to situations and priorities which may change quickly.

13.When the ship is afloat and the engines are ready for use again a close eye
should be kept on the shaft bearing and stern tube for overheating or unusual
vibrations in case the hull structure has been deformed, causing misalignment.

Immediate action after grounding

a) Sound the general alarm, inform the engine room

b) Consider - stop engine; use anchor

c) Determine extent of the damage by monitoring tank levels and by bilge alarm
system

d) Attend any injured people

e) Start ballast pumps / bilge pumps if required

f) Ch. Eng. to inform Master regarding bunker tanks and possibility of oil spill, take
measures to avoid it

g) If oil spill in progress, try to minimise and confine

h) Determine stability and bending moments/shearing forces by Load Master

i) Keep vessel upright as far as possible in case of flooding in ballast tanks, by


ballasting or de-ballasting other tanks

j) Supply inert gas to hold spaces for inerting hold spaces if necessary
k) Decide whether there is a need for emergency discharge overboard by jettisoning. If
jettisoning, remember that two cargo pumps are advisable in order to maintain the
necessary velocity at the jettison nozzle

l) Consider whether external assistance is needed, if it is estimated that the situation


will worsen

m) Inform CMSI, Authorities, Insurance/P&I, Owners, AMVER/AUSREP, MAS

n) Consider - actions to reduce further damage

o) If vessel sinking - Send emergency call and emergency message Prepare to


abandon vessel

Related Information:

1. Abandonship procedures - Immediate Evacuation By Own Survival Craft

2. Collision accident - Emergency procedure for Liquefied Gas carriers

3. Encountering High Winds and/or Waves - countermeasures

4. Emergency Procedures for rescue - a guide to salvage operation

5. Assist Vessel in Distress/Towing of Vessel in Distress

6. Loss of power supplies - emergency actions

7. Gas carriers Structural Damage due to Incorrect Loading/Unloading Sequence


Stranding / Grounding (Mc cn / Nm cn)

Mc cn thng xy ra do cc nguyn nhn:

Hnh hi sai lm
Thit b hng hi gp s c
Thi tit xu
Hng my chnh
...

Trong trng hp mc cn, t nht phi hnh ng nh sau:

Dng my ngay lp tc ( m bo tu i cn ch c y mm v t dc)


Pht bo ng chung
ng cc ca kn nc
Trc VHF knh 16
Pht thng tin cho cc tu khc
Pht m hiu, n hiu, du hiu (c bit l trong trng hp c sng m)
Bt n chiu sng boong
Xc nh v tr trn hi
Ghi ch cc thng tin lin quan (thi gian, hng li, tc , iu ng...)
o cc kt
Ngay lp tc o xung quanh tu kim tra dng bi ct m tu nm cn
Nu tu nm trn nh mt bi ct phng th nguy c tu gy i nh. Nu tu nm
trn bi ct nhp nh th nguy c gy tu l hin hu do tu chu ng sut ln. Trong
trng hp , nn hnh ng nh sau:

c gng thot ra bng cch chy full astern (hoc full ahead) v lin tc b
ht bnh li sang phi ri sang tri (hard starboard and hard port), iu ny
ph thuc loi tu v kch c tu
gi s tr gip ca tu lai
xem xt vt hng xung bin (nm qua mn), ch nguy c gy nhim

nh gi nguy c nhim
Bo co Cng ty v bn th ba nu cn thit (P&I Club, bo him, chnh quyn
cng...)
Cp nht nu cn thit v tr tu trn bung v tuyn, thit b v tinh v cc thit b
t ng pht tn hiu cp cu khc (GMDSS)
Xem xt mi nguy him ca tnh hung, nu cn thit chp hnh li
Xem xt cc hnh ng tip theo, ch n:

s cu tu
nguy c chm (thng ip cp cu, EPIRB, b tu)
v tr an ton (thay i thy triu, thi tit, dng chy, ng sut, n nh tu)
tr gip, cng lnh nn, trn du

Gi lin lc vi Cng ty
Ghi li cc hnh ng vo nht k

O XUNG QUANH TU

Vic o c khi tu nm cn nhm cung cp thng tin cho Cng ty, bo him, cc bn tr
gip. iu ny gip h nh gi n nh tu, ng sut trn thn tu a tu ra khi bi
cn.

Vi tu c chiu di nh hn 200m, chia tu thnh 10 phn, bt u o 20 im c nh


du t mi qua mn phi sang mn tri:

Tu c chiu di hn 200m chia thnh 15 phn, tin hnh o 30 im:

V d v pht thng tin khi tu mc cn:

Message to Owners at xxx

Vessel "Name of ship" grounded June 25, 12.15 local time, 16.15 GMT

24 08,5 N 48 45,2 W Stop Tank 2 flooded five foot four water Hold 2 seven foot
six water stop

Alongside 28 sand 27 sand 29 rock 26 rock 25 rock 28 sand 35 sand 29 sand 31


sand 30 sand 33 sand 32 sand 29 sand 28 sand 27 rock 29 rock 27 sand 28
sand 30 sand 31 sand

Draft afloat fore 27.08 aft 29 08 grounded fore 23 06 aft 30 09 heel 3 port
heading 220 moderate swell average length fresh northerly breeze forecast no
changes stop

impossible refloat own means stop contacted salvage Cy "ZZZ" expected here
tonight.

Master