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Emergency Response Processes David Jaramillo WP1 Modeling Workshop IWi - Saarbrücken - Germany

Emergency Response Processes David Jaramillo WP1 Modeling Workshop IWi - Saarbrücken - Germany. INTRODUCTION Some typical procedures after a grounding casualty, according to: Vessel Emergency Plan (VEP) Shipboard Oil Pollution Emergency Plan SOPEP

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Emergency Response Processes David Jaramillo WP1 Modeling Workshop IWi - Saarbrücken - Germany

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  1. Emergency Response ProcessesDavid JaramilloWP1 Modeling WorkshopIWi -Saarbrücken - Germany

  2. INTRODUCTION • Some typical procedures after a grounding casualty, according to: • Vessel Emergency Plan (VEP) • Shipboard Oil Pollution Emergency Plan SOPEP • OPA 90 (Oil Pollution Act of 1990 - US Waters).

  3. Grounding Situation: • Reporting incident (e.g. according to SOPEP) • “When the ship is involved in an incident which results in the discharge of oil, the Master is obligated under the terms of MARPOL 73/78 to report details of the incident, without delay to the nearest Coastal State by means of the fastest telecommunication channels available.” • When to report • Actual Discharge resulting.. • From damage to the ship • from damage to the ships equipment • For the purpose of securing the safety of a ship or saving life at sea • Probable Discharge (no actual discharge, but probability that one occurs)

  4. Grounding Situation: • Reporting incident (according to SOPEP) • Who to contact • Coastal State Contacts • Focal Points List (Provided by IMO) • Nearest coastal radio station, or • Designated ship movement reporting station, or • Nearest Rescue Co-ordination Centre (RCC). • Port Contacts • Port authorities • Clean up companies • Ship Interest Contacts • ER-Company • Local agent of the Owner’s/Manager’s company • P&I Club • To avoid a duplication of reports and to co-ordinate the plan and the company’s shoreside plan(s), the responsible for informing the various ship interest contacts is the owner.

  5. Grounding Situation: • Actions to be taken by Ship Master : • First priority is to ensure the safety of the crew and initiate actions to prevent escalation of the incident and marine pollution. • Aspects to be taken into consideration • Danger to the ship’s complement if the ship should slide off grounding side • Danger to the ship being shattered by heavy sea or swell • That fire may start due to released flammable substances in dangerous concentrations • Is the vessel constantly being struck in the seaway? • Is the vessel exposed to torsion? • Are there large difference in the tidal ranges at the grounding site? • May the vessel drift further up on the store due to high tides, wind and waves?

  6. Grounding Situation: • Actions to be taken by Ship Master (continued): • Prevention of fire and explosion: • All possible sources ofignition should be eliminated and action taken to prevent flammable vapors from entering the machinery spaces or the accommodation. • Determine extension of Hull damage • Visual inspection. • Sounding of all ballast/bunker tanks (ullage). • Check for possible leaks (comparison with last sounding prior to casualty) • Determine if any damaged compartments (sounding). • Determine position of the ship on the grounding area. • Are there large difference in the tidal ranges at the grounding site? • Check listing of ship.

  7. Grounding Situation: • Actions to be taken by Ship Master (continued): • Procedures to reduce or stop outflow of oil • Transfer of bunkers internally (provided shipboard piping system is in operational condition) • Internally transfer of bunkers taking into account the impact on the ship’s overall stress and stability. • Evaluate the necessity of transferring bunkers to barges or other ships and request assistance accordingly. • Evaluate the possibility of additional release of oil.

  8. Grounding Situation: • Actions to be taken by Ship Master (continued): • Refloating by own means • It must be determined.. • Whether the ship is damaged in such a way that it may sink, break up or capsize after getting off. • Whether the ship after getting off may have manoeuvring problems upon leaving the dangerous area by own means. • Whether the machinery, rudder or propeller are damaged due to the grounding or may be damaged by trying to get off by own means. • Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in order to reduce additional pollution from oil/bunker spillage. • Weather evaluation: Whether there is time/reason to wait improvements in weather or tide.

  9. Grounding Situation: • Actions to be taken by Ship Master (continued): • Refloating by own means • “If the risk of further damage to the ship is greater in an attempt to refloat the ship by own means, than in remaining aground until professional assistance has been obtained, the ship’s mastershould try to secure the ship as much as possible by: • Preventing the ship from moving from its current position. • Dropping anchors (adequate water and anchor ground provided) • Taking ballast into empty tanks, if possible. • Trying to reduce longitudinal strain on hull by transferring ballast or bunkers internally. • Reducing fire risk by removing all sources of ignition.”

  10. Grounding Situation: • What to do in case of.. • Fire/Explosion • Sound general alarm, initiate actions according to muster list. • Priorities: • Rescuing lives. • Limiting the damage/danger to the ship and cargo. • Preventing environmental pollution.

  11. Grounding Situation: • What to do in case of.. (Continued) • Hull failure • Should the ship loose one or more shellplating, develop major cracks, or suffer severe damage to the hull, the master should immediately sound the general alarm to call the crew members to their Muster Stations, and inform them of the situation, and prepare lifeboats for launching if necessary. • Actions: • Asses the situation and confer with the senior officers • Obtain the latest weather forecast and asses its impact on the situation • Is the ship in any immediate danger of sinking or capsizing? • Yes: Send distress message, immediately abandon the ship

  12. Grounding Situation: • What to do in case of.. (Continued) • Hull failure • No: Initiate damage control measures as found necessary by considering following points: • Can the vessel manoeuvre on its own? • Has the ship lost buoyancy? • If the ship has a list due to lost of ballast, cargo/bunker or buoyancy, is it necessary to rearrange the bunker or ballast by internal transfer operation in order to bring the ship to an even keel? • Is it necessary to dump cargo in order to maintain stability without changing the stress situation? • Can this operation wait until another ship/barge can receive that cargo? • Is there any abnormal change in the ship’s stability and stress?

  13. Grounding Situation: • What to do in case of.. (Continued) • Hull failure • Can the change in the ship’s stability and stress situation be monitored and calculated on board? Has the ship lost buoyancy? • Does the ship need assistance or escort to nearest port of refuge or repair yard? • Might it be prudent to salve part of the crew members in case the situation should worsen, or is it necessary to abandon the the ship totally? • Can this operation wait until another ship/barge can receive that cargo? • Inform all parties interested about the Hull Failure and the actions taken so far.

  14. Grounding Situation: • What to do in case of.. (Continued) • Excessive List • Check reasons for list. • Sounding/ullage to be taken in all tanks. • Consider transfer of liquid from one compartment to another. • Ensure water tightness of empty spaces • Close all openings. • If the ship’s crew is in jeopardy, prepare life boats for launching and notify the corresponding parties.

  15. Modeling of ER-Processes • Definition of Actors: • Master of Ship  • Rescue Co-ordination Centre RCC  • Ship Owner  • Coastal State Authority  • Port Authority (Harbour Master)  • ER-Company  • Cargo Owner  • P&I Club (Insurer)  • Classification Society  • Salvage Company  • Other Ships  • Clean Up company • Ship Yard • Suppliers

  16. Modeling of ER-Processes • Identification of Use Cases (needs final definition of scenario) • Ship master: • Inform about casualty and request advice • Provides current casualty data • Take proper actions to control the situation • ER-Company: • Activate relevant ship data files on ER-System • Input current casualty data into the calculation program • Request additional data for calculations • Give advice on actions to be taken • Classification Society • Provide additional relevant data for Response Calculations • Gives advice on actions to be taken

  17. Modeling of ER-Processes • Identification of Use Cases (needs final definition of scenario) • Ship Owner: • Inform about casualty • Provide additional data about ship • Organise transfer of cargo / bunker • Co-ordinate actions • P&I Club • Obtain information about damages • Estimate costs of damage • Salvage Company • Obtain information about casualty • Co-ordinate salvage actions

  18. Global Emergency Process ERS Casualty Ship in Grounding Fire Operation Collision Control Emergency No Situation Repair Repair Yes required? Ship

  19. Information flow after casualty

  20. Emergency Response Phase

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