INTER-GLOBAL COLLEGE FOUNDATION, INC.

Brgy. Bocohan, Lucena City

Registration No.16Q13029

COURSE MODULE
(Paper-Based)

STUDENT’S COPY

I. NAME OF PROGRAM Bachelor of Science in Marine Transportation (BSMT)

COURSE CODE
II. COURSE DESCRIPTIVE
Ship Handling and Maneuvering
TITLE / CODE
Seam 5

COURSE CREDIT UNIT

III. PRE-REQUISITE / CO-
DW 1
REQUISITE / CREDIT UNIT 3

IV. COURSE DESCRIPTION Ship Handling and Maneuvering

MODULE NUMBER
V. MODULE TITLE/ NUMBER Damage Assessment and Control
15

VI. INCLUSIVE WEEK Week Number 15

State the initial action to be taken following a collision or a grounding

VII. COURSE OUTCOME
; initial damage assessment and control

Learning Outcome: At the end of the modules, the students should be able to:
1. State that damage to own ship should be determined
2. Describe measures to attempt to limit damage to salve own ship
3. State that continuous watch should be kept on the damaged area and temporary repairs
4. Describe a steering arrangement using materials normally found aboard ship
5. Describe a means of constructing rudder, where practicable.

A. STCW Competence Addressed by the Course Module :

 A-II/1 F1.C5: Respond to Emergencies

B. STCW KUP Addressed by the Course Module:

 A-II/1 F1.C5. KUP1: Emergency Procedures

VIII. MODULE RESOURCES

MINIMUM READING MATERIAL/ONLINE RESOURCES TO BE PROVIDED BY THE FACULTY; IT CAN BE
IN PDF / WORD FILE / INTERNET LINKS / ETC. AND ITS MHEIs DISCRETION BASED ON THEIR
RESOURCES / CAPABILITY

A. IMO IMDG.1: International Maritime Dangerous Goods Code (Volume 1)

[https://law.resource.org/pub/us/cfr/ibr/004/imo.imdg.1.2006.pdf]
B. Dangerous Goods Management Manual
[http://www.mrcmekong.org/assets/Publications/basin-reports/Dangerious-Goods-MM-
Sept2013.pdf]
C. An Introduction to the IMDG Code [http://www.imdgsupport.com/Free%20IMDG%20Code
%20introduction%2037-14.pdf]
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Damage survey and countermeasures after a collision accident by ships

(How to prevent further damage?)

When a ship gets collide with another ship or makes contact damage to a terminal structure, the ultimate
cost of damage repair plus loss of cargo and environmental damage due to oil spillage can run into millions
of dollars. Loss of lives and, or crew injury adds more financial burden onto a shipowner. Unfortunately,
collision accidents at sea occur not only in a dense traffic-congested area or due to restricted visibility and, or
machinery/equipment failure, and similar incidents, but a significant amount of incidents happening at open
sea with clear visibility. Recent P&I club report published on some major casualties suggest that substandard
bridge procedure, human error and lack of situational awareness were the root cause in many collision
incidences.

Most common underlying causes being reported as follows:

1. Insufficient watch-keeping.
2. Lack of situational awareness.
3. Failure to set priorities - lack of positive action.
4. Preoccupation with administrative tasks.
5. Failure to communicate intentions (officer/master/pilot).
6. Lack of assertiveness - failure to challenge incorrect decisions (officer/master/pilot).
7. Failure to comply with standard procedures and international regulations.
8. Failure to utilise available data and resources.
9. Lack of training - 'human-technology' interface.

How to handle collision incidence and safeguard owners' interests?

Collision is a big issue. A prudent shipmaster should apply his best judgment and careful consideration to
minimize damages and financial loss to the shipowner. After a collision immediately draws the attention of
other ships that are in adjacent waters by turning on deck lights, putting up the lights or shaped objects to
show not under command, using VHF, and other possible means.

(Damaged Hull)

Prevention of further damage

To minimize the impact of damage, consider to Go Astern as early as possible. It is to limit the damage and
to avoid further contact. However, if the bow of the vessel has penetrated the side shell of the other vessel,
reverse the engine only after an initial damage assessment, as one of the vessels may suddenly lose her
buoyancy and sink, or cause/increase oil pollution.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Damage survey and measures against flooding

Survey the degree of damages of the hull by sounding all compartments likely to be affected by the collision.
Limit any flooding by using available means onboard.

1. If the leakage is small, wooden plugs, blankets, tarpaulin, cement boxes or the like can
be used to reduce the flooding rate.
2. An increase in the draft due to flooding can cause flooding through openings that are
usually above waterlines, to which serious attention must be given.
3. If high rate flooding is likely to cause the vessel to sink, an intentional stranding should
be considered.
4. If leakage occurs in the forepeak tank, proceed with reduced speed so that excessive
pressure on the collision bulkhead is kept to a minimum, and move the vessel to safer
waters. Ballast aft tanks if possible to regain freeboard forward.

Salvage contract and evacuation

Follow the Company's instructions to conclude a salvage contract, for which communication must be
established between the Company and the vessel as soon as possible after the accident. When there is
imminent danger, and absolutely no time to wait for the Company's decision, the Master may request salvage
using his professional judgment. In this case, the Master must confirm that the contract is based on the
Lloyds Open Form (LOF) even at the worst case, and Avoid having salvers start the operation without
confirming the conditions of the contract. If danger is imminent to human lives on board the vessel, every
effort should be made to evacuate everyone from the vessel. The Master should request the salvage by all
available means before the evacuation to show that the vessel side has no intention to abandon the hull and
cargo.

Life saving and rescue of other ship

1. If there is no urgent danger to own vessel, stay near the other ship to take all
necessary measures to save human lives and assist in the possible rescue attempt of
the other vessel.
2. If the other vessel has sunk or is likely to sink, do the very best to save human lives
immediately by lowering lifeboats or other possible means.
3. If it is unavoidable to discontinue the search, although there are still persons
reported lost from the other ship, obtain the consent of the other ship or the Rescue
Coordination Centre. Enter the fact in the deck log book.
4. Handling an accident resulting in injury or death of the vessel's crew should be
dealt with mentioned in the Emergency Procedures for Human Casualty

Handling oil spills

In cases of an oil spill or threat of such a spill, should be dealt with utmost importance ,reference is to be
made from SOPEP

Reporting
If the accident is likely to cause obstruction to marine traffic, the Master should report the matter to the
nearest office of the Maritime Safety Agency , or the nearest Coast Guard.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Reserving damage claim right

An admiralty court or arbitrator decides the liability of parties involved based on a marine accident
investigation report. An error in navigation, negligence, or failure to comply with Colregs would be scrutinized
in an accident report. Regardless of the causes of the accident, be sure to submit a claim letter to the other
ship and request the Master of the other ship to sign the letter. The claim letter should be sent swiftly via ship
agent or by any available route, including electronic means. If the other ship sends the claim letter to the
vessel, never insert or accept a wording that may be interpreted as an admission of liability. If it is
unavoidable to sign the claim letter from the other ship, sign the document affixing the following remark, " I
received your claim notice without prejudice, or This is not an admission of liability" or similar wording.

Investigation and recording the facts

The Master shall investigate the event by interviewing all persons concerned and try to establish all facts
leading up to the event. The Master should convene a meeting to collect all types of information from crew
members to grasp the fact of the collision which should be consistent with the evidential records/documents
on board. The following documentation/records shall be secured:

1. Time records of course recorder.

2. Time records of telegraph logger.
3. Position records.
4. Engine revolution records.
5. Voyage Data Recorder
6. ECDIS data
7. Other documentary evidence.

The Master should make records after investigation of the above and prepare extracts of the respective log
books.

Evidence and data

The Master should try to obtain the signed statement or testimony about the accident from third parties, such
as pilot and other persons who were on board or near the vessel when the accident occurred if possible, and
the Master deems it advantageous to the Company. Prepare copies of the related charts, deck logbook,
course recorder, bell book, etc., taking advantage of the opportunity, since the competent authorities often
demand the submission of the originals of such documents

Dealing with visitors

Various persons concerned, such as the officer of competent authorities, surveyors, lawyers, and
underwriters, visit the vessel to probe conditions of the collision. In such cases, the Master should give the
gangway strict instructions not to permit access to anybody until he authorizes him explicitly. The Master
should not admit any person except competent authorities or persons permitted by the Company. If there is
doubt a visitor's authorization to board the vessel, the Company should be contacted before access is
granted. When any crew member is questioned about the accident by competent authorities in a port outside
Japan, The Master should request a lawyer representing the Company and an interpreter if possible. The
Company will arrange such representatives. To allow the required time for the necessary arrangements, the
Master must inform the management company as early as possible after it is known that such an inquiry will
be made. For an accident related to P&I matters, a local P&I representative should be arranged.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

The Master should not permit interviews by a lawyer or surveyor nominated by the opposing vessel without
permission of the Company. When such lawyers and surveyors visit the vessel directly, decline interviews
with them, saying that everything is left to the lawyer, who is nominated by the vessel and insists on direct
discussion with company solicitor.

When instructions for an interview are given from the Company, due care should be taken not to give
statements that may be unfavorable to the vessel or the Company. Such interviews should be limited to the
Master and Officer of the Watch only. Especially, logbook and records should by no means be shown to a
lawyer or surveyor nominated by the opposing vessel.

Cautions in preparation of documents

The following attention should be taken for The following attention should be given for
entry into the Deck Log Book: entry into the Sea Protest:

• To write the Plain Fact and to mention points • To write the Fact briefly. Details of the
favorable to vessel in detail. development of the event are not necessary.
• Each Officer of the watch shall make entry in his • Not to write definite time and place, but enter
own handwriting. approximate time and place only.
• To check the uniformity of logging with Engine • Cause and detailed condition of the collision
Log Book should not be entered but write matters which are
positive and favorable to the vessel.

Navigation after a collision

For a collision during a voyage, the Company will decide how to handle the matter depending on the extent
of the damage, including :
1. Temporary repairs by the crew or, if required, with assistance from external Sources.
2. Requirements for inspection by Class.
3. Proceeding to the nearest port for repairs (Self-navigation),
4. Navigation to the port of destination (Self-navigation), or
5. Arrangement of salvage (Towing).

Note:
The Master should survey the extent of damage conditions as detailed as possible to judge whether there are
any obstructions to continued navigation, and report immediately to the Company. The vessel should follow
instructions given by local authorities. If SOLAS-related equipment (Life-saving equipment, such as Lifeboats in
particular) is damaged, inform the Company immediately. The vessel should not leave a port until the damaged
equipment is repaired by an authorized person or replaced.

Arrangement of survey
1. The management company need to arrange surveys [Class survey, Damage survey, Joint (WP)
survey with the opponent party, and P&I representatives] as required after consultation with the
Insurance company.
2. Where the vessel is in a foreign port, the management Company should arrange necessary
surveys, divers and others through local representatives or agent.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

3. In case of an independent accident on the high seas, for example, a collision with a floating object
causing deformation of shell plating or similar damages, the Master must survey the hull as
carefully as possible and report to the Company as soon as possible. The Company will discuss
the situation with the Classification Society in question and discuss the further handling of the
situation. A class surveyor most probably would visit the vessel at the next port of call to assess the
extent of the damage. He may impose a condition of class with time limits for immediate damage
repair. If satisfied with a present situation, he may allow the ship to continue sailing with temporary
repair with a condition to repair permanent at next scheduled drydock.
4. In case of an accident involving liability problems between the opposing parties, for example, a
collision accident with another ship, the degree, and extent of damage of each ship must be
confirmed, which generally requires surveys by fair and neutral organizations.

Securing seaworthiness
As a general rule, the seaworthiness is lost by damage opening the hull, dented or buckled inner strength
members, or a dent on the hull 50 mm or more in-depth. Therefore, a Seaworthiness Certificate is essential
to obtain from a classification society surveyor when the vessel enters a port after a collision. It must be
done before departure from port.

After a damage survey, if the Certificate is furnished on condition that: "The damage to be repaired upon
arrival at XXXX" - try to have the surveyor revise the expression on the Certificate to "The damage to be re-
surveyed upon arrival in XXXX (or in a port on the way to XXXX)" and recommendations for necessary
repairs. Since the first port in the next voyage schedule may not have sufficient capacity for the required
repairs, in all such cases, the shipmaster should seek guidance from the Company's technical
superintendent.
INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029