ROPAX BARGE "BRUCE" EMERGENCY PROCEDURES

Rescue Boat Over view

The Bruce is fitted with a 6.3M x 2.5M (6 person) SOLAS rescue boat  which is located on the port aft bridge deck.

The rescue boat is fitted with a 60hP two stroke Mercury out board for propulsion and cable steering to the helm station.

The fuel capacity of this unit is 120L unleaded petrol which is checked & topped up as required when monthly drills are conducted.

The rescue boat is secured in a cradle on the bridge deck and held down in the cradle with cargo straps.

Launching of the rescue boat is carried out by raising the boat out of it's cradle, slewing it out board & lowering the boat to the water on the port side via the dedicated davit crane designed for this purpose.

The davit lifting wire is attached to a quick release hook which the crew will release trip to release the wire once the rescue boat has been lowered into the water.

                   Main lifting wire quick release hook                                                                                        Bow line quick release hook

There is a fixed line attached to the port bow bollard of the Bruce with the other end of the line attached to the quick release clip fitted on the bow of the rescue boat.

There are also bowsing lines at the bow and stern of the rescue boat to initially assist in controlling the boat while it is slewed out board on launching.

A tag line is to be attached to the lowering handle and secured at the main deck to allow the crew to lower the rescue boat from the main deck once it is slewed out board.

The rescue boat is to be launched while the ship is stationary.

Weather, Sea state conditions, and the ships performance should be taken into consideration before launching this boat due to the height of the rescue boat above the waterline.

It would not be considered safe to launch this vessel if any of the above conditions were an issue.

Crew definitions: Crew 1 = Deckhand, Crew 2 = Ships Engineer,  Crew 3 = Mate

Rescue Boat Launch Procedure

• Master to create & maintain a lee with the ship for the rescue boat (RB).
• All crew are to confirm internal communications with the master prior to launching.
• Turn off the power & disconnect the power cord for battery charger. (if connected)
• Check all safety equipment is on board. (including oars)
• Insert the hull bung.
• Check and prime fuel to the out board motor.
• Start outboard engine briefly and stop.
• Release cargo straps securing the RB down.
• Crew 1: Control the bow with the secondary bow line, (until the RB is slewed out board), then proceed to main deck to obtain the lowering tag line & continue lowering the RB to the main deck level ready for boarding.
• Crew 2: Control the stern with the stern line (stern line is to be long enough to reach the main deck). 
• Crew 3: Raise the rescue boat out of the cradle with the davit, lower the outboard motor & slew the RB out board. 
• Crew 3: Commence lowering the rescue boat on the davit until the crew member on deck has obtained & secured the lowering tag line to complete the lowering process, then proceed to the main deck to obtain & secure the stern line.
• Crew 2: Proceed to the main deck once crew 3 has obtained & secured the stern line from the main deck & retake control of the stern line from crew 3.
• Crew 3: Board the RB once lowered to the main deck level and prepare to .
• Crew 1: Board the RB & lower the RB into the water & release the lifting wire from the quick release hook controlling the wire until crew 2 has secured the lifting wire back on board the ship. 
• Crew 3: Start the outboard & check ahead/astern propulsion & the steering before giving the order to release the bow and stern lines to depart.

Rescue Boat Recovery Procedure

• Master to create & maintain a lee with the ship for the rescue boat (RB) & inform VTS.
• All crew are to confirm internal radio communications with the master prior to RB recovery.
• Crew 2: Prepare to deploy the bow line, then stern line to the RB crew before passing the main lifting wire to crew 1.
• Crew 2: Once the above are secured proceed to the bridge deck to commence raising the RB to the main deck level for crew 1 & 3 to disembark.
• Crew 1: On approach obtain the bow line from crew 2 and secure it to the bow quick release hook.
• Crew 3: Obtain the stern line & secure the stern, then assist crew 1 with securing the main lifting wire to the lifting hook. Instruct crew 2 to commence raising the RB once the lifting wire is secured & locked in position & when to stop at the main deck level to disembark.
• Crew 1: Proceed to the bridge deck on disembarking the RB to obtain & secure the RB stern line.
• Crew 3: Secure the stern line until crew 1 has obtained & secured it from the bridge deck, then proceed to the bridge deck to obtain and secure the bow line ready to control the bow when slewing the RB inboard to the cradle.
• Crew 2: Once the RB is raised fully, slew it inboard & raise the outboard motor to be locked into position, then lower the RB into the cradle & remove the bungs.
• Fit cargo straps to secure the RB down & reconnect the power cable if required.
• Date/time of rescue boat launch/recovery logged in the ships log and any defects.

Man Overboard Overview

The Bruce has a vehicle ramp at the bow of the vessel (as the first preference) which can be lowered down enough to allow the crew to recover a person from the water should a Man Over Board (MOB) alert be initiated.

Utilising the bow ramp will be dependent on weather conditions & sea state at the time. Utilising the bow ramp method for a MOB recovery shall be determined by the master to ensure the safety of his crew and ship are preserved before execution of this method.

               Crew member in fall arrest harness for MOB recovery                                                                Ramp in the horizontal position

There are also rescue doors fitted in the bulwarks on the Port & Starboard main vehicle deck to allow recovery through these should the bow ramp method not be able to be utilised.

The third option would be to utilise the rescue boat for a recovery, but this method would also be at the master's discretion to ensure the safety of his crew depending on the weather & sea state at the time.

Drills are carried out by all masters and crew monthly and logged on the Transit data web on completion of the drill.

The passengers are also shown a safety DVD every voyage & what to do in the event of a MOB. ( Maintain visual contact, Point in the direction of the MOB, Raise the alarm by shouting "Man Over Board / Man Over Board / Man Over Board" )

The master shall execute the recovery of a MOB from down wind when adopting the bow ramp recovery procedure and/or through the rescue doors (P&S).

When recovering a MOB using the bow ramp, the MOB is to be directed & recovered from the side of the ramp where the hand rails are.

On hearing the above alarm the crew will carry out the following MOB procedures as determined to be safe by the master. 

All crew will be wearing a PFD when carrying out this task.

MOB: Bow Ramp Recovery Procedure

• All crew are to confirm internal communications.
• Master shall notify all vessels in the vicinity & VTS of the MOB and if assistance is required.
• Master shall note the course and turn the vessel onto the reciprocal course or in the direction of the person in the water.
• Crew 1: Obtain the first Aid kit & proceed to the bow main deck and assist crew 3 to don the fall arrest recovery harness.
• Crew 2: Proceed to the bow focsle to guide the master in towards the MOB, giving direction, distance & vessel speed once in close proximity to the MOB. 
• Crew 3: Proceed to the bow, place the boat hook alongside the hand rails to the side of the bow ramp ready for use, don the fall arrest recovery harness & secure the end to the anchor point ("D" ring) on deck.
• Crew 1: Lower the bow ramp to the horizontal position on direction from the master. Then lower the ramp toes into the water once all way has been taken off or reduced to a minimum.
• Crew 3: Descend onto the bow ramp with a life ring ready to throw to the MOB to assist with the recovery to the side of the ramp.
• Crew 2: Proceed down onto the main deck from the focsle to assist in guiding the master in towards the MOB on the final approach & assist crew 3 with recovery of MOB. 
• Crew 1: Raise the bow ramp to the horizontal position once the MOB has been recovered from the water onto the bow ramp.
• Apply first aid as required, alert shore emergency services and proceed to the nearest mainland facility.
• Notify Authorities & log all information.

MOB: Rescue Door Recovery Procedure

• All crew are to confirm internal communications.
• Master shall notify all vessels in the vicinity & VTS of the MOB and if assistance is required.
• Master shall note the course and turn the vessel onto the reciprocal course or in the direction of the person in the water.
• Crew 1: Obtain the first Aid kit & proceed to the designated rescue door (port or starboard) on the main deck as directed by the master & assist with the recovery of the MOB.
• Crew 2: Proceed to the bridge deck to assist with guiding the master in towards and alongside the MOB. Proceed to the main deck to assist with the recovery once the MOB has secured the life buoy. 
• Crew 3: Proceed to the main deck, obtain the pilot boarding ladder, deploy and secure in position at the rescue door ready for MOB recovery. Obtain a life buoy with a lanyard ( + light at night) ready to throw into the water for the MOB to grab onto.
• Crew 1: Place the boat hook ready at the rescue door & assist with boarding ladder deployment.
• Apply first aid as required & warm clothing or thermal blanket, once the patient is aboard, alert shore emergency services and proceed to the nearest mainland facility.
• Notify Authorities & log all information.

Checking of Equipment on completion of a MOB recovery

On completion of any drills or  MOB recoveries, equipment must be checked for defects or any items consumed as follows:

• Damage - Report any damaged equipment for replacement or repair. 
• Defective equipment - check equipment for any defects & next due dates for servicing - Submit a Maintenance Request Form (MRF) to have equipment defects corrected.
• Consumable items - List any consumable items & submit a Supplies Request Form (SRF) on data-web to have items replaced immediately.

Fire on board Overview

​The procedures below cover the different fire scenario's that have been identified that may be encountered on board this vessel whether they be caused by flammable liquids, electrical faults or any other chemically activated fires.

There are Fire & LSA (Life Saving Appliance) plans strategically posted on the walls around the vessel for perusal by any persons on board. These plans indicate the location of all Fire & LSA equipment on board the vessel.

The vessel has been fitted with a TYCO Minerva T2000 fire detection monitoring system for detection in the event of a fire that may break out in designated areas with sensors fitted around the vessel.

Fire and smoke sensors have been strategically fitted around the vessel in the following areas for early detection: Bridge, Crew accommodation & sleeping areas, passenger accommodation lounge, on deck (under the super structure) for vehicle fires on deck, all machinery spaces.

There is a sprinkler system (sea water) fitted on the main vehicle deck under the main superstructure which can immediately be activated from the bridge in the event of a vehicle fire on deck.

                   TYCO Minerva T2000 Fire Detection Control System                                              Vehicle deck Fire Sprinkler system in action

The main engine room & generator rooms are separate machinery spaces with a fire proof door adjoining the two compartments which is kept closed at all times.

The vessel is fitted with a C02 fixed fire suppression system & has 7 x 45kg C02 cylinders connected to the system ready for activation.

The system has an activation box for each of the machinery spaces and can be activated to flood either the main engine room or generator room individually or flood both compartments depending on the fire location. 

This system can be activated from the starboard aft main vehicle deck control box or manually activated from the C02 bottle room to suppress or extinguish a fire in either of these compartments in the event of a fire.

Air vents and associated fans to each of the machinery spaces can all be manually closed/stopped from the main deck by pressing the emergency stop button & by releasing the trip wires for the air vents to the affect area on fire.

                                             C02 room                                                                                              Generator & Main Engine room C02 control box

CCTV cameras are also fitted In addition to the sensors in the main engine room, generator room, bow thruster room & azimuth thruster spaces for early detection of a fire.

Dry powder, Foam & C02 portable extinguishers are also fitted strategically in all areas of the vessel including on the main deck if required.

There are also 2 x fireman's outfits on board the vessel that may be used by trained crew if required.

The engine room and generator rooms have individual escape routes/hatches. There is an Emergency Escape Breathing Device (EEBD) located near these escape routes which are contained in an aluminium case (pictured). 

There are three signed Muster stations on board the vessel as follows: Muster Station #1 = Passenger Lounge   /   Muster Station #2 = Bow Ramp (main deck)   /   Muster Station #3 = Aft Ramp (main deck)

 Fire On board ( Other than a Machinery Space)

• Alarm raised on finding a fire.
• Assessment carried out on the type of fire & attempt to extinguish the fire with appropriate portable extinguisher if possible. (if not successful)
• Master:
• Establish communicates between all crew. Inform crew of the location of the fire & type.
• Manouvure vessel into an area away from any rocky outcrops or hazards.
• Alert passengers of the situation, to remain in the passenger lounge (Muster station 1) and to follow the directions of the crew. 
• Alert authorities & other vessels in the vicinity & management. Request assistance if required.
• Log all details and events of the fire.
• Submit an AMSA incident report.
• Crew 2:
• Cut electricity to the affected compartment.
• Start the fire pumps
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence boundary cooling.
• Keep the master updated on the progress of the fire.
• On extinguishing, monitor the affected area to ensure re-ignition does not occur.
• Crew 1:
• Carry out a head count & confirm with the master.
• Evacuate passengers from muster station #1 to an alternative, safer muster station (if the fire is in this compartment)
• Close all openings to smother the fire. 
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence boundary cooling.
• Crew 3:
• Don fireman's outfit & SCBA if necessary.
• Remove any flammable hazards surrounding the compartment.
• If smothering is un successful use fire hoses to extinguish the fire.

Fire On board ( Machinery Space)

• Alarm raised on finding a fire.
• Assessment carried out on the type of fire & attempt to extinguish the fire with appropriate portable extinguisher if possible. (if not successful)
• Master:
• Establish communicates between all crew. Inform crew of the location of the fire & type. 
• Proceed to an acceptable anchorage area.
• Alert passengers of the situation, to remain in the passenger lounge (Muster station 1) and to follow the directions of the crew. 
• Alert authorities & other vessels in the vicinity & management. Request assistance.
• Log all details and events of the fire.
• Submit an AMSA incident report.
• Crew 2:
• Evacuate the area.
• Cut electricity to the affected compartment.
• Close all vents, openings, water tight doors & hatches. Shut off ventilation fans.
• Activate C02 smothering system once clearance has been obtained from the master.
• Keep the master updated on the progress of the fire.
• On extinguishing, monitor the affected area to ensure re-ignition does not occur.
• Crew 1:
• Carry out a head count and confirm with the master.
• Evacuate passengers from muster station #1 to an alternative, safer muster station if necessary and instruct to remain there.
• Prepare anchor for deployment at the request of the master.
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence boundary cooling.
• Crew 3: 
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence boundary cooling.
• Remove any flammable hazards surrounding the compartment.

Fire On Deck ( Vehicle Fire)

• Alarm raised on finding a fire.
• Assessment carried out on the type of fire & attempt to extinguish the fire with appropriate portable extinguisher if possible. (if not successful)
• Master: 
• Establish communicates between all crew. Inform crew of the location of the fire & type. 
• Request information on any vehicles with dangerous goods cargo & type.
• Alert passengers of the situation, to remain in the passenger lounge (Muster station 1) and to follow the directions of the crew. 
• Alert authorities & other vessels in the vicinity & management. Request assistance if required.
• Proceed towards the nearest mainland barge loadout facility.
• Log all details and events of the fire.
• Submit an AMSA incident report.
• Crew 2: 
• Activate the deck sprinkler system.
• Start fire pumps.
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence fighting the fire or providing protection to other vehicles with dangerous goods nearby.
• On extinguishing, monitor the affected unit to ensure re-ignition does not occur.
• Crew 1: 
• Carry out a head count and confirm with the master.
• Evacuate passengers from muster station #1 to an alternative, safer muster station if necessary and instruct to remain there.
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence fighting the fire or providing protection to other vehicles with dangerous goods nearby.
• Crew 3: 
• Run out a fire hose, connect fire hoses/nozzles to relevant fire hydrants and commence fighting the fire or providing protection to other vehicles with dangerous goods nearby.
• Keep the master updated on the progress of the fire.

Collision Overview

Collisions can occur at sea or in close proximity to shore infrastructure or beacon structures etc. A collision may occur & not necessarily be the fault of that particular master, vessel or crew but the fault of another vessel.

The masters and crew conduct drills monthly to discuss and develop a plan to deal with the effects of a collision should one occur.

The main concerns in the event of a collision are firstly the injuries sustained by any passengers or crew and their immediate safety & then the vessels stability & safety.

The following are some of the identified hazards that may contribute to a collision:

• Fatigue. 
• Poor navigational skills & chart route execution.
• Poor seamanship & experience.
• Complacency.
• Lookouts not posted.
• Weather conditions.
• Vessel machinery malfunction.
• Poor vessel maintenance.
• Excessive speed for conditions.

Collision & Grounding Procedure

• Master:
• Activate emergency stop to stop main propulsion.
• Establish communications between all crew & inform them of the circumstances of the collision.
• Inform passengers of the situation & to remain in the passenger lounge.
• Give the crew instructions & request an injury report of any passengers or crew.
• Transmit an "URGENCY" message on the VHF emergency frequency (Ch16).
• Notify all ships in the vicinity. Request assistance if required.
• Request a damage report of the vessel and it's water integrity. Start bilge pumps & initiate temporary repairs if safe to do so to mitigate the ingress of water. 
• Provide assistance to other vessel (if any) and obtain vessel/masters information & insurance.
• Contact shore emergency services & give an ETA if possible.
• Log all details.
• Mate: 
• Assess & provide first aid assistance to any passengers or crew and report to the master.
• Assist with damage assessment of own vessel. (outer & inner soundings)
• Check & secure the water integrity of the vessel. (W/T doors & hatches etc)
• Engineer: 
• Check engine rooms & void spaces for damage, and pipe leakages fire etc.
• Assess outer hull damage near the water line.(outer & inner soundings)
• Ask other vessel (if any) if they require any assistance.
• Deckhand: 
• Assess and apply first aid as required to injured passengers.
• Keep the master updated on passengers health that have sustained critical injuries.
• Assist elsewhere as directed by the master.

Flooding Procedure

• Master: 
• Establish communications between all crew & initiate an investigation of the flooded compartment.
• Inform passengers of the situation & to remain in the passenger lounge.
• Give the crew instructions & request an injury report of any passengers or crew. (if any)
• Transmit an "URGENCY" message on the VHF emergency frequency (Ch16).
• Notify all ships in the vicinity. Request assistance if required.
• Start bilge pumps & initiate temporary repairs if safe to do so to mitigate the ingress of water. 
• Contact shore emergency services & provide an ETA.
• Log all details.
• Mate: 
• Assess & provide first aid assistance to any passengers or crew and report to the master.
• Assist with the inspection of the affected compartments & update the master.
• Check & secure the water integrity of the vessel. (W/T doors & hatches etc)
• Engineer: 
• Start bilge pumps to the flooded compartment and diagnose why the compartment is flooding.
• Disconnect power to the flooded compartment if possible.
• Assess outer hull damage near the water line.
• Update master on any findings and damage.
• Deckhand: 
• Assess and apply first aid as required to injured passengers. (if any)
• Keep the master updated on passengers health & safety.
• Assist elsewhere as directed by the master.

Anchoring & Anchor Recovery Overview

The Bruce is fitted with two 1440kg stockless anchors (one on Port side, one on Starboard side near the bow) with 440M x 36mm, Grade 2 stud link chain.

On the port and starboard bow focsles, there are anchor windlasses rated to 5ton to enable crew to deploy and recover the anchors.

                                    Bruce, Port Anchor pulled home                                                                                      Port anchor windlass  

There is an electric/hydraulic power pack located in the bow thruster room which supplies power to the anchor windlasses & the control board to start/stop the power pack is located inside the port bow focsle.

The master will initiate a tool box with the crew prior to deploying or recovering the anchor(s) to discuss the task to ensure all persons are aware and safety is retained while carrying out the task.

When deploying the anchor, the anchor windlass is able to be declutched to allow the anchor/chain to be free wheeled out. This can be controlled or stopped by the crew applying the winch brake on the anchor windlass.

Once the anchor is set, the clutch is re-engaged and the winch brake tensioned further. 

All crew are inducted and familiar with the operational use of this equipment & procedures on this vessel.

When recovering the anchor from the seabed the anchor chain needs to be stacked  in the chain locker to prevent the chain building up and blocking the hawse pipe.

The vessel is supplied with a short hook for the crew to use when carrying out this task to prevent handling the anchor chain with their hands.

 Anchoring procedure

• Master: 
• Check weather,  tidal condition, depth, other anchored/moored vessels etc.
• Select an appropriate anchorage to ensure transit leads for shipping are not obscured when the vessel swings etc & notify VTS.
• Establish radio communications with all crew, provide lighting and inform them of intentions to anchor, which anchor(s) to use & depth of water.
• Take all (ahead) way off the vessel & note the Lat/Long before giving instructions to the crew to release the anchor.
• Check & monitor the vessel for any dragging of the anchor. Run out additional anchor chain if safe to do so.
• Display appropriate day or night anchoring signals.
• Set anchor watches only with crew qualified to monitor, own vessels movement or other vessel movements using bearings & all electronic aids on board.
• Crew 3: 
• Proceed to the bow with a torch (if dark). Press start button on the anchor winch control board (port focsle) to start the windlass pump & proceed up onto the focsle.
• Check the anchor windlass clutch is engaged & locking pin is in, release the brake & take up the tension on the anchor chain & reapply the brake.
• Check anchor chain locking devices have been removed & other crew are clear.
• Remove the clutch handle locking pin, declutch the anchor windlass, re-insert the clutch handle locking pin and await instructions from the master to release the anchor chain. Release and control the speed of the anchor chain.
• Count the joining links (marked with white paint) so the required amount of chain is released and inform the master when completed.
• Re-engage the windlass clutch, insert the locking pin and apply additional tension on the brake. (stand by for instructions from the master in the event additional anchor chain is required)
• Turn off windlass pump on the control board. 
• Crew 2: 
• Proceed to the genset room & close the bus tie on the main switch board for the anchor windlass.
• Proceed to the bow with a torch (if dark) & assist with anchor deployment & communications with the master.
• Check the angle of the anchor chain and indicate this to the master by pointing in this direction.
• Crew 1: 
• Proceed to the bow with a torch (if dark)& assist with the anchor deployment.
• Release anchor chain locking devices, confirm with the mate & stand clear.

 Anchor recovery procedure

• Master: 
• Check weather,  tidal condition, depth, other anchored/moored vessels etc.
• Establish radio communications with all crew and provide lighting if required.
• Advise VTS of intentions.
• Manoeuvre the vessel up wind towards the anchor while hauling in the anchor chain & request a constant update on the direction & angle of the anchor chain..
• Remove displayed anchor signals, 
• Entry to be made in the ships log on details of the anchor up time etc.
• Crew 3: 
• Proceed to the bow with a torch (if dark). Press start button on the anchor winch control board (port focsle) to start the windlass pump & proceed up onto the focsle.
• Check the anchor windlass clutch is engaged & the clutch locking pin is secure.
• Await instructions to commence hauling the anchor from the engineer once the vessel starts to be manoeuvred up towards the anchor.
• Count the joining links (marked with white paint) and inform the master when anchor is home.
• Once the anchor is pulled home, apply maximum tension on the brake & inform the master & Crew 1.
• Once the anchor is secured & locks are applied, turn off windlass pump at the control board. 
• Crew 2: 
• Proceed to the bow with a torch (if dark) & assist with anchor recovery & communications with the master.
• Communicate with the mate & master. Indicate or inform the master of the direction & angle of the anchor chain. 
• Crew 1: 
• Proceed to the bow with a torch (if dark) & prepare to stow the anchor chain using the stowing hook.
• Place anchor locker hatch back on and secure once anchor is up.

Emergency Steering overview

​The Bruce has three independently operated azimuth thrusters for the main propulsion on this vessel. These are positioned transversely in line near the stern of the vessel, with one azimuth thruster in the centre and another either side of this.

There are three control levers (forward & aft helm stations) that the master can use to apply directional thrust and revolutions to manoeuvre the vessel when either underway ahead or manoeuvring astern under normal operating conditions.

The primary emergency steering for any of these three units are hard wired directly to the thruster units & can be engaged & controlled from the forward helm station on the bridge should there be a steering or propulsion failure.

The master will engage the emergency steering on a failure of the normal azimuth operating system and proceed to the nearest safe anchorage until the problem is diagnosed and repaired.

Due to the characteristics of the emergency steering, the vessel will not be berthed when emergency steering is in use &  tugs will be engaged to berth the vessel if required after approval has been obtained from the regional harbour master.

                                                       Primary Emergency Steering controls at the bottom 

There is also a secondary emergency steering system onboard. This can be utilised in the event of a malfunction of the primary emergency system. This allows the crew to manually direct the azimuth thruster in the direction (only) as requested by the master.

              Manually changing the azimuth thruster direction                                                                  Azimuth directional indicator on the azimuth                                                                           Azimuth thruster unit

Engine revolutions may be set to a suitable level until the vessel has reached the anchorage.

Communications between the bridge and the azimuth room is essential to enable the master to communicate with the crew in the azimuth room & manoeuvre the vessel to an anchorage.

Communications between the bridge and the azimuth room is achieved by the intercom head set fitted in the azimuth room and the bridge.

                                                                     Bridge Intercom System

Primary Emergency Steering engagement & operational procedure

• Master: 
• Establish radio communications with all crew.
• Inform crew to that the steering has failed & to make ready the anchor.
• Engage primary emergency steering & set a course for the nearest anchorage.
• Inform VTS & all other vessels in close proximity to keep clear.
• Display "Restricted in Ability to Manoeuvre" signals.
• Inform management & alert maintenance of the situation.
• Inform passengers.
• Crew 3: 
• Communicate with the master. Prepare anchor(s) ready to deploy.
• Maintain a lookout until clear of all traffic, hazards & dangers.
• Crew 2: 
• Proceed to the genset room & close the bus tie for anchor windlass.
• If possible diagnose the problem with the steering.
• Assist as required.
• Crew 1: 
• Assist with anchor and as required.

Secondary Emergency Steering engagement & operational procedure

• Master: 
• Establish radio communications with all crew.
• Inform crew to that the steering & primary emergency steering has failed & to make ready the anchor.
• Inform VTS & all other vessels in close proximity to keep clear.
• Display "Restricted in Ability to Manoeuvre" signals.
• Inform management & alert maintenance of the situation.
• Inform passengers.
• Request the engineer to engage the centre azimuth.
• Establish clear intercom communications between the azimuth room & the bridge.
• Communicate directional instructions to manoeuvre the vessel to the nearest anchorage.
• Mate: 
• Communicate with the master. Prepare anchor(s) ready to deploy.
• Proceed to the main engine room and set the main engine revolutions up or down as instructed by the master or engineer.
• Engineer:
• Proceed to the azimuth room. Obtain the intercom head set & establish communications with the master.
• Disengage outter thrusters if they are engaged. Set the centre thruster in the requested direction from the master and engage the clutch on the thruster. 
• Turn the azimuth thruster as directed by the master.
• Deckhand: 
• Assist the master &
• Maintain a lookout until clear of all traffic, hazards & dangers.
• Stand by on arrival at the anchorage to deploy the anchor.

Restricted Visibility Overview

At times restricted visibility may be encountered during operations due to weather conditions (fog, heavy rain or smoke etc).

In addition to posting lookouts & conducting good seamanship, the vessel is also fitted with the following electronic navigational aids to assist the master when navigating under these conditions:

• Ships whistle.
• ARPA radar
• 2 x Furuno (Navnet) plotters
• 1 x GPS (Furuno GP150)
• AIS (Class A).
• 360 degree directional search light with FLIR fitted.
• Depth sounder.
• Satellite compass.

Other navigation aids:

• Magnetic compass
• Charts: AUS 244, 245, 246, 271 & 272.

Restricted Visibility Procedure

Prior to departure the master will check visibility, shipping & other vessel movements. The master shall suspend the departure if the visibility is poor & shipping movements are in progress in the vicinity of the route the vessel will transit. 

The master shall comply with all Collision Regulations as per AMSA Marine Orders 30 (Prevention of Collisions) when operating the vessel in restricted visibility.

If the masters determines the vessel will encounter restricted visibility while underway the following procedure shall be initiated.

• Master:
• Establish radio communications with all crew.
• Reduce the vessel to a safe speed.
• Commence sound signals on the ships horn. Vessel making way ( 1 x long blast / no more than 2 minute intervals), Vessel underway, but stopped & making no way through the water ( 2 x prolonged blasts / no more than 2 minute intervals)
• Post lookouts. (sound signals / visual )
• Establish radio communications with any vessels in close proximity on a reciprocal or crossing course.
• Utilise magnetic compass & satellite compass to follow route.
• Mate:
• Assist the master on the bridge with sound signals and communications with other vessels & lookouts.
• Engineer:
• Maintain a lookout & update the master or mate.
• Deckhand:
• Maintain a lookout & update the master or mate.

Critical Breakdown Overview

​The Bruce has triple redundancy in the event of a critical breakdown of any one of the azimuth thruster units, having three independently operated azimuth thrusters for the main propulsion on this vessel.

These are positioned transversely in line near the stern of the vessel, with one azimuth thruster in the centre and another azimuth thruster either side of the centre thruster.

The thrusters are directly powered from their own individual MTU 12V 2000 series diesel prime movers, supplying 600kW @ 1800rpm/ unit.

There are also two 150kW electrically driven (tunnel) bow thrusters fitted near the bow to assist with directing the bow.

Critical Breakdown Procedure

• Master:
• Establish communications with all crew.
• Instruct crew to prepare anchors to be deployed.
• Inform ships engineer to diagnose the problem & request updates.
• Notify all vessels in close proximity & VTS of the situation.
• Display NUC signal.
• Notify & update the passengers on board.
• Inform the maintenance manager & management
• Instruct crew to deploy anchors if control of the vessel can not be established.
• Mate:
• Communications.
• Assess the situation and safety of crew being able to deploy the anchors.
• Instruct the deckhand to prepare one of the anchor windlasses & standby to deploy the anchor. (deploy on masters instruction)
• Proceed to the bow, prepare the other anchor windlass & follow the anchoring procedure. (deploy on masters instruction)
• Secure the anchor once deployed & follow directions from the master.
• Engineer:
• Communications.
• Proceed to diagnose the failure.
• Deckhand:
• Communications.
• Passenger management.
• Assist as directed with emergency anchoring.

Abandon Ship Overview

The Bruce is equipped with the following life saving appliances below in the event of the master giving instructions to abandon the ship.

• 1 x 50 person (SOLAS) life raft on the portside aft, bridge deck.
• 1 x 50 person (SOLAS) life raft on the starboard side aft, bridge deck.
• 80 x coastal life jackets under the seats in the passenger lounge.
• EPIRB
• Grab bag with flares etc.
• Life rings + smoke + light.

            EPIRB (port bridge deck)                                        "Bruce" 50 person SOLAS life raft being serviced

Abandon Ship Procedure

• Master:
• Transmit a distress call over the HF or VHF radio's.
• Activate distress flares.
• Request immediate assistance from any vessels in the vicinity.
• Establish communications with the crew & give instructions to issue life jackets to passengers & prepare them to evacuate the vessel.
• Assess the safest method or evacuation point & inform crew.
• Make an abandon ship announcement over the PA & instruct all passengers to don a life jackets & to follow the crews directions.
• Secure the ships log, SART & if necessary deploy the EPIRB.
• Mate:
• Communications.
• Deploy life raft  ready for embarkation.
• Passenger management & evacuation.
• Engineer:
• Communications.
• Deploy life raft and rescue boat
• Assist the master as required.
• Deckhand:
• Communications.
• Check & assist passengers to don life jackets.
• Assist with passenger evacuation.

Spills

The crew are trained to respond to any spills that may occur on board the vessel, whether the spill has resulted from a vehicle or it's cargo or from a fuel spill during bunkering etc.

There are 4 x SOPEP bins strategically placed around the deck of the vessel to enable the crew to respond to a spill from a vehicle or it's cargo in a timely manner to reduce the risk of environmental pollution.

• Master:
• Inform VTS on channel 15 once aware of spill
• Raise the alarm
• Establish communications with all crew
• Inform passengers (if any)
• Delegate crew to assess spill origin and mitigate
• Inform Management and complete company incident report on DataWeb
• Complete and submit relevant pollution report (POLREP)
• Mate:
• Communications.
• Passenger management
• Coordinate crew to deploy SOPEP
• Monitor and supply relevant details of spill to the Master
• Engineer:
• Communications.
• Deploy SOPEP
• Cease Bunkering (if fuel spill)
• Cease fuel transfer (if transferring fuel)
• Deckhand:
• Communications.
• Assist as required with SOPEP deployment