Introduction
Marine technology and safety practices are essential in day-to-day operations. The precautionary measures adopted by water transportation systems vary depending on context. For instance, the rescue measures needed in the deep seas differ from those needed in shallow rivers and lakes in detail.
The crew on water-bound vessels operate in ranks and on orders. Depending on the vessel’s purpose, fishing, voyage, or cargo transportation, the crew performs single or multiple tasks as specialized or instructed (Kruke & Auestad, 2021). The safety crew is always on high alert, ready to respond to scenarios such as fires, pirates, or individuals falling into the sea, popularly known as a man overboard situation. In the provided case study, several crew members carry out their everyday tasks as required or directed by the captain.
Timelines
The timeline of the MOB situation response which begins at 10:15:50 am is presented in the table below.
Leadership and Uses of SOPs
Leadership
In a MOB situation, the incident is reported by whoever notices it first. It begins with a person shouting, “Man Overboard on Portside” or “Man Overboard on Starboard side. ” In conventional shipping, the master is the most powerful crew member, deputized by the chief mate and engineer. The chief mate and the chief engineer are departmental heads for the deck and engineering dockets, respectively.
The staff on the deck are referred to as mates (headed by the chief mate), while engineering officers, who the chief engineer heads, are responsible for the technical maintenance of the ship. The catering department is viewed separately but answers the master directly. This is due to the technicality of the duties and roles of the deck and engineering staff. The ship leadership structure is presented in the figure below.
Once the MOB situation has been reported, the master takes control of the decision-making process regarding the incident. The chief officer helps the master in making and executing decisions with regard to the documented processes and protocols. The deck officers are directly involve in the MOB situation response including sounding alarms, steering the ship, dispatching recovery vessels, and providing first aid services to the casualty.
Use of SOPs
A Standard Operation procedure, popularly known as SOP, is an operation-specific strategy that outlines the essential activities required to complete a given task with respect to laws or industry standards. The SOP does not necessarily need to be accepted industry-wide, but can also be custom to one’s business operations. In a MOB situation, the standard operating procedure begins with the discovery and reporting of the incident.This is followed by the initiation of visual landing aids (VLA) to establish the scene for appropriate and effective actions and responses.
The next phase encompasses steering the ship from the helmsman and getting the recovery environment ready. The preparation process included preparing and equipping the rescue boat and personnel and sending energy and rescue signals to the GPS. The essential activities were carried out as outlined in Table 1. All steps were given equal priorities, as each activity was dependent on the success of its predecessor.
Timeline’s Analysis
The unfolding of the different events and activities was documented as discussed in the following sections. The first essential event was the discovery of the MOB situation which was followed by the initiation of the VLA (Rakan-01 2022a). A series of actions were taken, including the maneuvering of the boat for the helmsman, preparing the recovery equipment, and commencing the standard operating procedure. A detailed elaboration of each major step is presented below.
Discovery of MOB
One of the crew members alerted the rest of the team members about the MOB situation. The crew is slow to prepare for the rescue operation, which is not ideal for a life-saving attempt, especially in the deep seas. It takes almost two minutes before the MOB marker is released from the side of the boat. Per the voyage safety standards, the market should be dropped on the side of the boat where the MOB incident occurred.
The requirement is adhered to, although the marker does not have a self-initiating smoke signal. In addition, the marker does not illuminate as required, implying the rescue operation would be problematic if carried out at night. One of the crew members is seen operating his phone, indicating that the chain of command is ineffective or he has not been given any instructions on what to do in the current situation.
Visual Landing Aids (VLA)
Visual landing aids (VLA) are essential tools and equipment in shipboards to facilitate situational analysis and response in aircraft and ships. VLAs are most common in military ships, aircraft carriers, and destroyers. In the case study, the VLA includes closed circuit television (CCTV), enabling the deck to track the events around the boat in real time. Contrary to the VLA, equipment is less sophisticated and can only provide a visual aid to the main deck.
The Action Has Been Taken
The rescue operation is comprised of several actions which are geared towards rescuing the casualty and saving a life. The mockup rescue operation begins by dropping the dummy person in the sear. The boat is steered towards the casualty where the rescue personnel use supports to catch the target. The steering maneuvering of the ship towards the casualty helps reach out easily, giving the personnel an easy point of access to the casualty. In general, the actions taken in the operation are straightforward but do not follow the standard operating procedure.
Maneuvering the Boat by the Helmsman
The helmsman is the deck officer responsible for steering the boat with directives and advice from the master. Once the MOB situation was discovered, the helmsman steered the boat towards a position where the casualty could be easily seen and reached (Rakan-01 2022c). The steering focused on two key factors: direction and distance for visibility and accessibility. During the rescue operation, the engines were kept running to ensure the casualties did not end up in the turbines, which could result in unintended injuries. The helmsman maintained the automatic mode of steering.
Getting the Recovery Equipment Ready
The assembling of recovery equipment is a vital step in the MOB situational process. The process of getting the tools ready begins with anchoring the ring life buoy for safety. After the boat is maneuvered, the rescue personnel hold the scooper and the anchorage. That is, while one cream member holds the buoy, the second one holds the anchoring rope (Rakan-01 2022b). The ring-life buoy is fitted with an extra anchorage that has the casualty in place, enabling the rescue team to pull him/her toward the boat
The Attempt of Recovery and Recovery Procedures (SOPs)
The recovery attempt is the most essential step in the MOB situation, as it determines whether the rescue team succeeds in saving life or not. In the case scenario, the boat is moving at a safe distance toward the casualty. The rescue team traps and holds the casualty by the armpits and pulls them toward the boat (Rakan-01 2022c). Once in a safe and reachable position, one of the team members picks the casualty and pulls him/her into the boat for first aid and medical checkup.
Summary of Wrongdoings in the Rescue Task
Several activities went wrong during the rescue operation. Such mistakes could be devastating in extreme weather or hostile conditions on the high seas. First, no one announces the MOB situation. As a result, most of the crew are not aware of the rescue operation, a move that could jeopardize the entire operation. Secondly, there is no evidence of documentation of major activities in the ship or boat logbook (Rakan-01 2022a). Keeping records of such events is essential for safety and reference purposes. The MOB button on the GPS was not pressed, implying that it would be difficult to locate the exact location of the casualty.
Since the MOB situation has not been publicly announced, the master is not in control of the rescue situation. It is contrary to the standard operating procedures where the master should make decisions with the aid and advice of the second officer. The MOB marker is not released from the site where the situation took place. The marker should be buoyant with two key safety features: a smoke signal and an igniting light. There are no prolonged blasts to inform the crew in a critical situation. The blasts may be supplemented with an “O” flag, none of which ever happened.
The ship’s general alarm should have been sounded to notify all crew members to head to their respective workstations. Irrespective of whether the crew comprehended the “O“ on the whistle, they should converge at the master station to assist in the recovery operation. The MOB situation should have also been publicized through the boat’s public address system, yet it did not happen. Although the engine room participated by maneuvering the boat to the right location for recovery purposes, it is not clear how that was achieved.
Once the rescue operation was completed, there should have been a release of the “urgency signal“ to call off the MOB alter sent earlier. The master should also seek clarification of the unfolding of the MOB situation, and the condition of the casualty and have all records documented in the ship’s logbook. This did not happen despite being an essential part of the standards operations procedure.
The Right Procedure
The sensitivity and urgency of rescue operations, especially on the high seas, calls for competency and adherence to operational standards. Since the rescue operation task was not carried out correctly, below is a presentation of the correct procedure, with emphasis on what should have been done. Firstly, whoever discovered the MOB situation should have shouted “Man Overboard on Portside“ or “Man Overboard on Starboard side, “depending on the context.
The helmsman should have been changed from automatic to the “wheel hard over“ mode. The crew should have also dropped the MOB marker on the side of the incident. The marker should have had these two features: an active smoke signal and an ignition light. The MOB button should have been pressed to establish the exact location on the GPS for accuracy and future reference. The engine room should have been informed of the situation to prepare themselves, which required the Williamson turn to retrace the ship’s route and easily pick up the casualty.
The master should have been in charge of the entire rescue process, making decisions and giving directives with the help of the second officer whenever required. The decisions made by the master on the bridge include the preparation and deployment of the required rescue tools and the assignment of roles to crewmembers. The rescue commanding officer should have released the “urgency signal“ to all other vessels within the vicinity to alert them of the critical situation at hand (Feraru, Andersen, and Boukas, 2020).
The rescue team should have employed all possible and applicable tools to rescue the casualty, as well as prepared themselves to provide first aid. Once the rescuer operation is completed, the master should have conducted an inquiry into the MOB incident and documented all major events in the ship’s logbook. The entire rescue operation should have paid attention to the safety of the rescue personnel by providing them with safety gear.
Recommendations
Water-bound rescue operations are critical in saving lives, whether MOB situations happen in cargo ships, fishing boats, aircraft carriers, or navy destroyers. As a result, safety and rescue operations should be upgraded to meet international safety standards. With reference to the mockup case scenario, the crew should be well-informed, trained, and prepared to partake in rescue operations under all conditions. The rescue task exhibited several critical points that should be improved, as recommended below.
First, it is recommended that the crew be taught how to report and respond to MOB situations. Screaming in such situations creates awareness of the urgency of the measures that should be taken to save lives. It also paves the way for the implementation of other steps, such as informing the engine deck of the required maneuvers, preparing rescue tools, and marking the MOB location on the GPS.
Secondly, ships should be equipped with all safety tools, including lifeboats and MOB markers, and ensure they meet the required standards. For instance, the lifebuoy should have an automatic smoke signal and light illumination system. The equipment is essential for marking the location of the casualty. Proper functions of the safety and rescue equipment will increase the success rate of facing lives on the high seas or in hostile weather conditions.
Thirdly, it is recommended that all boats be equipped with VLAs to improve the crew’s decision-making processes. For instance, in the current scenario, the only VLA tool on the boat is a CCTV that transmits footage to the main deck. However, it should be noted that such cameras might not function properly at night. As a result, other high-performance VLA equipment, such as multifunctional displays and horizontal reference systems, would help the crew locate different parts of the boat at night, easing their operations while ensuring safety.
The significant occurrences of activities should be recorded for reference. Documentation provides a stepping stone for follow-up processes and the prevention of similar incidents in the future. The activities carried out in the case task were not documented. If the staff loses their natural intelligence over time, it might be devastating in future rescue missions. Documenting the events in the ship’s logbook is essential for scandalized activities and responses to similar situations.
Lastly, it is recommended that the master crew take control of the rescue operations. In the case scenario, some crew members can be spotted operating their mobile phones. The master should make decisions and give directives to all staff as required. The chief crew should also oversee the implementation of the directives to ensure discipline and save lives. A master in control of the crew and operations will ensure discipline, teamwork, and success.
Requirements for Improvement in the Future
The success of future rescue missions depends on the performance of the current and past ones. As a result, future operations should be based on standard operating procedures as outlined in Table 1. First, the incident must be reported to draw the attention of all crew. The master should also command the situation, make decisions, and provide foreign directives on key activities and timelines. The safety tools should be placed within reach for quick and effective retrieval, use, and return. The preparation and operational speed of the rescue personnel was low and should be improved in the future.
It was also observed that the ordination of the staff was poor. While some crew were preparing for the rescue process, others were seen on their phones without paying attention to the critical situation. Resolving such discrepancies will create room for improvement and better performance in future rescue operations.
Conclusion
The rescue operation was phenomenal, although several hitches were present during the preparation and execution phases. First, the task helped me understand the need for collaborative group reactions and responses to orders. Although groups and teams are diverse and complex to manage, adhering to standard operation standards eases the leadership process. Collaborative leadership is essential in taking control of critical and devastating situations without panicking. Rescuing a person in a MOB situation is a good example.
Another benefit obtained from evaluating the rescue task was the need for collaboration. The team worker exhibited by the two rescue personnel went beyond the success of their mission but also the safety of their tools and equipment. Examining the rescue operation also helped me understand and appreciate water-bound rescue processes and operations. It was not clear to me the essential steps and order in which activities should be carried out in recovery operations.
The task also helped me understand the importance of the safety tools in a ship, such as a buoy, life jackets, and lifeboats. The task prompted me to research safety tools and equipment in water-bound vessels like ships and boats. As a result, I gained immense knowledge of the role, performance, and efficacy of VLAs.
Reference List
Feraru, V.A., Andersen, R.E. and Boukas, E., 2020, November. ‘Towards an autonomous UAV-based system to assist search and rescue operations in man overboard incidents’. In 2020 IEEE international symposium on safety, security, and rescue robotics (SSRR) (pp. 57-64). IEEE.
Kruke, B.I. and Auestad, A.C., 2021. ‘Emergency preparedness and rescue in Arctic waters’. Safety science, 136, p.105163.
Rakan-01 (2022a). Sources to be used #1. Web.
Rakan-01 (2022b). Sources to be used #2. Web.
Rakan-01 (2022c). Sources to be used #3. Web.