hali expulsion case

8/12/2019 Hali Expulsion Case

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HALIFAX EXPLOSION

I. TIME CONTEXT December 6, 1917


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II. VIEWPOINT

1. Application

(a) These rules shall apply to all vessels upon the high seas and in all

waters connected therewith navigable by seagoing vessels.

(b) Nothing in these Rules shall interfere with the operation of special rules

made by an appropriate authority for roadsteads, harbours, rivers, lakes, or

inland waterways connected with the high seas and navigable by seagoing

vessels. Such special rules shall conform as closely as possible to these

Rules.

(c) Nothing in these Rules shall interfere with the operation of any special

rule made by the government of any State with respect to additional station or

signal lights, shapes or whistle signals for ships of war and vessels

proceeding under convoy, or with respect to additional station or signal lights

or shapes for fishing vessels engaged in fishing as a fleet. These additional

station or signal lights, shapes or whistle signals shall, so far as possible, be

such that they cannot be mistaken for any light, shape, or signal authorised

elsewhere under these Rules

(d) Traffic separation schemes may be adopted by the Organization for

the purpose of these Rules.

(e) Whenever the Government concerned shall have determined that a

vessel of any special construction or purpose cannot comply with the

provisions of any of these Rules with respect to the number, position, range,

or arc of visibility of lights or shapes, as well as to the disposition and


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characteristics of sound-signalling appliances, such vessel shall comply with

such other provisions in regard to the number, position, range or arc of

visibility of lights or shapes, as well as to the disposition and characteristics of

sound-signalling appliances, as her Government shall have determined to be

the closest possible compliance with these Rules in respect of that vessel.

2. Responsibility

(a) Nothing in these Rules shall exonerate any vessel, or the owner,

master or crew thereof, from the consequences of any neglect to comply with

these Rules or of the neglect of any precaution which may be required by the

ordinary practice of seamen, or by the special circumstances of the case

(b) In construing and complying with these rules due regard shall be had

to all dangers of navigation and collision and to any special circumstances,

including the limitations of the vessels involved, which may make a departure

from these rules necessary to avoid immediate danger

[Rule 2 is sometimes referred to as the "General Prudential" rule and

provides for non-conformance with stated rules to prevent a collision,

because what is paramount is to avoid or minimise the damaging effects of a

collision, as opposed to blindly following the rules to the letter. The overall

intent is to minimise actual collision taking place rather than rule compliance

in and of itself, per se.]

3. General Definitions

For the purpose of these Rules, except where the context otherwise

requires:


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(a) The word vessel includes every description of water craft , including

non-displacement craft, wing-in-ground-effect (WIG) vehicle, and seaplanes,

used or capable of being used as a means of transportation on water.

(b) The term "power-driven vessel" means any vessel propelled by

machinery.

(c) The term "sailing vessel" means any vessel under sail provided that

propelling machinery, if fitted, is not being used.

(d) The term "vessel engaged in fishing" means any vessel fishing with

nets, lines, trawls or other fishing apparatus which restrict manoeuvrability,

but does not include a vessel fishing with trolling lines or other fishing

apparatus which do not restrict manoeuvrability.

(e) The word "seaplane" includes any aircraft designed to manoeuvre on

the water.

(f) The term "vessel not under command" means a vessel which through

some exceptional circumstance is unable to manoeuvre as required by these

Rules and is therefore unable to keep out of the way of another vessel.

(g) The term "vessel restricted in her ability to manoeuvre" means a vessel

which from the nature of her work is restricted in her ability to manoeuvre as

required by these Rules and is therefore unable to keep out of the way of

another vessel. The term "vessels restricted in their ability to manoeuvre"

shall include but not be limited to:

(i) a vessel engaged in laying, servicing, or picking up a navigation mark,

submarine cable or pipeline;


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(ii) a vessel engaged in dredging, surveying or underwater operations;

(iii) a vessel engaged in replenishment or transferring persons, provisions

or cargo while underway;

(iv) a vessel engaged in the launching or recovery of aircraft;

(v) a vessel engaged in mine clearance operations;

(vi) a vessel engaged in a towing operation such as severely restricts the

towing vessel and her tow in their ability to deviate from their course.

(h) The term "vessel constrained by her draught" means a power-driven

vessel which, because of her draught in relation to the available depth and

width of navigable water, is severely restricted in her ability to deviate from

the course she is following.

(i) The word "underway" means that a vessel is not at anchor, or made

fast to the shore, or aground.

(j) The words "length" and "breadth" of a vessel mean her length overall

and greatest breadth.

(k) Vessels shall be deemed to be in sight of one another only when one

can be observed visually from the other.

(l) The term "restricted visibility" means any condition in which visibility is

restricted by fog, mist, falling snow, heavy rainstorms, sandstorms, or other

similar causes.

(m) The term "Wing-In-Ground (WIG) craft" means a multimodal craft

which, in its main operational mode, flies in close proximity to the surface by

utilising surface-effect action. 4. Application


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The rules apply in any condition of visibility (e.g., in sight or in restricted

visibility).5. Look-out

Every vessel shall at all times maintain a proper look-out by sight and

hearing as well as by all available means appropriate in the prevailing

circumstances and conditions so as to make a full appraisal of the situation

and of the risk of collision.

6. Safe speed

Every vessel shall at all times proceed at a safe speed so that she can

take proper and effective action to avoid collision and be stopped within a

distance appropriate to the prevailing circumstances and conditions.

In determining a safe speed the following factors shall be among those

taken into account:

(a) By all vessels:

(i) the state of visibility;

(ii) the traffic density including concentrations of fishing vessels or any

other vessels;

(iii) the manoeuvrability of the vessel with special reference to stopping

distance and turning ability in the prevailing conditions;

(iv) at night the presence of background light such as from shore lights or

from back scatter of her own lights;

(v) the state of wind, sea and current, and the proximity of navigational

hazards;

(vi) the draught in relation to the available depth of water.


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(b) Additionally, by vessels with operational radar:

(i) the characteristics, efficiency and limitations of the radar equipment;

(ii) any constraints imposed by the radar range scale in use;

(iii) the effect on radar detection of the sea state, weather and other

sources of interference;

(iv) the possibility that small vessels, ice and other floating objects may not

be detected by radar at an adequate range;

(v) the number, location and movement of vessels detected by radar;

(vi) the more exact assessment of the visibility that may be possible when

radar is used to determine the range of vessels or other objects in the vicinity.

7. Risk of Collision

Vessels must use all available means to determine the risk of a collision,

including the use of radar (if available) to get early warning of the risk of

collision by radar plotting or equivalent systematic observation of detected

objects. (e.g. ARPA, AIS).

If the distance of any vessel is reducing and her compass bearing is not

changing much or it is a large vessel or towing vessel at close distance, or if

there is any doubt, then a risk of collision shall be deemed to exist.


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III. CENTRAL/MAIN PROBLEM

At approximately 8:45 a.m., the two ships collided, setting the picric acid

ablaze. The Mont Blanc was propelled toward the shore by its collision with

the Imo, and the crew rapidly abandoned the ship, attempting without success

to alert the harbor of the peril of the burning ship. Spectators gathered along

the waterfront to witness the spectacle of the blazing ship, and minutes later it

brushed by a harbor pier, setting it ablaze. The Halifax Fire Department

responded quickly and was positioning its engine next to the nearest hydrant

when the Mont Blanc exploded at 9:05 a.m. in a blinding white flash.

The massive explosion killed more than 1,800 people, injured another

9,000--including blinding 200--and destroyed almost the entire north end of

the city of Halifax, including more than 1,600 homes. The resulting shock

wave shattered windows 50 miles away, and the sound of the explosion could

be heard hundreds of miles away.

Ships carrying soldiers, munitions and supplies headed for Europe while

the wounded returned to Canada from the frontlines.

The people of Halifax were well-acquainted with the battles raging overseas.

But on this clear morning WWI would deal them a direct and deadly blow.


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That morning, the Norwegian ship Imo was leaving the Halifax harbour

carrying much-needed war supplies. The Mont-Blanc, a French vessel was

approaching from the opposite direction.

A small craft forced the Imo to change course, putting it in the path of the

Mont-Blanc. Both ships blasted their horns in warning. At 8:45 A.M., they

collided.

Initially, there was no explosion, just sparks, black smoke and flames, which

drew the excited curiousity of children, who ran towards the harbour. In

schools, factories and houses, people gathered at the windows to observe the

extraordinary fire.

No one knew that the Mont-Blanc was carrying 3,000 tonnes of munitions and

explosives.

The crew of the Mont-Blanc jumped into the lifeboats and paddled madly for

the shore, trying to warn onlookers to flee. Meanwhile, sparks set fire to

barrels of gas lashed to the deck of the Mont-Blanc, and fire spread slowly

inside the hold.

IV. STATEMENT OF OBJECTIVES

The main objective of the study is to see how marine transportation can avoid

human error that causes collision that leads to explosion just like the Halifax

explosion.

The following will be written in this case study:

1. To know about the Halifax explosion

2. To what extent this kind of explosion occurs


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3. The effects of Halifax explosion

4. To analyze how such a tragic accident occurs

5. To state the solutions to this kind of incident

V. AREAS OF CONSIDERATION /THEORETICAL CONSIDERATION

A. INTERNAL ENVIRONMENT

1. STRENGTHS

Trained ship engineers

Trained crew

New ships in the port

Well-known company

Stabilized capital of the company

2. WEAKNESS

Poor radar

Barely new technology discovered

Undercrew

No communication discovered

No further study about new technology

B. EXTERNAL ENVIRONMENT

1. OPPORTUNITIES

New technology to discover

New crews to be hired

Engineering technology discoveries

Fulfillment of crews information regarding marine technology


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New inventions on radar technology

2. THREATS

New companies arises

New technology discovered of other companies

Full monitoring of vehicles technology of other companies

Fulfillment of crews information regarding marine technology of

other companies

New inventions on radar technology of other companies

C. CONCEPTS

The International and the Inland Rule 8 are the same. Each applies to all

vessels in all conditions of visibility. In good visibility, one vessel will

usually have primary responsibility for taking avoiding action; in restricted

visibility, vessels will share equally in that responsibility.

INTERNATIONAL INLAND

(a) Any action takento avoid collision shall,if the circumstances ofthe case admit, bepositive, made inample time and withdue regard to theobservance of goodseamanship.

(a) Any action taken to avoid collision shall, if thecircumstances of the case admit, be positive, made in ampletime and with due regard to the observance of goodseamanship.

Paragraph (a) is a general admonition to use care in avoiding collisions. Althoughthe mandatory word "shall" appears, the paragraph also contains the escape clause"if the circumstances of the case admit." This means that in taking action you arenot required to put yourself in a worse condition. You are not required to run


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aground (although in an extreme situation this may be the best course of action) orenter a collision situation with yet another vessel. Paragraph (a)'s admonitionemploys indefinite terms--actions are to be "positive," "made in ample time," and"with due regard to the observance of good seamanship."

"Positive" action is a significant change in vessel course or speed; paragraph (b)elaborates. "Ample time" and "with due regard" remind us to act early and do morethan is absolutely necessary to avoid the collision, allowing a generous margin ofsafety both in time and in distance.


(b) Any alteration ofcourse and/or speedto avoid collision shall,if the circumstances of

the case admit, belarge enough to bereadily apparent toanother vesselobserving visually orby radar; asuccession of smallalterations of courseand/or speed shouldbe avoided.

(b) Any alteration of course and/or speed to avoid collisionshall, if the circumstances of the case admit, be largeenough to be readily apparent to another vessel observingvisually or by radar; a succession of small alterations ofcourse and/or speed should be avoided.

Let the other vessel know what you are doing. Make it obvious by sight in good

visibility and obvious on the radar screen in areas of restricted visibility. The give-

way vessel in a crossing situation must alter course enough that the stand-on

vessel will know it will pass astern. Give the proper maneuvering signals if

operating under the International Rules. Call the other vessel by radiotelephone.


(c) If there is sufficient (c) If there is sufficient sea room, alteration of course alone


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sea room, alteration ofcourse alone may bethe most effectiveaction to avoid aclose-quarters

situation provided thatit is made in goodtime, is substantialand does not result inanother close-quarters situation.

may be the most effective action to avoid a close-quarterssituation provided that it is made in good time, is substantialand does not result in another close-quarters situation.

Two variables can be altered to avoid collisions: course and speed. Large

commercial vessels often find it easier to change course rather than to change

speed, especially in open water when engine room personnel may not have taken

the preliminary steps for speed changes. Hence, paragraph (c) allows for a course

change alone, which can be made directly and immediately from the bridge. On

smaller vessels, on other vessels with direct bridge-controlled engines, or especially

on vessels with a controllable-pitch propeller, a speed change may be an equal or

more effective action, even when there is ample sea room for a course change.

E.


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F. ISSUES AND CONCERNS

That night there was a terrible blizzard that left homeless families to

freeze.

Vincent Coleman was the telegraph operator who risked his life to

send a telegraph to the train coming from Boston instructing them

to stop on account of an explosion was brewing.

Seconds after the explosion happened the power formed a gigantic

tidal-wave.

The whole explosion including the tidal-wave happened in a short

time period of 10 seconds.

About two-thousand people were killed and about nine-thousand

people were seriously injured.

The Halifax explosion is the second biggest man made explosion in

the worlds history. (The first was the Japan Bombing)

The Halifax explosion was the biggest Canadian tragedy in terms of

life loss and despair.


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You may know how Halifax sends Boston a Christmas Tree every

year in thanks for their support and help during the explosion days,

well that tradition didn't start until ABOUT twenty years ago!

At least one fifth of the city was in ruins after the explosion.

The explosives that the Mont Blanc was carrying were

nitroglycerine and trinitrotuol.

Eighteen minutes after the explosion the old sugar refinery and all

the buildings within a large area collapsed.

The explosion could be heard in Truro !!!!!!

It happened in the Narrows where a bridge called the MacKay

bridge stands today.

World war I was going on at the time of the explosion.

More damage was done to Halifax than Dartmouth.

All of the crew on the Mont Blanc evacuated the ship before it

exploded.


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All the crew on deck in the Imo was killed, but the crew members

below deck all survived.

Today there are cameras that scan all of the ships that enter the

harbor.

Citizens that lived through the explosion sometimes get petrified

when they hear a loud noise or see fire, because they remembered

the tragedy that happened.

United Memorial Church, A local church, was re-built after the

explosion by town people.

There were fireman that tried to put out the fire on the boats boats.

The Mont Blanc weighed 1140 tons.

When the Halifax explosion occurred World War 1 was more than 3

years ago.


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VI. ALTERNATIVE COURSE OF ACTION/RESOLUTIONS/STRATEGIES

1. Keep a constant lookout, astern as well as forward, and be aware of your

relation to all boats, buoys, or other features. Pilots call this "situation

awareness."

2. Stay out of the way: Avoid sailing or motoring in ship channels, especially if

visibility is poor because of fog, rain or darkness. Big ships must stay in the

deep channels, and most smaller vessels don't need to. No matter how fast

your boat, it is best to pass well astern of a ship or barge. Remember, no boat

has ever sunk by passing behind a moving ship.

3. Do not underestimate the speed of a large vessel: If your boat is slow, a

sailboat for example, you might not be able to take effective evasive action if

you find yourself on a collision course with a large ship in visibility of a

quarter-mile or less -- the speed differential is simply too great.

4. Be visible: At night, make sure that your navigation lights are bright and are

not obscured by sails, flags or dinghies in davits. If you see the running lights

of a vessel and you don't think you have been seen, begin to get out of the

way, using flashlights on sails, a spot-light, flash bulbs, or a white flare to

indicate your position (a strobe light should be reserved as a distress signal

only). Carry a radar reflector as high on the boat as you can.

5. Keep watch at night: Even on a clear night you will have difficulty seeing a big

ship approach. You might see it first as a black shadow against a background

of shore lights, or as a shadow moving rapidly across still water -- at that point


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you are not far apart. Remember that your lights will not be easily spotted

from the ship.

6. Watch the ship's lights: Pay attention to the sidelights as well as to masthead

and range lights. On a large ship the white range lights, with the aft light

higher than the forward light, will help you determine the ship's direction. If

you see both red and green sidelights, you're dead ahead -- MOVE OUT

FAST. Also learn to recognize the mast lights of a tug towing one or more

barges and of a commercial fishing vessel towing a net.

7. Know whistle signals, used only when vessels are in sight of one another.

The pilot of a ship will frequently not use the "port" or "starboard" whistle

signals when passing small boats because he is afraid the signals will not be

understood and might lead to erratic changes in course. If you hear five or

more short blasts on the whistle, it is the "danger" signal. Check and see if it

is for you -- and if it is, make way fast.

8. Use your radio: If you have a VHF radio aboard, remember that while channel

16 is the calling and distress frequency, channel 13 is the working frequency

used to arrange safe meeting and passing between ships and other

watercraft. If you do hail a ship, identify yourself relative to a numbered buoy

or some other reference point. Do not use these channels for chatter, and

keep radio use to a responsible minimum. The Coast Guard encourages the

use of channel 9 for nonemergency hailing purposes among small craft.


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9. Choose safe anchorages: Never anchor or hove to in a shipping channel, and

never tie up to a channel marker or buoy. Coast Guard buoys tell ships "here

is where you must pass," and it is illegal, as well as unsafe, to tie up to them.

10. Use binoculars: At night especially they can help you determine ships' lights

and direction with greater accuracy. Get into the habit of sweeping the

horizon 360 degrees at least every fifteen minutes, more frequently in poor

conditions.

11. Carry a radar reflector: Though no guarantee that a ship will spot you, a radar

reflector at least improves your chances.

12. Remember that ships displace many thousands of tons of water, creating

surges and wakes, which may be amplified in shallow water in proximity to

land.

1. Looking and listening maintain a continuous watch by sight and by

hearing, both inside and outside the wheelhouse.

2. Looking means looking out of the windows, all the time.

3. Using ECDIS the prime function of ECDIS is to help you be sure that

your ship is not moving into danger. Its other functions are useful but you

ust not get distracted by them.

4. Using ARPAyou must be aware of the effects of clutter, of small targets

and the range and limitations of the set.

5. Using a radio you must listen to what is going on around you but you

must always think carefully before calling other ships on VHF. It always

takes more time than you think and it may cause delay and confusion.


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6. Monitoring sound signalsensure you can hear what is going on outside

the wheelhouse. Be aware of the effect of keeping a closed wheelhouse

and of distracting noises inside it.

7. Using a depth indicatorfrequently and systematically monitor the depth

of water beneath your keel. The seabed is often the nearest point of

danger.

8. Avoid distractions such as wheelhouse and deck lights, other people,

navigational records and routine paperwork, including chart corrections


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VII. FINAL DECISION / RECOMMENDED COURS EOF ACTION/RESOLUTION

STRATEGY

ACTIVITY TIME FRAME RESOURCES ACCT

ABILIRTY

OUTCOME

SEMINAR

WITH

TRAINING

3 DAYS

SEMINAR

1 MONTH

TRAINING

TRAINING

COMPANY

WITH CREW

AND

SUPERIOR

STAFF

MASTER OFTHE VESSEL

100%

KNOWLEDGE

ON HOW TO

AVOID

COLLISSION

AT SEA.

SEMINAR

WITH

TRAINING

1 DAY

SEMINAR

5 DAYS

TRAINING

TRAININGCOMPANY

MASTER OFTHE VESSEL

Action taken toavoid collisionwith anothervessel shall besuch as toresult inpassing at asafe distancewhere the crewshall learnabout.

SEMINAR 1 DAY TRAININGCOMPANY

MASTER OFTHE VESSEL

RECALLINGLIGHTS ANDSIGNALSUSED INMARINEINDUSTRY

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