1. Emergency Response Service IASST Safety Seminar September the 20 th 2010 Alexis CARAUX Head of Emergency Response Service

2. 2 ERS - IASST Safety Seminar - September 2010 Contents ► Introduction and history of Emergency Response Service (ERS) ► ERS intervention ► New developments for ERS ► Conclusions

3. Introduction and history of ERS

4. 4 ERS - IASST Safety Seminar - September 2010 ► The BV Emergency Response Service is a technical assistance available within 2 hours 7days 24hrs, in case of a maritime accident at sea for all types of vessels enrolled in the Service. ► A maritime accident may be collision, grounding, structural breakdown, fire, explosion or other situation in which the vessel’s stability, strength, or mooring is impaired or where serious oil spills may be expected. ► ERS based on damage stability and strength calculations, aims at helping the Captain of the damaged vessel to find the best loading condition after the accident in order to avoid pollution and find the highest level of safety for the ship and its crew. ► ERS is complementary to Classification. What is ERS ?

5. 5 ERS - IASST Safety Seminar - September 2010 ► January 1995: US Coast Guard OPA 90 for oil tankers and offshore barges: Owners are required to have prompt access to computerized shore-based damage stability and strength calculations programs. ► April 1995: MARPOL requires Shipboard Oil Pollution Emergency Plan for all tankers of 150 gross tons and all other vessels of 400 gross tons or more. ► January 2007: MARPOL requires that all oil tankers of 5000 tons DWT shall have prompt access to computerized shore-based damage stability and strength calculations programs. ► ISM Code: requires the company to establish procedures to respond to potential emergency shipboard situations. ► ERS created in 1993 in BV to respond to Pollution regulations for oil tankers and offshore barges. History and regulations

6. 6 ERS - IASST Safety Seminar - September 2010 Ship types - June 2010 (percentage of ERS fleet) ► Safety has become another major reason for Owners to enroll their vessels in ERS

7. 7 ERS - IASST Safety Seminar - September 2010 ► For each vessel enrolled in the Service, a database is created including: Set of key drawings, kept in a safe place Stability database of the vessel describing all tanks, compartments and openings, where all loading cases can be quickly reproduced Strength database: for longitudinal strength purpose ERS databases

8. 8 ERS - IASST Safety Seminar - September 2010 ► ERS staff: 18 persons ► Anytime, 3 persons available for the “on-call” team ► “on-call” team changes every week ► ERS staff specializes in: Stability Hull structure Mooring (especially for offshore units) ► BV “Ship in services” surveyors involved ERS Staff

9. ERS intervention

10. 10 ERS - IASST Safety Seminar - September 2010 ACCIDENT Step1: Activation of ERS Step2: Confirmation of received information Step3: Modeling of the damage case Step4: Proposition of a loading case to secure the vessel Discussions and modifications Step5: Demobilizing of ERS staff – end of intervention Steps of ERS intervention

11. 11 ERS - IASST Safety Seminar - September 2010 ► Phone call from the Ship or from the owners to ERS staff following ERS contact procedure ► Vessel identified by ERS staff (ERS contract number, BV register) ► Quick description of the accident given by phone to ERS staff ► ERS staff going to dedicated ERS crisis room. Opening of the vessel database (drawings, already prepared calculation models for stability and strength) ► ERS staff informs other involved BV departments (closest local surveyors) Step 1: activation of the service

12. 12 ERS - IASST Safety Seminar - September 2010 ► ERS staff receives from the damage ship: Loading condition before damage Damage description (location, extent, tanks flooded, heel angle…) Environment description (waves, wind, currents…) Actions that have already been taken ► Information received: Directly from the Ship or from Owners Usually by email ► Communication by phone between ERS staff and client to confirm data Step 2: Confirmation of received information

13. 13 ERS - IASST Safety Seminar - September 2010 ► Loading case reproduced by ERS staff ► Results quickly obtained by ERS staff regarding stability and longitudinal strength ► Communication between ERS staff and Captain/Owners to discuss the obtained results. Step 3: Modeling of damage loading case

14. 14 ERS - IASST Safety Seminar - September 2010 ► Depending on the damage situation and on the expected state of the vessel, the decision may be to find a better and realistic loading condition to secure the vessel, then: Modeling of the new loading condition by ERS staff Stability, Longitudinal strength results New discussion between ERS staff and Ship/Owners about the results given for the new loading condition Step 4: Improvement of loading condition

15. 15 ERS - IASST Safety Seminar - September 2010 ► Owner gives confirmation of demobilization of ERS staff ► Later: report sent to Captain and Owners, summarizing all previous steps and decisions Step 5: End of ERS

16. 16 ERS - IASST Safety Seminar - September 2010 Last interventions ► Owners are increasingly organising accident simulations for safety crew training ► ERS is usually activated, considered as being an important actor in the emergency decision process. ► Average of 10 drills every year ► Real interventions: average 3 per year. This figure should increase due to the increasing number of vessels enrolled in the Service. ► Most of interventions: grounding or collision issues

17. New developments for ERS

18. 18 ERS - IASST Safety Seminar - September 2010 ► Since January 2010, three types of services can be provided by BV for ERS: ERS-S (“S” for Stability and Strength) ERS-H (“H” for Hydrodynamics) ERS-M (“M” for Mooring) New developments for ERS

19. 19 ERS - IASST Safety Seminar - September 2010 ► Safe loading conditions at site and/or limits of navigation for the anticipated route based on real environment loads instead of Rules conservative values. ► Based on direct and pre-established calculations for the site or anticipated route sea- states. ► ERS-H is applicable to ships and barges in complement of ERS-S. ► ERS-H will help the ship board in two ways: At site, easier to find an allowable and realistic loading condition (typically for offshore units) For the anticipated ship route, giving safe navigation conditions (Hs max, heading restriction, speed limit) ERS-H - Hydrodynamics

20. 20 ERS - IASST Safety Seminar - September 2010 ► ERS-M is dedicated to mooring analysis for permanently moored units such as barges (FPSO) or buoys. ► It aims at preserving risers in case of the failure of one or several mooring lines ► The Service will provide information on the remaining capacities of the mooring system after the failure of one or several mooring lines and the potential failure of an additional mooring line. ERS-M Mooring

21. 21 ERS - IASST Safety Seminar - September 2010 ► From past emergency and simulation cases: communication is key ! ► Dedicated emergency room including: Video conference with owner, crisis room, shipboard Smartboard: interactive whiteboard system for sharing information/decisions/calculations ► Benefits: Reliable communications avoiding mis- understanding Timely information for decision-making process Emergency case – Modern tools of communication

22. CONCLUSIONS

23. 23 ERS - IASST Safety Seminar - September 2010 ► Rapid response force on permanent call: Independent technical support during a shipping emergency 24 hours a day, 365 days a year, within 2 hours ► Appropriate technical advice on damage stability, residual strength and mooring tensions ► Experienced advice: help in taking the right decision in the case of collision, fire, grounding or other damages ► Recommendations on remedial actions to minimize the risk to life, property and for the environment ► Salvage data: essential information to assist in successfully salvaging a casualty ► ERS – H & ERS – M : BV innovations Benefits of ERS