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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.
INTERNATIONAL INLAND
(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.
INTERNATIONAL INLAND
(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