HALIFAX EXPLOSION

I.

TIME CONTEXT December 6, 1917

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

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:

(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;

(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

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.

(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.

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.

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

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

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 taken to avoid collision shall, if the circumstances of (a) Any action taken to avoid collision shall, if the the case admit, be circumstances of the case admit, be positive, made in ample positive, made in time and with due regard to the observance of good ample time and with seamanship. due regard to the observance of good seamanship.

Paragraph (a) is a general admonition to use care in avoiding collisions. Although the 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 are not required to put yourself in a worse condition. You are not required to run

aground (although in an extreme situation this may be the best course of action) or enter a collision situation with yet another vessel. Paragraph (a)'s admonition employs 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 more than is absolutely necessary to avoid the collision, allowing a generous margin of safety both in time and in distance.

INTERNATIONAL INLAND (b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be (b) Any alteration of course and/or speed to avoid collision large enough to be shall, if the circumstances of the case admit, be large readily apparent to enough to be readily apparent to another vessel observing another vessel visually or by radar; a succession of small alterations of observing visually or course and/or speed should be avoided. by radar; a succession of small alterations of course 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 giveway 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

sea room, alteration of may be the most effective action to avoid a close-quarters course alone may be situation provided that it is made in good time, is substantial the most effective and does not result in another close-quarters situation. action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another closequarters 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.

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.

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.

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.

 VI. 1. ALTERNATIVE COURSE OF ACTION/RESOLUTIONS/STRATEGIES 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

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.

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 ARPA you 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.

6. Monitoring sound signals ensure 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 indicator frequently 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

VII.

FINAL DECISION / RECOMMENDED COURS EOF ACTION/RESOLUTION STRATEGY

ACTIVITY

TIME FRAME

RESOURCES

ACCT ABILIRTY

OUTCOME

SEMINAR WITH TRAINING

3 DAYS SEMINAR

TRAINING COMPANY WITH CREW AND SUPERIOR STAFF

MASTER OF THE VESSEL

100% KNOWLEDGE ON HOW TO AVOID COLLISSION AT SEA.

1 MONTH TRAINING

SEMINAR WITH TRAINING

1 DAY SEMINAR 5 DAYS TRAINING

TRAINING COMPANY

MASTER OF THE VESSEL

SEMINAR

1 DAY

TRAINING COMPANY

MASTER OF THE VESSEL

Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance where the crew shall learn about. RECALLING LIGHTS AND SIGNALS USED IN MARINE INDUSTRY