Emergency Response on Conteiner Ships

EMERGENCY RESPONSE ON CONTAINER SHIPS

WARNINGAny unauthorised copying, hiring, lending, exhibition, diffusion, sale, public performance or other exploitation of this video and accompanying workbook training package is strictly prohibited and may result in prosecution.

COPYRIGHT © VIDEOTEL 2010This training programme is intended to refl ect the best available techniques and practices at the time of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any fi rm, corporation or organisation who or which has been in any way concerned, with the production or authorised translation, supply or sale of this video and accompanying workbook for accuracy of any information given hereon or for any omission herefrom.

EMERGENCY RESPONSE ON CONTAINER SHIPS

A VIDEOTEL PRODUCTIONin association with

The Steamship Mutual Underwriting Association (Bermuda) Ltd

The producers would like to acknowledge the assistance of

A.P. Møller-Mærsk A/SCMA CGM & CMA SHIPS

Elias Marine Consultants LtdInternational Maritime Organization (IMO)

Maritime and Coastguard Agency (MCA)NYK Shipmanagement PTE Ltd, Singapore

NYK Line, JapanPacifi c International Lines (Pte) Ltd.

Consultant: John Astbury, CBEPrint Author: Sheila Brownlee

Producer: Kathrein GüntherWriter/Director: Ron Tanner

CONTENTS

ABOUT THE TRAINING 5

INTRODUCTION 6

1 / PLANNING AND PREPARATION 10

2 / FIRST RESPONSE 12

3 / ACTION PLAN 14

4 / SHORE SUPPORT 17

5 / MONITOR AND REVIEW 21

6 / FINAL REVIEW AND EVALUATION 22

7 / SUMMARY 22

8 / CASE STUDIES 23

9 / REFERENCE SECTION 27

Guidance and legislation 27Websites 29Publications 30Related training programmes 30

10 / ASSESSMENT QUESTIONS 31

11 / EMERGENCY RESPONSE CHECKLISTS 35

EMERGENCY RESPONSE ON CONTAINER SHIPS4

ABOUT THE TRAINING

WHO THIS PROGRAMME IS FOR

EMERGENCY RESPONSE ON CONTAINER SHIPS is principally for offi cers and crew. Superintendents and others working ashore will also fi nd it useful, as it sets out the roles and responsibilities of everyone involved in handling an emergency on board ship, including those who work ashore.

HOW TO USE IT

Training offi cers may wish to start the fi rst session by playing the whole video to the group and then opening a general discussion. The video can then be played again section by section, and trainees asked about the main points raised in each one.

This booklet contains expanded information on each topic, and at the end of each chapter there is a short assessment test that can be used to reinforce the learning points.

The focus of the training should always be on: how the programme content relates to emergency response procedure on

board your ship how trainees can help to reduce the impact of an emergency once it has been

identifi ed what improvements could be made to ensure that everyone works well

together as a team

EMERGENCY RESPONSE ON CONTAINER SHIPS 5

EMERGENCY RESPONSE ON CONTAINER SHIPS6 EMERGENCY RESPONSE ON CONTAINER SHIPS 7

stability problems for the ship, and possible environmental damage and collision risk if the containers go over the side and are submerged or semi-submerged.

Loss of refrigeration in a HNS tank container will lead to thermal expansion of the product. When the overpressure point is reached, the safety valve of the tank will open and the product will escape, with possible fi re/explosion risks if the product is fl ammable at ambient temperature.

A particular fi re risk is the cargo calcium hypochlorite, an oxidising agent that self-ignites under certain conditions. When this happens, oxygen is released and the fi re therefore goes on burning.

Another risk is intermodal containers: these may have hazardous materials inside the containers but there are no external markings to warn workers or emergency responders of the contents.

ROLES AND RESPONSIBILITIES

The Master

Emergencies are a test of leadership. The Master has overall responsibility in an emergency and should: remain on bridge as much as possible to coordinate the response delegate on-scene organisation to senior offi cers make quick decisions when the situation changes rapidly stay in communication with the shore offi ce. Note: It is important that the

Master should be allowed to concentrate on the situation as it develops, leaving the shore team to handle further notifi cation and back-up

Senior offi cer in charge of emergency party

The senior offi cer’s responsibilities are to: assign tasks to each person in the party record what happens, what decisions are made and when. All times must be

written down and all charts with notes or plots on them retained. keep photographic or video records observe how personnel have responded

INTRODUCTION

Prevention of emergencies is always better than cure, and companies have safety procedures in place to reduce the risk of something going wrong. However, the reality is that accidents will always happen, and when they do, fast and decisive action is essential.

The purpose of EMERGENCY RESPONSE ON CONTAINER SHIPS is to minimise the impact of emergencies once they have started to develop, emphasising the importance of effective lines of communication and of drills and exercises.

IMPORTANT NOTE

Although in this training programme we look specifi cally at EMERGENCY RESPONSE ON CONTAINER SHIPS, the main messages apply equally to emergencies on any type and/or class of ship.

THE RISKS

Since container ships were introduced in the 1960s, the container industry has undergone extraordinary growth. Ship size has increased dramatically and so have the commercial demands. As a result, today’s container ships are running at a high level of possible risk.

The most common emergencies reported on container ships are:1 fi res, which can spread to other parts of the ship, and 2 leaks, posing safety risks to personnel from toxic atmosphere and/or pollution

to the marine environment and coastal areas

Hazardous and Noxious Substances (HNS), if incorrectly stowed, or subject to extreme forces (e.g. if improperly lashed stacks of containers shift and collapse as a result of sea and weather conditions, collisions or groundings), can ignite/explode, or leak if the container is damaged. Stack collapse can also lead to


The safety culture on board

Everyone on board ship will be familiar with the theory of how to respond to an emergency, because they take part in regular emergency drills and exercises. But how well they perform and communicate in a real emergency also hangs on the extent to which people feel they are part of a team, and on the safety culture on board.

Good communication has to be worked at, and any issues relating to cultural differences must be resolved before an emergency happens, not during it.

Everyone should feel they can speak out about anything that worries them, whether it is a task they have been asked to perform, or something they see another crew member doing.

The crew

There must be good teamwork and communication between crew members as they are working for the safety of crew, ship and cargo.

They should be familiar with: their role in an emergency the location of emergency equipment and of their PPE and how it should be used

During cargo operations, they have a responsibility to watch out for the following problems, and bring them to the notice of, the Chief Offi cer: leaking or damaged containers very heavy or unevenly loaded containers signs of fi re

The owner/operator

The owner/operator should generate a positive safety culture from the very top. Emergency procedures should not simply be drawn up in an offi ce then issued to the ship, but should be properly evaluated as to their effectiveness.

The shore offi ce

The shore offi ce are an integral part of the ship’s emergency response, and their role is to: summon assistance request tugs get expert technical advice take the weight of notifying interested parties e.g. P&I club, charterer and

others such as salvage companies keep to the mutually agreed schedule of communication with the ship deal with the media

(See Section 4. Shore Support for more detail about how the shore team help in an emergency.)

DISCUSSION POINT:DISCUSSION POINT:

Do people on your ship feel able to question what

they have been asked to do if they do not fully

understand it, or do not feel competent to do it? If

not, what steps could you take to address this?


1 Planning and preparation2 First Response3 Action Plan4 Shore Support5 Monitor and Review6 Final Review and Evaluation

The ship’s emergency plan should include: up to date company contacts such as the Designated Person Ashore (DPA) and

contact details of any other interested parties the allocation of duties and responsibilities on board actions to be taken to regain control of a situation communication methods to be used on board procedures for requesting assistance from third parties procedures for notifying the company and reporting to relevant authorities maintaining communications between the ship and shore procedures for dealing with the media or other outside parties

Emergency equipment

There must be suffi cient emergency equipment on board including: escape devices Emergency Escape Breathing Devices (EEBDs) Personal Protective Equipment (PPE) immersion suits

All equipment must be regularly inspected and maintained, and crew members must be fully familiar with how to use it.

Note: that immersion suits should not be worn in an emergency in tropical waters, as this can lead to heat exposure and, in the worst scenario, death.

1 / PLANNING AND PREPARATION

1.1 THE IMPORTANCE OF EXERCISES AND DRILLS

An actual emergency is not the time to fi nd out what should be done. The emergency plan should be regularly rehearsed, so that responding to an emergency becomes second nature to those having to deal with it. This is extremely important because if an emergency happens there may not be enough time to consult the plan.

The Emergency Response drills must be performed in addition to the mandatory boat and fi re drills, and must be varied and realistic.

After each one, constructive comments should be made so that lessons can be learned. Feedback will also put the crew in a better position to appreciate the extent and gravity of the overall situation, and to familiarise themselves with the strategy for tackling the emergency.

Taking short cuts in drills could cost lives!

1.2 PREPARATION AND THE LAW

Under the ISM (International Safety Management) Code, all ships must not only have identifi ed potential emergency shipboard situations but must also have established procedures to respond to them.

The Code specifi es that there must be an emergency plan, also known as a ‘contingency plan’. The plan should be specifi c to the vessel, and should be prepared jointly between the ship and its owners or operators.

The plan should describe how to deal with emergency situations related to damage, fi re, pollution, personnel, security and cargo. It should be a concise, self contained document that guides the user through the stages of the incident in a simple way that is easy to follow.

Although the details of the plan will vary from ship to ship, the essence of each plan will be:


Consult the plan. If there is time, the Master and Chief Offi cer consult the emergency plan.

Dispatch the emergency parties. The parties are dispatched to investigate.

In case of fi re, the damage party will look out for any damaged pipework and any leaks from tank containers in the area of the incident. It is important that they report back about the contents of the tank container(s).

Look after casualties. Any casualties must be moved out of danger and given fi rst aid if required.

Parties report back. The emergency parties report back with their fi ndings, and the Master can then agree with the Chief Offi cer the most important things that should be done, for example to fi ght the fi re or to minimise pollution.

Report incident to DPA. The Master then reports the incident to the Coastal State SAR (Search and Rescue) co-ordinator, and to the company’s DPA, arranging to call them back when there is more information.

Request assistance. If the ship has been assessed as in imminent danger, the Master should transmit the Mayday/DSC (Digital Selective Calling) alert and request assistance from the Coastal State. The ship may be too far away for immediate shore assistance, but there may be other ships close by.

In US waters, the National Response Center (NRC) must also be notifi ed.

2.3 MAKING THE RIGHT DECISIONS

What happens in the fi rst three minutes after an emergency has been reported is crucial! The whole direction of the incident response can go right or wrong once decisions have been made and the response has been set in motion.

2.4 COMMAND AND CONTROL

The Master is in control of events on board and responsible for ensuring that everyone is aware of the overall situation and the response strategy, but will rely heavily on the whole management team.

Command and control is split between the bridge (or alternative place of safety

2 / FIRST RESPONSE

2.1 STAY CALM

Any emergency is bound to be a frightening experience, but to give way to panic is extremely dangerous. It could kill you or others if your mind goes blank and you don’t make the right decisions.

This is where rehearsals and drills come in. You should behave automatically as you perform the familiar procedures you have learnt, and you’ll feel more in control of yourself and the situation.

2.2 WHAT HAPPENS WHEN THE INCIDENT OCCURS

Sound the alarm.

Assess the emergency. The next step is for the Master to assess the type of emergency and what immediate action needs to be taken.

Muster the crew. The crew are summoned to their muster stations. Mustering has a dual function: any missing persons can be identifi ed crew members can be organised into parties with different responsibilities, for

example to search for any missing crew or to assess damage to hull and cargo

Is the ship in imminent danger?

Make a mayday call for assistance

Order an immediate investigation to fi nd out exactly what the damage is

Is the threat to the ship and crew less certain?


written down, with the times at which the events took place. It is important to keep video and/or photographic records, where possible.

3.2 RESPONDING TO A FIRE

The following are some basic requirements and recommendations for responding to fi res. More information can be found in the Videotel programme “Fire Fighting At Sea”.

Equipment

The relevant equipment must be available and in good condition: fi re-fi ghting appliances emergency or chemical suits (the choice will depend on the cargo type) breathing apparatus

Locate the fi re

The seat of the fi re must be located. Once this has been done, it is of crucial importance to look at the cargo manifest to establish what the fi re risk is!

Extinguish or contain the fi re

The heat must be stopped and the fi re prevented from spreading. If the fi re cannot be put out, it must be contained.

A container may be diffi cult to reach with conventional fi re-fi ghting equipment, especially if it is in the middle of a stack or far down in a hold.

Techniques for extinguishing container fi res are: cooling fuel starvation smothering fl ame inhibition

Removing the fuel from the boundary of a fi re to stop it spreading further is ‘boundary starvation’. If the fi re is a major one, you may need ‘boundary cooling’, which will require resources from shore-based facilities such as tugs with water monitors.

suitable as a base for communication) and the area of the incident.

It is the Master’s role to keep the offi ce or DPA fully updated on the situation as it unfolds.

3 / ACTION PLAN

3.1 MAKING THE ACTION PLAN

The action plan uses the guidance contained in the emergency plan but is a separate plan and is tailored to this incident.

The Master will by now have had a preliminary report from the Chief Offi cer about the type of emergency, and the extent of the damage. The next step is to consult the offi cers about what needs to be done, and how it should be done. It is for the Master alone to make the decisions, though the Chief Offi cer’s views should of course be taken into account.

The decisions will include: allocating roles and responsibilities allocating physical resources such as emergency equipment establishing communication schedules between ship and shore and between

emergency parties and the bridge

Co-ordinating the activity

Apart from a visit to the scene of the emergency, if desired, the Master should stay on the bridge to coordinate the activity.

The Master should always listen to offi cers’ advice and, as far as practicable, involve them in the key decisions.

Recording events

All the information received at the bridge, and all decisions made, should be


3.4 RESPONDING TO A STACK COLLAPSE

If containers should collapse, the ship’s priorities are to: take precautions to reduce the risk to the ship’s stability and manoeuvrability,

such as slow steaming monitor the weather check the other stacks report the loss of any containers over the side to the Coastal State contact the P&I Club for advice

4 / SHORE SUPPORT

4.1 THE SHORE OFFICE

The shore offi ce have an essential role to play in their ship’s response to any incident, and should lend their expertise and support to the ship from the time they are notifi ed by the Master.

They will help by taking on some of the notifi cation responsibilities and dealing with the media, and are an integral part of the overall response.

The team ashore will have their own emergency plan as well as a copy of the ship’s

Fire below deck

Below deck a major fi re should be kept under control with smothering gas until the nearest port is reached.

Ventilation control is diffi cult but vital. Remember: small fi res can quickly escalate!

Fire on deck

On deck, containers should be surrounded with water spray. Additional options include injection of CO2, Halon substitute or water spray.

Fighting a container fi re

This type of fi re is unique as it is in a sealed steel box which is often diffi cult to get at. Fires can also spread from one to the other because of the extreme heat, and this could cause an explosion. Container fi res on the hatchtop could also affect the cargo in the hold below.

The main aim is to cool the containers down and keep the temperature low to discourage conduction.

Calcium hypochlorite fi res are often tackled through isolating the stack on fi re by fl ooding it with water to stop the fi re spreading and then leaving the stack to burn itself out.

3.3 RESPONDING TO A HNS (HAZARDOUS AND NOXIOUS SUBSTANCE) LEAK

Ships carrying HNS are required by law to have a shipboard pollution emergency plan (SOPEP) to deal specifi cally with incidents involving these substances.

As with fi re-fi ghting, the fi rst step in tackling a HNS leak is to refer to the cargo manifest to establish the risk from the substance.

Crew members tackling the leak will need specialised PPE, which should have been well maintained. Depending on the type of substance, breathing apparatus as well as emergency/chemical suits may be required.

The table (right) outlines responses to some HNS emergencies as recommended by the European Maritime Safety Agency.

HNS type Recommended response

Leak near coast Tow vessel to less vulnerable area

Toxic gas or smoke Change vessel position taking wind direction into account

GasControlled release of the cargo with a sprinkler system to produce a water air combination, reducing the concentration of the HNS

Floaters Oil spill response and containment techniques

Acids Neutralise acid by applying a base

Bulk liquid or packaged goods Ship to ship transfer


4.2 REPORTING TO THE SHORE TEAM

The ship must communicate detailed and accurate information to the shore team about: the nature of the incident the ship’s position weather conditions number of casualties the extent of any injuries a list of who has been contacted

4.3 HOW THE SHORE TEAM CAN HELP

The team can take responsibility for notifying the charterer and P&I club.

They have access to engineers, surveyors, designers and chemists so can help the Master to handle the emergency response, for example, if damage assessment is required.

In the event of an undeclared HNS cargo leak or spill, or in the case of fi re, they can fi nd out about the cargo and the recommended methods for dealing with it.

The Master will liaise with the shore offi ce to obtain any extra emergency equipment, such as: chemical foam fi re hoses/applicators fi re suits/breathing apparatus pollution response kits/booms chemical suits/masks medical supplies

If the vessel is deep sea, they may also arrange airlifts for any injured men.

emergency plan and the two will be interrelated. They will also have detailed drawings of the ship and a copy of the cargo loading plan.

The shore based emergency plan

The ISM Code regulation 8 on emergency preparedness provides a list of what shore based emergency plans may include:

the composition and duties of the persons acting within the emergency plan

procedures for the mobilisation of an appropriate company emergency respond (which may include the establishment of an emergency respond team)

procedures to follow in respond to different types of accidents or hazardous occurrences

procedures for establishing and maintaining contact between the ship and management ashore

the availability of ship particulars, plans, stability information, and safety and environmental protection equipment carried on board

checklists appropriate to the type of emergency which may assist in the systematic questioning of the ship during the response

lists of contact names and telecommunication details of all relevant parties who may need to be notifi ed and consulted

reporting methods for both ship and shore based management procedures for notifying and liaising with the next of kin of

persons onboard procedures for issuing information bulletins to and answering

queries from the media and the public back up arrangements for the company’s initial respond in the

event of a protracted emergency the roistering of the company personnel and specialists

dedicated to support the response and adequate relief for the maintenance of their routine duties


5 / MONITOR AND REVIEW

5.1 RESPONDING TO CHANGES

Situations change rapidly and in a way that it is not possible to predict. Fires can spread, gas leaks can explode. The action plan must be constantly monitored and reviewed in case new actions are suddenly required.

5.2 WHAT NEEDS TO BE MONITORED

While action is being taken, the following questions must be asked at frequent intervals: Is the action working? Are more personnel needed? Are the lines of communication working? Is the equipment suffi cient? Should the action plan be revised? Should video and/or photographic evidence be gathered?

If a change is indicated by monitoring process, it should be reviewed and implemented as quickly as possible.

5.3 SITREPS (SITUATION REPORTS)

SITREPS are required for commercial reasons, but it is also a legal requirement to report accidents. If the vessel is enrolled in an Emergency Response Service with Class or other consultants for issues of Longitudinal Strength and Transverse Stability, regular SITREPS will have to be passed over to them so that they may be kept abreast of the ever changing situation.

4.4 DEALING WITH THE MEDIA

Most companies have special communications plans for emergencies, the purpose of which is to maintain a positive image for the company. Company procedures (as laid down in the ISM manual) should include brief guidelines on media handling.

Depending on the severity of the incident, the media will be keen to get as much information as possible. The Master should restrict what is released and emphasise to the crew that ‘careless talk’ on mobile phones can have a serious knock on effect.

Co-operation with the media is better than hostility or no comment. On board, it is strongly recommended that only the Master communicates with the media, and as far as practicable, the shore offi ce should deal with them. If contacted, the ship should politely direct the inquiry to the shore offi ce. Ideally, the media response should be left to the shore authorities and the owners/operators in concert and liaison.

A few tips for dealing with the media: Preparation is essential. Know your role within the plan! Give just the right amount of information – don’t say what’s in the container.

Masters should also be careful not to divulge company information Don’t get carried away and speculate about what might have happened Avoid giving any information that you’re not absolutely sure about – wrong

information could cause the seafarers’ families to panic

A good relationship with the shore offi ce

It is vital to establish a good relationship with the shore team before an emergency takes place, so that the shipboard team feel happy about sharing crucial information without the fear of recrimination. Withholding information could make the shore team less able to help the Master deal with the emergency.


Crew members should feel comfortable to speak up about anything that worries them

All emergency equipment should be well maintained and stored The shore offi ce form an integral part of the emergency response It is essential to monitor the response continuously, and change the action plan

if necessary Responding calmly to an emergency can only come about through effective

training and regular exercises It is human behaviour that will determine the outcome of any emergency!

8 / CASE STUDIES

Avoiding a potential environment catastrophe (Napoli)

A container vessel suffered hull damage and fl ooding to the engine room while carrying several thousand containers from Northern Europe to South Africa. The decision was taken to abandon ship. The crew were subsequently rescued by helicopter without any casualties and the vessel was taken under tow. However, during the tow, concerns increased that the vessel might break her back completely and sink, and so she was intentionally beached.

6 / FINAL REVIEW AND EVALUATION

After the emergency has been dealt with, there will be an accident investigation by the fl ag State.

A full review by both shore based and ship’s personnel must also be carried out to identify any issues arising from the emergency response and any lessons to be learned: What was the cause of the emergency? Could it have been prevented? How rapidly was it reported? How was it tackled? Did the emergency plan work well? How satisfactory was the equipment? How effective was the communication? What could have been improved?

Where appropriate, procedures should be changed in line with the review’s recommendations.

Accentuate the positive! Investigation should focus on what went well as on what went wrong so that successful practice can be repeated. Avoid seeking out someone to blame, but if it falls in a particular direction, it must be assessed and reported to the authorities.

7 / SUMMARY

Responding effectively to an emergency could save lives! It is not only sensible to prepare well for an emergency – it is a legal

requirement Make sure everyone knows and understands the contingency plan Effective communication between all parties is essential – and keep to the

agreed schedule

ACTIVITY:ACTIVITY:

Now that you have been through the whole programme,

put what you have learned into action by delivering

a draft contingency plan for a container ship.


the ship managers and charterer of the accident by email, but he did not inform the nearest Coastal State of the accident. They were only advised by the vessel’s local insurance representative that it had taken place and this was more than fi ve hours after the collapsed stow had been discovered.

Lessons learned: Always be aware of the reporting requirements of the Coastal State when

transiting coastal waters When an emergency situation occurs on board, immediately inform Coastal

State. Failure to do so may result in a delay by a Coastal State’s response services to provide an appropriate response to the situation

Inability to contain a fi re (Fortune)

A ship was on its way from China to Europe when a huge explosion below deck and aft of the accommodation caused dozens of containers to fall into the sea off the coast of Yemen. Fire spread through the stern, including the accommodation and the stacks near the accommodation. Several containers of fi reworks then went off.

The crew were not able to contain the fi re and had to leave the ship. A large section of the hull was destroyed, the engine room was burned and fl ooded, and the listing ship went on burning for several days.

Lessons learned: Knowledge of what is being carried and where it is stowed is critical to the

success of the emergency response Shore authorities should be notifi ed as early as possible so that they can

dispatch fi re-fi ghting services if available The DPA and shore side operation should be regularly updated and appraised of

the situation as it unfolds

Explosive cargo (Pennsylvania)

A container ship with a dangerous cargo of fi reworks suffered severe damage after an explosion in one of the containers stowed near the accommodation. The vessel caught fi re and a fi reball shot 100 metres into the air.

The fi re was fought using mainly hoses, but despite all efforts, it spread and forced

Lesson learned: Fast decision-making helped to avoid a potentially serious oil spill

Successfully correcting a dangerous list (Ever Decent)

A cruise ship crashed into a container ship in the English Channel, and fi re broke out on the container ship which was carrying fl ammable chemicals and cyanide. The container ship was badly damaged and listing to port, and a number of containers went over the side. Toxic smoke poured out of the ship and a thin layer of oil spread on to the surface of the sea.

The Master successfully guided the ship into shallow waters and managed to stabilise the dangerous list with water ballast. Lifeboats, helicopters and a maritime patrol plane arrived rapidly on the scene. A week after the incident, the vessel was considered fi t to sail to a nearby port for repairs.

Lessons learned: The prompt action by the crew brought the list under immediate control Immediate access to stability information allowed crew to distribute ballast safely Ultimately, the use of professional salvors with a damaged ship stability

capability assisted in safely rectifying the list Prompt crew response in tackling the fi re initially, then cooperating with

salvors was crucial in limiting the impact on board of the fi re The importance of proper manning of the bridge in areas of dense traffi c

Failure to inform the Coastal State (Annabella)

While on passage in the Baltic Sea, a container ship started to roll and pitch heavily and it was later discovered that a stack of containers had collapsed. The containers, some of which were carrying dangerous cargo, were damaged. The ship was redirected to a different port and the emergency services took over. Specialist contractors safely unloaded the containers a week later.

The inquiry reported that the Master had ensured the safety of his crew by mustering and briefi ng them and that he had also introduced prudent control measures by posting notices detailing the dangerous cargo in the damaged containers, restricting access to the main deck, and rigging fi re hoses. He advised


listing heavily over two thirds of its length and many of the containers were fl oating in the water. Among the cargo were rechargeable batteries, classifi ed as a hazardous substance, polythene fi lm, and nearly 100 tonnes of fuel oil. Removing the containers and detritus was diffi cult because it was substantially covered in oil.

A specialist salvage vessel, known to be in the area, was able to remove almost all the fuel from the ship before it sank. Three tugs were summoned to collect the containers drifting in the sea, and several days later the wreck sank into deeper water further from the coast.

Lessons: Call on shore-based authorities as early as possible once an incident has

occurred or is developing. The timely arrival of specialist vessels cannot be overstated.

The shore team must be kept fully appraised of the situation so that additional resources can be called upon, if and when required.

9 / REFERENCE SECTION

GUIDANCE AND LEGISLATION

ISM Reg. 1.4.5 (Functional requirements for a safety management system) ~ “Every company should develop, implement and maintain a safety management system which includes the following requirements:(…..5) procedures to prepare for and respond to emergency situations;”

ISPS 1.2.4 (Objectives) ~ “The objectives of this Code are:(…..4) to provide a methodology for security assessments so as to have in place plans and procedures to react to a change of security levels;”

IMO MSC/Circ.1156, of 23 May 2005, GUIDANCE ON THE ACCESS OF PUBLIC AUTHORITIES, EMERGENCY RESPONSE SERVICES AND PILOTS ON BOARD SHIPS TO WHICH SOLAS CHAPTER XI-2 AND THE ISPS CODE APPLY

IMO MSC.1/Circ.1261 on “Prevention of maritime accidents due to driftwood”.

the crew to abandon ship.

Salvage experts later took over but the fi re burned for over a month and they were unable to prevent the ship being so badly damaged that the cost of rebuilding would have cost almost as much as the original build price. Although only a few months old, the vessel was sold for scrap.

Lessons learned: Boundary cooling of the deck cargo close to the accommodation should have

been carried out, and the fi refi ghters should not have positioned themselves towards the midships. The explosion at the bay just forward of the accommodation could have been a cause of casualties.

Loading of dangerous goods/explosive cargo underdeck and on deck close to the accommodation and engine room may have disastrous consequences and the vessel crew may fi nd it hard to effectively respond to such an emergency situation.

Good crew training for a worst case situation cannot be over emphasised or over practiced. It should be a natural sequence of events.

Hazards from calcium hypochlorite cargo (Djakarta)

The crew of a ship sailing in the Mediterranean spotted a fi re among the containers on deck and there was an initial explosion. Fire hoses were used but the cargo hatch collapsed and the fi re spread quickly. The crew had to abandon ship in a matter of hours. Despite the efforts of the fi re fi ghters, the cargo kept reigniting because the ambient temperature was high enough to cause the burning calcium hypochlorite to go on releasing oxygen. One cargo hold was completely destroyed and there was damage to two other holds and the engine room.

Lesson: Again, knowledge of what is being carried and where it is stowed is critical to

the success of the emergency response. Starving the heat source and keeping adjacent areas cooled as safely as practical, was key with this hazardous cargo.

Specialist salvage

A container ship ran aground on the Isles of Scilly. In a few hours the ship was


WEBSITES

International Maritime Organizationwww.imo.org

The Maritime & Coastguard Agencywww.mcga.gov.uk

United States Coast Guardwww.uscg.mil

Transportation Safety Board of Canadawww.tsb.gc.ca

Australian Maritime Safety Authoritywww.amsa.gov.au

European Maritime Safety Agency www.emsa.europa.eu

MAIB (Marine Accident Investigation Branch)www.maib.dft.gov.uk

CHIRP (Confi dential Human Factors Incident Reporting Programme)www.chirp.co.uk

MARS (Marine Accident Reporting Scheme)www.nautinst.org/MARS/index.htm

“Member States are invited to ask ships that detect driftwood and other fl oating obstacles (including containers, other large cargo items, etc.), which could cause a maritime accident, especially for a high-speed craft, to communicate the information to ships in the vicinity and competent authorities, in accordance with SOLAS regulation V/31.”

The ISM (International Safety Management) Code

Under the ISM Code Reg. 1.4.5 (Functional requirements for a safety management system) every company should develop, implement and maintain a safety management system which includes procedures to prepare for and respond to emergency situations.

Regulation 1 also requires that the Safety Management objectives of the company should continuously improve the safety management skills of personnel ashore and on board ships, including preparing for emergencies related to both safety and environmental protection.

Regulation 8 (Emergency Preparedness) requires that actions to counter potential emergency situations should be practised in drills. A programme of such drills, additional to those required by the SOLAS Convention, should be conducted to develop and maintain confi dence and profi ciency on board. These drills should be developed to exercise the emergency plans established for critical situations and should, as appropriate, mobilise the shore based management emergency contingency plans under simulated conditions. Emergency drills and exercises should be carried out regularly to test the effectiveness and clarity of emergency plans, and to develop the confi dence and competence of the personnel who may be involved in actual emergencies. Records of all emergency drills and exercises conducted ashore and on board should be maintained and be available for verifi cation purposes. Appropriate personnel should evaluate the results of these drills and exercises as an aid to determining the effectiveness of documented procedures.

US Coast Guard regulations

Ships visiting US ports must provide the US Coast Guard with evidence in their Vessel Response Plans (VRPs) that they have adequate salvage and fi re fi ghting capabilities.


PUBLICATIONS

Safe Transport of Containers by Sea - Guidelines on Best Practices (ICS)

The Mariner’s Role in Collecting Evidence (The Nautical Institute)

A Master’s Guide to Shipboard Accident Response (The Standard Club)

RELATED TRAINING PROGRAMMES

Codes 673 – 677: Fire Fighting at Sea Series (Videotel)

Code 573: Crisis Communication – You and the Media (Videotel)

Code 958: Search and Rescue: Co-ordination Edition 2 (Videotel)

Code 971: When One Thing Leads to Another – Safe Container Operations (Videotel)

The MCA Maritime Incident Response Group (MIRG) video can be seen online at www.mirg.org.uk.

10 / ASSESSMENT QUESTIONS

The least common emergencies reported on container ships are fi res and leaks. True or False?

Which of the following activities is the Senior Offi cer in charge of the emergency responsible for? a) Assigning tasks to each person

in the emergency partyb) Communicating with the

Rescue Coordination Centrec) Keeping the shore offi ce

informed of developmentsd) Notifying the charterer, P&I

club, and other interested parties.

Loss of refrigeration in a HNS container may lead to fi re/explosion risks. True or False?

What are the risks from calcium hypochlorite cargo?a) It can lead to thermal expansionb) It can release hydrogen sulphide,

a toxic gasc) It can lead to under-

pressurisation of the container

d) It can self-ignite and release oxygen, causing the fi re to burn continuously

Which of the following does NOT form part of the ship’s emergency plan?a) Clear and effective proceduresb) Rest hoursc) Abandon ship and fi re drillsd) Emergency equipment

The ship is required to have an emergency plan under the ISM Code.True or False?

When an emergency situation is fi rst detected, the fi rst step is to:a) Notify the Coastal Stateb) Sound the alarmc) Search for any missing crewd) Make a detailed plan of action


What is the primary role of the emergency parties?a) To investigate the damage and

move casualties out of dangerb) To repair any damage to the

pipeworkc) To muster the crew in readiness

for abandoning shipd) To report the emergency to the

shore team

The action plan is another word for the emergency plan.True or False?

What is the fi rst thing that should be done to fi nd out the risk posed by the cargo?a) The charterer should be

contactedb) The Chief Offi cer should inspect

the containerc) The ship’s manual should be

consultedd) The cargo manifest should be

consulted

Ships carrying HNS are required by law to have a shipboard pollution emergency plan to deal specifi cally with incidents involving these substances.True or False?

What is the recommended procedure for dealing with a fl oating HNS?a) Neutralise it with a baseb) Use oil spill response and

containment techniques c) Change vessel position taking

wind direction into accountd) Tow vessel to a less vulnerable area

Below deck, a major fi re should be fought with:a) Smothering gasb) Calcium hypochlorite c) Injection of CO2

d) Water spray

What is the main aim when tackling a container fi re?a) To cut a hole in it so that water

can be sprayed insideb) To seal it off c) To haul it over the sided) To cool it down and keep it cool

If extra emergency equipment is needed, what needs to be done?a) The Emergency Response Team

will liaise with the shore offi ce to obtain it

b) The Master will request it via the DPA

c) An email is sent by the ship to the Coastal State

d) This is the charterer’s responsibility

In an emergency, it is recommended not to make any kind of comment to the media. True or False?

If monitoring of the emergency response action indicates that a change is required, what should be done?a) The shore offi ce should be

consultedb) The operation should be

stoppedc) The change should be

implemented as soon as possible

d) The Coastal State should be warned

SITREPS are only required for legal reasons. True or False?

After the emergency has been dealt with, there will be an accident investigation by the fl ag State.True or False?

What should be done if the full review of the incident points up a procedure that needs changing? a) It should be changed in line

with recommendationsb) Permission should be sought

from IMOc) The DPA should not be

consultedd) It is illegal to change

Emergency Response procedures


ANSWERS

Number: Found in section:

False Introduction - the risks. Fires and leaks are the MOST common emergencies reported on container ships

a Introduction - roles and responsibilities

True Introduction - the risks

d Introduction - the risks

b 1.1

True 1.2

b 2.2 a 2.2 False 3.1 The action plan is specifi c to the emergency and is a

separate plan although it uses guidance from the emergency plan

d 3.3 True 3.3 b 3.3 a 3.2 d 3.2 Fighting a box fi re b 4.3 False 4.4 Co-operation with the media is better than hostility or no

comment c 5.2 False 5.3 SITREPS are needed for commercial as well as legal reasons True 6 a 6

11 / EMERGENCY RESPONSE CHECKLISTS

1 EMERGENCY MESSAGE

EMERGENCY MESSAGE BY DSC

1. ANNOUNCEMENT OF THE EMERGENCY MESSAGE 2. TRANSMISSION OF THE EMERGENCY MESSAGE

Set the transmitter to the safety frequency (channel 70 VHF or 2187.5 MF) ❑

On the DSC controller, select the following:

“ALL SHIPS” or enter the MMSI number of a coastal station ❑

Call category (URGENCY) ❑

Channel or frequency on which the message will be transmitted (channel 16 or 2182) ❑

Type the communication which is to follow: choose RADIOTELEPHONY or RT ❑

Send call by DSC (channel 70 VHF or 2187.5 MF) ❑

Transmitter and receiver synchronised on the associated frequency (channel 16 VHF or 2182 MF) ❑

Send the message (vocal) in accordance with the following format ❑

Example:

PAN PAN PAN PAN PAN PANALL STATIONS ALL STATIONS ALL STATIONS THIS IS 635206000 (MMSI NUMBER- 9 DIGITS)CMA CGM BIZET FUDL

IN COLLISION WITH GENERAL CARGO VESSEL ALFAIN POSITION XX°XX’ N/S XXX°XX’E/WFIRE ON BOARD21 CREW AND 1 PASSENGER ON BOARDSTAND BY ON VHF 16 FOR FURTHER STATUS REPORT

TWO STEPS:


Use of the 2 digit INMARSAT codes: The INMARSAT system also enables “URGENT” messages to be sent. Depending on the case, the following will be used:

Refer to BRIDGE MANUAL “Use of the GMDSS station”

2 COLLISION CHECKLIST

Medical advice: code 32 Medical assistance: Code 38 (e.g. Evacuation) Maritime assistance: Code 39

Action before collision:

Handle the ship to reduce the angle of incidence and reduce speed (using crash stop) ❑

Immediate actions after collision:

Stop the engine ❑

Sound the General Alarm ❑

Call the Master ❑

Note the GPS position of the ship and exact time of the event ❑

At night-time, switch on all the deck lights ❑

Monitor the VHF on 16 and 13 ❑

Carefully note the chronology and the detail of events in the Log Book, save records of VDR ❑

Immediate conservation actions:

General announcement: Crew to fi re muster stations ❑

Distribute communication equipments (walkie-talkies) ❑

Close all watertight doors ❑

Stop the ventilation if necessary ❑

Spray the collision area and start the fi re-fi ghting (if necessary) ❑

Take in charge passengers by the crew assigned for this task and lead them in a safe place ❑

Contact with the collided vessel, offer it or request from it any needed assistance ❑

Take the appropriate measures to minimise the injuries to persons, damage to the environment and to the ship ❑

Prepare the lifeboats and the evacuation resources ❑

Evaluate the situation:

Muster the crew to identify personal injuries or people missing, or jammed ❑

Check the condition of the vessel and extent of damage (and cargo damage) ❑

Check the buoyancy of the ship; evaluate the size of leaks ❑

Look for any leaks and the risks of fi re, explosion or pollution ❑

Check the condition of ballasts and cargo holds by remote gauges and general manual sounding ❑

The Engine staff will check the condition of electrical production and the propulsion system ❑

If the ships are embedded together, evaluate the risks of separating them:

❑ Ability to fl oat (risk of the ship foundering, suffi cient reserves of buoyancy) ❑ Flooding (risk to increase the leak) ❑ Fire (risk of setting fi re due to sparks) ❑ Explosion (risk of explosion due to the cargo on the ships involved) ❑ Pollution (risk of pollution or increasing pollution)❑ Weather conditions

❑

Communications:

The offi cer in charge of distress communications prepares emergency message and distress message on Master’s orders ❑

Transmit an emergency message using the appropriate GMDSS equipment (VHF, MF/HF, Satcom C) ❑

Come into contact with the collided ship to know identity, own condition of vessel, and to obtain the names and addresses of its owners/charterers ❑

Later actions:

In the case of ships which are embedded together, decide with the Master of the other ship the best action to be taken depending on the evaluation already made ❑


Depending on the result of the evaluation, refer to the appropriate situation sheet:

Fire fi ghting Leaks Assistance towing Excessive list Pollution by hydrocarbons Abandon shipInform shore department as soon as possible

❑❑❑❑❑❑❑

Following documents to be sent as soon as possible to shore department:

Sea protest ❑

Statement of facts ❑

Letter to the ship owner as required ❑

Report of notifi cation ❑

Prepare a fi le with all informations of the ship, of the cargo and the Master ❑

Prepare a provisional statement of the estimated repairs for Technical Department ❑

3 FIRE/EXPLOSION

Call the Master ❑

Sound the General Alarm (inside and outside) – Muster the crew to fi re stations ❑

All persons involved are informed of the fi re location (By General announcement). Walkie-Talkies distributed ❑

Start a main fi re pump (fi re in accommodation or cargo spaces) or the emergency pump (fi re in the engine room) ❑

All the passengers are warned and are to follow the instructions of the Chief Steward ❑

In port:

Immediately stop the cargo handling operations ❑

Call the fi re brigade and inform the authorities (see specifi c procedures in ports) ❑

Evacuate all persons who are not part of the crew ❑

Attack the fi re with relevant fi re fi ghting equipment without waiting for the arrival of the local fi re brigade ❑

Give the local fi re brigade all the necessary information:

General safety plan Evaluation of the fi re/explosion Condition of the cargo and stability

❑❑❑

At sea:

Prepare and send an emergency message on SAT C or VHF (verify position) ❑

Call the crew and the passengers – make sure that nobody has been isolated by the fi re ❑

Switch on all the deck lights ❑

Reduce Speed (shut off the speed program if necessary) – Main Engine to be ready for manoeuvring ❑

Handle the ship (heading and speed) to minimise the relative wind and the smoke on deck ❑

Fire is localised ❑

Fire in accommodation:

Mechanical accommodation ventilation is stopped, fi re doors are closed ❑

Electrical insulation of the area concerned ❑

Remove all combustible materials away from the location of the fi re, cut off possible supplies of fuel ❑

Attack the fi re with relevant fi re fi ghting equipment (fi re extinguishers, water) and cooling of adjacent cabins ❑

Fire in the engine room:

Stop the main engine ❑

Show lights or shapes “ Not under command “ ❑

Stop all the main diesel-generators and prevent their automatic restarting (prolonged black-out), and check that the emergency generator operates correctly (if you have the time), otherwise go directly to the next point

❑

Stop all the FO, DO pumps (emergency stops) and close the quick closing valves (on Master’s orders) ❑

Check that all mechanical fans are stopped. Note: The ventilation dampers will only be closed on Master’s orders ❑

The ship is at present on the emergency generator only, with the emergency fi re pump working ❑


Attack the fi re with relevant fi re-fi ghting equipment (water, fi re extinguishers, and foam on hydrocarbons) and cool adjacent compartments ❑

If the fi re cannot be under control, evacuate the personnel from the Engine Room, call the crew, close all the ventilation dampers, close watertight and fi re doors and release the CO2

❑

Fire in cargo holds:

Shut down all supply and exhaust fans in holds ❑

Consult the hazardous stowage plan to determine which hazardous goods are concerned by the fi re. Consult the corresponding safety sheets ❑

In case of doubt, only personnel wearing breathing apparatus can approach the fi re ❑

If the fi re is in a hold fi tted with sprinkler devices, get this device ready to sprinkle ❑

Attack the fi re with relevant fi re fi ghting equipment and cool adjacent compartments ❑

If the fi re is in an ordinary hold, determine quickly if it is possible to approach it. If not, close all the ventilation dampers and sealed doors giving access to the holds, call the personnel and start the CO2 discharge procedure

❑

Important reminder: The emission of CO2 inside a hold does not usually extinguish the fi re defi nitively. The hold must be kept hermetically sealed, and cooling of the adjacent compartments/holds continued until defi nitive extinguishing, which cannot generally be done until arriving at the following port after discharging all or part of the goods. It is necessary to consider changing course.

In all cases:

Re-evaluate the new stability conditions taking into account the means employed to fi ght against the fi re (fl ooded hold, free surfaces,) ❑

If the situation cannot be controlled, transmit a distress message and abandon ship ❑

After extinguishing the fi re or as soon as possible:

Inform shore offi ce ❑

Enter the event in the Log Book and in the Training Book ❑

Fill in a Report of Notifi cation ❑

Evaluate the damage and transmit as soon as possible a Damage Report ❑

If the ship cannot be repaired by its own means (serious damage to propulsion system), a request for assistance must be considered, with negotiation of the Contract by the Company being favoured where possible

❑

4 EXCESSIVE LIST

Alongside, also check the following:

That the automatic list control system is operating normally ❑

That the ship is not aground ❑

That the constant tension winches operate correctly ❑

That no component of the ship’s structure is interfering with a quay fender ❑

Check ship’s stability (Gm) (Loading condition updated in the Loading software) ❑

Actions:

Prevention: To detect quickly any uncontrolled ballast movement, it is strongly recommended - installation permitting (gauges), to make identifi cation marks on each ballast level. At fi rst glance, any problem can be quickly detected.

Stop the automatic list control if it is running ❑

Notify the stevedore and stop cargo operations until the normal situation is restored (risks of damage to sliders and spreaders) ❑

Search for the cause of the list ❑

Make soundings in the various ballasts, tanks and bilge wells ❑

Check the tightness of the ballast valves ❑

Calculate the hull stresses ❑

Right the ship by transfer from one ballast to another rather than by pumping extra water ❑

If there is a doubt about stability, and in all cases, before the origin of the list and the new conditions of stability have been correctly determined, DO NOT COMPLETELY RIGHT UP the ship so as not to risk a more serious list in the opposite direction

❑

Any excessive list causes a loss of stability and must be corrected.

EMERGENCY RESPONSE ON CONTAINER SHIPS42

Notes:

84 NEWMAN STREET, LONDON, W1T 3EU, UK

T: +44 (0) 20 7299 1800 | F: +44 (0) 20 7299 1818 | E: [email protected] | W: www.videotel.co.uk

Emergency Response on Conteiner Ships

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