Emergency Response On Conteiner Ships

EMERGENCY RESPONSE
ON CONTAINER SHIPS
EMERGENCY RESPONSE ON
CONTAINER SHIPS
A VIDEOTEL PRODUCTION
in association with
The Steamship Mutual Underwriting Association (Bermuda) Ltd
The producers would like to acknowledge the assistance of
A.P. Mller-Mrsk A/S

CMA CGM & CMA SHIPS
Elias Marine Consultants Ltd
International Maritime Organization (IMO)
Maritime and Coastguard Agency (MCA)
NYK Shipmanagement PTE Ltd, Singapore
NYK Line, Japan
Pacic International Lines (Pte) Ltd.
WARNING
Any 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 2010
This training programme is intended to reflect 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 firm,
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.
Consultant: John Astbury, CBE

Print Author: Sheila Brownlee
Producer: Kathrein Gnther
Writer/Director: Ron Tanner
CONTENTS
ABOUT THE TRAINING
ABOUT THE TRAINING
INTRODUCTION
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
27
Websites
29
Publications
30
Related training programmes
30
10 / ASSESSMENT QUESTIONS
31
11 / EMERGENCY RESPONSE CHECKLISTS
35
EMERGENCY RESPONSE ON CONTAINER SHIPS
WHO THIS PROGRAMME IS FOR

EMERGENCY RESPONSE ON CONTAINER SHIPS is principally for ofcers and crew.
Superintendents and others working ashore will also 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 ofcers may wish to start the 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
identied
what improvements could be made to ensure that everyone works well
together as a team
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.
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 re/explosion risks if the product
is ammable at ambient temperature.
A particular re risk is the cargo calcium hypochlorite, an oxidising agent that selfignites under certain conditions. When this happens, oxygen is released and the
re therefore goes on burning.
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.
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.
IMPORTANT NOTE
ROLES AND RESPONSIBILITIES
Although in this training programme we look specically at EMERGENCY

RESPONSE ON CONTAINER SHIPS, the main messages apply equally to
emergencies on any type and/or class of ship.
The Master
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, todays container ships are running at a high
level of possible risk.
The most common emergencies reported on container ships are:
1 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
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.
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 ofcers
make quick decisions when the situation changes rapidly
stay in communication with the shore ofce. 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 notication and back-up
Senior ofcer in charge of emergency party

The senior ofcers 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
The crew
The safety culture on board
There must be good teamwork and communication between crew members as

they are working for the safety of crew, ship and cargo.
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.
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 Ofcer:
leaking or damaged containers
very heavy or unevenly loaded containers
signs of re
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 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 ofce then issued to
the ship, but should be properly evaluated as to their effectiveness.
The shore ofce
The shore ofce are an integral part of the ships emergency response, and their
role is to:
DISCUSSION POINT:
question what
Do people on your ship feel able to
do not fully
they have been asked to do if they
nt to do it? If
understand it, or do not feel compete
address this?
not, what steps could you take 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.)
1 / PLANNING AND PREPARATION

1.1 THE IMPORTANCE OF EXERCISES AND DRILLS
An actual emergency is not the time to 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 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 identied potential emergency shipboard situations but must also have
established procedures to respond to them.
The Code species that there must be an emergency plan, also known as a
contingency plan. The plan should be specic 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, 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.
1
2
3
4
5
6
Planning and preparation

First Response
Action Plan
Shore Support
Monitor and Review
Final Review and Evaluation
The ships 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 sufcient 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.
Although the details of the plan will vary from ship to ship, the essence of each
plan will be:
10
11
2 / FIRST RESPONSE
Consult the plan. If there is time, the Master and Chief Ofcer consult the
emergency plan.
Dispatch the emergency parties. The parties are dispatched to investigate.
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
dont 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 youll 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.
Is the ship in
imminent danger?
Make a mayday
call for assistance
In case of 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 rst
aid if required.
Parties report back. The emergency parties report back with their ndings, and the
Master can then agree with the Chief Ofcer the most important things that
should be done, for example to ght the 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 companys 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 notied.
2.3 MAKING THE RIGHT DECISIONS
Is the threat to the ship

and crew less certain?
Order an immediate investigation to

nd out exactly what the damage is
Muster the crew. The crew are summoned to their muster stations. Mustering has
a dual function:
any missing persons can be identied
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
12
What happens in the 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
13
suitable as a base for communication) and the area of the incident.

It is the Masters role to keep the ofce or DPA fully updated on the situation as it
unfolds.
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
3 / ACTION PLAN
3.1 MAKING THE ACTION PLAN
The following are some basic requirements and recommendations for responding to
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:
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 Ofcer about
the type of emergency, and the extent of the damage. The next step is to consult
the ofcers 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 Ofcers 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
Locate the re
The seat of the re must be located. Once this has been done, it is of crucial
importance to look at the cargo manifest to establish what the re risk is!
Extinguish or contain the re
The heat must be stopped and the re prevented from spreading. If the re cannot
be put out, it must be contained.
Co-ordinating the activity
A container may be difcult to reach with conventional re-ghting equipment,

especially if it is in the middle of a stack or far down in a hold.
Apart from a visit to the scene of the emergency, if desired, the Master should stay
on the bridge to coordinate the activity.
Techniques for extinguishing container res are:
The Master should always listen to ofcers 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
14
re-ghting appliances
emergency or chemical suits (the choice will depend on the cargo type)
breathing apparatus
cooling
fuel starvation
smothering
ame inhibition
Removing the fuel from the boundary of a re to stop it spreading further is boundary
starvation. If the re is a major one, you may need boundary cooling, which will
require resources from shore-based facilities such as tugs with water monitors.
15
Fire below deck

Below deck a major re should be kept under control with smothering gas until
the nearest port is reached.
HNS type
Leak near coast
Tow vessel to less vulnerable area
Toxic gas or smoke
Change vessel position taking wind direction into account
Gas
Controlled 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
Ventilation control is difcult but vital. Remember: small 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.
Recommended response
Bulk liquid or packaged goods Ship to ship transfer
Fighting a container re
3.4 RESPONDING TO A STACK COLLAPSE
This type of re is unique as it is in a sealed steel box which is often difcult to get
at. Fires can also spread from one to the other because of the extreme heat, and
this could cause an explosion. Container 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 res are often tackled through isolating the stack on re by
ooding it with water to stop the re spreading and then leaving the stack to
burn itself out.
take precautions to reduce the risk to the ships 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
3.3 RESPONDING TO A HNS (HAZARDOUS AND NOXIOUS SUBSTANCE) LEAK
4 / SHORE SUPPORT
Ships carrying HNS are required by law to have a shipboard pollution emergency
plan (SOPEP) to deal specically with incidents involving these substances.
4.1 THE SHORE OFFICE
As with re-ghting, the 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.
16
If containers should collapse, the ships priorities are to:
The shore ofce have an essential role to play in their ships response to any
incident, and should lend their expertise and support to the ship from the time
they are notied by the Master.
They will help by taking on some of the notication 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 ships
17
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.
4.2 REPORTING TO THE SHORE TEAM

The ship must communicate detailed and accurate information to the shore team
about:
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 notied 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 companys 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
18
the nature of the incident

the ships 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 re, they can
nd out about the cargo and the recommended methods for dealing with it.
The Master will liaise with the shore ofce to obtain any extra emergency
equipment, such as:
chemical foam
re hoses/applicators
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.
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4.4 DEALING WITH THE MEDIA
5 / MONITOR AND REVIEW
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.
5.1 RESPONDING TO CHANGES
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.
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.
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 ofce should deal with them. If contacted, the ship
should politely direct the inquiry to the shore ofce. Ideally, the media response
should be left to the shore authorities and the owners/operators in concert and
liaison.
5.2 WHAT NEEDS TO BE MONITORED
A few tips for dealing with the media:

Preparation is essential. Know your role within the plan!
Give just the right amount of information dont say whats in the container.
Masters should also be careful not to divulge company information
Dont get carried away and speculate about what might have happened
Avoid giving any information that youre not absolutely sure about wrong
information could cause the seafarers families to panic
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 sufcient?
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)
A good relationship with the shore ofce

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.
20
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.
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6 / FINAL REVIEW AND EVALUATION

After the emergency has been dealt with, there will be an accident investigation by
the ag State.
A full review by both shore based and ships 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 reviews
recommendations.
Crew members should feel comfortable to speak up about anything that worries
them
All emergency equipment should be well maintained and stored
The shore ofce 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!
ACTIVITY:
whole programme,
Now that you have been through the
on by delivering
put what you have learned into acti
ainer ship.
a draft contingency plan for a cont
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.
8 / CASE STUDIES
7 / SUMMARY
Avoiding a potential environment catastrophe (Napoli)
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
22
A container vessel suffered hull damage and 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.
23
Lesson learned:
Fast decision-making helped to avoid a potentially serious oil spill
Successfully correcting a dangerous list (Ever Decent)
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 vessels
local insurance representative that it had taken place and this was more than ve
hours after the collapsed stow had been discovered.
Lessons learned:
A cruise ship crashed into a container ship in the English Channel, and re broke
out on the container ship which was carrying 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 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 re initially, then cooperating with
salvors was crucial in limiting the impact on board of the re
The importance of proper manning of the bridge in areas of dense trafc
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 brieng 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 re hoses. He advised
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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 States response services
to provide an appropriate response to the situation
Inability to contain a 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 reworks then went off.
The crew were not able to contain the re and had to leave the ship. A large section
of the hull was destroyed, the engine room was burned and 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 notied as early as possible so that they can
dispatch re-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 reworks suffered severe damage after
an explosion in one of the containers stowed near the accommodation. The vessel
caught re and a reball shot 100 metres into the air.
The re was fought using mainly hoses, but despite all efforts, it spread and forced
25
the crew to abandon ship.

Salvage experts later took over but the 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 reghters 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 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 re among the containers
on deck and there was an initial explosion. Fire hoses were used but the cargo
hatch collapsed and the re spread quickly. The crew had to abandon ship in a
matter of hours. Despite the efforts of the re 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
26
listing heavily over two thirds of its length and many of the containers were
oating in the water. Among the cargo were rechargeable batteries, classied as a
hazardous substance, polythene lm, and nearly 100 tonnes of fuel oil. Removing
the containers and detritus was difcult 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.
27
Member States are invited to ask ships that detect driftwood and other 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.
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 re ghting capabilities.
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 condence and prociency 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 condence 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 verication
purposes. Appropriate personnel should evaluate the results of
these drills and exercises as an aid to determining the
effectiveness of documented procedures.
28
WEBSITES
International Maritime Organization
www.imo.org
The Maritime & Coastguard Agency
www.mcga.gov.uk
United States Coast Guard
www.uscg.mil
Transportation Safety Board of Canada
www.tsb.gc.ca
Australian Maritime Safety Authority
www.amsa.gov.au
European Maritime Safety Agency
www.emsa.europa.eu
MAIB (Marine Accident Investigation Branch)
www.maib.dft.gov.uk
CHIRP (Condential Human Factors Incident Reporting Programme)
www.chirp.co.uk
MARS (Marine Accident Reporting Scheme)
www.nautinst.org/MARS/index.htm
29
PUBLICATIONS
10 / ASSESSMENT QUESTIONS
Safe Transport of Containers by Sea - Guidelines on Best Practices (ICS)

The Mariners Role in Collecting Evidence (The Nautical Institute)
A Masters Guide to Shipboard Accident Response (The Standard Club)
The least common emergencies

reported on container ships are
res and leaks.
RELATED TRAINING PROGRAMMES
True or False?
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.
Which of the following activities is

the Senior Ofcer in charge of the
emergency responsible for?
d) It can self-ignite and release

oxygen, causing the re to burn
continuously
Which of the following does NOT
form part of the ships emergency
plan?
a) Clear and effective procedures
a) Assigning tasks to each person

in the emergency party
b) Rest hours
b) Communicating with the

Rescue Coordination Centre
d) Emergency equipment
c) Keeping the shore ofce

informed of developments
d) Notifying the charterer, P&I
club, and other interested
parties.
Loss of refrigeration in a HNS
container may lead to re/
explosion risks.
True or False?
c) Abandon ship and re drills
The ship is required to have an

emergency plan under the ISM
Code.
True or False?
When an emergency situation is
rst detected, the rst step is to:
a) Notify the Coastal State
b) Sound the alarm
c) Search for any missing crew
What are the risks from calcium

hypochlorite cargo?
d) Make a detailed plan of action
a) It can lead to thermal expansion

b) It can release hydrogen sulphide,
a toxic gas
c) It can lead to underpressurisation of the container
30
31
What is the primary role of the

emergency parties?
a) To investigate the damage and
move casualties out of danger
What is the recommended

procedure for dealing with a
oating HNS?
a) Neutralise it with a base
d) This is the charterers

responsibility
b) To repair any damage to the

pipework
b) Use oil spill response and

containment techniques
c) To muster the crew in readiness

for abandoning ship
c) Change vessel position taking

wind direction into account
In an emergency, it is
recommended not to make any
kind of comment to the media.
d) To report the emergency to the

shore team
d) Tow vessel to a less vulnerable area
True or False?
The action plan is another word for

the emergency plan.
True or False?
Below deck, a major re should be

fought with:
a) Smothering gas
b) Calcium hypochlorite
c) Injection of CO2
What is the rst thing that should

be done to nd out the risk posed
by the cargo?
a) The charterer should be
contacted
b) The Chief Ofcer should inspect
the container
c) The ships manual should be
consulted
d) The cargo manifest should be
consulted
Ships carrying HNS are required by
law to have a shipboard pollution
emergency plan to deal specically
with incidents involving these
substances.
True or False?
32
c) An email is sent by the ship to

the Coastal State
d) Water spray
What is the main aim when
tackling a container re?
a) To cut a hole in it so that water
can be sprayed inside
b) To seal it off
If monitoring of the emergency

response action indicates that a
change is required, what should be
done?
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 recommendations
b) Permission should be sought
from IMO
c) The DPA should not be
consulted
d) It is illegal to change
Emergency Response
procedures
a) The shore ofce should be

consulted
b) The operation should be
stopped
c) The change should be
implemented as soon as
possible
d) The Coastal State should be
warned
c) To haul it over the side

d) To cool it down and keep it cool
SITREPS are only required for legal

reasons.
If extra emergency equipment is

needed, what needs to be done?
True or False?
a) The Emergency Response Team

will liaise with the shore ofce
to obtain it
After the emergency has been

dealt with, there will be an
accident investigation by the ag
State.
b) The Master will request it via

the DPA
True or False?
33
11 / EMERGENCY RESPONSE CHECKLISTS
ANSWERS
Number:
Found in section:
1 EMERGENCY MESSAGE
False
34
Introduction - the risks. Fires and leaks are the MOST

common emergencies reported on container ships
Introduction - roles and responsibilities
True
Introduction - the risks
Introduction - the risks
1.1
True
1.2
2.2
2.2
False
3.1 The action plan is specic to the emergency and is a

separate plan although it uses guidance from the
emergency plan
3.3
True
3.3
3.3
3.2
3.2 Fighting a box re
4.3
False
c
4.4 Co-operation with the media is better than hostility or no

comment
5.2
False
5.3 SITREPS are needed for commercial as well as legal reasons
True
EMERGENCY MESSAGE BY DSC

TWO STEPS:
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 PAN
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS 635206000 (MMSI NUMBER- 9 DIGITS)
CMA CGM BIZET FUDL
IN COLLISION WITH GENERAL CARGO VESSEL ALFA
IN POSITION XXXX N/S XXXXXE/W
FIRE ON BOARD
21 CREW AND 1 PASSENGER ON BOARD
STAND BY ON VHF 16 FOR FURTHER STATUS REPORT
35
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:
Medical advice: code 32

Medical assistance: Code 38 (e.g. Evacuation)
Maritime assistance: Code 39
2 COLLISION CHECKLIST
Action before collision:
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:
36
General announcement: Crew to re muster stations
Distribute communication equipments (walkie-talkies)
Close all watertight doors
Stop the ventilation if necessary
Spray the collision area and start the re-ghting (if necessary)
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:
Refer to BRIDGE MANUAL Use of the GMDSS station
Handle the ship to reduce the angle of incidence and reduce speed (using crash stop)
Take in charge passengers by the crew assigned for this task and lead them in a safe place
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 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 oat (risk of the ship foundering, sufcient reserves of buoyancy)

Flooding (risk to increase the leak)
Fire (risk of setting 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 ofcer in charge of distress communications prepares emergency message and distress
message on Masters 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
37
Depending on the result of the evaluation, refer to the appropriate situation sheet:
Fire ghting
Leaks
Assistance towing
Excessive list
Pollution by hydrocarbons
Abandon ship
Inform shore department as soon as possible
Give the local re brigade all the necessary information:
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 notication
Prepare a 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 re stations
All persons involved are informed of the re location (By General announcement). WalkieTalkies distributed
Start a main re pump (re in accommodation or cargo spaces) or the emergency pump (re
in the engine room)
All the passengers are warned and are to follow the instructions of the Chief Steward
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 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, re doors are closed
Electrical insulation of the area concerned
Remove all combustible materials away from the location of the re, cut off possible supplies
of fuel
Attack the re with relevant re ghting equipment (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
Immediately stop the cargo handling operations
Stop all the FO, DO pumps (emergency stops) and close the quick closing valves (on Masters
orders)
Call the re brigade and inform the authorities (see specic procedures in ports)
Evacuate all persons who are not part of the crew
Check that all mechanical fans are stopped.

Note: The ventilation dampers will only be closed on Masters orders
Attack the re with relevant re ghting equipment without waiting for the arrival of the
local re brigade
The ship is at present on the emergency generator only, with the emergency re pump working
In port:
38
General safety plan

Evaluation of the re/explosion
Condition of the cargo and stability
39
4 EXCESSIVE LIST
Attack the re with relevant re-ghting equipment (water, re extinguishers, and foam on
hydrocarbons) and cool adjacent compartments
If the re cannot be under control, evacuate the personnel from the Engine Room, call the
crew, close all the ventilation dampers, close watertight and re doors and release the CO2
Any excessive list causes a loss of stability and must be corrected.
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 re. Consult the corresponding safety sheets
In case of doubt, only personnel wearing breathing apparatus can approach the re
If the re is in a hold tted with sprinkler devices, get this device ready to sprinkle
Attack the re with relevant re ghting equipment and cool adjacent compartments
If the 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
In all cases:
Re-evaluate the new stability conditions taking into account the means employed to ght
against the re (ooded hold, free surfaces,)
If the situation cannot be controlled, transmit a distress message and abandon ship
After extinguishing the re or as soon as possible:

Inform shore ofce
Enter the event in the Log Book and in the Training Book
Fill in a Report of Notication
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
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 ships structure is interfering with a quay fender
Check ships stability (Gm) (Loading condition updated in the Loading software)
Actions:
Important reminder: The emission of CO2 inside a hold does not usually extinguish the re
denitively. The hold must be kept hermetically sealed, and cooling of the adjacent compartments/
holds continued until denitive 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.
40
Alongside, also check the following:
Prevention: To detect quickly any uncontrolled ballast movement, it is strongly recommended installation permitting (gauges), to make identication marks on each ballast level. At 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
41
Notes:
42
84 NEWMAN STREET, LONDON, W1T 3EU, UK

T: +44 (0) 20 7299 1800 | F: +44 (0) 20 7299 1818 | E: mail@videotelmail.com | W: www.videotel.co.uk

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EMERGENCY RESPONSE

The Steamship Mutual Underwriting Association (Bermuda) Ltd

The producers would like to acknowledge the assistance of

A.P. Mller-Mrsk A/S

Consultant: John Astbury, CBE

ABOUT THE TRAINING

ABOUT THE TRAINING

1 / PLANNING AND PREPARATION

5 / MONITOR AND REVIEW

6 / FINAL REVIEW AND EVALUATION

Guidance and legislation

Related training programmes

11 / EMERGENCY RESPONSE CHECKLISTS

EMERGENCY RESPONSE ON CONTAINER SHIPS

WHO THIS PROGRAMME IS FOR

EMERGENCY RESPONSE ON CONTAINER SHIPS

The purpose of EMERGENCY RESPONSE ON CONTAINER SHIPS is to minimise

ROLES AND RESPONSIBILITIES

Although in this training programme we look specically at EMERGENCY

EMERGENCY RESPONSE ON CONTAINER SHIPS

Emergencies are a test of leadership. The Master has overall responsibility in an

Senior ofcer in charge of emergency party

EMERGENCY RESPONSE ON CONTAINER SHIPS

The safety culture on board

There must be good teamwork and communication between crew members as

They should be familiar with:

EMERGENCY RESPONSE ON CONTAINER SHIPS

EMERGENCY RESPONSE ON CONTAINER SHIPS

1 / PLANNING AND PREPARATION

Planning and preparation

The ships emergency plan should include:

EMERGENCY RESPONSE ON CONTAINER SHIPS

EMERGENCY RESPONSE ON CONTAINER SHIPS

2.1 STAY CALM

Is the threat to the ship

Order an immediate investigation to

EMERGENCY RESPONSE ON CONTAINER SHIPS

EMERGENCY RESPONSE ON CONTAINER SHIPS

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

Co-ordinating the activity

A container may be difcult to reach with conventional re-ghting equipment,

Techniques for extinguishing container res are:

EMERGENCY RESPONSE ON CONTAINER SHIPS

EMERGENCY RESPONSE ON CONTAINER SHIPS

Fire below deck

Tow vessel to less vulnerable area

Toxic gas or smoke

Change vessel position taking wind direction into account

Controlled release of the cargo with a sprinkler system

Oil spill response and containment techniques

Neutralise acid by applying a base

Bulk liquid or packaged goods Ship to ship transfer

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

4.1 THE SHORE OFFICE

If containers should collapse, the ships priorities are to:

EMERGENCY RESPONSE ON CONTAINER SHIPS

EMERGENCY RESPONSE ON CONTAINER SHIPS

4.2 REPORTING TO THE SHORE TEAM

The shore based emergency plan

EMERGENCY RESPONSE ON CONTAINER SHIPS

the nature of the incident

EMERGENCY RESPONSE ON CONTAINER SHIPS

4.4 DEALING WITH THE MEDIA