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CONTINGENCY PLAN
AIM
A good and well thought out plan would initiate the responses of vessels crew in a
structured way towards shipboard emergencies. Since the introduction of ISM, it is
mandatory to have an emergency and contingency manual onboard, sometimes referred to as
the Emergency Response Plan.
In preparing a Contingency plan the following basic fire safety objectives must be adhered
to:
a) Prevent the occurrence of fire and explosion
b) Reduce the risk to life caused by fire
c) Reduce the risk of damage to ship, cargo and the environment
d) Contain, Control & Suppress in the compartment of origin
e) Provide readily available means of escape to passengers & crew.
The
1.
2.
3.
4.

effectiveness of the contingency plan depends on its ability to:


Protect Human Life
It must ensure the Initial Response is carried out in the best possible way
It should be open to changes (Flexible).
It should facilitate Effective communication so as to enable the Master, who is the
Over All Commander, to maintain and retain control.

The main four sections in the setting up of a contingency plan are:


I. Study and review by ships management and safety committee, of the contingency
manual.
II. Develop a ship specific contingency plan.
III. Implementation: This involves the assigning of duties, identify muster stations, posting
of muster lists, cards and cabin cards, familiarize ships plan with crew, place fire
fighting manuals at common locations as required.
IV. Conduct realistic fire drills to improve team efficiency.
(Ships Fires in 1980s &Fire Safety at Sea)

Keeping the above the following is the contingency plan I have developed in case of a fire in
Engine Room whilst at sea and in port

(i) VESSEL AT SEA


EMERGENCY HEADQUARTERS.
It is the MUSTER STATION and normally close to the remote control valves location. In
case the engine room is not accessible, the engine room party operates from here. Station
bills and safety plans are present here with the GA plan so as to mark exact location of fire.
TEAM FORMATION
Ships Complement : 22 people
Number of Teams : 5

Team leaders are capable of carrying out any task assigned to their team member.
BRIDGE TEAM
In-charge : MASTER
Assisted by : Third Officer, Helmsman.

The MASTER is in command and this team controls the overall situation. His prime objective
is to CO-ORDINATE the various individual teams at different locations.
Record of all events is made on the bridge, namely the following:
Time of fire (GMT/LOCAL)
Ships position
Location & Status of fire
Prospects of fighting the fire successfully
Details of persons missing or casualties
Present cargo
Weather conditions, including forecast
Hazards to navigation
(a) Maintain SAFE NAVIGATION of the ship.
(b) It is also the COMMUNICATION CENTER with the GMDSS console being there.
(c) Success of any emergency response largely depends upon effective communication
between team leaders and command center.
COMMUNICATIONS
INTERNAL : This is mainly between bridge, engine room, emergency team, support and first
aid teams. All intrinsically safe walkie-talkie to be maintained in constant readiness in fully
charged state including spare batteries. Use of telephones and PA systems can also be
considered .

EXTERNAL communication, as and when required, which is between vessel and:

Company
RCC
Charterers
Coast radio station
An urgency message to all ships advising FIRE on board and to stand-by for
further information.
Update urgency messages - A distress message if vessel is in grave and imminent
danger and if assistance is required.
Reporting to maintain safe navigation of vessel with reference to its present
emergency.

(d) MASTER assesses the gravity of situation depending upon reports received from
various team leaders.
(e) He, with assistance from ENGINE ROOM TEAM OR ON SCENE COMMAND TEAM
(C/E), determines boundaries of the fire (Primary and Secondary) and which
compartments may be affected.
(f) He sets up cooling requirements.
(g) He orders to attack the fire.
(h) He makes an assessment of progress.
ON-SCENE COMMAND TEAM

In-charge : Chief Engineer


Assisted by : Fourth Engineer, Electrical Officer

(a) Headed by Chief Engineer, this team is of primary importance as its location is most
affected due to this fire.
(b) He is the ON SCENE COMMANDER and directs the emergency team and the support
squad.
(c) As the control room is inaccessible due to the fire, this team can operate from the
emergency headquarters which is also the Secondary Emergency Control Location.
(d) Fire in machinery space will have an adverse effect on the operation of the engine/
plant. This team advises the bridge about the status of the engine/ plant and the
emergency systems which should be in a state of continuous readiness.
(e) He can remotely shut off the plants and engine, as and when needed.
(f) He reports to Master and receives direction from him.
(g) He releases CO2 only on the Masters orders.
EMERGENCY TEAM
In-charge : Second Engineer
Assisted by: Third Engineer, Fitter, Oiler-1, Oiler-2, Oiler-3

(a) Second Engineer is in-charge of this team due to his expertise of the area where the
fire has taken place.

(b) Engine room being his area of work, familiar with its layout and effect of the fire on
various machinery.
(c) Third Engineer and Oiler form the SCBA Squad. This is because the Fitter, who knows
the area can go in the next entry after 20 min with the Bosun (deck hand, so may not be
very familiar) if required.
(d) Support squad and Oiler assist in rigging up hoses and prepare the BA squad. They also
help with the portable extinguishing equipment.
(e) This team reports to ON-SCENE COMMAND TEAM and take action as directed by
Chief Engineer.
(f) 2/E and 3/E will check SCBA sets for:
Max pressure (approx 200 bars).
Don SCBA in fresh air
Carry out whistle test.
Leak and face seal test
Provide info like name and pressure to 2/Engr.
Entry time is recorded and reported to Bridge
3/E and Fitter to work as a single unit.
If anyone of them in danger, rescue becomes the First priority.
Rescue team close by.
Segregation of used SCBA sets.
(g) 2/E checks the time out for these entrants and advices them when it comes.
(h) The 2/E and 3/E maintain close contact with each other and with the emergency team
through the harness (All ships staff to be well versed in these signals).
(i) In the meantime, the second party can be kept ready for entry with BA sets. Fitter
goes in along with the Bosun. So by dividing two engine hands in separate entries, we
have at least one person in each team who knows the area well.
ALL ships crew should be trained for donning SCBA sets any time during an emergency.
SUPPORT TEAM
In-charge : Chief Officer
Assisted by: Bosun, A/B-1, A/B-2, OS, Cadet

(a) Reports readiness to the bridge.


(b) Provides support to the emergency squad as directed by the ON-SCENE COMMAND
TEAM which is as follows, but not limited to:
i. BA Support to emergency team - recharging of SCBA cylinders and providing
them to emergency team.
ii. Provide additional fire fighting equipment.
iii. Provide boundary cooling.
iv. Monitor temperatures of adjacent areas and isolate them.
v. Close ventilation and skylights including funnel flaps.

vi. Prepare lifeboat and life raft.


(c) Chief Officer also takes care of Damage Stability.
FIRST AID TEAM
In-charge : Second Officer
Assisted by : Chief Cook, Second Cook, Steward

(a) This party will stand-by with first-aid kit, stretcher, resuscitator, airway & additional
quantity of burn ointment.
(b) Two members of its team are stand-by at the emergency exit to receive survivors and
provide immediate assistance.
(c) This team also assists the support squad, as and when needed .

ALL ABOVE TEAMS FIRST ASSEMBLE AT MUSTER POINT FOR HEAD COUNT.
CABIN CARDS are placed in all cabins with the duties of the concerned person, his muster
point, his lifeboat and emergency signals used on board.
STATION BILLS. The vessel has emergency station bills posted in the bridge, radio room,
in the alleyways, mess rooms and smoke rooms, emergency head quarters or musterpoint,
ships office and, cargo and engine control room. By pre-assigning responsibilities to each
crewman and alerting each one as to what will be expected of him, the Station Bill speeds
the planning process.
TRAINING
The importance of training cannot be over emphasized. Realistic fire drills in the engine
room should be carried out involving all personnel. This gets the motivation and enthusiasm
needed to perform in a real situation and also the sense of commitment from all specially
ratings.
ENGINE ROOM can be regarded as a high risk area and the fire is likely to be Class B (oil)
or Class C (electrical) but if it leads to a serious fire, it will be Class B.
RAISING ALARM
The crew member who discovers a fire or the indication of fire must sound the alarm
promptly.
He must call bridge and report, giving the exact LOCATION (if known) of the fire,
including the compartment and deck level. This will confirm the location for the vessel's
fire party and give them information regarding the type of fire to expect. The exact
location may indicate the need to shut down certain fuel, electric and ventilation
systems, and it indicates what doors and hatches need to be closed for isolating the
fire.

He must attempt to CONTROL THE FIRE by available means but if it seems to go out of
control or seems that it cannot be controlled individually, he must proceed to the
Emergency muster station.
ELSA or Emergency Life Supporting Apparatus can be used to escape from the fire.
Although care should be taken that it should NOT to be used for fire fighting.
RESPONSE TO ALARM
Proceed to the muster station in long sleeved boiler suit, safety shoes and helmet.
Remain on watch unless advised to leave or relieved by emergency team members.
Team leaders to muster, take head count and report to bridge their readiness and
notify bridge with missing members of their squad.

APPROACHING SITE OF FIRE


EVALUATION OF THE SITUATION
The Emergency Team leader should determine:
(1) The class of fire: what combustible materials are burning?
(2) The appropriate extinguishing agent.
(3) The appropriate method of attack.
(4) How to keep the fire from spreading.
(5) The required manpower
The crew have been taught to look for visible signs for identifying fire locations, such as:
Discolored or blistered paint indicating fire directly behind the door.
Smoke puffing from cracks at door seals
The bulkhead or door should be touched with the back of a bare hand. If it is hotter
than normal, it is probably hiding a fire.
The dangers of back draft. Do not open a door hiding a fire until help and a charged
hose line with a foam applicator are at hand.
ATTACKING THE FIRE
The attack should be started as soon as possible, to gain immediate control of the fire and
to prevent or minimize its spread. The attack will either be direct or indirect, depending on
the fire situation. direct and indirect attacks differ widely in how they achieve
extinguishing. Both are efficient when properly employed. As engine room is a large
compartment, the attack should be well coordinated so as to avoid the attack party
proceeding to different access points.

i. DIRECT ATTACK. In a direct attack, firefighters advance to the immediate fire area
and apply the extinguishing agent directly into the seat of the fire. However, if heat
and smoke make it impossible to locate or reach the seat of the fire, an indirect attack
should be considered. Electrician should isolate the power to prevent short circuiting.
For a control room fire, which is normally electrical by nature, portable CO 2
extinguishers can be used. Water can only be used once the electrician confirms the
isolation of the power supply. But this might leave the electrical controls inoperative.
ii. INDIRECT ATTACK. An indirect attack may be used when it is impossible for
firefighters to reach the seat of the fire. Generally this is the case when the fire is in
the lower areas of the vessel. The success of an indirect attack depends on the
complete containment of the fire. One technique involves making a small opening into
the space, inserting a fire hose nozzle and injecting a water spray. Heat converts the
water spray to steam which acts as a smothering agent. For this method to work, the
space must be completely sealed and the fire hot enough to convent the water to
steam. Another indirect method is to flood the space with carbon dioxide. The space
must be completely sealed. All personnel must be out of Engine Room. It should be done
only on the Masters orders .
PREVENTING FIRE SPREAD
If fire is prevented from spreading, then damage can be reduced. The adjacent
compartments must be hosed down and cooled by the support squad. The fire can also travel
through the venting system.
CARGO SPACES ADJACENT TO E/ ROOM
Due thought must be given to the fact that the fire may spread to the adjacent cargo hold
closest to engine room (fire patrol / boundary cooling).
PUMPING OUT WATER
Free water can impair the stability of a vessel (FSC). Every effort should be made to limit
the accumulation of water. Use of water in methods which produce maximum cooling with
minimum quantities of water, for example, water spray used over solid streams. The moment
water jets are used to tackle a fire, the pumping out process must also commence.
AFTER THE FIRE IS PUT OUT
Before a fire can be considered out, the emergency or on-scene leader must ensure that
certain essential steps have been taken. These include:
(1) A thorough examination of the fire area to ensure that all potential paths of fire
spread have been examined.
(2) All smoke and combustion gases have been removed through ventilation.

(3) A re-flash watch has been established. Crewmembers must be assigned to do nothing
but check for re-ignition, and to sound the alarm if it occurs.
(4) An examination has been made to see if the vessel has been damaged by the fire. High
temperatures can cause decks, bulkheads and other structural members to twist.
(5) All necessary pumping out procedures have been started.
(6) A muster has been conducted to account for all personnel.

(ii) VESSEL IN PORT


In all respects, with Commander lies the overall responsibility of the ship inspite of local
authority fire brigade taking control in the port.
(Guide to Ship Fire Fighting BR 4007)
(1)
(2)
(3)
(4)

(5)
(6)
(7)
(8)
(9)

Same procedures as stated above are to be exercised in port, like RAISING the
ALARM and RESPONSE to it.
Master to be on bridge.
The priority here is to inform the port control/ port authorities and/ or agent.
Until the arrival of fire brigade, AT SEA procedures are adopted here too. But the
problem encountered here is that the team strength might be reduced due to the
ships crew having gone ashore. Therefore, various team formations can require
modifications.
Gangway log to be checked to find out about the personnel ashore.
Stevedores and all other personnel who are not a part of ships crew, are to be taken
off the vessel .
Receive Local Fire brigade at the gangway and liaise with them in all respects.
INTERNATIONAL SHORE CONNECTION to be in place and to be handed over to the
fire brigades officer.
FIRE WALLET with ships crew list (updated) also to be given to him. Fire Wallet
should be updated with the following:

A general arrangement plan

A ventilation plan

A shell expansion plan in case it will be necessary to cut through the ships
side

A plan of the fire fighting equipment

Electrical data

Stability data due to the dangers of free surface effect.

A cargo plan with special reference to dangerous cargo.

Location of watertight doors and fire resistant partitions.

Special equipment that the vessel carries.

(10) EMERGENCY TEAM (2/E) to be with their team at all times providing them assistance
as he is well acquainted with the layout of engine Room more than anyone else.
(11) Damage stability criteria to be kept in mind whilst using extensive water to fight the
fire. Chief Officer to do necessary calculations. Fire fighting officer to be advised
about the same. This is very important as on many occasions too much water has
caused vessels to capsize.
(12) Discuss Communication channels with him.
(13) ADVISE the Port Fire Chief OF THE FOLLOWING:

The exact location of the fire and the chances of it spreading to other
compartment.

Means of access

Ways of ventilating

Fire Fighting steps taken

Contents of tanks in the vicinity

If any fixed firefighting installation is in operation

The state of cargo operation and Nature/Type of Cargo

The condition of fuel oil, ballast and fresh water tanks

The ships communication systems

The number of people on board

Any peculiarities of the ships design

FIRE WIRE to be rigged and kept ready.

If casualty serious,Call Ambulance / Medivac.


EQUIPMENT USED IN THIS EMERGENCY
(a) FIRE FIGHTING APPLIANCES
1. Scba sets complete with harness, tags & personal guide ropes.
2. Solas approved complete fire fighting suits
3. Fire axes
4. Oxygen resuscitator
5. Life lines
6. Rechargeable safety lamps
7. Fire hoses and dual nozzles (spray & jet) with spanners
8. International shore couplings
9. Fire wallet or fire plan on each side
10. Safety helmets with chin straps
11. Portable fire extinguishers
12. Fire pumps
13. Fixed fire fighting system like co2.
(b) COMMUNICATIONS
INTERNAL

1.

Gmdss hand held walkie talkies

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2.
3.
4.

Intrinsically safe walkie talkies


Public address system
Fixed telephone system

5.
6.
7.
8.
9.
10.

Inmarsat A/B
Inmarsat C
VHF/MF/HF - DSC
Flag signaling
Radio telephony
Fog horn

EXTERNAL

(c) MEDICAL

1.
2.
3.
4.

Resuscitator with airway


Stretcher
First-aid kit with additional burn ointment
Burn gauze to cover burns, preventing them from infection.

(d) OTHER EQUIPMENT


1. Updated crew list and station bill in the fire plan boxes on each side or fire
wallet.
2. List of sensitive areas like chemical locker, paint locker, oxy-acetylene store and
other toxic substances.
3. Oxygen analyser
4. Explosimeter
5. Pumping arrangement
6. Detailed diagram of fixed carbon di oxide system
7. GA plan of ship
8. Safety plan with LSA FFA
9. Large scale drawing of E/Rm flats showing fittings, doorway, openings, control
boxes, etc

CHECKLISTS USED IN THESE


EMERGENCIES
AT SEA
1.
2.
3.
4.

Sound alarm, report name & location


Master on bridge, in charge.
Muster crew, head count
Establish and check communication with all parties.

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5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.

Check for missing crew members


Locate fire, and notify all
Prepare for engine failure
C/E to trip fuel supply and stop engines in consultation with master with regards
to safety of navigation
Appropriate light and sound signal displayed
Determine the class of fire
Appropriate extinguishing agent class of fire
Method of attack direct / indirect
Shut ventilation funnel flaps all doors sky lights
Switch on deck lighting (if at night)
Isolate power as required
Broadcast Distress alert if vessel in grave or imminent danger or urgency
message as required.
If casualty serious, prepare Medivac.

FIRE : OUT OF CONTROL


Chief engineer recommends to withdraw and suggests use of CO 2
a.
Master - accepts and orders release (C/Eng, C/O to CO 2 room to inject CO2)
b.
Sound CO2 alarm
c.
Ensure Engine room is EVACUATED.
d.
Head count, report to master
e.
If crew member missing, carry out search
f.
Once found, evacuate all personnel
g.
Seal engine room, shut ventilation
h.
Stop all fans, fuel supply and boilers, although it automatically trips off before
i.
CO2 injection.
After giving time as per instructions, inject CO 2.
j.

LIMITATIONS OF SYSTEM

Once used no replenishment at sea

Results in total loss of power

Isolation necessary as it may cause asphyxiation.


AFTER FLOODING
Check if the necessary cylinders have actually fired (check levers)

Boundary cooling always on

Caution! as CO2 effects with visibility.

Delay situation for second opinion

Tug/salvage, if required

Monitor temperature and record.

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When temperature reduces, check oxygen level.


Pair search for assessing situation once temperature lowers and atmosphere
safe. Still BA sets to be worn.

IN PORT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.

Sound alarm
Inform master
Stop all cargo operations
All shore personnel off the ship
Inform port control, request assistance
Advice port control about engine room fire as engines are likely to be rendered
inoperative.
Inform agent
Muster crew
Check for ships personnel ashore
Head count; determine casualties
Form parties as per emergency response and contingency plan
Check communications
Locate fire, notify all parties
Determine class of fire
Appropriate extinguishing agent
Appropriate method of attack, as per class of fire
i. Switch on deck lighting (if at night)
ii. Isolate power of the area under fire
iii. Fire wire to be rigged ready on outboard side
iv. International shore connection handy
v. Fire wallet ready to be handed over
vi. Bring in fire brigade
vii. Set communication means between fire brigade and ships parties
viii. Consider damage stability criteria & dewatering as excessive water may lead to
vessel touching bottom. This will prevent vessel pulling out off the berth (fire
wire/tugs).
ix. Ambulance called? Depending on number /seriousness of casualties.

CO2 RELEASE PROCEDURES ARE SAME AS ---- AT SEA

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ENSURING
POSITIVE
EMERGENCIES

CONCLUSION

TO

It is imperative that regular and realistic drills are carried out. Potential emergency
situations must be used for drills and situation and location varied often. Post drill debriefings to be taken seriously. It is also a very important means of getting feedback from
ships personnel and helps in making them more involved in the operation.
This sort of frequent training leads to organized and well-rehearsed responses, which
reduce the overall impact/damage which could have been caused. All joining personnel must
be familiarized with the following:
1. EMERGENCY SIGNAL and their initial responses to them.
2. MUSTER STATIONS
3. OPERATION & LOCATION of emergency fire pump.
4. POSITION OF FIRE ALARM.
5. ACCOMODATION.
6. MACHINERY SPACES.
7. LSA & FFA
Each situation must be properly evaluated before taking any action.
A fire can usually be put out easily in the first few minutes Therefore, PROMPT & CORRECT
action is essential. - Ch10.1.3 .Code Of Safe Working Practice For Seamen
Skills, self confidence, etc. can be built up by having occasional talks on team spirit,
authority , responsibility. All these may not be inborn but can be developed onboard with
proper dedication and more importantly a positive attitude by the management on board.
This will and should lead to better enthusiasm in the ships crew.
The thought that it couldnt happen to me must be wiped out. It is important to develop in
everybody, a duty of care towards his fellow shipmate without breaking the chain of
Command.

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BIBLIOGRAPHY
Bridge procedures guide ICS publication
Code of Safe Working Practices for Seamen Dept of Trade HMSO)
Guide to Ship Fire Fighting (BR 4007)
Ships fires in 1980s
Website : www.navis.gr
Fire safety At Sea Dr.James Cowley

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