The Master Mariner

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This page introduces the IMO's two-tier system of contingency response planning. It then provides an overview of the author's own suggestions for a similar system, including two examples of its application to fire on board ships.

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What are the IMO requirements for contingency planning?

IMO Res.A.1072 (28) Revised guidelines for the structure of an integrated system of contingency planning for shipboard emergencies give direction on preparing emergency plans for use on board ships. The stated objectives of the resolution include helping companies convey the relevant requirements of the principal maritime conventions into a harmonised and structured emergency response plan.

Based on the resolution, effective responses are best achieved by handling individual emergency responses according to a two-tier framework.

The concept underpinning the two-tiered system is the integration of multiple plans into a uniform and modular structured frame. Given the variety of emergency situations that arise at sea, harmonised contingency plans are useful because they are more likely to be accepted by the ship’s crew and easier to use in the event of an actual emergency.

The two tiers are:

1. Initial actions: to be taken in the event of any emergency, regardless of the nature or extent of the preceding incident.
2. Subsequent responses: actions which, in contrast, depend upon variables such as the ship type, the nature of the cargo being carried, and the category and magnitude of the emergency at hand. These require particular actions to be undertaken.

I have created a similar response system, which I call the IS-SAFE schema.

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Structure of IS-SAFE for emergency planning

I have created the IS-SAFE structure as a schema for contingency planning on board ships that fit neatly with IMO's two-tier requirements.

My intention is to set out a simple and practicable cognitive framework that the ship’s Master and crew can use to reduce variation in shipboard contingency plans. It also simplifies the understanding of the actions expected of each person.

The schema, which is comprised of six consecutively-arranged elements, can be identified by the acronym IS-SAFE, with each of the six letters representing the initial keyword of a step. They are:

1. Initial actions

1a. Immediate assessment and initial responses to the emergency are taken to activate personnel and technical assets.

1b. Shoreside-response initiation actions taken according to the various statutory requirements.

2. Subsequent responses:

2a. Substantial control actions using technical and crew assets and arrangements.

2b. Additional reporting requirements taken to augment the initial reporting requirements.

2c. Follow-up actions taken on board the ship to return the ship to operational condition.

2d. Evolution to the post-emergency state includes actions to be taken during the period after the event.

The IS-SAFE schema facilitates the harmonisation of emergency response plans and works in sequence with IMO Res.A.1072 (28).

Routine and systematic emergency management on board ships may seem unlikely, but the IS-SAFE structure is a viable tool that goes some way towards achieving this.

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Structure of response to a galley fire on board ships

A possible set of responses to the galley fire are:

1. Initial actions to be taken on discovering the emergency event.

1a. Immediate assessments and responses to the emergency include:

• Raise the fire/general alarm
• Collect all the information available at this point
• Activate the fire and bilge pumps
• Close fire and watertight doors as necessary
• Safely manoeuvre the vessel so that noxious fumes are expelled from the ship
• Muster, headcount and identify missing crew, if any
• Update the crew via the vessel’s PA system

1b. Shoreside response initiation actions include:

• Initiate a Mayday alarm on GMDSS equipment
• Activate the company shoreside response procedure as per ISM Code requirements (S8.3)

2. Subsequent responses to be taken to mitigate the hazards of the emergency event

2a. Substantial emergency response actions include:

• Direct BA teams to the local staging area
• Close galley vent ducts
• Activation of galley hood CO2 smothering system as per the safe release procedure
• Isolation of galley electrical systems pending discharge of fire hoses in space
• Release of fixed firefighting appliances as applicable
• Boundary cooling team directed to enter the space if necessary

2b. Additional reporting requirements include:

• Downgrade initial Mayday alert to Pan-Pan status once the imminent danger to the ship and crew eases
• Continue the ongoing dialogue with the coastguard as necessary
• Inform SOPEP contact from Annex 2 of the updated IMO MSC-MEPC.6/Circ.13 if required
• Company Ships Emergency Response provider informed if necessary
• Ship managers, hull insurers and cargo interests informed
• Flag and Class informed as per SOLAS I/11: Maintenance of conditions after survey

2c. Follow-up actions to be taken on board the vessel include:

• Expel noxious gases from internal spaces
• Set up a re-flash watch once the fire is confirmed to be extinguished
• Reset air-conditioning systems once the fire is confirmed to be extinguished
• Reset fixed firefighting systems to re-establish operational readiness
• Observe safety and environmental measures to limit likely damage to the marine environment
• Preserve evidence and logs pending a full investigation of the circumstances, including downloading the VDR

2d. Evolution to post-emergency conditions include:

• Activate the ISM non-conformity reporting procedure as per SMS requirements
• Provide full account to P&I and Hull & Machinery interests
• Class and Flag are provided with a full account of the emergency and subsequent status of the vessel
• DPA and cargo interests briefed with details of the event
• National and local contacts as per SOPEP updated as required
• Port of refuge determined if necessary
• Port state control authorities informed of any damage to the vessel prior to arrival at the port.

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Structure of response to an engine/boiler room fire on board ships

A possible set of responses to an engine/boiler room fire are:

1. Initial actions to be taken upon being alerted to the fire

1a. Immediate assessments and responses to the emergency include:

• Raise the fire/general alarm
• Collate all information to determine the nature of the fire and potential complications
• Energise the emergency generator to prepare for fault in generators if it happens
• Activate emergency fire and bilge pumps located outside of the affected spaces
• Close fire and watertight doors as necessary
• Safely manoeuvre the vessel so that noxious fumes are expelled from the ship
• Muster, headcount and identify missing crew, if any
• Provide an update to the crew via the vessel’s PA system

1b. Shoreside response initiation actions include:

• Initiate a Mayday alarm on GMDSS equipment
• Activate the company shoreside response procedure as per ISM Code requirements (S8.3)

2. Subsequent responses are to be taken to mitigate the hazards of the emergency event.

2a. Substantial emergency response actions in consultation with the Chief Engineer include:

• Close engine room ventilation fans and dampers
• Close funnel flaps
• Isolate engine/boiler room electrical systems pending possible discharge of fire hoses in space
• Release of fixed fire fighting appliances as applicable
• If CO2 is deployed, then shut the Quick Closing Valves to starve the engines of fuel
• Direct BA teams to the local staging area
• Boundary cooling team directed to enter the space if necessary

2b. Additional reporting requirements include:

• Downgrade initial Mayday alert to Pan-Pan status once the imminent danger to the ship and crew eases
• Continue the ongoing dialogue with the coastguard as necessary
• SOPEP contact informed by Annex 2 of the updated IMO MSC-MEPC.6/Circ.13 if required
• Company Ships Emergency Response provider informed if necessary
• Ship managers, hull insurers and cargo interests informed
• Flag and Class informed as per SOLAS Ch.1 Reg.11: Maintenance of conditions after survey

2c. Follow-up actions taken on board the vessel include:

• Expel noxious gases or CO2 from internal spaces
• Set up a re-flash watch once the fire is confirmed as extinguished
• Resetting air conditioning systems once the fire is confirmed extinguished
• Replenishing and resetting of fixed firefighting systems ready for re-establishing operations readiness
• Observe safety and environmental measures observed to limit damage to the marine environment
• Preserve evidence and logs pending a full investigation of the circumstances, including downloading the VDR

2d. Evolution to post-emergency conditions include:

• ISM non-conformity reporting procedure activated as per SMS requirements
• P&I and Hull & Machinery interests updated with a full account of the damage
• Class and Flag are provided with a full account of the emergency and subsequent status of the vessel
• DPA and cargo interests provided with details of the event
• National and local contacts as per SOPEP updated as required
• Port of refuge determined if necessary
• Port State control authorities informed of any damage to the vessel prior to arrival at the port.

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