Blog 13:
Question: Container Fell Overboard on Your Vessel and Listed to 20 Degrees Starboard – As Chief Engineer, What Will Be Your Action?
References:
IMO SOLAS Chapter III, Regulation 8 (Mustering and Emergency Instructions), SOLAS Chapter VI, Regulation 7 (Stowage and Securing of Cargoes).
IMO International Safety Management (ISM) Code, Section 8 (Emergency Preparedness), Section 9 (Reports and Analysis of Non-Conformities).
IACS Unified Requirements Z1 (Loadline Surveys), DNV Rules for Cargo Securing Arrangements.
DG Shipping M.S. Notice 9 of 2017 (Carriage of Bulk Cargoes), M.S. Notice 10 of 2018 (Casualty Reporting), M.S. Notice 4 of 2016 (Flag State Obligations).
IMO International Maritime Dangerous Goods (IMDG) Code, Part 7 (Transport Operations), if applicable.
IMO International Convention on Load Lines (ICLL) 1966, Regulation 4 (Stability Requirements).
Answer.
A container falling overboard, resulting in a 20-degree starboard list, constitutes a serious emergency affecting vessel stability, safety, and environmental compliance. This incident falls under SOLAS Chapter VI, Regulation 7, which requires proper stowage and securing of cargoes, and SOLAS Chapter III, Regulation 8, which mandates emergency response procedures. The ISM Code, Section 8, requires preparedness for such incidents, while DNV verifies cargo securing arrangements per classification rules. DG Shipping’s M.S. Notice 10 of 2018 mandates casualty reporting for Indian-flagged vessels. As Chief Engineer, you take immediate actions to restore stability, ensure safety, and comply with regulations, coordinating with the Master and shore management. This answer details your step-by-step response, emphasizing regulatory references and your management-level responsibilities.
Step 1: Immediate Assessment and Safety Measures
Upon learning of the incident, your first action is to assess the situation and
ensure crew safety, as per ISM Code Section 8.1, which requires emergency
preparedness. A 20-degree list indicates a significant stability issue,
potentially exceeding safe operational limits per ICLL 1966, Regulation 4,
which mandates maintaining adequate stability under all conditions. You proceed
as follows:
Sound General Alarm: Coordinate with the Master to sound the general alarm, mustering the crew at designated stations, as per SOLAS Chapter III, Regulation 8. This ensures all personnel are accounted for and prepared for further instructions.
Check for Injuries: Verify no crew members were injured during the incident, ensuring compliance with MLC 2006, Regulation 4.3, which requires a safe working environment, as enforced by DG Shipping’s M.S. Notice 8 of 2017.
Engine Room Assessment: Inspect the engine room for flooding, machinery damage, or fuel leaks, as a list may cause stress on piping systems, per SOLAS Chapter II-1, Regulation 35-1 (Bilge Pumping Arrangements). Use bilge alarms to detect water ingress, as per DNV Rules for Machinery Systems, and ensure bilge pumps are operational.
Stability Data: Provide the Master with engine room data (e.g., fuel, ballast tank levels) to assist in stability calculations, as per ICLL Regulation 4, ensuring the vessel’s GM (metacentric height) is assessed. A 20-degree list suggests a potential GM reduction, risking capsizing if uncorrected, per DNV stability guidelines.
Step 2: Restore Vessel Stability
Restoring stability is critical to prevent further
listing or capsizing, as per SOLAS Chapter VI, Regulation 7.3, which requires
maintaining stability during cargo operations. You take the following actions:
Ballast Adjustment: Initiate ballast water transfer to counter the list, as per ICLL Regulation 4. Start by filling port-side ballast tanks, using high-capacity ballast pumps (e.g., 500 m³/h), per SOLAS Chapter II-1, Regulation 35-1. Monitor tank levels with sounding pipes or remote gauges, ensuring compliance with the Ballast Water Management (BWM) Convention, Regulation D-2, for treatment before discharge, as per DG Shipping’s M.S. Notice 9 of 2017.
Fuel Transfer: If ballast adjustment is insufficient, transfer fuel oil from starboard to port tanks, per ISM Code Section 10 (Maintenance of Ship and Equipment). Ensure fuel transfer pumps are operational (e.g., 100 m³/h capacity), logging transfers in the Oil Record Book (ORB), as per MARPOL Annex I, Regulation 17, to avoid PSC violations, per DG Shipping’s M.S. Notice 3 of 2019.
Monitor List: Use inclinometers to monitor the list reduction, aiming for a safe angle (e.g., <5 degrees), per DNV stability guidelines. Coordinate with the Master to recalculate GM using the ship’s stability booklet, as per ICLL Regulation 10(2).
Secure Remaining Cargo: Assist the deck team in securing remaining containers, as per SOLAS Chapter VI, Regulation 7.2, using lashing gear per the Cargo Securing Manual (CSM), verified by DNV during surveys. A 20-degree list may have loosened lashings, risking further cargo loss, per IACS UR Z1.
Step 3: Environmental and Regulatory Compliance
A container overboard poses environmental risks, especially if it contains
dangerous goods, as per the IMDG Code, Part 7, Chapter 7.7 (Stowage of
Dangerous Goods). You address this as follows:
Check Container Manifest: Review the cargo manifest with the Master to identify the container’s contents, as per SOLAS Chapter VI, Regulation 7.1. If it contains hazardous materials (e.g., IMDG Class 3 flammables), additional precautions are required, per the IMDG Code, Chapter 7.7.
Pollution Assessment: Inspect the sea surface for oil or chemical spills, using binoculars or drones if available, as per MARPOL Annex I, Regulation 37 (Shipboard Oil Pollution Emergency Plan—SOPEP). Deploy SOPEP kits (e.g., absorbents, booms) if pollution is detected, logging actions in the Garbage Record Book (GRB), per MARPOL Annex V, Regulation 4.
Notify Authorities: Inform the Master to notify the nearest coastal state, flag state (DG Shipping), and port authorities within 24 hours, as per SOLAS Chapter V, Regulation 31 (Danger Messages), and DG Shipping’s M.S. Notice 10 of 2018. Include details of the container’s contents, position (e.g., latitude/longitude), and environmental impact, per IMO Resolution A.851(20) (General Principles for Ship Reporting).
Salvage Consideration: Recommend engaging salvors under Lloyd’s Open Form (LOF), as per the International Convention on Salvage 1989, Article 6, to recover the container, minimizing environmental damage, per DG Shipping’s M.S. Notice 4 of 2016.
Step 4: Investigation and Corrective Actions
Post-incident, you investigate the root cause to prevent recurrence, as per ISM
Code Section 9.1 (Reports and Analysis of Non-Conformities):
Root Cause Analysis: Examine why the container fell overboard, assessing if lashings failed due to improper securing, per SOLAS Chapter VI, Regulation 7.2, or if the list exacerbated the issue. Review weather conditions and cargo stowage plans, as per the CSM, verified by DNV during surveys.
Structural Check: Inspect the hull for damage (e.g., cracks from stress), as per SOLAS Chapter I, Regulation 11 (Maintenance of Condition After Survey). Coordinate with DNV for an unscheduled survey if damage is found, per DG Shipping’s M.S. Notice 7 of 2015.
SMS Review: Revise SMS procedures, incorporating lessons learned (e.g., enhanced lashing checks), as per ISM Code Section 7 (Development of Plans for Shipboard Operations). Conduct a safety meeting to discuss findings, per STCW Regulation A-III/2, ensuring crew awareness.
Step 5: Documentation and Reporting
Accurate documentation is crucial for regulatory compliance and legal
protection, as per ISM Code Section 11 (Documentation):
Logbook Entries: Record all actions in the engine room logbook, including ballast/fuel transfers, stability data, and pollution checks, as per SOLAS Chapter V, Regulation 28 (Records of Navigational Activities), and DG Shipping’s M.S. Notice 10 of 2018.
Incident Report: Submit a detailed report to the DPA, including root cause analysis and corrective actions, as per ISM Code Section 9.2. Attach copies of ORB, GRB, and stability calculations, per DG Shipping’s M.S. Notice 4 of 2016.
P&I Club Notification: Inform the P&I Club for liability coverage, as per the International Convention on Civil Liability for Oil Pollution Damage (CLC) 1992, Article VII, if pollution occurred, ensuring COI validity, per DG Shipping’s M.S. Notice 3 of 2019.
Chief Engineer’s Responsibilities:
Lead engine room response, ensuring machinery supports stability restoration, per SOLAS Chapter II-1, Regulation 3-1.
Train crew on emergency ballast procedures, per STCW Regulation A-III/2, enhancing preparedness.
Coordinate with DNV for post-incident surveys, per DG Shipping’s M.S. Notice 7 of 2015.
Ensure all logs and reports are PSC-ready, per IMO Resolution A.1138(31) (PSC Procedures).