… and another in Malaysia…
Brit scientist among three killed in explosion on cargo ship - World News - Mirror Online
Three Killed in Malaysia as Maersk Manages Fires on Two Ships
I just started a separate thread on this news
Uuuuups. 
Mine is for illiterate ppl. All u need to do is hit play.
@Old_school CNN stuff is for literate ppl.
Reports from dedicated volunteer Fire Fighter Dr Sal.
W
The containership ONE Henry Hudson continues to be held about one mile from shore outside the breakwater at the Port of Los Angeles after the fire aboard the vessel. The Unified Command reports the salvage master has declared the fire fully contained, with the focus now on hot spots or the potential for re-ignition from smoldering cargo in the containers
Salvage Teams Look for Hot Spots After Fire is Contained on ONE Vessel
Fire Aboard Containership Extinguished at Singapore Terminal, No Injuries Reported
Singapore extinguishes container fire on Ever Lenient at Pasir Panjang terminal
Singapore MPA investigates fire on board of London-registered container | The Star
From maritime guru
12.04.2026: Fire Incident on Evergreen Container Vessel in Singapore – A Strong Reminder of Shipboard Risk Management
On April 10, 2026, a fire broke out onboard the container vessel #EverLenient, while the ship was berthed at the PSA Singapore Pasir Panjang Terminal in #Singapore.
The incident, reported at approximately 1500 hrs LT, involved a container fire on deck. The Maritime and Port Authority of Singapore (MPA) responded rapidly, deploying patrol craft alongside emergency response teams, while the Singapore Civil Defence Force (SCDF) led the firefighting efforts with both land-based & marine assets.
Firefighting operations continued through the night & were successfully brought under control, with cooling operations conducted to eliminate residual heat & prevent re-ignition.
Key highlights:
All crew accounted for – NIL injuries reported
NIL oil pollution or environmental damage
Port operations remained unaffected
Rapid multi-agency coordination ensured containment
This incident underscores the high level of preparedness & coordination within Singapore’s port ecosystem.
The situation was controlled efficiently, yet container fires continue to pose a significant operational & safety challenge in global shipping. IMDG Cargo remains a leading contributor to such incidents.
Key Takeaways from preliminary information :-
Undeclared, under-declared or misdeclared IMDG cargo continue to be a root cause of container fires.
Regular training, realistic fire drills, crew preparedness & familiarity with ship-specific emergency procedures must go beyond “checklists” and Company Training Matrix compliance.
The seamless synergy between ship staff, terminal operators & authorities was a decisive factor in this case and hence such drills must be practised.
Use of drones & real-time monitoring by authorities highlights the growing role of technology in firefighting and incident control.
Over-reliance by ships’s Chief Officers on shore-prepared plans or documents, accepting same without any cross-checks is a dangerous practise, and growing as the sizes of container vessels are increasing.
Question :
What is that one single IMO document, which if not provided onboard, IMDG cargo MUST be rejected?
Answer:
The single most critical IMO document, mandated by the IMDG Code (Chapter 5.4) and SOLAS, that if not provided (or if incomplete/inaccurate) requires IMDG cargo to be rejected is the Dangerous Goods Declaration (DGD), sometimes referred to as the Dangerous Goods Transport Document.
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Why it is mandatory: The DGD is a legal requirement where the shipper confirms that the goods are properly classified, packed, marked, labeled, and conform to the IMDG Code regulations.
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Consequence of absence: If the DGD is missing or if its details conflict with other documents (like the Bill of Lading), the container or cargo will not be allowed to be loaded.
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Combined Document: In practice, the DGD is often combined with the Container/Vehicle Packing Certificate, and both must be signed, or it will be rejected.
While other documents like the Dangerous Goods Manifest are crucial for the ship’s safety, the Dangerous Goods Declaration is the fundamental document the shipper must provide to the carrier to initiate the loading process.
Time and Motion experts seemed to have vanished in this day and age. Has anyone studied the workload of the Chief Officer on a 10,000 TEU vessel never mind the kind of behemoths now at sea?
How do you establish what is really in a container stowed on a vessel and apart from the nice words could the professional firefighters show us how to fight a major fire in a ship’s hold with only the equipment available onboard.
Do you mean this :
A time and motion expert analyzes and optimizes workflows by combining Frederick Taylor’s time studies (measuring task duration) with the Gilbreths’ motion studies (analyzing worker movements). They eliminate inefficiency and waste, setting standard times to increase productivity. Modern practitioners use technology like video or AI to enhance manufacturing, logistics, and healthcare processes.
Or something else??
I have. So I can tell You briefly.
at sea 8 hrs watch ( 4 on 8 off) , 2-4 hrs daily day work checking/monitoring lashing, reefer cargo, inspections on deck and a ton of BS papework to feed the SMS paper tiger.
Port : no watch but regarding cargo relating work and time only sky is the limit , container damage reports, frequent visits of planners, visits to planning office, verification o stowage plans delivered on USB on arrival if not sent by email prior arrival, loadicator has IMDG module which must be updated to the last IMDG update .If not must grab the paper copy of IMDG code and do manual checks , ballasting deballasting , antyheeling runs in auto mode.
Loadicator has stack weight module check and lashing forces module check but this depends on gross weight input from edi file . Cargo lists on paper are not provided and do not contain what is inside the box .
Only IMDG cargo is manifested as per regs and info regarding the contents is provided as per regs. Apart from IMDG only specials are listed meaning oversised cargo plus machinery on bolsters what of course need to be checked on shore regarding lashing . Reefer cargo manifests also contain the name of the commodity plus shippers instructions regarding temps and ventilation of any .
Stevedore damage reports which must be ready before departure for agent signature for receipt only . Otherwise any claims may be invalid.
So chief mate is busy bee and all rest hrs violations are taken care of by cheating and lying not to be hooked by PSC or Flag inspectors.
I have skipped inspections from shore , deliveries , provisions and all the other shit that keeps container vessel crew busy.
After departure port log report , container utilisation report , all cargo on board and other info to satisfy office bloodsucking monsters and shore side office slackers must be given to master for his perusal and further transmission to chartererrs , managers , next port agents plus loading and stability condition printout on the bridge for master parusal and signature.
Note : above was briefly only .
Except IMDG , Reefer, all kind of Specials , the chief mate and the master of a container ship has no effing idea what the other cargo is . They know only shippers declared weights .
The last time in my life I saw a cargo list was in abt 2000 sailing from USA/LGB to Ecuador/GYE on a mid sized container vsl and i still remember 2 items on 1 B/L - two containers . United States Government Cargo . Office furniture for the US embassy loaded on 5th tier 2x 20 ft containers door to door.
In Guayaquil i discovered under not very pleasant circumstances that I navigated to port through pirate infested area near so called Data Pilot stn with and effing 2 twenties containing crunchy and crispy US dollares for Ecuadorian Bank .
You summarised it well. Regarding unknown contents I carried 5 containers with the brand new plastic banknotes of Australian currency. The first I knew of it was the closed off the berth at Swanson Dock, Melbourne with armed police.
One P&I club Guide for Masters seem to be that the Master And Mate are omnipresent and work a 48 hour day.
How many different container ships are catching on fire? Is it possible there’s foul play? Because I don’t remember this many shipping fires being in the news a few years back.
In three questions you have generated a topic that can grow in to Phd because there are so many variables seemingly unrelated that need to be discussed.
I can demonstrate that that a single steel coil which is not IMDG cargo and not flammable itself can be the cause of fire on a perfectly loaded ship , that has perfectly documented cargo by honest shippers and everything is super duper legit .Properly segregated according to the rules. The whole vessel is an effing picture of perfection including
owners work ethic , procedures etc etc and perfect crew.
And this goddamn 25 mt coil was badly lashed inside container or the lashing material has some latent deffect and failed during rolling.
The coil damaged the container, the container collapsed , the whole stack of containers above it collapsed and it contained flammable perfectly declared cargo.
It ignited during collapse due to sparks, Next to it were containers with plastic toys or iphones or other plastic filled electronics with batteries.
Neither phones, nor toys , nor steel coils require segregation from other cargo as it is not listed as IMDG.
The end result is huge fire .
The whole industry is a faul play here from container loading depo on shore, through road /rail transport to container terminal and subsequent loading on a ship . Time is money and money is greed and greed means shortcuts and shortcuts means mistakes , errors you name it.
The result is the 24 k teu vsl port turnaround is less then 24 hrs .
If everything that needs checking ,verifying, rechecking ,surveying, analysing then the whole trip of a single box from shore depo to ship ,ocean leg, ship to receiving depo would be much , much longer. And nobody wants it .
That is why they do not show the captains the cargo manifest of all the cargo as they would question the cargo composition /stowage plans keeping in mind the scenario described above. Required changes in stows could lead to delays, extra work for shore planners, loss of time and loss of MONEY!!!
Makes sense. They try to go too fast, things get damaged, the fires follow.
It is definitely a situation worth tracking closely. Container fires remain one of the most difficult challenges for maritime safety teams to handle effectively.