Fire Prevention and Fire Course: Handout

FIRE PREVENTION AND FIRE COURSE
HANDOUT
(IMO Model Course 1.20/STCW A-VI/1)
OCEAN MARITIME ACADEMY DATE 1 January 2013
FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

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CONTENT
Section Details Pages Revision Date
A Content 2 1-JAN-13
B Revision Record 1 1-JAN-13
C Course Outline 1-2 1-JAN-13
D Introduction 1 1-JAN-13
01 Introduction, Safety and Principles 1-3 1-JAN-13
02 Theory of Fire 1-14 1-JAN-13
03 Fire Prevention 1-7 1-JAN-13
04 Fire Detection 1-6 1-JAN-13
05 Fixed Fire Extinguishing Systems 1-21 1-JAN-13
06 Miscellaneous Fire Fighting Equipment 1-25 1-JAN-13
07 Ship’s Fire Fighting Organization 1-6 1-JAN-13
08 Fire Fighting Methods 1-3 1-JAN-13
09 Fire-Fighting Procedures 1-3 1-JAN-13

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Section Details of Revision Revision No. Date

FIRE PREVENTION & FIRE FIGHTING
COURSE OUTLINE
Duration 3
days
Subject Area Hours
Lecture Demo & Films
Practice
Registration
1. Introduction, Safety & Principles 0.50
2. Theory of Fire 1.0 0.5
2.1 Conditions of Fire
2.2 Properties of flammable materials.
2.3 Fire hazard and spread on fire
2.4 Classification of fires
and appropriate
Extinguishing agents
3. Fire Prevention 1.50
3.1 Fire prevention principles
3.2 Ship construction arrangements
3.3 Safe practices
4. Fire Detection System & Alarms 0.75
4.1 Fire and smoke detection systems
4.2 Automatic fire alarm
5. Fixed Fire-extinguishing systems 1.25
5.1 General
5.2 Smothering Effect Systems:
* Carbon-Di-Oxide (Co2), Foams
5.3 Inhibitor Effect Systems: Powders
5.4 Cooling Effect Systems:
Sprinklers Pressure Spray
5.5 Emergency Fire Pump
5.6 Chemical Powder Applicants
6. Fire Fighting Equipment 1.0 1.5
6.1 Fire Hoses And Nozzles
6.2 Mobile Apparatus
6.3 Portable Fire Extinguishers
6.4 Fireman’s Outfit
6.5 Breathing Apparatus
6.6 Resuscitation Apparatus
6.7 Fire Blankets

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7. Ship Fire-fighting Organization 0.75

7.1 General Emergency alarm
7.2 Fire Control Plans And Muster List
7.3 Communications
7.4 Personnel Safety Procedures
7.5 Periodic Ship Board Drills
7.6 Patrol System
8. Fire-fighting Methods 0.5 1.0
8.1 Knowledge Of Fire
Safety Arrangements
8.2 Fire Alarms And First Actions
8.3 Firefighting
9. Fire-Fighting Procedures 0.5
10 Fire-Fighting Drills 4.50

10.1 Small Fires
10.2 Extensive Fires
10.3 Drills In Smoke-Filled Spaces
11. Review and Final Assessment 0.5
8.5 6.0 1.50
Sub totals
16.00
Total
1. Aim
This model course aims to provide the training for candidates in fire prevention
and fighting in accordance with Section A-VI/1 of the STCW Code.
2. Objectives
This syllabus covers the requirements of the 1978 STCW Convention as

amended Chapter VI, Section A-VI/1, paragraph 2 and Table A-VI/1-2. On
meeting the minimum standard of competence in fire prevention and fire
fighting, a trainee will be competent to take appropriate measures for the safety
of personnel and of the ship and to use fire appliances correctly. The trainee will
also have a knowledge of fire prevention.
3. Entry Standards
The course us open to all seafarers and prospective seafarers and should be completed
prior to employment on a sea-going ship. All trainees must be certified by a doctor to be in
good health.
4. Required Attendance
100% attendance is required for successful completion of the course.


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INTRODUCTION SAFETY AND PRINCIPLES

The main aim of annex 2 of Resolution A. 437(XI) are :
 Instruction to officers and key personnel about organizational methods and
the best use of staff for combating Fires.
 Training them in the maintenance and inspection of Fire Extinguishing
Equipment’
 Safe Methods of Fire Fighting.
The principles of Survival in relation to Fire are:
 Knowledge of Fire Theory and Fire Precautions
 Regular Training and Drills
 Preparedness for any Fire Emergency
 Knowledge of Dangers of Smoke and Toxic Fumes
 Regular Inspection and Maintenance of :
➢ Fire Detection Equipment
➢ Portable Fire Extinguishing Equipment
➢ Portable/ Mobile Fire Extinguishers
➢ Fireman’s Outfit (including Breathing Apparatus)
➢ Emergency Escape Breathing Device (E.E.B.D.)
OBJECTIVES
On completion of this course the Trainee will be able to:
 Minimize the risk of Fire onboard
 Action to be taken in case of Fires
 Maintain a state of involving Fires
readiness onboard to respond to emergency situations
 Fight and Extinguish the Fire
 Use all Fire Fighting Equipments correctly
 Knowledge of Routes and Exits and Emergency escapes
 Knowledge of Emergency Alarms
INTRODUCTION “FIRE”--------------- “FIRE”---------------------“FIRE”

 Shout
 Raise the alarm
 Muster the crew
 Stop spread of fire
 Control & containment
 Fight the fire
It seems very simple but the frequency of serious Fires and the incidence of ship
losses by fire is higher than any other cause.
The problems of Fire Prevention and Fire Fighting onboard ships need more
systematic and organized approach to Fire Fighting techniques including the
correct use of equipments and more effective Fire Fighting drills.
There is a general need to enhance and upgrade the standards of training,
to improve management skills in organization of Fire Fighting and to enhance the
understanding of Fire Prevention measures onboard.
Investigations in the causes of accidents have revealed that the great
majority of accidents result from Human weakness, even those which are
attributed to technical failure usually reveal some lapse in the Man supervision of
the machine. Perhaps by inadequate design, maintenance or operation. Major
causes of accidents have been categorized as :
 Human Error 88% (Ignorance & Negligence)
 Material / Machinery Failure 10% (Human Factor to certain extent)
 Act of God / Nature 2% (Weather, Lightening, Earthquakes etc.)
SPREAD OF FIRE- Methods of heat transfer
CONDUCTION - Transfers the heat within a substance from high temperature, by

direct contact between the particles of solid. By means of elastic waves, heat
energy is passed from one molecule to the next.
CONVECTION- Is the process of heat transfer from one location to the next by the
movement of fluids. The moving fluid carries energy with it. The fluid flows from a
high temperature location to a low temperature location.
RADIATION- The transfer of heat by radiation involves the carrying of energy from
an origin to the space surrounding it. The energy is carried by electromagnetic
waves and does not involve the movement or the interaction of matter. Thermal
radiation can occur through matter or through a region of space that is void of
matter (i.e., a vacuum). In fact, the heat received on Earth from the sun is the
result of electromagnetic waves traveling through the void of space between the
Earth and the sun.
PRINICIPLES OF SURVIVAL IN FIRE

 Knowledge of Fire Theory
 Regular training
 Preparedness for fire emergency
 Knowledge of escape routes
 Knowledge of dangers
 Regular inspection and maintenance
 Fire alarm and fire detectors
 Fixed extinguishing equipments
 Portable/ mobile extinguishers
 Breathing apparatus
 Fireman’s outfits

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THEORY OF FIRE – 1 hr
Conditions required for a Fire to occur are –
 The presence of material, which act as a fuel
 A source of Ignition eg. Chemical, biological or physical
 The presence of oxygen, in air or from oxidizing
agents Three conditions can be represented as triangle.
FIRE TRIANGLE PHASE OF

FIRE DEVELOPMENT
A fire requires three basic components – fuel, air and heat.
FIRE SQUARE/TETRAHEDRON
Fire square is having four sides /elements.
MCR (MOLECULAR CHAIN REACTION)
 It is a continuous process of burning substances
 It is continuous process of burning vapors’
 Exothermic chemical reaction generates heat
FIRE
Fire is a chemical reaction of burning substance with oxygen with emission of
heat, light and flame. (It produces heat and light)
PHASE OF FIRE DEVELOPMENT
INCIPIENT – This first stage begins when heat, oxygen and a fuel source combine
and have a chemical reaction resulting in fire. This is also known as “ignition” and
is usually represented by a very small fire which often (and hopefully) goes out on
its own, before the following stages are reached. Recognizing a fire in this stage
provides your best chance at suppression or escape.
GROWTH – The growth stage is where the structures fire load and oxygen are
used as fuel for the fire. There are numerous factors affecting the growth stage
including where the fire started, what combustibles are near it, ceiling height
and the potential for “thermal layering”. It is during this shortest of the 4 stages
when a deadly “flashover” can occur; potentially trapping, injuring or killing
firefighters.
FULLY DEVELOPED – When the growth stage has reached its max and all
combustible materials have been ignited, a fire is considered fully developed. This
is the hottest phase of a fire and the most dangerous for anybody trapped within.
DECAY – Usually the longest stage of a fire, the decay stage is characterized a
significant decrease in oxygen or fuel, putting an end to the fire. Two common
dangers during this stage are first – the existence of non-flaming combustibles,
which can potentially start a new fire if not fully extinguished. Second, there is the
danger of a back draft when oxygen is reintroduced to a volatile, confined space.
FULL FORM OF WORD “FIRE” -

F - Find
I - Inform
R - Restrict
E - Extinguishments / Escape
FIND
 Type of Fire
 Place of Fire
 How long
 Any casualty / trapped
INFORM TO CONTROL STAION

 By shouting “FIRE, FIRE, FIRE”
 By Fire Alarm
 By telephone, walkie / talkie, Radio sets
 By messenger
RESTRICT - Stop spreading of fire to unexposed side of compartment,
different ways and means are adopted to restrict fire depending on place of
fire, type of fire.
EXTINGUISHMENT
 By removing Oxygen – Smothering
 By removing Heat – Cooling
 By removing Fuel – Starving
 By cutting MCR – Inhibiting (B.C.R.)
Use proper Extinguishing Media, (Must know reactivity of extinguishing
media on burning substances.)
NOTE- If fire is not able to be extinguished escape from location of fire.
SOURCE OF HEAT / IGNITION

A source of ignition is required for combustion to occur. Fire Prevention and
Extinguishments depend on the control of heat or heat energy source. Heat energy
can be produced –
 Chemical Heat Energy – Exothermic Reaction, Decomposition, Combustion
and Spontaneous Combustion
 Mechanical Heat Energy – Friction
 Electrical Heat Energy – Sparks, Heat Conductors
 Solar Heat Energy – sun rays
 Biological – food waste, grains
Fire can be extinguished by removing anyone of three elements of fire triangle.
By removing heat (cooling), by removing Fuel (starving), by removing Oxygen
(smothering), and by removing or stopping M.C.R. (inhibiting/ breaking chain
reaction)which is shown in tetrahedron.
When a fire occurs in an enclosed space the hot gases rise to the
ceiling, where they spread out to form a hot layer (incipient phase of fire). As the
fire proceeds, this layer increases in depth and temperature keeps on increasing
(free burning speed). When all of the available oxygen has been consumed the fire
dies down to a smoldering mass with the atmosphere above consisting of
combustion gases and unburned vapors at or above their ignition temperature. If
fresh air finds its way to the compartment through any opening, the unburned
vapor bursts into flame with almost explosive force. This phenomenon is termed
as flash over and it gives new life to the dormant fire leading to a much greater
catastrophe.
FLAMING FIRES - Result from the ignition of items such as flammable liquids,
wood or paper, cooking accidents, or from open flames such as candles that ignite
other items. They produce large quantities of flames and lesser visible amounts of
smoke.
Flaming combustion involves gaseous fuel mixing with air, reacting with
oxygen and releasing heat. The combustion process produces a variety of gases
(CO2, CO, H2O etc.) as well as particulate matter known generally as smoke.
Regardless of whether the fuel was originally a liquid or solid, the overall burning
process must gasify the fuel. With liquids, the supply of gaseous fuel is a result of
evaporation at the surface from the heat generated by the flames. Solids entail a
significantly more complex process involving chemical decomposition (pyrolysis) of
large polymeric molecules. Certain combustible solids such as sodium, potassium,
phosphorus, and magnesium can be oxidized directly by oxygen in the air without
the need of pyrolysis.
SMOLDERING FIRE- Is a flameless form of combustion, deriving its heat from

oxidations occurring on the surface of a solid fuel. Common examples are the
initiation of fires on upholstered furniture by weak heat sources (e.g. a cigarette, a
short-circuited wire).
Smoldering combustion is a condition where all four elements of a fire are present,
but are imbalanced. Smoldering combustion exists in conditions where there is a
self-sustaining reaction, but the reaction is limited by some of the constituents of
the fire “square”. A smoldering fire will not easily change to flaming combustion.
EVERY YEAR MORE AND MORE SHIPS ARE LOST THROUGH FIRE AND
COLLISION. SHIPBOARD FIRE ALONE, HOWEVER, RESULTS IN MORE
TOTAL LOSSES OF SHIPS THAN ANY OTHER FORM OF CASUALTY.
THE MOST COMMON CAUSES OF SHIPBOARD FIRE ARE THE MOST
OBVIOUS. DURING MAINTENANCE BURNING AND WELDING ARE
RESPONSIBLE FOR NEARLY 40 PER CENT OF ALL OUTBREAKS.
SMOKING LEADS TO COUNTLESS FIRES THAT BREAK OUT WHEN NO
ONE EXPECTS. LACK OF ATTENTION, SPONTANEOUS COMBUSTION
AND ELECTRICAL FAULTS ARE THE MAJOR CAUSES. THE ENGINE
ROOM IS AT SPECIAL RISK FROM FLASHBACKS IN OILFIRED
BOILERS, LEAKY PIPINGS CARRYING OIL, OVERHEATED BEARINGS
AND EVEN THE ACCUMULATION OF RUBBISH (OIL RAGS, DIRTY OIL,
TINS OF OIL, ETC.). FIRE FIGHTING AT SEA INCLUDES THREE
DISTINCT STAGES: DETECTION -LOCATING THE FIRE; ALARM-
INFORMING THE REST OF
THE SHIP; CONTROL –ACTUATING THE MEANS OF EXTINGUISHING
THE FIRE.
CLASSIFICATION OF FIRES
SOLAS Ch II-2 Reg 10.3.2 leaves the types and numbers of extinguishers, where
not otherwise specified, to the satisfaction of the
administration. On SOLAS ships built after 1 January 2009 extinguisher provision
and distribution should be as set out by MSC Circular 1275, as interpreted in the
tables 1 & 2 below. Note that the class of extinguishers used in MSC Circular 1275
is that used by the National Fire Protection Association (NFPA) and not the ISO
classification.
International Organisation for National Fire Protection Association

Standardization (ISO Standard 3941) (NFPA – 10)
Class A – Fire involving solid materials, Class A – Fires in ordinary combustible

usually of an organic nature, in which materials such as wood, cloth, paper,
combustion normally takes place with rubber and many plastics
the formation of glowing embers.
Class B – Fire involving liquids or liquefiable Class B – Fire in flammable liquids, oil,
solids greases, tars, oil based paints, lacquers
and flammable gases.
Class C – Fire involving gases Class C – Fire which involve energized

electrical equipment where the
electrical non-conductivity of the
extinguishing medium is of importance.
(when electrical equipments is de-
energized, extinguishers for class A or
B fires may be used safely)
Class D – Fire involving metals Class D – Fires in combustible metals
such as Magnesium, Titanium,
Zirconium, Sodium, Lithium and
Potassium etc.
Class F - Fires involving cooking oils Class K - Fires involving cooking fats,
oils and grease.
PROPERTIES OF FLAMMABLE MATERIAL
FLAMMABILITY
The ability of a substance to burn vapors given off by a flammable material, can
burn when mixed with air in the right proportion in the presence of an ignition
source.
BURNING SPEED
Low speed - Combustion Process (Burn
slow) Sub Sonic Speed - Deflagration (flame)
Super Sonic Speed - Detonation (explosion)
FLASH POINT
The lowest temperature at which a liquid gives off sufficient vapors to form a
flammable mixture near surface of the liquid. (Fuel having flash point above 60 0 C
are generally used onboard ships)
IGNITION POINT
The minimum temperature at which a substance will continue to burn without
additional application of external heat. Also called kindling point.
FLAMMABLE LIMITS
LOWER FLAMMABLE LIMIT (L.F.L.)

Is any hydrocarbon concentration of vapour in air below which there is insufficient
H.C. gas to support combustion.
UPPER FLAMMABLE LIMIT (U.F.L.)

Is any hydrocarbon concentration of vapour in air above which there is insufficient
air or oxygen to support combustion.
FLAMMABLE RANGE
The range of flammable concentration (% by volume) in air between the lower and
upper flammable limits.
COMBUSTIBLE LIQUID
Defined as liquids having closed cup flash points at or above 100°F (37°C).
Combustible liquids are referred to as Class II or Class III liquids.
FLAMMABLE LIQUID
Defined as liquids having closed cup flash points below 100°F (37°C) and vapor
pressures not exceeding 40 psi (276 kPa) (2.76 bar) at 100°F (37°C). Flammable
liquids are referred to as Class 1 liquids.
PYROLYSIS
Before a solid fuel burns it has to be changed in vapor state and this is achieved by
initial heating. This process is known as pyrolysis.
STATIC ELECTRICITY
Refers to the build-up of electric charge on the surface of objects. The static
charges remain on an object until they either bleed off to ground or are quickly
neutralized by a discharge.
Static electricity is a stationary electric charge that is built up on a material. It is
produced by dissimilar materials through physical contact and separation.
BOIL OVER - Is the phenomenon when water is poured or added to a combustible

liquid which is burning and has attained a very high temperature, immediately the
water being denser than combustible liquid it submerges and converts in to steam
at around 1500 to 1600 times of water which expels out the liquid in fine droplets,
will immediately get ignited and spreads in form of a explosion which may cause
burns to people around, fire may spread around if have combustibles in
surrounding.
BLEVE (BOILING LIQUID EXPANDING VAPOUR EXPLOSION)
A phenomenon of bursting of container having liquid under pressure, when the

container gets heated. Due to temperature liquid inside the container gets
changed in vapor giving rise to more pressure which may lead to explosion, if the
contents are flammable the condition gets worst.
FIRE EXTINGUISHERS – CLASSIFICATION

Extinguishers are classified according to the type of extinguishing medium they
contain. At present the types of extinguishers and use of which they are
recommended are as follows :-
Extinguishing Medium Recommen ded for use on fires

involving
WATER Wood, pap er, textiles and similar
materials
FOAM Liquid fire like oil, paint, varnish,
petrol
DRY CHEMICAL POWDER Gas fires, electrical fire
CO2 Flammable liquids, electrical

equipments
TERNARY EUTECTIC CHLORIDE Combustible metals

(TEC)
NOVEC 1230 Total Flooding
FM-200 Total Flooding
GELLEY WET CHEMICAL Galley Fat fire
INERGEN GAS Total Flooding

FIRE FIGHTING AGENTS
Substance which are used for extinguishing fires, are termed as Fire Extinguishing
Agents. Substance which is used for extinguishing fires onboard and their effects
/ process.
Substances Effects/process
Water Cooling
Foam Smothering / Cooling
Carbon Dioxide Smothering / Cooling
Dry Chemical Powder Inhibiting (BCR) / Smothering
Inergen gas Smothering
NOVEC 1230 Cooling (Heat absorption)
Wet Chemical Smothering
FM – 200 Chemical chain reaction and heat removal
Factors to be considered in selecting an extinguishing medium for application in

any situation are listed below:-
 Reactivity with the burning substances
 Efficiency in a particular situation (enclosed space/ open space)
 Electrical conductivity
 Possibilities of evolution of toxic vapors, effects on life supporting
environment.
 Possibilities of undesirable physical phenomenon (boil
over)
 Availabilities of appropriate appliances
 Effects on the stability of the vessel
 Possibilities of damage to cargo, equipments or other items
WATER
Water is a coolant having large capacity of absorbing heat far in excess of any
other commonly used medium. As it extracts heat from the burning substance it
turns into steam, which gives smothering effect. It may be applied in a solid jet on
class A fires involving solid materials such as wood, paper and fabrics achieving
deep penetration to the seat of fire. A fine spray can be used in extracting heat
from the flames from the burning liquids without seriously disturbing the surface
of the liquid. Water spray curtains are used to protect the front of the
superstructures facing the cargo tanks from deck spillage fires. Water spray
curtains generated at nozzles of hand held hoses are also effective for protection of
the fire fighters. Water is also having some advantages and some disadvantages: -

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Advantage Disadvantage
Cooling effect It conducts electricity
Available It can cause considerable damage

to the cargo / machinery and
electrical equipments
Smothering action of water after
changing in steam.
It can cause loss of stability when
Cheap used in large quantities
It can cause corrosion

It can cause boil over
CARBON DIOXIDE GAS

For smothering it is used to dilute the oxygen content of the atmosphere in the
compartment from normal 21% to a level which is insufficient to support
combustion. For most substances this is in the range of 11% to 16% but for
smoldering solid combustible materials a further reduction may be necessary to
achieve complete extinction.
Carbon Dioxide gas is also having some advantages and disadvantages.
ADVANTAGES
 It is non corrosive, non conductor of electricity, non toxic
 It is cleanest extinguishing medium, heavier than air
 It is not subject to deterioration in quality with age
 It is easily and most places available
 Penetrates in inaccessible area, does not thermally decompose
DISADVANTAGES
 It is highly asphyxiating; a concentration of about 9% would
produce unconsciousness within few minutes. Impaired visibility.
 It has very little cooling effect and there is consequently a danger of re-
ignition if air is readmitted to the compartment too soon after the fire.
 Less effective in open area, Noise during discharge
 When discharged, particles of solid Carbon Dioxide are normally present
which can generate sufficient static charge to produce an incentive spark
which could ignite in flammable atmosphere such as may be found in ships.
For this reason CO2
is unsuitable as an inerting medium in cargo oil tanks
and pump rooms.
TYPES OF FOAM
1. CHEMICAL FOAM
Chemical foam is formed by mixing an alkali (usually sodium bi carbonate) with
an acid (usually aluminum sulfate) in water. Both stored in separate container.
When made to mix together it goes under chemical reaction to form foam.
Produced Foam gets pressurized with CO2 gas within to be released from
extinguishing equipment. (These types of extinguishers / Chemical foam are no
more in use onboard
ship)
2. MECHANICAL FOAM
Mechanical foam is produced by mixing a foam concentrate with water to produce
a foam solution. The bubbles are formed by turbulent mixing of air and the foam
solution. It is produced by portable / mobile extinguishers, foam applicators, FB
5X, FB 10X and foam monitors etc.
EXPANSION RATIO
 Low Expansion (8 to 12:1)
 Med Expansion (12 to 150:1)
 High Expansion (150 to 1000:1)
Low expansion / Medium expansion foam is produced by portable / mobile

extinguishers, foam applicators and foam monitors. It is used on open Deck ,
cargo tank tops . The foam can be thrown on a distance from monitors.
High expansion foam is produced by high expansion Foam Generators. Used only
in enclosed spaces. Engine room, Cargo holds required steel trunking to pour the
foam in the space. This foam is giving smothering effect. This foam cannot be
thrown on a distance as it is very light in weight. One or two vents req uired to be
in open condition.
TYPES OF DRY CHEMICAL POWDERS

1) Sodium Bicarbonate
2) Potassium Bicarbonate
3) Mono Ammonium Phosphate
4) TEC
Sr. No. 1 & 2 - Used on “B” and “C” Class Fires

Sr. No. 3 - This is multipurpose powder can be used on “A”, “B” and “C”
Class
Fires
Sr. No. 4 - It is heat resistant powder and can be used on “D” class fire only
MEDIUMS NOT TO BE USED ON METAL FIRES

 Water
 Foam
 Gases
 Bi-Carbonate
CAN BE USED ON METAL FIRES

 Dry Sand
 Powder Graphite
 Soda Ash
 Lime Stone
 TEC
T.E.C. (TERNARY EUTECTIC CHLORIDE)
It consist other heat resistant chlorides powders.

 Sodium Chloride 20%
 Potassium Chloride 29%
 Barium Chloride 51%
INERT GAS
A gas mixture of nitrogen, carbon dioxide and other gases such as flue gas
containing very less oxygen to prevent combustion. It is produced by ships boiler
or IGG. It is combination of following gases:-
 Carbon Dioxide - 12 to 14.5%
 Oxygen - 02 to 4.5%
 Sulphur Dioxide - 02 to 3%
 Nitrogen - About 79%
Remainder water vapor, solids and other gases.
INERTING
The introduction of inert gas in a space with the objective of reducing the oxygen
content to a level at which combustion cannot be supported.
PURGING
The introduction of inert gas into a inerted space to reduce hydro carbon
concentration below a % age which will not form a flammable mixture.
TOPPING UP
Topping up is the introduction of inert gas into a tank which is already in the inert
condition with the object of raising the tank pressure to prevent any ingress of air.
GAS FREE
Is the introduction of fresh air into space to lower the level of any flammable,
toxic or inert gases and raise the oxygen level as available in normal atmosphere.
EXPLOSION
The sudden release of high pressure gas into the environment. ( A violent bursting
as a result of internal pressure).
INERT GAS FLOW CHART


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FIRE PREVENTION – 1.5hrs

STRUCTURAL FIRE PROTECTION
1. Division of the ship into main vertical zones by thermal and
structural boundaries.
2. Inert gas protection on tankers.
3. Lockers for combustible materials.
4. Use of flame retarding materials.
5. Flame screens and other devices for preventing the passage of flame.
6. Protected stairways
7. Fire doors
8. Water tight doors
9. The use of steel.
10. Provisions with respect to the fire main, diameter, pressure.
Continuous monitoring of hydrocarbon % for pump room in

tankers. Audio & visual alarm in pump room, CCR, ECR and at
bridge at level not higher than 10% ofLEL is must from
01/7/2005.
ACTIVE FIRE PROTECTION

Is an integral part of fire protection. Active fire protection is characterized by
items and /or systems, which require a certain amount of motion and
response in order to work, contrary to passive fire protection. With this the
end result is fire extinguishment. ie sprinkling system, co2 fixed flooding
system, hyper mist system.
PASSIVE FIRE PROTECTION
Uses things that slow or contain fire, like fire doors, fire walls, divisions,
bulkheads or fire retardant materials but do not put out the fire or take any
type of action ( limits the fire to a particular area only).
Primary measure within the ships structural construction to provide inherent fire
safety and protection
Responds against flame, heat and smoke.
Maintains structural stability, fire
separation. Raises the fire resistance of the
structure
Reduces fire spread through secondary ignition, limiting the movement of flame
and smoke.
Protect personnel from the fire (heat and smoke) and
Make escape or evacuation possible

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Protect systems and equipment of essential importance for safety

Maintain structural integrity for the required period of time.
FIRE TEST PROCEDURE CODE

The previous 1998 edition is replaced with a comprehensively revised and updated
2010 edition, which will take effect at the start of July 2012. This code provides
guide line for different types of materials which is being used for constructing the
ship.
This code is intended for use by the administration and the competent authority of
the flag state when approving products for installation in ships flying the flag of the
flag state in accordance with the fire safety requirements of the international
convention for the safety of life at sea, 1974, as amended.
NON – COMBUSTAIBLE MATERIAL

Are those materials which produce only a very limited amount of heat and flame
when exposed to temperatures of approximately 750°c.
DIFFERENT CLASSES OF DIVISIONS

‘A’ CLASS DIVISIONS: Divisions formed by bulkheads and decks which comply
with the following.
- Constructed of steel or other equivalent material
- Suitably stiffened
- Capable of preventing the passage of smoke and flame to the end of
the one hour standard fire test
The average unexposed-face temperature rise as determined shall not be more
than l40°C, and the temperature rise recorded by any of the individual
unexposed-face thermocouples shall not be more than l80°C during the periods
given below for each classification:
Class "A-60" 60 min, Class "A-30" 30 min, Class "A-15" 15 min, Class "A-0" 0
min.
‘B’ CLASS DIVISIONS:
Divisions formed by bulkheads, decks, ceilings or linings that:
i) Are so constructed as to be capable of preventing the passage of flame to the
end of the first 30 minutes of the standard fire test;
ii) Have an insulation value such that during the standard fire test the average
temperature of the unexposed side will not rise more than 140 o centigrade
above its initial temperature, nor will its temperature at any one point,
including any
joint, rise more than 225o centigrade above its initial temperature within the time
listed below:
B-15 standard 15 minutes , B-0 standard 0 minutes
iii) Are constructed of suitable non-combustible materials also their
supporting members
“F” CLASS DIVISIONS: (Relevant To Fast Speed Crafts)
Divisions formed by bulkheads, decks, ceilings or linings that:
i) Are so constructed as to be capable of preventing the passage
of flame to the end of the first 30 minutes of the standard fire
test
ii) Have an insulation value such that during the standard fire test
the average temperature of the unexposed side will not rise more
than 139º centigrade above its initial temperature, nor will the
temperature at any one point, including any joint, rise more
than 225º centigrade above the original temperature, up to the
end of the first 30 minutes of the standard fire test.
“F” class divisions – New vessels must conform with the structural fire protection
requirements laid down in the codes .Any reference to an “F” class division
(which has the standard of a combustible “B-30” division) should be treated as
equivalent to a “B-15” class division.
“C” CLASS DIVISION - Are divisions constructed of approved non
combustible material. They need meet neither requirements relative to
passage of flame and smoke nor limitations relative to the temperature rise.
Combustible veneers are permitted provided they meet the requirements
prescribed.
STANDARD FIRE TEST - Means a test in which specimens are exposed in a test
furnace to temperatures corresponding approximately to the standard time-
temperature curve. the specimen shall resemble as closely as possible the
intended construction and include, where appropriate, at least one joint.
1. At the end of the first 5 min 576°c
FIRE TEST PROCEDURES CODE 2010 -
Part 1 Non-combustibility test
Part 2 Smoke and toxicity test
Part 3 Test for "A", "B" and "F" class divisions
Part 4 Test for fire door control systems
Part 5 Test for surface flammability (Test for surface materials and primary deck
Coverings)
Part 6 (blank)*
Part 7 Test for vertically supported textiles and films
Part 8 Test for upholstered furniture
Part 9 Test for bedding components
Part 10 Test for fire-restricting materials for high-speed craft
Part 11 Test for fire-resisting divisions of high-speed craft
SAFE WORKING PRACTICES (FIRE PRECAUTIONS)

The only sure way to avoid the disasters consequences of a fire at sea not to have
one at all. It is moral responsibility of every one onboard to take all the necessary
precautions to prevent a fire from occurring.
Although safe working practices have been listed below, it is basically a
commonsense, and a sense of responsibility (attitude) that matters eventually.
Good housekeeping is the prime requirement for prevention of fires.
1. SMOKING
Fires are often caused by careless disposal of burning cigarettes ends and
matches, or smoking at prohibited places. Ashtrays and suitable containers must
be provided and used where smoking is permitted. Care must taken to insure that
matches are fully extinguished, and the cigarette ends are properly stubbed out.
They must not be thrown out overboard since these may be blown on board.
Conspicuous warning notices should be displayed in all part of the ship where
smoking is forbidden. Disciplinary action must be taken against the persons
not obeying such instruction. it is dangerous to smoke in bed.
2. ELECTRICAL APPLIANCES AND OTHER FITTINGS

Unauthorized persons must not interfere with electrical fittings.
Permission should be taken from the ship’s electrical officer or the responsible
engineer officer before using and connecting personal electrical appliances. Notices
should be displayed on the notice boards and in accommodation spaces to this
effect.
Applications and fittings must be tested and maintained as per Rules and
Regulations for national and classification authorities. Precautionary measures
must be adhered to before commencing during and after any of the electrical
item or distribution system is being attended to for repair or maintenance.
Use of faulty appliance, machinery, fitting or wiring should be stopped
immediately and brought to the attention of responsible officer. All electrical
appliances must be firmly secured and served by permanent connections wherever
possible. Make shift plugs, plugs sockets and fuses should not be used.
Overloading of circuits must be avoided at all times to prevent damage to the
fittings and insulation. All portable appliances, lights etc. must be isolated from
the mains after use.
Fixed heaters and similar appliances must be fitted with appropriate guards
and maintained in good order .Wrong Practice of drying clothes over the
heaters must be avoided. Use of portable heaters must be avoided at all times.
However, only under special circumstances in ports, such appliances may be
used with appropriate precautionary measures of preventing contact or
proximity with combustible materials such as furniture, carpets, floors, etc.,
3. LAUNDRY SPACES
Hand pressing irons must be switched off after use, and secured on suitable
stand. Clothing should be left to dry only in designated places. Drying of clothes
in machinery spaces, or close to heating appliances, radiators etc. must be
prohibited.
Contact of clothes with steam pipes, electrical appliances, etc. must be
prevented at all times.
4. SPONTANIOUS COMBUSTION
Is a type of combustion which occurs by self heating (increase in temperature
due to exothermic internal reactions)and finally leading to ignition without
external ignition.
5. MACHINERY SPACES
Good housekeeping entails cleanliness, prevention of oil leaks, and proper storage
of combustible materials, maintaining guards, and similar practices. Suitable
metal containers should be provided for storage and disposal of cotton waste or
rags. Such containers must be emptied at frequent intervals and content disposed
off in safe manner.
Wood, paints, spirit, oils, greases and similar substances must be kept away
from hot spaces like boiler rooms, generator platform, purifier spaces etc.
Engine room bilges and tank tops should be kept clean and free of oil and rages.
Proper lighting would help during inspection and will indicate leaks etc.
Particular care must be taken in carrying out maintenance work on lubricating,
hydraulic, and fuel oil equipment and system to avoid accidental release of oils
under pressure. Possibility of oil drips on hot surfaces (exhaust trucking, steam
pipes, heaters) must be eliminated through repositioning oil lines or providing
appropriate guards as far as possible.
Welding and gas cutting work must be carried out with great care at all times.
Similarly grinding and metal cutting works needs to be carried out with
appropriate precautions against occurrence of fire. Particular care must be taken
when filling a tank which has its sounding pipe in the machinery spaces, ensure
that the weighted cock (self closing) working and the plug on the sounding pipe is
closed all the time. Similarly, transfer of oils and bunkering operation where there
is a possibility of overflow within the machinery spaces must be carried out with
utmost care. Where portable lights are needed to provide adequate illumination,
they should be clamped or otherwise secured in position (not hand-held) with leads
kept clear of the working area and protected from chaffing.
6. HOT WORK
Welding and gas cutting elsewhere other than in the engine room
workshop should generally be subject of a ‘permit to work’. Only competent
persons should be allowed to carry out welding and hot work. Equipment must be
checked carefully before use. Welding and gas cutting must be properly supervised
at all times. Suitable fire extinguishers must be kept nearby for any emergency.
Before commencing any kind of hot work, check must be made to ensure that
there is no combustible material (solid, liquid or gas) at below or adjacent to area
of work. Similarly, when working on bulkheads, ceilings and similar locations
one must ensure that the other side is clear of combustible materials, cables,
pipelines and other services which might be affected by heat.
Utmost care must be taken while working in tanks, pump rooms and enclosed
spaces.
Suitable screens/ nets must be erected to prevent falling of hot metal in open
tanks, hatches, etc.
7. GALLEYS
Fire in galleys and pantries occur due to spills of oil surfaces, or
and fat on hot
oil leaks from pipes and container. Electrical equipment with
loose/faulty connections, switches, broken insulation and similar defects must not
be used until the fault has been rectified.
Ovens, burners, hot plates should be shut off when cooking is finished.
Oil pans should never be left within ovens. Only recommended frying pans and
appliances must be used. Fire blankets and extinguishers must be kept readily
accessible at all times.
4. GOOD HOUSE KEEPING – on completion of work, materials must be

returned to the safe places and work area must be made neat , clean and in
ship shape.
DEEP- FAT COOKING EQUIPMENT
1. An automatic or manual extinguishing system tested to an

international standard
acceptable to the organization
2. A primary and backup thermostat with an alarm to alert the operator in
the
event of failure of either thermostat
3. Arrangements for automatically shutting off the electrical power
upon activation
of the extinguishing system
4. An alarm for indicating operation of the extinguishing system in
the galley where
the equipment is installed
5. Controls for manual operation of the extinguishing system which
are clearly labeled for ready use by the crew.
PAINT LOCKERS
1. A carbon dioxide system, designed to give a minimum volume of free
gas equal to
40% of the gross volume of the protected space
2. A dry powder system, designed for at least 0.5 kg powder/m³
3. A water spraying or sprinkler system, designed for 5 l/m² min.
water spraying
systems may be connected to the fire main of the ship in any case, the
system
shall be operable from outside the protected space.

(FPFF) PAGE NO
FIXED FIRE DETECTION AND

ALARM SYSTEMS – 0.75hrs
PURPOSE
The purpose of this regulation is to detect a fire in the space of origin and to
provide for alarm for safe escape and fire fighting activity. For this purpose, the
following functional requirements shall be met:
1. Fixed fire detection and fire alarm system installations shall be suitable for
the nature of the space, fire growth potential and potential generation of smoke
and gases;
2. Manually operated call points shall be placed effectively to ensure a

readily accessible means of notification; and
3. Fire patrols shall provide an effective means of detecting and locating fires
and alerting the navigation bridge and fire teams.
GENERAL REQUIREMENTS
Fixed fire detection and fire alarm system and a sample extraction smoke
detection system required in this regulation and other regulations in this part shall
be of an approved type and comply with the Fire Safety Systems Code.
 The fixed fire detection and fire alarm system with manually operated call
points shall be capable of immediate operation at all times.
 There shall be not less than two sources of power supply for the electrical
equipment used in operation of the detection and fire alarm system, one of
which shall be emergency source. The supply shall be provided by separate
feeders reserved solely for that purpose. Such feeders shall run to an automatic
change over switch situated in.
 Detectors and manually operated call points shall be grouped into sections.
The activation of any detector or manually operated call point shall initiate a
visual and audible fire signals at the control panel and indicating units. If the
signals have not received attention within 2 minutes an audible alarm shall be
automatically sounded throughout the crew accommodation.
 The control panel shall be located on the navigation bridge or in the main fire
control station.
 The fire detection system shall not be used for any other purpose except that
closing of fire doors and similar functions may be permitted at the control
panel.
INSTALLATION REQUIREMENTS
Manually operated call points - Shall be installed throughout the

accommodation spaces and control stations. One manually operated call point
shall be located at each exit. Manually operated call points shall be readily
accessible in the corridors
of each deck such that no part of the corridor is more than 20 mtrs from the
manually operated call point ( as per SOLAS).
In passenger ships, an indicating unit that is capable of individually

identifying each detector that has been activated or manually operated call
point that has operated shall be located on the navigation bridge.
In cargo ships, an indicating unit shall be located on the navigation bridge if the
control panel is located in the fire control station. In cargo ships and on
passenger cabin balconies, indicating units shall, as a minimum, denote the
section in which a detector has activated or manually operated call point has
operated.
INTRODUCTION
An automatic fire alarm and detection system is required to be installed
in the machinery, accommodation and cargo spaces of different class of vessel as
per the stipulated regulations. Automatic fire detectors operate on various
principles –
1. Detectors shall be operated by heat, smoke or other products of

combustion, flame, or
any combination of these factors. Detectors operated by other factors indicative of
incipient fires may be considered by the Administration provided that they are no
less sensitive than such detectors. Flame detectors shall only be used in addition
to smoke or heat detectors.
2. Smoke detectors required in all stairways, corridors and escape routes within
accommodation spaces shall be certified to operate before the smoke density
exceeds 12.5% obscuration per meter, but not until the smoke density exceeds
2% obscuration per meter. Smoke detectors to be installed in other spaces shall
operate within sensitivity limits to the satisfaction of the Administration having
regard to the avoidance of detector insensitivity or oversensitivity.
3. Heat detectors shall be certified to operate before the temperature exceeds 78 oC
but not until the temperature exceeds 54oC, when the temperature is raised to those
limits at a rate less than 1oC per minute. At higher rates of temperature rise, the heat
detector shall operate within temperature limits to the satisfaction of the
Administration having regard to the avoidance of detector insensitivity or
oversensitivity.
4. The operation temperature of heat detectors in drying rooms and similar
spaces of a normal high ambient temperature may be up to 130oC, and up to 140oC in
saunas.
5. All detectors shall be of a type such that they can be tested for correct
operation and restored to normal surveillance without the renewal of any component.
DETECTORS
Human being can realize a fire through senses like eyes, skin, nose and ears.
 Our eyes enable us to see flames and smokes.
 Our body makes us feel the heat.
 Smell tells us the presence of combustion ashes.
 Ears - sound
Our senses in fact, act as a complete fire detection system and a very efficient one
too. However, it is now possible for us to adopt a equipment (fire detectors) which
can carry out such functions in absence of a human senses and thus provide a
vigilance at all times.
FIRE DETECTORS
 Smoke (Combustion product) Type – (Smells a fire)

 Radiation (Flame) Type – (Sights a flame)
 Heat Type (Feels a fire)
TYPE OF DETECTORS
SMOKE
Ionization Smell
Optical scatter See
Obscuration See
SPACE SUBJECTED TO AUTOMATIC FIRE DETECTION
Engine room, Navigation bridge, Cargo hold access, Main deck, Forecastle deck
Stores, Poop deck / stores, Accommodation. Detectors fitted detect the fire situation and
sound an automatic alarm audio & visual.
HEAT
 Constant Temp. Feel
 Rate of Rise Feel
FLAME
 Infra Red See
 Ultra Violet See
PRINCIPLES OF DETECTION
Smoke – Consists of a suspension of solid or liquid particles in a gaseous medium
.
Ionization Detector – Sensitive to even small and invisible particles produced in
the early stages of fire.
Optical Detector – Sensitive only to large and visible particles which give smoke
its characteristic appearance.
SPACING OF DETECTORS -
Type of Maximum floor Maximum Maximum

detector area distance distance away
per detector apart between from bulkheads
centers
Heat 37 m2 9m 4.5 m
Smoke 74 m2 11 m 5.5 m
FIRE DETECTION CONTROL UNIT-

A red light indicates fire or smoke.
A blue light indicates trouble in system.
A white light indicates that the power is on.
Read makers manual for your ship detection system.

(FPFF) PAGE NO
FIXED FIRE EXTINGUISHING

SYSTEMS – 1.25hrs
A FIXED FIRE EXTINGUISHING SYSTEM MAY BE ANY OF THE FOLLOWING
SYSTEMS:
1. A fixed gas fire-extinguishing system complying with the provisions of

the Fire Safety Systems Code;
2. A fixed high-expansion foam fire-extinguishing system complying
with the provisions of the Fire Safety Systems Code; and
3. A fixed pressure water-spraying fire-extinguishing system complying
with the provisions of the Fire Safety Systems Code.
FIRE FIGHTING APPLIANCES

GENERAL REQUIREMENTS FOR A FIXED SYSTEM
 The medium used should not produce toxic gases.
 The quantity of the medium must be adequate for the spaces, which are to
be protected.
 The piping system must have control valves and hydraulically tested.
 The release of a gas medium must not be automatic.
 The order to release the medium must be given by the captain or a senior
officer.
MISCELLANEOUS FIRE FIGHTING EQUIPMENTS ONBOARD

 Sand box
 Fire blankets
 Fire hoses, nozzles, main and fire hydrants
 Portable / mobile fire extinguishers
 Fire Pumps
 Emergency Fire Pump
 Fixed installation system
 International shore connection
 Automatic Fire Alarm and Fire detection system (Smoke, Heat and Flame
Detectors)
SAND BOX
It is kept near the boiler on boiler platform .it is a basic medium for fighting minor

(FPFF) PAGE NO
fires. It is also useful for metal fires. A shovel is to be provided inside box. Sand
boxes may be substituted by approved portable fire extinguishers.
Minimum volume = 0.1 m3
FIRE BLANKET-
This blanket is a woven fiber glass fabric and comes in a satin weaved
i.e. smooth, soft and tightly weaved which protects against skin irritation. This
fabric is only 0.45mm thickness and can easily be wrapped around uneven
surfaces, it provides an effective outer layer protection against unwanted contact
with heat.
The blanket comes in sizes of 1.2m x 1.2m , 1.2m 1.8m, 1.8m
x 1.8m. Fire Blankets comes in compact P.V.C. bag or container for ease of
handling.
Since 1 July 2002, the installation of materials that contain asbestos has, under
SOLAS regulation II-1/3-5, been prohibited for all ships, except for some vanes,
joints and insulation. From 1 January 2011, any installation of materials that
contain asbestos will, under SOLAS Regulation II-1/3-5, be prohibited, for all
ships without exceptions.
A fire blanket should be provided in every galley; provided that where the deck
area of any galley exceeds 45m², two such blankets should be provided.
EMERGENCY FIRE PUMP
 The capacity of the pump shall not be less than 40% of the total capacity
of the fire Pumps required by regulation of the Convention and in any case not
less
than the following:
a) For passenger ships less than 1,000 gross tonnage and for
cargo ships of 2,000 gross tonnage and upwards - 25 m3/h
b) For cargo ships less than 2,000 gross tonnage - 15 m3/h.

(FPFF) PAGE NO
 Any diesel driven power source for the pump shall be capable of
starting with hand cranking at 0O C. Service fuel tank capacity for
at least 3 hrs. on full load and reserve fuel for additional 15 hrs.
Hand cranking, or approved type of alternative means for starting at
least 6 times in 30 minutes, and at least twice in the first 10
minutes.
 The emergency fire pump shall as a minimum comply
with requirement of
FSS Code.
 Where a fixed water-based fire extinguishing system installed for
the protection of the machinery space in accordance with SOLAS
regulation , is supplied by the emergency fire pump, the emergency
fire pump capacity should be adequate to supply the fixed fire
extinguishing system at the required pressure plus two jets of
water.
 The capacity of the two jets shall in any case be calculated by
that emanating from the biggest nozzle size available onboard but
shall not be less than 25 m3/h.
FIXED FIRE EXTINGUSHING SYSTEM -

1. Carbon dioxide For engine room, pump room, cargo holds
and paint store, galley
2. Foam (High Expansion) For Machinery Spaces and cargo holds
3. Sprinkler For accommodations, engine room, cargo

Systems holds
and paint stores (for accommodation /
working spaces automatic water spray
system) (For engine room, cargo holds and
paint stores high pressure water spray
system)
4. Foam (Low expansion) For open area (deck) and cargo tanks
(tankers)
5. Dry Chemical Powder For Gas Carrier (LPG and LNG Tankers)
6. Hyper mist system For machinery space fire

7. NOVEC 1230 Replacement to HALON
8. Galley wet chemical fire extinguishing system For galley fat fire
9. FM – 200 fire extinguishing system Total flooding system
10. Inergen gas fire extinguishing system Total flooding
system
SMOTHERING EFFECT BY CARBON DIOXIDE
CO2 is very cleanest extinguishing media which having some

advantages. It is non-corrosive, does not conduct electricity, leaves no residue,
and dilutes O2 to lower percentage. It does not deteriorate with age and always
available, cheaper.
CO2 is having some disadvantages also. It is highly asphyxiating and
slightly toxic, concentration of 9% would produce unconsciousness within few
minutes, cannot be used in open spaces (no effect). It has little cooling effect and
there is consequently danger or re-ignition if air is readmitted to the compartment
too soon after the fire. When discharged particles of solid carbon dioxide are
normally present and can generate sufficient static charge to produce an incentive
spark which could ignite inflammable atmosphere such as may be found on ships.
For this reason Carbon dioxide is unsuitable as an inerting medium
in cargo oil tanks . Before flooding CO2 in engine room / space make sure nobody
is in the compartment. Close all vents, stop running machinery, eject entire CO 2
in one lot by gang release arrangement.
There are two levers to release co2 medium as per the instruction as
per serial order, entire CO2 will go in the space in one shot.
A carbon dioxide system complying with the provisions the Fire Safety Systems
Code and with the following:
1. The alarms giving audible warning of the release of fire-extinguishing
medium shall be safe for use in a flammable
cargo vapour/air mixture; and
2. A notice shall be exhibited at the controls stating that due to the
electrostatic ignition hazard, the system is to be
used only for fire extinguishing and not for inerting purposes.
SMOTHERING EFFECTS OF FOAMS/ TYPES OF FOAM CONCENTRATES
HIGH-EXPANSION FOAM FIRE-EXTINGUISHING SYSTEMS - Shall be approved

by the Administration based on the guideline developed by the Organization.
Any required fixed high-expansion foam system in machinery spaces shall be
capable of rapidly discharging through fixed discharge outlets a quantity of foam
sufficient to fill the greatest space to be protected at a rate of at least 1 m in depth
per minute.
The quantity of foam-forming liquid available shall be sufficient to produce a

volume of foam equal to five times the volume of the largest space to be protected.
The expansion ratio of the foam shall not exceed 1,000 to 1. There are two types
of foams chemical foam and mechanical foam. Chemical foam is phased out by
administration and mechanical foam is being used. It is very Good extinguishing
media. This foam is also having some percentage of water. Same is changed into
steam, because of fire having temperature. Steam is having smothering effect to
dilute O2 below required level for flame.
NOTE - Steam as a fire-extinguishing medium is not permitted. Where the

use of steam is permitted by the Administration, it shall be used only in
restricted areas as an addition to the required fire-extinguishing system and
shall comply with the requirements of the Fire Safety System Code.
HIGH EXPANSION FOAM

ADVANTAGES
 Can spread all around the space and provide lasting cover(smothering)
 Can be rapidly started and used.
 Can be fixed to existing ventilation ducts.
 Persons can walk through the foam before being asphyxiated.
 Unit can be used for extracting smoke.
 Very less maintenance is required.
DISADVANTAGES
 Cannot be thrown at distance.
 Not suitable for use in open spaces or space under slight pressure.
 Large steel trunking is required
FIXED DECK FOAM SYSTEM- RULES

For ships carrying chemicals or oils in bulk, SOLAS/IMO require a fixed deck
foam system for extinguishing fires on deck or in tanks.
FIXED LOW-EXPANSION FOAM FIRE-EXTINGUISHING SYSTEMS

1. The foam concentrates of low-expansion foam fire-extinguishing systems
shall be approved by the Administration based on the guidelines
developed by the Organization.
2. The system shall be capable of discharging through fixed discharge outlets
in not more than 5 min a quantity of foam sufficient to cover to a depth of
150 mm the largest single area over which oil fuel is liable to spread. The
expansion ratio of the foam shall not exceed 12 to 1.
3. Means shall be provided for the effective distribution of the foam through a
permanent system of piping and control valves or cocks to suitable
discharge outlets, and for the foam to be effectively directed by fixed
sprayers on other main fire hazards in the protected space. The means for
effective distribution of the foam shall be proven acceptable to the
administration through calculation or by testing.
4. The means of control of any such systems shall be readily accessible and
simple to Operate and shall be grouped together in as few locations as possible
at positions not likely to be cut off by a fire in the protected space.
5. Provisions of isolating valves to isolate damaged sections of the system.
6. For satisfactory operation of the proportionator, foam liquid must be
supplied with a minimum pressure of at least 10 meters head higher
than the inlet water pressure under all load conditions.
Supply of foam solution shall be not less than the greatest of the
following:
1. 0. 6 l/min per square meter of cargo tanks deck area, where
cargo tanks deck area means the maximum breadth of the ship
multiplied by the total longitudinal extent of the cargo tank spaces;
2. 6 l/min per square meter of the horizontal sectional area of the single tank
having the largest such area; or
3. 3 l/min per square meter of the area protected by the largest monitor, such
area being entirely forward of the monitor, but not less than 1,250
l/min.`````````````````````````````````````````````````
4. Sufficient foam concentrate shall be supplied to ensure at least 20 min of
foam generation in tankers fitted with an inert gas installation or 30 min of foam
generation in tankers not fitted with an inert gas installation
3
OPERATION - Check water level in water tank, foam concentrate in foam tank.
Open suction valves for both pump for water and foam. open relevant valves in
foam monitor line. First start the water pump, let water come out from monitor,
start foam pump and see foam discharges from monitor.
SPRINKLING SYSTEM FOR ACCOMODATION -


(FPFF) PAGE NO
SPRINKLER SYSTEMS REQUIREMENTS-

Shall be of the wet pipe type, but small exposed sections may be of the dry pipe
type where in the opinion of the Administration this is a necessary precaution.
Saunas shall be fitted with a dry pipe system, with sprinkler heads having an
operating temperature up to 140 degree Celsius. There shall be not less than two
sources of power supply for the sea water pump and automatic alarm and
detection system. The sprinklers shall be resistant to corrosion by marine
atmosphere. In accommodation and service spaces the sprinklers shall come into
operation within the temperature range from 680C to 790C, except that in locations
such as drying rooms, where high ambient Temperatures might be expected, the
operating temperature may be increased by not more than 300C above the
maximum deck head temperature. Sprinklers shall be grouped into separate
sections, each of which shall contain not more than 200 sprinklers. In passenger
ships any section of sprinklers shall not serve more than two decks and shall not
be situated in more than one main vertical zone.
FIXED DCP SYSTEM –
2
HYPER MIST SYSTEM New IMO requirements
1. Ships constructed on and after July 1, 2002 to be installed.
2. Installed in machinery spaces accommodating machinery with a particularly
high risk like incinerator room, boiler room, diesel generator room, main engine
room, purifier room, inert gas generator room, power pack room.
As per SOLAS regulation ii-2/7.7 for category a machinery spaces fixed
water-based local application fire-fighting systems should be provided for local fire
suppression in areas, without the necessity of engine shut-down, personnel
evacuation, shutting down of forced ventilation fans or the sealing of the space.
Fresh water mist advantages
1. Mist is safe for crews & friendly with the environment.
2. No damage to equipment while in operation ,such as diesel engines,
generators and electrical control panels located in protected areas.
3. It absorbs radiant heat from the fire
4. Creates a shield, reduces the temperature of the fire area by evaporating
upon contact with the flame
5. Depletes the oxygen, thereby extinguishing or suppressing the
fire.
6. Very small quantity of water used, the damage by water is small.
7. Evaporation of fine mist deprives heat in a large quantity thus high
fire extinguishing effect.
8. Gasoline fire can be extinguished quickly.
9. Spray fire can be extinguished quickly.
10. The fog hanging around the flame shuts off heat radiations and prevents
fire extension.
11. The atmosphere is cooled and the fire extension is prevented with, no
re- ignition
12. Minimal residues
Starting
• System start select switch can be on auto manual or manual position.
• In case of fire in any protected space. Press system start switch for
relevant space.
• Ensure hp pump running and hyper mist release indication is on the panel.
Auto starting
1. System start select switch to be put on auto manual.
2. As the system is connected to local fire alarm control panel, hyper mist
is automatically released with audio visual alarm.
3. Ensure hp pump running and hyper mist release indication is on the panel.
14
HALON 1301 BTM REPLACEMENT- Fire-extinguishing systems using Halon

1211, 1301, and 2402 and fluorocarbons shall be prohibited.
FM 200 Heptafluoropropane as a replacement for Halon 1301 in applications

requiring a clean, environmentally acceptable fire extinguishing agent, suitable
for use in manned areas.
FE-13 Is the preferred Halon replacement in total flooding and inerting
applications where its low toxicity provides for improved safety margins. Is the
safest for protecting areas where people are present.
NOVEC 1230 - C6F12O - IS A PRODUCT OF 3M.

Used in situations where use of water is impractical. NOVEC 1230 is ideal for use
in total flooding applications, localized flooding systems and may be used in
portable extinguishers also. Used in places like engine room, electronic equipment
room, LV- HV cargo switch board, cargo compressor room, oil grease room,
computer rooms. Extinguish fires involving flammable liquids, gases and electrical
equipment.
Is a product of Minnesota Mining and Manufacturing Company.
(dodecafluoro-2-methylpentan-3-one)
PROPERTIES -
1. Zero ozone depletion potential
2. 2. 5-day atmospheric lifetime
3. Global warming potential of 1
4. Greatest margin of safety for use in occupied spaces.
5. Boiling point 42.50c
6. Non reactive, non flammable, non corrosive
NOVEC1230 -
1. NOVEC 1230 fluid is a high molecular weight
2. Has a heat of vaporization of 88.1 kj/kg
(25 times less than that of water, causes NOVEC 1230 fluid to evaporate more
than 50 times faster than water)
3. Has low vapor pressure.
4. Liquid at room temperature
5. Gasifies immediately after being discharged in a total flooding system.
6. Extinguishes fire by heat absorption and not by O2 reduction.
Approved by a number of marine agencies around the world and has been fully
tested in accordance with the international maritime organization MSC/circ.848
on revised guidelines for the approval of fixed gas fire extinguishing systems, as
referred to in SOLAS 74 for machinery spaces and cargo pump-rooms.
NOVEC 1230 is stored in cylinder in form of a liquid and nitrogen super-
pressurize in container to 25 to 35 bar at 20°c. when the system is activated the
contents flow into the distribution pipe work to the discharge nozzle(s) where it
is rapidly dispersed as a vapor (a minimum discharge time of 5 seconds
maximum not more than 10 seconds).
During the discharge the space will be fogged which may reduce visibility. this
normally clears rapidly and should not obstruct the ability of personnel to safely
exit the protected area.
There can be two release cabinet one beside protected space another in fire
control station. The cabinet door to remain in open position unless area has been
certified safe for entry
A. NOVEC 1230 is a colorless and low odor fluid
B. Density around 11 times that of air.
C. It decomposes at temperatures in excess of 500°c 4.upon exposure to
the flame as mentioned above, NOVEC 1230 will decompose to form
halogen acids. their presence will be readily detected by a sharp,
pungent odor before maximum hazardous exposure levels are reached.
D. Decomposition products from the fire itself especially carbon
monoxide, smoke, oxygen depletion and heat may create a greater
hazard.
E. The performance of a gaseous total flooding system is largely dependent
on the integrity of the protected enclosure.
F. The required retention time will depend on the particulars of the hazard,
but MSC/circ.848 states that this should not be less than 15 minutes.
G. Longer retention times may sometimes be necessary if enclosures
contain hazards that may readily become deep seated.
13
TO OPERATE
1. Open actuation release cabinet door. This will activate the alarm and shut
down ventilation fans.
2. Ensure all personnel cleared off the affected area space fully sealed.
3. Open main actuating cylinder hand wheel to fully open. if no reading on
pressure gauge , unscrew the reserve cylinder hand wheel to full open.
4. Open actuating control valve A NOVEC 1230 released.
5. If NOVEC cylinder fails to operate open control valve B.
NOVEC to be discharge in a minimum time of 5 seconds maximum not more than
10 seconds.
Thoroughly mixing in protected volume in a concentration of 4.2% but not
exceeding 10% in normally occupied spaces.
Cylinder pressurized by N2 to a pressure of 25 bars, has dip tube up to bottom.
INERGEN GAS is an environmentally green three dimensional fire suppression
agent replacing Halon 1301. Critical facilities such as data processing rooms,
telecommunications switching facilities, process control rooms, and others, require
a non-water based extinguishing agent
 Is electrically nonconductive
 Is safe for use in human occupied facilities
 Would not damage sensitive electronic equipment
 Has zero ozone depletion, zero global warming, and zero atmospheric lifetime
Inergen is a blend of three naturally occurring gases—Nitrogen 52%,
Argon 40%, and Carbon Dioxide 08% . It is stored in cylinders near the facility
under protection. An Inergen system lowers the oxygen content of the protected
area to a point sufficient to sustain human life, but insufficient to support
combustion. It's that simple. Because it's not a chemical agent, Inergen will not
produce a heavy fog the way other extinguishing agents do, so escape routes remain
visible.
GALLEY WET CHEMICAL FIRE EXINGUISHING SYSTEM -
According to the SOLAS regulations, ships must install a marine fire

extinguishing system to protect the galley, in particular the fryer employed in the
cook line. The galley wet chemical system offers 24-hour automatic or manual
protection and detection for cooking areas, ducts, hoods and cooking surfaces.
the wet chemical suppressant liquid has been specially formulated to suppress
fires in cooking oils and grease and prevent re-ignition.
System can operate automatic and manual both. Heat detectors or fusible
links of lead (melting point 6000 F , flash point of most cooking oils) can be
used to detect fire conditions for alarm purpose and auto activation. on receiving
the appropriate fire signal the system control panel sounds audible and visual
alarms and immediately initiates shut down of the power supply to the appliance
being protected. Simultaneously the control system deploys the suppressant
liquid onto the fire. wet chemical suppressant forms a thick, soapy barrier
between the fuels surface and the atmosphere and extinguishes fire .the wet
chemical extinguishing agent is a potassium carbonate based solution / aqueous
potassium bicarbonate, potassium acetate, potassium citrate. discharged as fine
droplets into a protected area. the main extinguishing action is by cooling caused
by the heat of vaporization. The fine spray discharge prevents the dangerous
splash of hot grease or thermal shock damage to cooking appliances.
12
Re-ignition is prevented by saponification, a process in which the wet

chemical agent combines with the grease to form a soapy layer at the surface of
grease to seal off the fuel from the oxygen, allowing the grease to cool to below it’s
auto-ignition temperature. the system operates at a nominal pressure of 12 bar
(175 PSI) providing a fine spray discharge lasting for about 45 seconds.wet
chemical agent unlike dry powder may be quickly cleaned up following a discharge
resulting in shorter down time of the cooking range.
IN CASE OF FIRE - with reference to figure above ( maker- kidde – KRS 50
control)
1. Pull the pin out and then pull the ring hard on the remote manual control
2. This will puncture the co2 pilot bottle which in turn will open the wet chemical
cylinder via a system valve actuator
3. The wet chemical will be propelled through nozzles over the appliances to
be protected
For automatic operation when the fusible link detector operates, the release of
tension in the fusible link cable allows the control head to actuate. a spring-loaded
plunger depresses the check stem in the cylinder valve, discharging the contents of
the cylinder. the control head also releases tension in a cable to an
optional tandem control head or gas shut off valve, causing operation of these
devices. The control head is equipped with a local manual release handle.
WET CHEMICAL IN CYLINDER
Is potassium alkaline base solution which has been pressurized by dry nitrogen
gas under 175 psi / 12 bar. After discharge the wet chemical in cylinder to be
recharged as soon possible
EXTINGUISHING PROCESS
• Saponification of surface grease (turning it into combustion-resistant soap).
• The cooling effects of water vaporization.
• The inerting effects of resultant steam formation.
• The interruption of the chemical chain reaction of combustion.
If galley does not have wet chemical fire suppression system, there should a
wet chemical fire extinguisher in the galley. the extinguisher has the same
extinguishing agent as the wet chemical fire suppression system. The
extinguisher should be at safe distance away, but still within sight of the
fryer. If there is no wet chemical extinguisher, there should be a fire blanket
in the galley. Fire blankets are effective in suppressing a grease fire, but a
wet chemical extinguisher is the better option
Cylinder has a pressure gauge to measure pressure. A fusible plug fitted on
bottle which will melt at about 1000c to release the content view over
pressurization.
GALLEY EXHAUST DUCT FIRE - May be fitted with a fixed cylinder of co2 placed
in a cabinet outside the galley. In event of fire when cabinet door opened to release
Co2, it will give an audio visual alarm, may shut the vent fan, and may have
arrangement of shutting flaps to the duct. It depends upon the maker.
INTERNATIONAL SHORE CONNECTION
 To enable water to be supplied from another ship or from shore to the fire
main.
 Every ship shall have at least one and stored together with a gasket, four
bolts and eight washers. Gasket of any material suitable for 1 N/mm2
services.
 Fixed provisions to be made to enable such a connection to be used on both
sides of the ship.
 Shall have a flat flange on one side, and to the other have a permanently
attached coupling that will fit the ship’s hydrant and hoses. It designed for
1 N/mm2 services (10 bars
STANDARD DIMENSIONS -
 Outside Diameter – 178 mm, Inside Diameter 64 mm
 Bolt Circle Diameter – 132 mm, Flange Thickness – 14.5 mm (min)
 Bolts and Nuts – 4 each 16 mm. diameter, 50 mm in length
 Slots in flange 4 holes, 19 mm diameter
International shore connections are portable universal couplings that permit
connection of shipboard fire main systems between one ship and another or
between a shore facility and a ship when their respective system threading is mis-
matched.
Ships of 500 gross tonnage and upwards shall be provided with at least one
international shore connection to be used on either side of the ship.
EMERGENCY GENERATOR
Emergency generator set shall be powered by a suitable prime mover with its own
independent fuel supply an independent cooling system. The set shall start
automatically if the main power supply fails and to be on load not later than 45
seconds after failure of the main power supply.
Feeds power supply transforming equipment, Emergency switchboard, Emergency
lighting switchboard and Transitional source of emergency power , emergency fire
pump driven by motor, emergency air compresso r, shall be located above the
uppermost continuous deck and be readily accessible from open deck. It shall not
be located forward of the collision bulkhead. Emergency generator on ship
provides power in case the main generators of the ship fails and creates a “dead or
blackout condition”. According to general requirement, at least two modes of
starting an emergency generator should be available. The two modes should be –
battery start and hydraulic or pneumatic start. The Port state control (PSC) might
detain a ship or provide some time to correct any kind of deficiency found if the
second mode of starting is not operating. The testing of ship’s emergency generator
is done every week (as part of weekly checks) by running it unloaded to check if it
starts on battery mode. The hydraulic start is done every month to ensure that it
is
working fine. Also every month automatic start of generator is also done to check
its automatic operation and to see whether it comes on load.

(FPFF) PAGE NO
FIRE FIGHT. EQUIPMENTS–1hr

FIRE HOSE
Fire hose is one of the basic elements of a fire fighter’s equipment, it is necessary
to convey water from either open water supplies or pressure supplies e.g. hydrants
to a fire area. In areas where water is in short supply, hoses may be required to
relay water long distances and special large diameter hose is carried on certain
“special” appliances for this purpose.
Hose is made of with non perishable synthetic yarns, especially polyester
and nylon which have extra strength, and made of closely woven flax, canvas or
other approved material. Provided with the couplings and other fittings and with
dual purpose nozzles.
Fire hoses shall be of non-perishable material approved by the
Administration and shall be sufficient in length to project a jet of water to any of
the spaces in which they may be required to be used. Each hose shall be provided
with a nozzle and the necessary couplings. Hoses specified in this chapter as "fire
hoses" shall, together with any necessary fittings and tools, be kept ready for use
in conspicuous positions near the water service hydrants or connections.
Additionally, in interior locations in passenger ships carrying more than 36
passengers, fire hoses shall be connected to the hydrants at all times. Fire hoses
shall have a length of at least 10 m, but not more than:
1. 15 mtr in machinery spaces;
2. 20 mtr in other spaces and open decks; and
3. 25 mtr for open decks on ships with a maximum breadth in excess of 30 mtr.
4. Unless one hose and nozzle is provided for each hydrant in the ship,
there shall be complete interchangeability of hose couplings and nozzles.
NUMBER AND DIAMETER OF FIRE HOSES
1. Ships shall be provided with fire hoses, the number and diameter of
which shall be to the satisfaction of the Administration.
2. In passenger ships, there shall be at least one fire hose for each of the
hydrants required and these hoses shall be used only for the purposes of
extinguishing fires or testing the fire-extinguishing apparatus at fire drills
and surveys.

(FPFF) PAGE NO
3. In cargo ships of 1,000 gross tonnage and upwards, the number of fire hoses
to be provided shall be one for each 30 mtr length of the ship and one spare, but
in no case less than five in all. This number does not include any hoses required
in any engine-room or boiler room. The Administration may increase the number
of hoses required so as to ensure that hoses in sufficient number are available
and accessible at all times, having regard to the type of ship and the nature of
trade in which the ship is employed. Ships carrying dangerous goods shall be
provided with three hoses and nozzles, in addition to those required above;
4. Cargo ship of less than 1,000 gross tonnage, the number of fire hoses to
be provided shall be calculated each 30 mtr length one. One spare. However,
the number of hoses shall in no case be less than three.
Hoses of unlined canvas should have a diameter of not less than 64 mm. Lined
hoses of at least 45 mm internal diameter having a throughput comparable to that
of 64 mm internal diameter unlined canvas at corresponding pressure may be
used.
ROLLING AND STOWING HOSE

There are still 4 basic ways of making up hose namely :
 Common roll
 Dutch roll
 Flaking
 Figure of eight
COMMON ROLL / GENERAL ROLL

In this method the hose is laid out flat on the surface and a start is made at the
female coupling. The coupling is doubled down on the hose which is then rolled
up until the male coupling is reached. A shoes strap is finally passed through the
centre of the roll and secured behind the male coupling. The correct method to
run out a roll is to grasp the lugs of the female coupling with both hands and the
hose then rotates as it is run out. Rolled hose should always be stowed on edge as
shown in fig.
The method of starting to roll a length of hose with instantaneous couplings, the
roll of hose completed and secured with a hose strap.
Correct method of holding a roll of hose with instantaneous couplings for running
out.
DUTCH ROLL
The hose should be laid out flat on the surface and the female coupling should be
drawn back along the hose towards the other end so that the female coupling lies
on top of the hose and about 0.5 mtr short of the male coupling. After the
upper layer has been arranged exactly over the lower layer the hose is rolled up
from the bight so that the couplings come together on the outside of the roll.
To run out hose made up in this manner, both couplings are held and the roll is
given a push when it will roll out and uncoil itself leaving a long loop of hose. The
male coupling can then be attached to the pump or stand pipe and the female
coupling taken towards the fire.
Correct layout of couplings for making a Dutch Roll

FLAKING
In this method the hose is doubled back and forward on itself and is subsequently
secured at the centre of the folds.
Sketch showing (1) flaked hose and (2) hose made up on a figure of eight.
This is a variation of flaking avoiding the sharp bends. It can be used to store hose
but takes up more room than when flaked.
DAMAGE AND REPAIR

The main causes of damage to modern hose are :
 Contact with sharp edges which do not always penetrate right through but
may cut the outer cover.
 Damage by burning e.g. Laid over, or buried, by hot debris.
Repair to hose will depend on where the damage is, its extent, the age of the hose
and the cost effectiveness of the repair e.g. time taken in man hours .
Small cuts can be sewn and patched and longer, deeper cuts can be internally
patched and then sewn and patched, if necessary, on the outer cover.
Because of the type of hose now used by brigades very little, if any, repair is
carried out on stations. Repair is a specialist job and is done in the brigade
workshops.
MILDEW
Mildew found on modern hose is caused by dirt and dampness on the surface and
can be wiped off easily without affecting the hose cover. The spores will usually
develop on hose lying wet for an extended period of time . Crews should be careful
not to distribute the spores when removing the hose and as stated before, washing
or wiping with a damp cloth will be enough to get rid of it.
CARE AND REPAIR OF HOSE
CARE
Despite the advances in the construction of hose and the subsequent
elimination of a number of the old causes of damage, firefighters should
still take the trouble to Avoid any maneuvers or procedures which could leave
hose open to damage. Although modern hose resists abrasion, chemicals, mildew
and shock, lack of care in these areas could cause damage and hose could fail at
just the time that a firefighter needs the water most.
A few minor rules for firefighters to bear in mind are:
 Hose should always be ramped when laid across
 Hose should not be kinked round a corner under pressure
 Hose must be under-run before stowing on an appliance or wiped dry
after cleaning, to avoid dampness in the appliance locker.
 Should not be dragged on sharp edge
FIREMAIN
 Fire main lines are back bone of fire fighting system onboard ship.
 The number and position of fire hydrants shall be such that at least two jet
of water not emanating from same hydrant one of which shall be from a
single length of hose may reach any part of ship.
 In machinery space at least two hydrants one Port and one STBD side shall
be provided.
FOR SAFETY OF FIRE MAIN

 Relief Valve – Is fitted to release extra pressure.
 Drain Valve – Prevent chocking, icing, freezing in cold climate
 Isolating Valve – Isolate from Engine Room to rest part of ship
TYPES OF NOZZLES
 Control Nozzles (DUAL PURPOSE)– Fireman will be able to control water as
per requirement ( jet, fine spray, water curtain and stop water). Ships are to
have this type of nozzles only.
TYPES OF PORTABLE FIRE EXTINGUISHERS

Portable extinguishers approved under the MED should comply with the minimum
capacities required by the Fire Safety Systems (FSS) Code:
 Gas Pressurized water type (9 liters)
 Gas Pressurized Foam (9 ltrs) (Mechanical Foam)
 Carbon dioxide (5kgs/6.8 Kgs)
 Dry Chemical Powder (5 kgs /10 Kgs )
 Wet chemical fire extinguisher galley cooking oil fire
MARKING ON EXTINGUISHERS

(FPFF) PAGE NO
Each extinguisher should be clearly marked with the following

minimum information
✓ Name of the manufacturer
✓ Types of fire for which the extinguisher is suitable
✓ Type and quality of extinguishing medium
✓ Approval details
✓ Instructions for use and recharge
✓ Year of manufacture
✓ Temperature range over which the extinguisher will operate satisfactorily
✓ Test procedures
PORTABLE EXTINGUISHERS
On SOLAS ships built before 1 January 2009 and non SOLAS ships the minimum
number of extinguishers is laid down by the regulations. Portable fire
extinguishers provided should have, so far as practicable, a uniform method of
operation, and operating instructions should be in the working language of the
ship. If the language is not English, a translation into English shall be included.
All extinguishers capable of extinguishing Class A and B fires carry a Fire Rating.
The letter indicates the classification of fire. Some extinguishers, such as dry
powder, carry both Class A and Class B rating because of the properties of the
extinguishing medium. 23 kg in weight (as per IMO) in fully charged condition, all
portable extinguisher are signal red painted. In galleys which are fitted with oil-
fired or electric cooking appliances foam, CO2, FM-200; Novec 1230; FE- 13; FE-
36 or dry powder are acceptable for Class B risks. Where gas-fired appliances are
fitted dry powder is recommended. A fire blanket is recommended for oil pan fires
by the Code of Safe Working Practices and should be provided in every galley.
Spare charges shall be provided for 100% of the first ten extinguishers and 50% of
the remaining fire extinguishers capable of being recharged on board. Not more
than sixty total spare charges are required.
Instructions for recharging shall be carried out on board. For fire extinguishers
which cannot be recharged on board, additional portable fire extinguishers of
the same quantity. CO2 extinguishers if loss of gas by weight exceeds 10 per
cent of the original charge, as stamped on the bottle or cartridge must be send
for filling.
Dry powder extinguishers may suffer from compaction when subject to vibration.
It is recommended that at least one should be discharged annually and the
retention of contents checked. Where the retention is found to be in excess of 15
per cent of the initial charge, further extinguishers should be discharged.

(FPFF) PAGE NO
PORTABLE EXTINGUISHERS
WATER TYPE FIRE EXTINGUISHER
1. Water most commonly used extinguishing agents

2. Used on class “a” fires
3. Filled by water up to the mark
4. Pressurized with co2
5. Extinguishes fire by cooling remove the "heat" element of the fire triangle.

(FPFF) PAGE NO
FOAM EXTINGUISHER (AFFF)
9 LITRE AFFF foam fire extinguishers are ideal for anywhere for flammable liquids
fires. The 'film-forming' properties of AFFF will quickly seal the surface of a liquid
fire to prevent re-ignition, Suitable for-, fuel storage area, paint storage area and
any other premises with flammable liquids
Types of fire include Class A (wood, paper, cloth, etc), B (flammable liquids) but
DO NOT use near live electrical equipment.
 Height 600 mm
 Cylinder diameter 189 mm (Overall width 300 mm)
 Filled weight 14.21 kg
 Discharge time 40 seconds
 Operating temperature 0 to 60°C
RANGE: Minimum 6 mtr for at least 30 to 40 sec. Hydraulically tested to 24 bars

initially, subsequent tests as per manufacturers recommendations.
SNIFTER VALVE (BREATHER DEVICE)

A snifter valve shall be fitted on the siphon tube or cap of the extinguisher. The
design of the snifter valve shall be such that when the variation in atmospheric
temperature is within ±10°C, there shall not be any spouting of liquid through the
foam making nozzle.

(FPFF) PAGE NO
CARBON DIOXIDE
Carbon dioxide in liquid state at ambient temperature is stored in heavy duty steel
cylinder at a high pressure. The means of operating fall into two classes
(a) Piercing a disc and

(b) Opening of a valve.
Discharge from the piercing disc type, once initiated, cannot be stopped
while that from the valve type can be done at will. In a valve type there is a risk of
a partially empty extinguisher being returned to its stand and becoming a hazard
to the next operator. In either case, the liquid is discharged through a short
flexible or swivel hose to a discharge horn, where the liquid changes to gas and is
spread evenly over the burning surface, thus diluting the air. An internal pipe is
fitted to ensure rapid release of liquid so that evaporation will not take place in the
bottle, as this would cause icing due to absorption of latent heat of the liquid
causing the formation of solid CO2.
Hydraulically tested to 207 bars to 236 bars.
DRY POWDER (5 KG)


(FPFF) PAGE NO
Cartridge-operated DCP Extinguisher- Co2 Stored-pressure DCP fire

extinguisher- NITROGEN
DRY POWDER is expelled by means of pressure when CO2 gas is released by

piercing the gas cartridge. The internal gas tube is arranged to give a violent
motion inside the container to induce the power into the discharge hose, which
usually has a controllable nozzle.
There are DCP extinguisher which has the stored pressure of N2 for discharge,
having a pressure gauge fitted.
Duration – With open nozzle 10 to 15 sec for 05 kg, 15 to 23 sec for 10 kg,
EXTINGUISHING EFFECT OF DCP
Cooling, smothering, shielding of radiant heat, chain breaking.
CHARGE Sodium bicarbonate, or potassium bicarbonate, or ammonium

phosphate. Magnesium stearate is added to avoid compacting / caking of powder.

(FPFF) PAGE NO
Hydraulically tested to 24 bar, subsequent tests as per regulations, as per

manufacturer’s recommendation.
GALLEY WET CHEMICAL FIRE EXTINGUISHER –
1. Marked by an oatmeal colored band
2. Effective cooking oils and fats fires - class “f” fire
3. Contain potassium acetate based solution
4. Smothering effect on fire
5. Has squeeze grip operation
To operate -
1. Pull out safety pin firmly (this will be held in by an anti-tamper seal).
2. Apply the wet chemical using the extended applicator in slow circular
movements, which gives a gentle, yet a highly effective application in a fine
spray form to the burning fat until the burning cooking oil changes into a
soapy like substance. this then prevents re-ignition. nitrogen filled inside to
100 psi
Extinguishing process -
1. Firstly the mist cools the fire and lowers the temperature to stop the
fire spreading, also prevents splashing of the hot oils/fat.
2. Secondly the potassium salts react with the hot oil and causes the
process of saponification, coating the surface of the cooking oil or fat in
soapy foam that is non combustible and acts as a barrier between the fat
and oil.
PERIODICAL INSPECTION AND MAINTENANCE ON EXTIGUISHERS-
Instructions supplied by the manufacturer for charging, inspecting and
testing of extinguishers are to be adhered to.
The period between such inspection and maintenance should not
exceed the period between safety equipment surveys.
Record of inspection should be maintained. The record should show
the date of inspection, the type of maintenance carried out, and whether or not a
pressure test was performed.
THEORY OF BREATHING APPARATUS (SCABA)
(SELF CONTRAINED COMPRESSED AIR BREATHING APPARATUS)
PURPOSE - To supply fresh air to the wearer on

demand NECESSITY - To save life of men and
materials FUNCTIONS
 Provide sufficient positive pressure fresh air to the wearer
 Provide warning regarding availability of air in the cylinder
 Prevent inhalation of toxic, poisonous gases and smoke
 Provide means of exhalation of air to the atmosphere
THREE THUMB RULES –
1. The cylinder valve has two positions only, either fully closed or fully
opened.
2. Wearer only will operate his cylinder valve.
3. Before donning the face mask the cylinder valve has to be opened .
PRE ENTRY CHECKS ON B.A. SETS
1. Visual inspection
2. Cylinder content check
3. High pressure leak test
4. Whistle warning test
5. Face/ mask seal test
6. Positive pressure / pressure balance test.
7. Supplementary air test
SELF-CONTAINED BREATHING APPARATUS (SCBA)

SCBA required by the regulations should be type approved as per Marine
Equipment Directive. SCBA used in incidents involving dangerous goods a positive
pressure type mask is required. The volume of air contained in the SCBA cylinders
should be at least 1,200 liters. For each of the breathing apparatuses, two
complete sets of air bottles are required. These spare bottles are to be in addition
to the spare bottles required for fireman’s outfit. Passenger ships carrying not
more than 36 passengers and cargo ships are equipped with suitably located
means of fully recharging the air cylinders free from contamination, passenger
ships carrying more than 36 passengers constructed on or after 1 July 2010 shall
be fitted with a suitably located means for fully recharging breathing air cylinders,
free from contamination. The means for recharging shall be either:
1. Breathing air compressors supplied from the main and emergency
switchboard, or independently driven, with a minimum capacity of 60 liters/min
per required breathing apparatus, not to exceed 420 liters/min; or
2. Self-contained high-pressure storage systems of suitable pressure to recharge
the breathing apparatus used on board, with a capacity of at least 1,200 liters
per required breathing apparatus, not to exceed 50,000 liters of free air.
Breathing apparatus provided additional to regulation requirements, which draws
its air through a compressed air line from the ship's air supply, independent
compressor or independent compressed air cylinders may be accepted provided
that the supply is capable of functioning for at least 30 minutes.
The quality of the air produced should be tested annually in accordance with
the requirements given. All air cylinders for breathing apparatus must be
interchangeable.
The apparatus shall have a suitable warning device that operates when the
pressure drops to a predetermined level to warn the wearer. The most common
type of warning device is an audible whistle, however, pneumatically or electrically
operated devices can also be accepted provided
they meet the criteria below The warning device shall either be activated
automatically when the pressure vessel valve(s) is (are)opened or if manually
activated it shall not be possible to use the apparatus before the device is
activated. The warning device shall activate at a pressure of (55+/-5) bar or at
such higher pressure as will ensure that at least 200 liters of air remain within
the pressure
vessel.
LOW PRESSURE ALARM: To be given audio and visual. Alarm to sound when air left in
cylinder 200 ltr.
CALCULATION OF TIME:
 1200 ltr. Fresh air is compressed in cylinder

 Consumption of air 40 ltrs / min.
 Duration of cylinder 1200 / 40 = 30 min
 Warning whistle will give sound when 200 LTR air remain in cylinder
 Safety margin 200 LTR = 05 min.
 Working duration 30 – 5 = 25 min.
Note: For the safety of fire man increase safety margin, decrease working duration
ADDITIONAL REQUIREMENT FOR SHIPS CARRYING DANGEROUS GOODS:

For each of the breathing apparatus, two complete sets of air bottles are required.
These spare bottles are to be in addition to the spare bottles required for fireman’s
outfit.
SMOKE HELMET TYPE BREATHING APPARATUS

With the entry into force of the revised SOLAS chapter II-2 on 1 July 2002, new
ships may no longer be fitted with smoke-helmet type breathing apparatus and it
is recommended that existing ships built prior to 1 July 2002 be fitted with
additional SCBAs to replace, or make redundant, existing smoke helmet type
breathing apparatus where these form part of the minimum equipment required.
(Unified Interpretation - MSC/Circ.1085)
The above recommendation can be applied to replace existing smoke helmet type
breathing apparatus required in SI 1998 No, 1011 (Fire Protection: Small Ships)
Regulation 17(7) with SCBAs
SEARCH AND RESCUE PROCEDURES

 Use breathing apparatus with fire proof lifeline
 Work in pair
 Use bulkhead for guidance
 Search with feet and back of palm
 Give safe fire man lift to casualty
 Familiar with layout of compartment and ship
 Follow instructions
PARTS OF BREATHING APPARATUS

SIGNALS ON FIRE PROOF LINE AT SCABA
Given by wearer (Fire Signal on Fire Proof Given by attendant
man) Life Line (Officer-in-Charge)
I am all right One pull Are you all right
Give me slack on lifeline Two pulls Giving slack on life line
and Fire hose (I want to and Fire hose (You can
go ahead) go ahead)
I want to come out Three pulls You can come out
(Take slack on life line (By Fire man) (Taking slack on life line
and hose) and hose)
We are coming out Three pulls Come out
(By officer-in-charge)
Help me out Four pull Come out immediately
immediately
EMERGENCY ESCAPE BREATHING DEVICE

The emergency escape breathing device (EEBD) contains breathing oxygen for a
time period of at least 10 minutes, along with a low pressure audible alarm
(whistle type).
Most of the EEBD manufacturers provide time duration of 15 minutes to escape
out from danger. SOLAS requirement is for minimum of 10 min duration; however,
EEBD should never be used for firefighting , rescue and inspecting holds strictly
to be used for escape only.
PORTABLE AND NON-PORTABLE FIRE APPLIANCES
EXTRACT FROM ASSOCIATTED RULES
FIRE PUMPS, FIRE MAINS, WATER SERVICE PIPES, HYDRANTS, HOSES

AND NOZZLES
FIRE PUMPS
 Ships shall be provided with fire pumps operated by power, number of
which shall depend upon the type and size of the ship.
 Each pump capable of delivering water through two in number
nozzles at 12 m of jet.
 Discharge capacity of Each fire pumps (other than any emergency
pump for cargo ships) shall have a capacity not less than 80% of the
total required capacity divided by the minimum number of required
fire pumps but in any case not less than 25 m³/h, and each such
pump shall in any event be capable of delivering at least the two
required jets of water. These fire pumps shall be capable of supplying
the fire main system under the required conditions. Where more
pumps than the minimum of required pumps are installed, such
additional pumps shall have a capacity of at least 25 m³/h and shall
be capable of delivering at least the two jets of water.
 Any fire pump shall, when discharging the specified quantity of water
through adjacent fire hydrants in any part of the ship from specified
size nozzles, be capable of maintaining the specified pressure at any
hydrant.
 Relief valves to be provided if pumps are capable of developing
pressure exceeding design pressure of fire main and other fittings.
SHIPS SHALL BE PROVIDED WITH INDEPENDENTLY DRIVEN FIRE PUMPS

IN PASSENGER SHIPS
4000 gross tonnage and upwards.......at least 3
Less than 4000 gross tonnage ........... at least 2
IN CARGO SHIPS
1000 gross tonnage and upwards.....at least 2
Less than 1000 gross tonnage.............at least 2
POWER-DRIVEN PUMPS, ONE OF WHICH SHALL BE INDEPENDENTLY DRIVEN.
WITH TWO PUMPS SIMULTANEOUSLY DELIVERING WATER – PRESSURE AT
HYDRANTS
FOR PASSENGER SHIPS

4000 gross tonnage and upwards..........0,40 n/mm2
Less than 4000 gross tonnage................0,30 n/mm2
FOR CARGO SHIPS
6000 gross tonnage and upwards..........0,27 n/mm2
Less than 6000 gross tonnage................0,25 n/mm2
AND THE MAXIMUM PRESSURE AT ANY HYDRANT SHALL NOT EXCEED THAT
AT WHICH THE EFFECTIVE CONTROL OF A HOSE CAN BE
FIRE DEMONSTRATED.
PUMPS IN PASSENGER SHIPS: The quantity of water is not less than two thirds
of the quantity required to be dealt with by the bilge pumps when employed for
bilge pumping.
PUMPS IN CARGO SHIPS - Other than any emergency pump: the quantity of
water is not less than four thirds of the quantity required to be dealt with each of
the independent bilge pumps in a passenger ship of the same dimension when
employed in bilge pumping, provided that in no cargo ship need the total required
capacity of the fire pumps exceed 180 m³/h.
HYDRANTS (ISOLATING VALVE/DRAIN)

 The number and position of hydrants shall be such that at least two
jets of water not emanating from the same hydrant, one of which shall
be from a single length of hose, may reach any part of the ship
normally accessible to the passengers or crew while the ship is being
navigated and any part of any cargo space when empty, any ro-ro
space or any vehicle space in which latter case the two jets shall reach
any part of the space, each from a single length of hose. Furthermore,
such hydrants shall be positioned near the accesses to the protected
spaces.
 In machinery spaces, at least two hydrants, one on port side and one
on the starboard side.
 Isolating valves to separate the section of fire main within the
machinery space containing the main fire pump or pumps from the
rest of the fire main shall fitted in any easily accessible and tenable
position outside the machinery spaces.
 Drain valves or cocks to be provided on fire main for use in frosty
weather, so that no water remains inside and freezes, thereby blocking
the water flow.
SIZE AND TYPES OF NOZZLES
Standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near

thereto as possible. Larger diameter nozzles may be permitted at the discretion of
the Administration.
For accommodation and service spaces, a nozzle size greater than 12

mm need not be used. For machinery spaces and exterior locations, the nozzle size
shall be such as to obtain the maximum discharge possible from two jets at the
pressure mentioned from the smallest pump, provided that a nozzle size greater
than 19 mm need not be used. Nozzles shall be of an approved dual-purpose type
(i.e. spray/jet type) incorporating a shut off.
SEMI-PORTABLE/ MOBILE EXTINGUISHERS
‘Mobile’ extinguishers are those which exceed the maximum mass of a portable
extinguisher, i.e. are more than 23 kg. In general these are expected to be
‘transportable’, i.e. fitted with wheels, however fixed extinguishers may be accepted
where space is limited provided the remainder
of this section can be complied with.
135 liter extinguishers are not required for spaces in cargo ships wherein all
boilers contained therein are for domestic services and are less than 175 kW.
POSITIONING:
45 liter foam extinguishers may be arranged outside of the space concerned for
smaller spaces of cargo ships.
In case of machinery spaces containing both boilers and internal combustion
engines one of the foam fire extinguishers of at least 45 l capacity or equivalent
may be omitted on the condition that the 135 l extinguisher can protect efficiently
and readily the area covered by the 45 l extinguisher.
The length of hose on mobile extinguishers should not in general exceed that
provided by the makers except where the lengthening of the hose will not reduce
the projection of the froth below the distance specified in the Regulations, i.e. 14m
for extinguishers of 135 ltrs and over, and 10m for extinguishers of under 135 Ltr.
Mobile dry powder extinguishers are not acceptable as the equivalents of mobile
carbon dioxide or foam extinguishers. No objection need be raised to their
acceptance as additional equipment. When used in conjunction with foam
equipment the powder used should be of a foam compatible type.
It is recommended that mobile extinguishers be secured by a band type bracket

fitted in halves round the body of the extinguisher with a non-corrodible hinge and
securing pin. Whatever method is chosen to secure the extinguisher, it should be
capable of ready release without the use of tools.
Because of the deterioration to which the ingredients of foam making liquids are
liable at temperatures of 38ºC or over, portable foam fire extinguishers should be
kept in as cool a place as possible. Additionally, they should not be stowed in a
position where the ambient temperature is liable to fall below 0ºC. Dry powder and
CO2 extinguishers are generally considered suitable for use at temperatures down
to -30ºC, but the latter type should not be exposed to corrosive conditions or to a
temperature exceeding 60ºC. The extinguishing media provided adjacent to any
given fire risk should be suitable for the type of fire risk involved.
MOBILE CARBON DIOXIDE EXTINGUISHER

 Provided with internal discharge tube, and a valve to release the gas.
 Discharge hose to withstand a pressure of 122 bar (bore of the
discharge hose to be not less than 9 mm dia. For 16 kg or 12 mm dia
for 45 kg.) and provided with a horn of electrical non-conducting
material. Operating handle to be sheathed to protect the hand to
operation from extreme cold.
 At temperature between 15-18 o C, 75% of capacity to be discharged in
30-45 sec. for 16 kg. And in 60-90 sec. for 45 kg extinguisher.
 Distinctive marking for the maker, capacity, operating instruction,
weight of empty and filled cylinder, year of manufacture and test
pressure.
MOBILE DRY POWDER EXTINGUISHER

 Constructed of suitable material and of sufficient strength.
 Provided with a nozzle and reinforced discharge hose constructed to
withstand four times the maximum working pressure (as specified).
 Gradual release of residual pressure when the cap / covers are being
removed.
 Protection of all pars against corrosion.
 Provided with a suitable device to control discharge as required.
 Actuating mechanism to be protected against inadvertent operation.
 Capable of discharging at least 85% of dry powder charge when
operated under normal conditions. Discharge rate not less than 1 kg/
sec.
RECHARGING: Only refills approved for the fire extinguishers in question

shall
be used for recharging.
PORTABLE FOAM APPLICATOR UNIT
 Provided with an induction type of air foam nozzle capable of being
connected to the fire main.
 Portable tank containing 20 liters of foam concentrate with facility for
connecting to nozzle.
 Spare foam concentrate.
 Foam expansion ratio not to exceed 12:1
FIREMAN’S OUTFIT -
 Ships to be provided with the required number of fireman’s outfit
depending upon size and type.
 So stored as to be easily accessible and ready for use.
 If more than one such set is carried, they shall be stored in widely
separated positions.
 Ship shall carry at least two fire fighting suit.
 Passenger ships carrying more than 36 passengers additional two
additional required and for each pair of BA Sets one water fog
applicator.
A FIREMAN’S OUTFIT SHALL CONSIST OF : 1. Fire suit 2. Fire axe

3. helmet 4. Fire boot 5. SCBA 6. Explosion proof light 7. Life line
PERSONAL EQUIPMENT, COMPRISING

 Protective clothing of material to protect the skin from the heat
radiating from the fire and from burns and scalding by steam. The
outer surface shall be water proof.
 Boots and gloves made of electrically non-conducting material.
 Rigid helmet for protection against impacts.
 Electric safety lamp with a capacity to work for minimum three hours.

(FPFF) PAGE NO
 An axe to the satisfaction of the administration.
LIFELINE AND SAFETY BELT HARNESS

Each breathing apparatus should be provided with a flexible fireproof lifeline, type
approved to meet the testing standards quoted in the Marine Equipment Directive,
of at least 30 m in length, capable of being attached by means of a snap hook to
the harness of the apparatus, or to a separate safety belt, in order to prevent the
breathing apparatus becoming detached when the lifeline is operated. The lifeline
should be subjected to a test by static load of 3.5 kN for 5 minutes.
Snap hooks should be of materials, so far as possible, resistant to incendive
sparking on impact. Care should be taken to ensure that the lifeline is free from
knots, as their presence may seriously reduce the strength of the line under load.

(FPFF) PAGE NO
Ship’s Fire Fighting

Organization – 0.75hrs
FIRE PLANS
(FIRE CONTROL PLANS)
All new and existing ships are required to be provided with ‘Fire Control Plans’ (or
a booklet) for assistance of shore side fire fighting personnel.
The fire control plans to be :
 Permanently stowed in a prominently marked watertight enclosure outside
the deckhouse.
 Located/positioned for ready access at a well illuminated position with due
considerations to the affects of any expected fire, and marine environment
 Capable of being easily opened.
 Kept up to date with latest alterations
 Duplicate copies kept on the bridge and exhibited for guidance of master
and officers
The enclosure is to be read and location to have sign of not less than 297 X 400
mm with red ship silhouette on white background. If the enclosure is not adjacent
to the gangway, there should be appropriate guide signs to help the shore
personnel to find the enclosure.
Sign on the Enclosure
A general arrangement plans showing clearly for each deck the following –
 Position of the control station
 Sections of the ship which are enclosed by fire resisting bulkheads
 Location of fire alarms, and fire detection system
 Sprinkler installations
 Location of Firemen’s outfits
 Fire Extinguishing appliances
 Means of access to various compartments and decks in the ship
 Ventilating system including particulars of the master fan controls
 Position of dampers and identification numbers of the ventilating fans
serving each section of the ship

(FPFF) PAGE NO
 Location of the international shore connections, and Position of all remote
controls mentioned below

Fire control plans chart/ booklet for assistance of shore side fire fighting
personnel, It is prominently in watertight enclosure outside the deckhouse.
ACTION TO BE TAKNE IN CASE OF FIRE

 Alarm to bridge (control station)
 Fire alarm from Control Station (Bridge), Fire alarm response.
 Muster at Muster Station.
 Role of Team Leaders.
 Role of Bridge (Command) Team
 Role of Emergency Team I & II
 Role of Support Team
 Role of Backup / First Aid Team
 Communication system
 Personnel Safety Procedures
 Periodic Ship Board Drills
 Fire Patrol System
 Fire Control Plans
 Fire Watch
TEAM FORMATION
 Persons without any specific duty shall muster with support team
 Supernumeraries muster on the bridge
➢ ALARM TO BRIDGE (CONTROL STATION)
When anyone sees fire, give information to control station by shortest and suitable
methods, tell clearly what you found, try to restrict and start extinguishing the fire.
➢ FIRE ALARM FROM BRIDGE (ALARM RESPONSE)
On hearing alarm all personnel must assemble with – Life Jacket, put on long
sleeved boiler suit, safety shoes and hard helmet and proceed immediately to their
muster station. Watch keepers to remain on watch until relieved by emergency
team members.
➢ MUSTER STATION
Muster stations shall be provided close to the embarkation deck. Each
muster station shall have sufficient clear deck space to accommodate all
persons assigned to muster at that station, but at least 0.35 m 2 per person.
Muster and embarkation stations shall be readily accessible from
accommodation and work areas. Muster and embarkation stations shall be
adequately illuminated by lighting supplied from the emergency source of
electrical power. Muster station depend upon type and size of ship (location)
➢ ROLE OF TEAM LEADERS
 All team leaders must be capable of carrying out task assigned to any
member of team
 The team leader should muster their teams and give report to control station
 Team leaders should never get so involved in actual operation that control
on team member is lost.
 Team leader must ensure that his team is well trained and that the
members have confidence and know each other’s capabilities.
➢ ROLE OF BRIDGE TEAM

Bridge team is responsible for command and control through proper assessment of
the situation appropriate action and maintaining communication (internal and
external).
 Master will be over all in charge.
 Ensuring that an efficient muster of all personnel is carried out.
 Stop engine / stand by turning the ship as necessary.
 Record keeping.
 Organizing a search party for any missing personnel.
 Pass message to Owner, Company, Nearest Vessel or Port about the
emergency.
 Internal communication must be operational (kept on)
 Issue walkie talkies, radio sets to all muster stations.
➢ ROLE OF EMERGENCY TEAM I & II
 Both emergency teams will put on fireman’s outfit and be stand by
 Accounting team members and reporting to the command centre
 Taking action as directed.
 Maintaining feedback
 One party will be in operation and second will be stand by. When first team
is tired the second team will take over the duty and start extinguishing the
fire. First team will stand by.
➢ ROLE OF SUPPORT TEAM
 Accounting team members and reporting back to command
 Taking action as directed
 Preparing men and equipment for action and reporting readiness
 Maintaining feedback
 Support team is responsible to supply fire fighting medias and equipments,
hoses, sand, fire blankets and BA set air cylinder after charging.
 This team is responsible to lower life saving appliance up to deck level and
life rafts etc.
➢ ROLE OF THE BACK UP TEAM / FIRST AID TEAM
 When the support team is busy with life saving appliances both teams will
start supplying extinguishing medias if no casualty.
 Both teams will start extinguishing fire by suitable methods.
➢ COMMUNICATION SYSTEM
Communication systems are of two types –
 Internal Communication
 External Communication
 FIRE PATROL - Two-way portable radiotelephone apparatus each member of the
fire patrol shall be provided with a two-way portable radiotelephone apparatus
FIRE WATCH
 After extinguishing fire one party is kept on watch/ inspections who will take
necessary action in case re-ignition of fire takes place.
 FIRE FIGHTER COMMUNICATION - Amendments to SOLAS regulation ii-

2/10 on fire fighting enter into force on 1 july 2014, to require a minimum
of
two two-way portable radiotelephone apparatus for each fire party for fire
fighters’ communication to be carried. the apparatus shall be of an
explosion-proof type or intrinsically safe. ships constructed before 1 july
2014 shall comply with the above requirements not later than the first
survey after 1 july 2018.
An example of Emergency Response Teams: Personnel and their duties --

Emergency Response Teams
Bridge Team Emergency Team Engine Room Emergency Team Support
1 Team 2 Team
Chief Officer :
Leader
Catering
Second Engr. : 2nd Offr. : Team
Master : in command or Officer :
Leader Leader
Leader
Chief Eng. :
Leader
3/O : Record keeping Pretty Officer : 3rd / E : Deputy 4th Engr. Deputy Pretty
and Internal BA squad Officer : as
Petty Officer : Petty Officer :
Communication directed
Rating : BA BA squad BA squad
R/O : External squad Rating : as
Rating : BA Rating : BA
Communication directed
Rating : hose squad squad
Rating : helmsmen party Rating : as
Rating : hose Rating : hose
directed
Rating : lookout / Rating : hose party party
messenger party
Rating : hose Rating : hose
Unassigned Officers Electrical Officer party party
: as directed
215
Note – In case of emergency in engine room 2nd engineer to lead, For emergency on deck
will be lead by chief officer
Other factors to bear in mind are : Secondary stations, initial action of officers on
watch, location of the vessel ( at sea, in port, anchorage, dry dock) flexibility in varying
circumstances (fire, explosion, grounding, man over board, etc.) and location of
emergency (engine room, deck, accommodation, pump room, etc.). All such factors must
be well discussed, clarified, and communicated to all concerned.
PERSONAL SAFETY PROCEDURES
 Knowledge of theory of fire

 Safe working practice
 Good house keeping
 Clean Ship to prevent spontaneous combustion
 Proper training (Theory / Practical)
 Everyone must have responsibility to avoid emergency (Fire)
 Switch off or close the fuel valve on completion of work
 No Smoking at unauthorized spaces
 No smoking in beds / cargo holds
 Electrical fitting (Cables) not to be over loaded
 Use proper fuse wire
 Laundry spaces iron plug must be removed after use
 Prevent oil leakage on hot surface and proper storage of combustible
materials

(FPFF) PAGE NO
 Regular drills and exercise

 Prepare checklist while doing hot work
 Suitable screen / guards must be used to prevent falling of hot metal
 Do not throw ignited cigarette ends overboard
 Never put wet cloth on the electrical motor or lampshade
 All pipes to be lagged
 Keep the engine room platform clean and dry
PERIODIC SHIP BOARD DRILLS

Fire drills are to be carried out regularly in accordance with National Regulations.
OBJECTIVE
 To prepare a trained and organized response to situations of great difficulty
which may unexpectedly threaten loss of life at sea.
 Personnel should know what to do in case of fire.
 Their muster stations.
 Check serviceability of fire fighting equipments and their location.
 Train the crew how to operate the extinguishing medias and their effect on burning
substance.
 An abandon ship drill and a fire fighting must be held within 24 hours of
leaving port if more than 25% of the crew have not taken part in drills on board the ship in
the previous month. As soon as possible, but not later than two weeks after joining the ship.
 Personnel should muster wearing life jackets properly secured.
 Any defects or deficiencies revealed during drills and the inspections, which
accompany them, be made good without delay.
 MSC 92 ADOPTED AMENDMENTS SOLAS REGULATION III/19 TO
REQUIRE MUSTERS OF NEWLY EMBARKED PASSENGERS PRIOR TO
OR IMMEDIATELY UPON DEPARTURE, INSTEAD OF “WITHIN 24
HOURS”, AS STATED IN THE CURRENT REGULATIONS. THE
AMENDMENTS ARE EXPECTED TO ENTER INTO FORCE ON 1 JANUARY
2015.

(FPFF) PAGE NO
FIRE FIGHTING METHODS-0.5hr

KNOWLEDGE OF FIRE SAFETY ARRANGEMENTS
 Knowledge of fire theory
 Regular drills/ training
 Knowledge of safety escape routes
 Preparedness for fire emergency
 Knowledge of dangers
 Regular inspection and maintenance
Fire alarm and maintenance
Fixed Extinguishing
Equipments Portable/ mobile
Extinguishers Breathing
Apparatus
Fire Man’s Apparatus
Fire Man’s outfits
Emergency Escape Breathing Device (EEBD)
FIRE ALARM AND ACTION TAKEN

Action to be taken in case of fire informing control station. First we have to find
type of fire, place of fire, how long and anybody trapped, then inform to control
station. Restrict the fire by stopping Air/Oxygen, cooling, starving and cutting
molecular chain reaction.
FIRE FIGHTING
Use proper extinguishing Medias and be careful unsuitable medium may react to
the burning substances. Do not allow fire to spread. Before starting the operation
of fire fighting switch off electrical supply of that area. Fire fighting methods are
four.
 By removing Fuel - Starving
 By removing Heat - Cooling
 By removing - Smothering
Oxygen Inhibiting
 By stopping MCR - (B.C.R.)
The word ‘Fire’ itself guides us to a logical action as the success of the entire
operation depends upon leadership (Command, Control, Co-ordination and
Communication).
F - Find / Feel
I - Inform /
Investigate R - Restrict

(FPFF) PAGE NO
E - Extinguishments, if not able to extinguish or control - escape


(FPFF) PAGE NO
FIND
 What is burning?
 Where is it (Location)?
 How long has it been burning?
 Any one trapped?
 Where is it likely to spread/ special circumstances/ dangers?
INFORMATION TO CONTROL STATION

 By shouting “Fire” “Fire”
 By alarm
 By Telephone, Walkie/ Talkie,
Radio set
 By messenger (to control
station)
EXTINGUISHMENTS
Use proper extinguishing media, (must know reactivity of extinguishing media on
burning substances)
RESTRICT
 By removing Fuel – Starving
 By removing Heat – Cooling
 By removing oxygen –
Smothering By stopping MCR –
Inhibiting (B.C.R.)

(FPFF) PAGE NO
MACHINERY SPACE FIRE-

MEANS OF STOPPING MACHINERY, SHUTTING OFF OIL FUEL SUCTION
PIPES AND CLOSING OF OPENINGS /VENTS / FLAPS
 Means for stopping ventilation fans serving machinery, accommodation and
cargo spaces, oil fuel transfer pumps, oil fuel unit pumps and other similar
pumps.
 Means of closing all skylights, doorways ventilators, annular spaces around
funnels and other openings to such spaces
 Means to permit the release of smoke from machinery spaces
 Valve or cock (quick closing) on every pipe connected to any oil fuel or
lubricating oil storage, settling, or daily service tanks, not being a double
bottom tank, which if damaged would permit discharge of the contents so as
to cause a fire hazard.
Such means to be capable of being operated from outside the said spaces and
which would not be made accessible by a fire within such spaces. The
controls shall be capable of stopping such machinery or pumps in the event
of fire in such spaces.
PROCEDURE FOR
FIRE FIGHTING ‐0.5hr
SHIP AT SEA
· Raise Fire alarm, continuous ringing on ships bell.
· Crew assembled at fire stations as per muster list.
· Fire party is assembled and prepared for action‐as per orders tom the
bridge / master.
· Ships course and speed altered ‐ as necessary to assisting fighting /
containing the fire.
· Fire pumps started and ships fire line activated. Fire hoses with nozzle
rigged up.
· Firefighting initiated.
ADDITIONAL PROCEDURE IN PORT
· Call the port fire brigade
· Inform port authority
· Confirm that port fire brigade will charge
· Port authority to inform of hazards to the dock installation. Evacuate
non‐ essential personnel.
· Make preparation to leave port, if required on power or with the help of tugs.
ALARMAND INTIAL RESPONSE
· Irrespective of whether the vessel is at sea, anchor or in port on hearing
emergency alarm, all ship's personnel muster at their emergency station
with their lifejacket in long sleeve boiler suit safety shoes and safety helmet.
· The team leaders muster the teams and report is made to the master regarding
any missing person or absent.
Construction
To prevent fire spread ships are designed in such a way that fires can be
contained as far as possible. According to SOLAS regulations ships have to comply
with the
following:
· Division of the ship into main vertical zones by thermal and
· Separation of accommodation from the rest of the ship by thermal and

(FPFF) PAGE NO
· Restricted use of combustible materials.
· Detection of the fire in the zone if origin.
· Containment and extinguishing of any fire in the space of origin.
· Protection of means of escape or access for firefighting.
· Ready availability of fire extinguishing appliances.
· Minimize the ignition of flammable cargo.
possibl
A‐class division
Constructed of steel or other equivalent material and suitably stiffened.
Capable of preventing the passage of smoke and flames for one hour
Be insulated such that the unexposed side will not rise in temperature more than
139° Celsius nor at any one point more than 180° Celsius above original
temperature within the time (see following page)
Class A‐60 60 minutes
Class A‐30 60 minutes (after 30 minutes T > 139°
C.) Class A‐15 60 minutes (after 15 minutes T >
139° C.) Class A‐0 60 minutes (after 0 minutes T
> 139° C.) B‐class division
Division formed by bulkheads, decks, ceilings or linings.
· Capable of preventing the passage of smoke and flames for the first half hour.
· Be insulated such that the unexposed side will not rise in temperature
more than 139° Celsius nor at any one point more than 225° Celsius
above original
temperature within the time listed.
Class B‐30 30 minutes (after 30 minutes T > 139°

C.) Class B‐15 30 minutes (after 15 minutes T >
139° C.) Class B‐0 30 minutes (after 0 minutes T
> 139° C.) C‐class division
Constructed of approved noncombustible materials preventing the passage of
smoke, flames or rise in temperature on exposed surfaces.
F‐class division
Class F is equivalent to Class B.

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FIRE PREVENTION AND FIRE COURSE

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

Section Details of Revision Revision No. Date

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

7. Ship Fire-fighting Organization 0.75

9. Fire-Fighting Procedures 0.5

10 Fire-Fighting Drills 4.50

This syllabus covers the requirements of the 1978 STCW Convention as

100% attendance is required for successful completion of the course.

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

INTRODUCTION SAFETY AND PRINCIPLES

INTRODUCTION “FIRE”--------------- “FIRE”---------------------“FIRE”

SPREAD OF FIRE- Methods of heat transfer

CONDUCTION - Transfers the heat within a substance from high temperature, by

PRINICIPLES OF SURVIVAL IN FIRE

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

FIRE TRIANGLE PHASE OF

A fire requires three basic components – fuel, air and heat.

PHASE OF FIRE DEVELOPMENT

FULL FORM OF WORD “FIRE” -

INFORM TO CONTROL STAION

SOURCE OF HEAT / IGNITION

SMOLDERING FIRE- Is a flameless form of combustion, deriving its heat from

International Organisation for National Fire Protection Association

Class A – Fire involving solid materials, Class A – Fires in ordinary combustible

Class C – Fire involving gases Class C – Fire which involve energized

PROPERTIES OF FLAMMABLE MATERIAL

LOWER FLAMMABLE LIMIT (L.F.L.)

UPPER FLAMMABLE LIMIT (U.F.L.)

BOIL OVER - Is the phenomenon when water is poured or added to a combustible

A phenomenon of bursting of container having liquid under pressure, when the

FIRE EXTINGUISHERS – CLASSIFICATION

Extinguishing Medium Recommen ded for use on fires

DRY CHEMICAL POWDER Gas fires, electrical fire

CO2 Flammable liquids, electrical

TERNARY EUTECTIC CHLORIDE Combustible metals

FM-200 Total Flooding

GELLEY WET CHEMICAL Galley Fat fire

INERGEN GAS Total Flooding

Factors to be considered in selecting an extinguishing medium for application in

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

Available It can cause considerable damage

It can cause corrosion

CARBON DIOXIDE GAS

Carbon Dioxide gas is also having some advantages and disadvantages.

Low expansion / Medium expansion foam is produced by portable / mobile

TYPES OF DRY CHEMICAL POWDERS

Sr. No. 1 & 2 - Used on “B” and “C” Class Fires

MEDIUMS NOT TO BE USED ON METAL FIRES

CAN BE USED ON METAL FIRES

T.E.C. (TERNARY EUTECTIC CHLORIDE)

It consist other heat resistant chlorides powders.

INERT GAS FLOW CHART

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO

FIRE PREVENTION – 1.5hrs

Continuous monitoring of hydrocarbon % for pump room in

ACTIVE FIRE PROTECTION

FIRE PREVENTION AND FIRE FIGHTING ISSUE NO