ADVANCED FIRE FIGHTING

S.NO CONTENT P .NO

1 INTRODUCTION, SAFETY AND PRINCIPLES 3

2.0 THEORY OF FIRE 5

2.1 CONDITIONS FOR FIRES 5

2.2 PRINCIPLES OF FIRE FIGHTING 6

2.3 PROPERTIES OF FLAMMABLE MATERIALS 13

2.4 FIRE HAZARD AND SPREAD OF FIRE 14

2.5 CLASSIFICATION OF FIRES AND APPROPRIATE 14

EXTINGUISHING AGENTS

3.0 FIRE CONTROL ABOARD SHIPS 16

3.1 AREAS OF FIRE HAZARD 16

3.2 FIRE PRECAUTIONS 19

4.0 SHIP FIRE FIGHTING ORGANIZATION 34

4.1 PREPARATION OF CONTINGENCY PLAN 34

4.2 COMPOSITION & ALLOCATION OF PERSONNEL TO FIRE PARTIES. 35

4.3 STRATEGIES & TACTICS FOR PREVENTION & CONTROL OF 35

FIRES IN VARIOUS PARTS OF THE SHIP.

5.0 TRAINING OF SEAFARERS IN FIRE FIGHTING 57

6.0 PROCEDURES FOR FIRE FIGHTING 59

6.1 SHIP AT SEA 59

6.2 SHIP IN PORT 59

6.3 SHIP HAVING CARGO OF DANGEROUS GOODS 64

6.4 OIL TANKERS 66

Page1

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

7.0 INSPECTION AND SERVICING OF FIRE APPLIANCES AND 68

EQUIPMENT

7.1 FIRE ALARMS 68

7.2 FIRE- DETECTION EQUIPMENT 68

7.3 FIXED FIRE-EXTINGUISHING EQUIPMENT 76

7.4 FIRE MAIN, HYDRANTS, HOSES AND NOZZLES 96

7.5 PORTABLE AND MOBILE FIRE EXTINGUISHING EQUIPMENT 99

7.6 FIREMAN’S OUTFITS 105

7.7 FIRE CONTROL PLANS 108

8.0 FIRE FIGHTING PROCESS HAZARDS 109

8.1 DRY DISTILLATION 109

8.2 CHEMICAL REACTIONS 109

8.3 BOILER UPTAKE FIRES 110

8.4 FIRES IN WATER TUBE BOILERS 111

9 FIRST AID 125

10 FIRE INVESTIGATION AND REPORTING 134

11 CASE STUDIES 135

11.1 TRAINEE’S EXPERIENCE OF FIRES ON BOARD SHIPS 137

11.2 DOCUMENTED REPORTS OF FIRES ON SHIPS AND LESSONS 138

LEARNT

12 REVIEW AND FINAL ASSESMENT

Page2

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 1

INTRODUCTION, SAFETY AND PRINCIPLES

Fire is considered one of the biggest hazards at sea. This is basically because ship is itself
an enclosed space from which the occupants cannot easily ran away to safety. The problems of fire
prevention and fire safety on board ships have become more pronounced with the construction and
availability of special types of ships and ships carrying vast range of- cargoes. In particular, the
techniques of fire fighting on board container ships, car ferries, ro-ro vessels, combination carriers,
oil, and chemical and liquefied gas carriers, etc. need very systematic and organised approach for
fire fighting. Correct uses of the available equipment and effective fire fighting drills have therefore
become all the more important in the modern times.

The ships of to-day are required to comply with the relevant provisions of the 1974 SOLAS
convention. They are therefore well equipped with regard to structural fire protection, fire detection
and fire extinction equipment. In order to understand the principles and to use equipment
effectively, the training of the crews in fire fighting plays an ever important role. For this purpose
the 1978 STCW Conventions amended in 1995 lays down that all seafarers shall receive
familiarization and basic safety training or instruction in interalia, “Fire Fighting and fire
prevention” (Reg. VI/l and Table VI/1-2 of the STCW Convention and the code respectively). It also
lays down that the Seafarers designated to control fire fighting operations shall have successfully
completed advanced training in techniques for fire-fighting (Reg. VI/3 and Table VI/3 of the STCW
Convention and the Code respectively).

The IMO Resolution A.437 (XI), “Training of Crews in Fire Fighting”, recommends each
Member Government should aim at training all its seafarers in fire prevention and Fire Fighting to
an extent appropriate to their function on board, ships.

Accordingly, this course, which is called the "Fire Prevention and Fire Fighting course" has
been specially designed and developed to meet the relevant provisions of the 1978 STCW
Convention as amended in 1995 and in particular the IMO Resolution A.437.

The Course is designed to instruct all seafarers in the dangers of fire in ships and the ways
in Which the fires are caused. It is also intended to train them, preferably before they take up
employment on a sea going ship, in the prevention and extinguishing of fires. It is hoped that the
knowledge gained from this course would contribute significantly Enhancement of the SAFETY AT
SEA.

The ideal state on board is to have no fire i.e. to prevent fire no matter what operations the
vessel is required to carry out. We will discuss these also in detail during the course on how to
prevent fire.

However, once a fire breaks out, there will be heat and smoke. In addition, there may be
toxic/plungent/poisonous gases depending upon what flammable substance is on fire. These gases
could be Carbon monoxide (CO), Sulphur Dioxide (SO2), Hydrogen Sulphide (H2S) Nitrogen Oxide
(NO), Chlorine (Cl), Fluorine (F) etc. Also there will always be produced whenever there is any fire
due to carbon (present in every flammable substance) converting to carbon dioxide (CO2) due to
oxidation during burning.

Even when it is only an ordinary fire in an enclosed space on board a ship, which will result
only in carbon dioxide (CO2) which is not poisonous, but it doesn’t support life. 9% concentration of
CO2 in an enclosed space can prove fatal. CO2 produced due to fire takes away oxygen (O2) from the
surroundings and in due course, the concentration of CO2 keeps increasing while the concentrations
of O2 keeps decreasing.

A fire in accommodation spaces will cause the air to heat up. The hot gases will rise and will
spread the fire in form of hot layers/waves by convection. These hot waves of air can spread the fire
in form of hot layers/waves by convection. These hot waves of air can spread the fire throughout
accommodation in no time as their intensity keeps increasing with time. The hot air waves full of
Page3

smoke will put more spaces on fire. The smoke generated will make visibility very poor. Smoke
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

suffocates and causes irritation in the eyes, throat and lungs. The heat and smoke in place can
make a person panicky and helpless and will force a person to flee to save his life instead of
resorting to fire fighting. Once a fire has taken place in an enclosed space there is no doubt that it
can be fought or extinguished with proper fire protection clothing and CABA (Compressed Air
Breathing Apparatus) sets along with the suitable fire extinguishing agent/s.

Therefore, it is better to ensure that there is no fire than fighting the fire. Fire prevention is
easier than fire fighting. Besides Your normal duties on board, your main duty is also to ensure that
there is no fire. When we think of fire your 95% job is to prevent the fire and only 5% is to fight the
fire. However, once a fire breaks out, your 100% job is to fight and extinguish the fire with minimum
damage to the cargo/machinery/equipment by using suitable fire fighting agents.

Preventing, Detecting, Protecting and fire fighting on board ships is continuous brain
storming exercise in safe methods for the storage of inflammable and other hazardous materials,
handling and maintenance of fire extinguishing systems and devices and alarms system. There are
some useful skills required in a seafarer for example mechanical aptitude, endurance, strength and
sense of service. Other useful qualities area a sense of self discipline and responsibility, peak
physical fitness, mental alertness and presence of mind to handle crisis, calmness of mind under
potentially dangerous circumstances, the ability to lead crew, to motivate them, supervise and guide
them in the discharge of their duties. Abilities to plan for all eventualities in fire fighting and
constant updating of knowledge of techniques, devices, materials and regulations are the hallmarks
of an ideal deck/engineer officer. It may be necessary to handle a panic stricken crew and to work as
a team. Love for the living and strong urge to preserve life are very important for a merchant marine
officer, because members of the crew work closely together under condition of stress and danger.
They should be dependable and able to get along well with others in a group. Leadership qualities
are essential for officers who must establish and maintain discipline and efficiency as well as direct
the activities of all fighting a fire on board a ship. A positive, cheerful, smiling but sober attitude of
an individual, his true worth or value can be gauged by others.

WARNING: DURING THE TRAINING COURSE, THE PARTICIPANTS WOULD BE EXPOSED TO

ACTUAL FIRE SITUATIONS. IT IS THEREFORE IMPORTANT THAT THEY HANDLE THE EQUIPMENT
UNDER STRICT SUPERVISION OF THE INSTRUCTOR AND DO NOT INDULGE IN CARELESS
ACTIVITY, THEY SHOULD ALWAYS BE GUIDED BY THE INSTRUCTOR DURING THE FIRE DRILLS
AND ALWAYS BE ATTENTIVE. DURING THE DRILLS IT IS COMPULSORY TO WEAR BOILER SUIT,
SAFETY SHOES AND HARD HAT (HELMET). THE HELMET WILL BE PROVIDED BY THE
INSTITUTE.

Principles for survival in relation to fire can be briefly stated as

 Regular training and drills preparedness for any fire emergency

 Knowledge and actions to be taken when called to fire stations
 Knowledge of escape routes
 Knowledge of dangers of smoke and toxic fumes.
Page4

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 2

THEORY OF FIRE
2.1 CONDITIONS FOR FIRE:
Fire is the energy released in the form of heat & light due to chemical reaction when three
elements viz. Flammable substances, ignition source and O2 (Air) unite.

(a) Flammable substance: may be solid, liquid or gas, but it is only the Gas/vapour, which
burns. In case of a solid or liquid, the substance will require to be raised in temperature to its flash
point. (I.e. The temperature at which the vapour/gas is released from the substance). The
vapour/gas will flash fire if ignition source is provided when sufficent Air (O2) is present.

FIRE TRAINGLE

(b) IGNITION SOURCES: The ignition sources can be listed under four categories:-

I. Mechanical source of ignition – Friction, metal to metal contact can cause heat/spark
capable of igniting gases present in an area. Chipping, Hammering, sand blasting,
dropping/heaving in anchor causes anchor chain to rub in the hawse pipe, grinding of tools
in the work shop etc can result in spark/heat.

II. Chemical source of ignition - Oxidation process of chemicals/metals produce heat,

which can cause fire. All acids, alkalies, calcium carbide when in contact with
water, potassium permanganate in contact with glycerine etc. produce heat/flame
which may result in a major fire if not detected time. An oily jute /rag, wet coal wet grain, we
saw dust can cause fire due to oxidation called spontaneous ignition. Iron rust (iron oxide) in
an oil cargo tank will convert into iron sulphide when tank is in an inerted state, due to
release of Hydrogen sulphide from H/C liquids. At a later stage, when a tank is made gas free
for entry, the iron sulphide present in the tank is made gas free for entry, the iron sulphide
present in the tank will oxidise into iron oxide. This conversion from iron sulphide to iron
oxide produces tremendous heat and flame and can cause explosion due to presence of H/C
gases and air (being inducted for gas freeing).

III. Electrical source of ignition - Substances like torches, lead lamps, Electrical fittings,
generators motors etc. give spark. Perished/loose wiring can cause spark. In accommodation,
electrical wiring is designed for certain load, exceeding that load can result in damage to the
wiring and fire in the accommodation areas. On board tankers, static electricity is the biggest
hazard especially during loading and discharging; therefore it is mandatory to maintain the
cargo tanks in an inerted condition.

IV. Biological source of ignition - This is the biggest source of fire onboard ships. The ship
Page5

personnel themselves come in this category. Careless smoking, misuse and mishandling of
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

hot plates, Electrical/mechanical/equipment can cause fire. The reason for this source of
ignition may be stress, over work, lack of knowledge/training/skills, incompetence, drugs
and alcohol, poor health, poor communication, etc..,

(c) Role of oxygen: Role of oxygen in a fire is vital. While oxygen is essential for our
survival, it is only the O2, which causes and sustains any fire.

Air contains (%) by volume

i. Oxygen 21%

ii. Nitrogen 78%

iii. CO2 \CO\Helium\Argon\Xenon\krypton\Neon etc

1%

Importance of oxygen O2 - In an enclosed space, for human survival

O2 must be more than 17%. A person dies when O2 is less than 11% in
the place on fire.

FIRE TETRAHEDRON

2.2 PRINCIPLES OF FIRE FIGHTING:

When fire is extinguished by controlling or eliminating fuel, it is called Fire Fighting by

“starvation”. When fire is extinguished by controlling or eliminating Heat/ignition source/flame, it is
called Fire Fighting by extinguished by controlling or eliminating air (O2), it is called Fire fighting by
“Smothering”. When fire is extinguished by controlling or eliminating a heat producing (exothermic)
chemical reaction, it is called Fire Fighting by “inhibiting”. In this case the fire doesn’t extinguish by
smothering because the O2 required for sustaining fire is contained within the substances e.g. TNT,
gunpowder, RDX etc.

(a) Water

Advantages - Water is a coolant having a capacity for absorbing heat far in excess of any other
commonly used medium. It extracts heat from the burning substance and turns into steam, which
has smothering effect. It may be applied in a jet or spray or both on class 'A' fires involving solid
materials such as wood, clothes, rope, paper and fabrics achieving deep penetration to the seat of
fires. A fine spray is effective 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 the nozzle of hand held hoses are also effective for the protection of the fire fighters. It is available
in abundance on board & is free of cost. It has direct cooling effect and smothering effect when
converted into steam.

Disadvantages:-
 It conducts electricity.
 It can cause considerable damage to the cargo and machinery especially electrical and
electronic equipment.
 It can cause considerable loss of stability when used in large quantities in cargo
holds/engine room/accommodation.
 It can cause boil-over.
 It may ignite fire when used on cargo, which emits flammable gases when wet.
Page6

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(b) Foam

Synthetic Detergent Foam is produced from a foaming agent similar to that from which hair
shampoo and washing liquids are manufactured. The foam solution consists of a 5% foam
concentrate and 95% water. This foam is more fluid and faster draining than protein foams but is
not very effective when spread over burning liquid fuels.

Unlike other foams, which are suitable for low expansion application. The synthetic foams are
very flexible and can be used for low expansion of ratio 12 to 1, medium expansion ratio up to 150 to
1, and high expansion ratio up to 1000 to 1.

Low expansion foam should be used by monitor by hand held foam applicators. It can be
projected through monitors up to about 100 meters but greater the distance, the greater will be the
area over which the foam will scatter.

High expansion foam is very light and will blow away and should only be used in enclosed
compartments. It cannot be projected and is ducted or poured directly into the protected space. It
should be used entirely to fill the protected space. When applied to the liquid fuel fires, part of the
foam is flashed into steam producing a mixture of steam and air, the oxygen contents of the mixture
being too low to support combustion. High expansion foam has considerable cooling properties and
is an excellent shield against radiant heat, thus preventing the spread of fire. It is effective against
fires involving low flash point liquids, which do not readily dissolve.

FOAM FIRE FIGHTING SYSTEMS

Fire-fighting foam is an aggregate of air bubbles formed by various methods from aqueous
solutions of specially formulated concentrated liquid foaming agents. Since foam is lighter than the
aqueous solutions from which it is formed arid lighter than flammable liquids, it floats on all
flammable or combustible liquids. It produces an air excluding, cooling, continuous layer of vapour
sealing, water bearing material for purposes of halting or preventing combustion some foams are
thick and viscous, forming tough heat resistant blankets over burning liquid surfaces and vertical
areas. Some foams are thinner and more rapidly spreading. Some are capable of producing a vapour
sealing film of surface active water solution on a liquid surface. Some foams are meant to be used as
large volumes of gas cells for inundating surfaces and filling cavities.

Foam concentrate, as received from manufacturer, is a concentrated aqueous solution of

carefully selected foaming agents and surfactants. In addition to surfactants they contain certain
additives like preservatives for preventing growth of bacteria, iron salts in protein foam concentrates
to make the foam fire resistant, anti-freeze agents, corrosion inhibitors, solvents to reduce viscosity,
substances to stabilize foam bubbles and certain dyestuffs for brand recognition. Due to these
various additives and various characteristics foams are classified in two ways - by their expansion
and by their principal constituents.

CLASSIFICATION BY EXPANSION:

Low expansion foam has an expansion ratio up to 50:1; usually ranging between 5:1 to 15:1;
this is typically produced by self-aspirating branch pipes or supplied pre-mixed with water, foam
being formed at the monitor. This is the type of expansion ratio of foam supplied on ships, for the
protection of the cargo deck area of oil and chemical tankers.

Medium expansion foam has an expansion ratio between 50:1 to 500:1, but usually between
75:1 and 150:1. This is produced by self-aspirating branch pipes or supplied pre-mixed from a foam
control station, but the nozzle has especially enlarged outlets with nets allowing more expansion to
take place. Its application for shipboard use is limited to specific trade ships only, being .not
generally suitable for open spaces.

High expansion foam has an expansion ratio between 500:1 to 800:1. This is produced by foam
generators with air fans, nets, and ducts.
Page7

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

TYPES OF FOAM CONCENTRATES

This foam is derived from natural protein solids. These concentrates contain high molecular
weight natural proteinaceous polymers derived from a chemical digestion and hydrolysis of natural
protein solids. The polymers give elasticity mechanical strength and water retention capability to
foams generated from them. These concentrates are available for proportioning to a final
concentration of either 3% to 6% by volume using either fresh water or sea water. These
concentrates produce dense viscous foams of high stability, high heat resistance and good resistance
to burn back. They are non-toxic and biodegradable after dilution. This type of foam is the cheapest
available and most commonly supplied for shipboard use, on oil tankers for protecting the cargo
deck area.

(Typical expansion 7:1 to 9:1)

FLUOROPROTEIN FOAM

This type of foam, contains the same properties as protein foam, but in addition to protein
polymers they contain fluorinated surface-active agents that confer a “fuel shedding” (resistant to
fuel contamination) property to the foam generated. This makes this type of foam particularly
effective for fighting fire in conditions where foam becomes coated with fuel, such as in the method
of sub- surface injection of foam for tank fire fighting. This type of foam is more compatible with dry
chemical powders. These concentrates are available for proportioning to a final concentration of
either 3% or 6% by volume using either fresh or sea water. They are non-toxic and bio-degradable. It
is more expensive than protein foams but is ideally suited for handling fires in refineries and for
shore storage tank installations.

(Typical expansion 7:1 to 10:1)

FLUORO-CHEMICAL (AFFF) FOAM

This type of concentrate comprises of synthetically produced foaming agents similar to foams
produced by protein based foams. Additionally these agents are capable of forming water solution
films on the surface of flammable liquids, hence it is termed “Aqueous Film Forming Foam” (AFFF).
They contain fluorinated, long chain synthetic hydrocarbons with particular surface active
properties. They are non-toxic and bio-degradable in their diluted form. They can be stored for
longer periods of time without degradation in their characteristics. The undiluted concentrate may
affect skin if not washed off immediately, and may strip off paint.

The air foam generated from AFFF solutions spreading and leveling characteristics and act as
surface barriers to exclude air and halt fuel vaporization as all foams do. These foams develop a
continuous layer of solution under the foam with surface activity which maintains film on
hydrocarbon fuel surfaces to help suppress combustible vapours and cool the fuel substrate. The
result of the double action of AFFF is to yield a highly efficient foam extinguishing agent in terms
quantity of the needed and the rapidity with which it acts on fuel spills and flaming surfaces.

These concentrates are available for proportioning to a final concentration of either fresh or
sea water. It is more expensive than the other types of foam concentrates available but its
effectiveness overshadows this criterion from safety point of view.

(Typical expansion 9:1 to 11:1 usual concentration 3-6%).Other than the above mentioned main
foam concentrates available there are other foaming agents available for specialized requirements,
found in various shore applications and specialized chemical carriers.

SYNTHETIC HIGH EXPANSION FOAMING AGENTS

It is formed synthetically for control of class A and B fires particularly as a total flooding
agent in confined spaces. The foam is an aggregation of bubbles mechanically generated by passage
of air or other gases through a net, screen or other porous medium that is wetted by an aqueous
solution of surface active foaming agent. This type of foam is a unique vehicle for transporting wet
foam masses to inaccessible places, for total flooding of confined spaces and for volumetric
Page8

displacement of vapour heat and smoke.

SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

This concentrate is mixed with water in 1 % to 6% concentrations and depending on

equipment being used to generate foam, can produce expansion ratios upto 800:1.

ALCOHOL RESISTANT FOAM

These special foaming liquids are developed for use in fires where the fuel involved is water
soluble. Examples of this type of liquids are alcohols, enamel and lacquer thinners, methyl ethyl
ketone, isotone, isopropyl ether, acrylonitrile, ethyl and butyl acetate, amines and anhydrides. Even
a small amount of these substances when mixed with common hydrocarbon fuels (as in gasohol-
gasoline and alcohol blends) may cause rapid breakdown of ordinary fire-fighting foams. These
concentrates are proprietary compositions of several types containing protein, fluoroprotein or
aqueous film forming foam base. The application rates are much higher. Regulations require
chemical tankers to be provided with 3.33 times the foam solution required for oil tankers, to protect
the cargo deck area.

CHEMICAL FOAM

These foam producing materials have been obsolete for use in larger fires because of superior
economics and ease of handling of the other liquid loam forming concentrates. Chemical foam is
formed from the temperature sensitive chemical reaction in a aqueous solution of aluminum
sulphate and sodium bicarbonate. Foam bubbles are formed by the generation of carbon dioxide gas
from the chemical reaction. This foam is quite stable and heat resistant, but generally it is very stiff
and slow moving. It cakes under flame attack and will form open fissures in the foam layer which
exposes the underlying fuel.

Nowadays it is used in portable extinguishers only (shipboard applications), which in time to

come may also be replaced by the new products.

The method by which foam extinguishes a liquid fuel fire is not clearly defined. A number of
contributory factors are quite evident. They are:

 prevention of the radiant heat from the flames reaching the fuel surface and evaporating
further fuel;
 formation of a sealing blanket over the fuel surface to prevent vapour escaping;
 cooling of the fuel;
 isolation of the fuel from the oxygen of the air; and
 Dilution of the air with water vapour from the evaporated foam.
Various factors of foam concentrate will influence the performance of the foam-these include
physical properties, application rates and methods of application.
The first two have been dealt with already and we now deal with the methods of application.

FOAM SYSTEMS

Foam is suitable for use on Class B fires, i.e. fires involving flammable liquids or liquefiable
solids. A fixed high expansion foam system may be fitted in machinery spaces and cargo pump room
where accumulation of oil fuel and cargo oil could occur. A fixed low expansion system is to be used
for fighting fires on the decks of ships carrying liquid cargoes of a flammable nature, such as may be
caused by deck spillages or in cargo tanks which have been ruptured by collision or explosion.

LOW EXPANSION FOAM SYSTEM

The risk of deck spillage during loading and discharging and the rupture of tanks by collision
or explosion require the entire cargo tanks deck area to be protected by a fixed low expansion foam
systems.

To produce low expansion foam for fighting on board ships, the following equipment is essential:
 Pumps for imparting energy to the water
 piping & hoses for delivering the water where required
 means of introducing foam concentrate into the water stream; and
 means of aerating the mixture and apparatus for projecting the resulting
Page9

 Foam on to the fire.

SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

The system of pumps, piping and hoses for supplying water incorporated on ships, has been
discussed in module 5. There are two methods of mixing foam concentrate with water and aerating
the solution. One system incorporates portable twenty litre foam concentrate drums and the other a
large capacity fixed tank. The requirements and equipment for each of these systems is discussed in
detail below.

CARBON DIOXIDE CYLINDERS

Siting precautions

Recent resurveys of CO2 installations employing a gang release system for total flooding of the
machinery spaces has shown that in ships where the CO2 cylinder storage room is subject to severe
vibration, or in cases where cylinder clamps have not been tightened properly after the cylinders
have been removed for weighing or replenishment, cylinders have rotated resulting in some cases to
malfunction and in some cases to the premature release of CO2 gas. In many cases the rotation of
the cylinders has been such that operation of the system, if it had been required, would not have
been possible due to misalignment of the valve operating levers.

To minimise this danger it is advisable in existing installations that arrangements for

clamping and verifying the alignment of cylinders should be carefully checked at regular intervals
between the surveys or inspections normally carried out by the Govt. Surveyors.

FIRE-FIGHTING MEDIUM - CARBON DIOXIDE GAS

At normal temperatures, carbon dioxide is a gas 1.5 times as dense as air. It is easily
liquefied and bottled.lt is normally contained under a pressure of approximately 50 bar in steel
cylinders. As a fire extinguishing medium it acts as follows:

When C02 is applied to a fire, the liquid C02 boils off rapidly as a gas, extracting heat from the
surrounding atmosphere. The gas, however extinguishes by smothering, or reducing the oxygen
content of the air. About 20 to 30 per cent of the atmosphere should contain C02 to completely
extinguish the fire. This varies according to the nature of the burning material; in fact, materials
which supply their own oxygen will continue to burn, as will any material that tends to decompose
the carbon dioxide, such as burning magnesium. Apart from these considerations, carbon dioxide
is quick and clean, non-conductor of electricity, non-toxic and does not harm most fabrics.

For fire situations in cargo and machinery spaces, where complete flooding of the
compartment is desirable, fixed carbon dioxide installations may be provided.

The advantages of carbon dioxide are:

 it is non-corrosive
 It does not conduct electricity
 it leaves-no residue
 it is not subject t o deterioration in quality with age
 it is easily available.

Its disadvantages are:

a. it is highly asphyxiating, a concentration of about 9%.would produce unconsciousness

within a few minutes.
b. it has little cooling effect and there is consequently a danger of re-ignition if air is re-
admitted to the compartment too soon after the fire.
c. When discharged, particles of solid carbon dioxide are normally present and can generate
sufficient static electricity to produce an incendive spark which could ignite flammable
atmosphere such as may be found in ships. For this reason carbon dioxide is unsuitable as
an inerting medium in cargo oil tanks and pump rooms.
Page10

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

USE OF HALON FOR FIRE EXTINGUISHING ON BOARD SHIPS

Guidance to Owners, Builders, Masters and Skippers of Ships and Fishing Vessels

This Note supersede Merchant Shipping Notice No. 1618

Summary

This Note advises all Owners, Builders, Masters and Skippers of Ships and Fishing Vessels of
the phasing-out of Halon as a fire-extinguishing medium because of its damaging effect on
the stratospheric ozone layer.

1. The use of Halon as a fire extinguishing medium on board ships was banned because of its
damaging effect on the stratospheric ozone layer.
2. The Safety of Life at Sea (SOLAS) prohibited the installation of new fixed or portable systems
in all ships from 1 October 1994. No date for the removal of existing installations or phasing
out of portable extinguishers has been set. Provided existing fixed installations and portable
extinguishers remain serviceable and fit for purpose they may remain in place.
3. The provision that Halon may be used for agreed essential uses remains in principle but it
should be noted that the International Maritime Organisation (IMO) has not accepted any
proposal for such an essential use on board ship.
4. The production of Halon (other than for essential uses) in developed countries ceased at the
end of 1993.
5. In the light of these circumstances ship-owners with existing Halon systems should ensure
that they can obtain replacement Halon for as long as may be necessary. When ships are
scrapped or systems replaced the stock of Halon should not be released into the atmosphere
but properly disposed of or held in storage for further use.
6. To facilitate the recycling of excess stock, the Halon Users National Consortium (HUNC)
Limited has been formed. This is a joint venture between Halon users and the fire industry,
operating on a non-profit making basis and funded by members' subscriptions. It offers:
 a clearing house service for sales of used Halons;
 provision of lists of companies who will recycle used Halons to a recognised
specification;
 advice on the safe handling and disposal of Halons;
 and a link between UK users and Halon banks in other countries.

USE OF HALON FOR FIRE EXTINGUISHING ON BOARD SHIPS

As advised in Merchant Shipping Notice No. M. 1439 the use of Halon as a fire extinguishing, medium
cm board ships is to be phased out because of its damaging effect on the stratospheric ozone layer.

An amendment to the Safety Of Life At Sea (SOLAS) convention has been agreed and that amendment
prohibits the installation of new fixed or portable systems in all ships with effect from 1 October 1994. No date
for the removal of existing installations or phasing out of portable extinguishers has been set.

The provision that Halon may be used for agreed essential uses remains in principle but it
should be noted that the International Maritime Organisation (IMO) has not accepted any proposal
for such an essential use on board ship.

The production of Halon (other than for essential uses) in developed countries ceased at the
end of 1993.

In the light of these circumstances ship-owners with existing Halon systems should ensure
that they can obtain replacement Halon for as long as may be necessary. When ships are scrapped
or systems replaced the stock of Halon should not be released into the atmosphere but properly
disposed of or held in storage for further use.
Page11

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

To facilitate the recycling of excess stock, the Halon Users National Consortium (HUNC)
Limited has been formed. This is a joint venture between Halon users and the fire industry,
operating on a non-profit making basis and funded by members' subscriptions. It offers:

 a clearing house service for sales of used Halons;

 provision of lists of companies who will recycle used Halons to a recognised specification;
 advice on the safe handling and disposal of Halons; and
 a link between UK users and Halon banks in other countries.

FIRE-FIGHTING MEDIUM-DRY CHEMICAL POWDER

New problems have been produced for the fire-fighter by the use in industry of an ever
widening range of materials. Water can often not be used; on most fires involving burning metals,
the result of applying water can be explosively disastrous, and so new methods of extinction have
been evolved. Chief among these are powered chemicals which are stored in cylinders under
pressure or which are stored in cylinders under pressure, or which can be ejected by the release of
gas under pressure.

The basis of most chemical powder addition of a metallic stearate as a water proofing agent,
widely used as an extinguishing medium, not only in portable extinguishers/but also for general
application in large quantities. Apart from stearates, other additives are sometimes used to decrease
the bulk density and to reduce packing in the cylinder.

Dry chemical powder is expelled from containers by gas pressure.

It is directed at the fire in concentrated clouds by means of specially designed nozzles. This
cloud also screens the operator from the flames and enables a relatively close attack to be made. Dry
Chemical Powder (also known as “Dry Powder”) normally used on board ships is a flame inhibitor.
Discharged as a free flowing cloud it can be effective in dealing initially with a fire resulting from a
flammable liquid spill on deck or in a confined space, it is especially effective on burning liquids
such as liquefied gas, or oil escaping from leaking lines and joints, and on vertical surface e.g. diesel
equipment fires, although there is a possibility of some damage to the electrical machinery from its
abrasion. Dry powder has negligible cooling effect and so may give no protection against possible re-
ignition by a hot surface.

Dry powder will clog and become useless if it is allowed to become damp.

Dry powder on account its unique ability to quickly stop combustion of gases and most
chemical products has become the most popular medium used in gas carriers and chemical tankers.
Most multipurpose powders are polyvalent dry powders based on sodium bi-carbonate or potassium
bi-carbonate. The powder is practically non-toxic and has harmful effect (reactivity) on materials. It
is an electrical non-conductor, thus it can be utilized on fires involving live electrical equipment (not
more than 1000V). It is considered that a cloud of powder in the area of the fire inhibits the
combustion reaction, since powder particles react with active species of the combustion chain
reaction.

Dry chemical powders are also tested for their compatibility with foam, as it was discovered
that the early powders tended to break down foam. It should be confirmed whether the two
complement each other on fires where foam is the standard extinguishing medium. Certain types of
dry powder can cause a breakdown of a foam blanket and only those to be “foam compatible” should
be used in conjunction with foam.

For extinguishing fires involving alkali metals, a special powder is used in which soda ash
forms the base chemical. This dry chemical powder can also be supplied in polythene bags for metal
fires, as it is more effective to bury the fire under a pile of bags which melt and allow the contents to
smother the fire.

Special powders have been developed for some metal fires, especially for the radioactive
metals such uranium and plutonium. These are known as the ternary eutectic chloride group and
Page12

were researched and perfected by the United Kingdom atomic Energy Authority. These powders

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

contain an ingredient which melts, then flow a little and form a crust over burning metal, effectively
sealing it from the surrounding atmosphere and isolating the fire.

2.3 PROPERTIES OF FLAMMABLE MATERIAL

DEFINITIONS

Flame: The part of the fire which glows and radiates heat.

Flammability: The property of a substance that make it flammable.

Ignition point: The ignition point is the lowest temperature at which the vapour above the surface
of a liquid will ignite when a flame is brought near it. The surface of the liquid can then be
considered to be alight.

Burning temperature: In an exothermic reaction, heat is given out and the temperature reached in
the process of such reaction is called the burning temperature.

Burning speed: Different substances would burn at different temperatures. This will depend upon
the flash point and the burning temperature. It could be given in kg/min but the comparison of
burning speed of same size of substances must be made, e.g. wood shavings would burn faster than
a log of wood as the exposed surface in the case of the former is more.

Thermal value: The heat emitted by burning of fuel is the measure of its thermal value. It is
measured in Joules per gram.

Lower flammable limit (LFL): Minimum concentration of hydrocarbon gas (% volume) in air below
which the there is insufficient hydrocarbon gas to support and propagate combustion is called the
lower flammable limit (sometimes referred to as ‘lower explosive limit’).

Upper flammable limit (UFL): Maximum concentration of hydrocarbon gas (% volume) in air above
which there is insufficient oxygen to support and propagate combustion is called upper flammable
limit (sometimes referred to as ‘upper explosive limit’).

Flammable range: The range of hydrocarbon concentration in air between the lower and upper
flammable (explosive) limits is called the flammable range. Mixtures between this ranges are capable
of being ignited and of burning.

Flash point: The lowest temperature at which a liquid gives off sufficient gas to form a enable gas
mixture with air produce flash when a small flame is brought to the surface liquid. It is measured in
a laboratory in standard apparatus using prescribed procedure.

Auto Ignition: The ignition of a combustible material, without initiation by a spark or when the
material has been raised to a temperature at which self sustaining action occurs.

Auto Ignition temperature: the lowest temperature to which a solid, liquid or gas requires to be
raised to cause self sustained combustion without initiation by a spark or flame.

Spontaneous combustion: The ignition of a material brought by a heat producing (exothermic)

chemical reaction within the material itself without exposure to an external source of ignition is
called the spontaneous ignition.

Pyrophoric metals: Some metallic powders and dusts can burn or explode spontaneously in air
when this occurs at ordinary temperatures the material is said to by pyrophoric.

Pyrophoric iron sulphide: Iron sulphide is capable of rapid exothermic oxidation causing
incandescence when exposed to air and potential ignition of flammable hydrocarbon gas / air
mixtures.
Non combustible material is a material which neither burns nor gives off flammable vapours in
Page13

sufficient quantity for self-ignition when heated to approximately 750° C. (SOLAS).

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Static electricity: Static electricity can produce a spark. Static electricity is an electrical charge
that accumulates on the surface of two materials that have been brought together and then
separated. One surface becomes charged positively, the other negatively. If substances are not
bonded or grounded, they will eventually accumulate sufficient sufficient electrical charge so that a
spark discharge may occur. Static arcs do not produce sufficient heat to ignite ordinary combustible
materials such as paper, or wood. Some, however, are Igniting flammable vapours and gases. Fuel
Flowing in a pipe can generate static electricity of sufficient energy to Ignite a flammable vapour.
Another example of generation of static electricity is sparks created by rubbing of two dissimilar
materials such a glass rod and silk.

Reactivity: Reactivity is the ability of two substances reacting together to form one or more
compounds. The greater the affinity of the substance towards each other, more violent is the
reaction. Many metals react violently with water, steam or oxygen from the air.

Reaction of metals with water or steam

Metals show a wide range of chemical properties and range from dangerously reactive metals such
as sodium to inert metals such as gold, Metals can be arranged in an ‘Activity Series’. In this table,
the most reactive metals are at the top and the least reactive at the bottom. Whatever chemical
property is considered, those metals at the top of the series react most vigorously, indeed often
violently, and those at the bottom react slowly or not at all. Although hydrogen is not a metal, it is
included in the table, as it also forms a positive ion. Many important metal reactions involve
displacement of hydrogen either from water or from acids.

2.4 FIRE HAZARDS AND SPREAD OF FIRE

Fire spreads in three ways viz., by conduction, convection & radiation.

Conduction - Transfer of heat within a solid conducting substance from high temperature to low
temperature. In this mode, the molecules of a substance start vibrating due to rise in temperature
and pass on heat to the adjacent molecules due to colliding with each other, thus raising the
temperature. But there is no actual movement of molecules E.g. when heating a metal rod at one
end, the other end also becomes hot in due course. A medium is essential for transfer of heat by
conduction.

Convection - The transfer of heat by convection takes place only in liquids and gases. In this mode
of fire spread, the molecules of a substance (liquid or gas) move away from the source of heat, due to
rise in temperature the molecules expand and their density decreases and they become lighter and
move up. In their place, the heavier and cold molecules move closer to the source of heat. Thus
setting a circulation to transfer heat by movement of molecules of the liquid or gas. In this mode also,
a medium is essential. E.g. when water is heated, there is constant upward movement of heated
molecules. In their place colder molecules of water move down towards the heat source. A circulation
is set up till all water attains 100°C when the water starts boiling.

(c) Radiation - In this mode of fire/heat spread, no medium is required. The heat/fire spreads
through temperature/heat excited electromagnetic waves, which move at the speed of lights (186000
miles/sec). Radiation is responsible for spread of fire to a significant degree due to its high
temperature to evolution of vapour from other materials in the vicinity thus increasing & spreading
the fire E.g. Heat received from the sun is by radiation, in the form of ultra violet rays, infra red rays,
alpha, beta and gamma rays, x-rays etc., through electromagnetic waves, which travel only in
straight lines.

2.5 CLASSIFICATION OF FIRES AND APPROPRIATE EXTINGUISHING AGENTS

Classes of Fire

In order to fight/extinguish a fire promptly and effectively fire is classified into four different
categories. They are:-
Page14

i. Class 'A’ Fire (or Solid combustible material fire)- Examples of such fires are bedding,
clothing, rags, wood, canvas, rope and paper fires. Cooling by large quantities of water or use of fire
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

Extinguisher containing water is very important to fight fires of such ordinary materials. Cooling the
source of fire and surrounding area should continue long enough. Class ‘A’ fires normally involve
solid materials of organic nature (compounds of carbon). Combustion occurs with formation of
glowing embers. Water in the form of jet or spray is the best way to fight such fires.

ii. Class ‘B’ Fires (or liquid Fuel Fires) – Foam is an efficient agent for fighting liquid fuel fires.
This method is also called “smothering”. Foam is directed in the form of a jet against any vertical
surface to flow down on liquid fuel to form a blanket. The principle is not to allow fresh air to the
liquid / oil fire and if oxygen can be sufficiently reduced, the fire will extinguish. The foam coating
over liquid burning fuel besides limiting the supply of air and slowing down also stops forming
flammable fuel vapour and also causes limited cooling. Liquid Fuel Fires or class 'B' fires can also be
fought by a method called "Starvation" i.e. cutting off the fuel supply to the fire by draining of fuel
from burning oil tank / by closing the concerned fuel supply valve /stopping the fuel pump if the
fuel line is leaking from a pipe joint.

iii. Class ‘C’ Fires (or Gas Fuel Fires) - The fire is extinguished by stopping the gas flow. If the
flow of gas cannot be stopped, then the best way is to break / divide the fire into small fires by using
dry chemical powder, because it is easier to fight small fires. Further in order to reach and close the
valve controlling the flow of gas, it may be necessary to extinguish flames from small leaks in its
vicinity. In this case also Dry chemical powder is the best medium to extinguish or to control the fire.
Water jets should never be used directly on a gas fire. Also Foam cannot and will not extinguish
such fires. Further, the foam will be blown away by the burning gas/leaking gas.

iv. Class ‘D’ Fires (or Metal Fires) - Such fires can be extinguished by using Sodium
Bicarbonate, powdered graphite, powdered talc, Soda Ash, lime stone and Dry sand mixed together
and is used as dry chemical powder. Metals such as Sodium, Potassium, Barium, Magnesium,
Sulphur, Phosphorous are examples of metal fires.

v. Electrical Equipment Fires - Such fires may be class A, B, C or D. This may be caused by
short circuit / over heating or the spreading of a fire from elsewhere. It must be noted that in
electrical fires, electricity is only an ignition source. The immediate action should be to de-energise
the equipment (i.e. Switch off supply from the immediate switch or junction box of from main
switchboard). Then a non-conducting agent, such as Carbon dioxide, Halon or dry chemical powder
should be used to extinguish the fire. Care must be taken not to damage sophisticated
electrical/electronic equipment such as radio equipment/machinery controls/computers while
fighting such fires; the aim is not only to extinguish the fire but also to ensure minimum damage to
the equipment by the fire-fighting medium used.

Fire extinguishing Agents

Substance used for extinguishing fires is termed as fire extinguishing agents. Substances
that can be used for extinguishing fires on board are water, foam, carbon dioxide, halogenated
hydrocarbons, dry chemical powder, inert gas, and nitrogen. Use of halogenated hydrocarbon is now
prohibited for new vessels, and is being discouraged on the existing vessels due to their damaging
effect on the ozone (03) layer in the upper atmosphere (about 50 Kms above the earth). Ozone (03)
has the capacity to absorb the ultra violet rays from the sun (which are destructive to all forms of life
/ vegetation on earth). Blankets, sand or similar substance are not regarded as fire extinguishing
agents through they are provided for use on small fires in some areas (galleys, near oil fired boilers).

Factors to be considered in selecting an extinguishing medium:–

 Reactivity of the fire extinguishing medium with the burning substances.

 Efficiency in a particular situation, (e.g. enclosed space or open space)
 Electric conductivity of the fire fighting medium.
 Possibilities of evolution of toxic vapours, effects on life supporting environment when the fire
extinguishing medium comes in contact with cargo/electrical and mechanical equipment.
 Possibilities of undesirable physical phenomenon (boil-over)
 Availability of appropriate appliances.
 Effects on the stability of the vessel.
Page15

 Possibilities of damage to cargo, equipment and machinery.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 3
FIRE CONTROL ON BOARD SHIPS

3.1 AREAS OF FIRE HAZARDS

 Machinery spaces
 Accommodation
 Galleys / Saloons / Mess decks
 Radio room / Battery Room / Computer Room / Electrical Equipment & Electrical control Room /
Switch Board/s
 Air Conditioning & refrigeration Compartments
 Steering Compartment
 Cargo Holds
 Workshop/s (Electrical & Mechanical)
 Machinery Control Room / Supply Control Room
 Stores (Paint store / Chemical Store / Bosun's store / Dry & wet Ration store.
 Bridge
 Helicopter Deck

Fire hazards from cargoes

 Spontaneous combustion
 Oxidising cargoes
 Flammable gases
 Explosives

Method of Damage control & Fire containment

1. In some ships certain watertight / fire doors can be shut / opened from bridge.
2. Closing fire dampers on funnel, workshop, machinery spaces etc. and tripping of ventilation & exhaust
blowers from Bridge / Remote control.
3. By closing Portholes / Doors in galley, accommodation etc.
4. By changing course of the V/L relative to wind to minimise damage by fire.
5. By cooling fuel tank decks, bulkheads of unexposed sides.
6. By posting fire watch after fire is extinguished.

Method to ensure Stability of the ship

1. By calculating change in GM due to weight of water added in a hold/ E/R during fire fighting.
2. By pumping out extra water / weight added during fire fighting from the relevant compartment /
spaces.
3. By calculating weight of cargo shifted to facilitate fire fighting.
4. By assessing the effect of water used during fire fighting on equipment / machinery / cargo.
5. By counter flooding or deballasting to nullify the effect newly developed movements or weights and their
location.
6. By grounding the vessel intentionally if feasible if it is established that the vessel will capsize / sink
beyond doubt.

Use of water for Fire Extinguishing ship's stability, precautions and corrective procedures
While fighting a fire on board with water, factors affecting stability of the vessels must be considered at all times.

The centre of gravity of a body is the point through which the force of gravity is considered to act vertically
downwards with force equal to the weight of the body. It is also the point about which the body would balance.
It must be noted that the centre of gravity of a body will move:

 Directly towards the centre of gravity of the added weight;

 Directly away from the centre of gravity of any weight removed;
Page16

 Parallel to the shift of the centre of gravity of any weight moved within the body.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The upward thrust, which is equal to the weight of water displaced is known as the force of buoyancy and is
considered to act vertically through the point as the centre of buoyancy which is the centre of gravity of the
underwater volume. For a body to float at rest in still water it must displace its own weight of water and the
body's centre of gravity must be on the same vertical line as the centre of buoyancy.

Heel and List: The difference between heeling and listing should be clearly understood. Heel is the transverse
inclination of a ship due to external force, e.g., wave motion. List is the transverse inclination of a ship to forces
within the ship, e.g. due to transverse movement/placement of weight within the ship.

Metacentre is the point at which the verticals through the centre of buoyancy at two consecutive angles of
heal intersect. Metacentre may be defined as the point above which the ship's centre of gravity may not be
raised if the ship is to retain its initial stability. The metacentric height is the height of the metacentre (M)
above the keel and depends upon a vessel's underwater form, and the vertical distance between the ship's
centre of gravity (G) and the metacentre (M).

Stability of a ship in upright position depends upon the relative positions of the ship's centre of gravity and
transverse metacentre. A ship is said to be in stable equilibrium when if slightly heeled from its initial position it
tends to return to its original position.

For a ship to be in stable equilibrium in still water, the following factors must be satisfied:

 Force of buoyancy which is acting upwards must be equal the weight of the ship which is acting
downwards.
Page17

 Centre of buoyancy must be in the same vertical line as centre of gravity.

 Centre of gravity must be below the transverse metacentre.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

Thus, when the centre of gravity is below the metacentre, a vessel is said to be having positive metacentric
height (positive GM - stable condition) and vice versa i.e. negative GM means ship will become unstable and will
capsize.

EFFECT OF WATER ADDED TO A SHIP DURING FIRE FIGHTING

Centre of gravity moves towards the added weight, thus, if the added water collects above the position of
centre of gravity, then the new position will be shifted upwards, and if it continues that way, the centre of gravity
may go above the transverse metacentre making the ship unstable.

Free surface effect: When tanks on board are partially full, the liquid
can shift within the free space due to heel or list. This movement of the
liquid causes a change in the position of centre of gravity, and it has a
vital bearing on ship's stability during fire fighting operation.

Grounding: When the vessel is in narrow/shallow waters, due to the added water, there is a risk of it’s touching
the bottom. The consequences of grounding depend upon the trim and list of the vessel, and upon the level

On the other hand, when in port, a decision can be taken to move the vessel to a safer area to avoid
grounding with due consideration to all aspects before flooding the compartments to extinguish fire.

PRACTICAL ASPECTS OF STABILITY DURING FIRE-FIGHTING

While fighting a fire with water, ship's officers are unlikely to be able to devote time for calculating
changes in stability of the vessel. The prime concern then will simply be to maintain adequate positive initial
Page18

stability. Therefore, most decisions and assessments are likely to be made on the basis of experience, knowledge,
and feel of the situation.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

In a major fire incident when water is used continuously for several hours a quantitative assessment
will be useful even though accuracy may be limited by the information available and rough estimates are based
on the following:

 Weight of the water added (by ship, shore, fire boats)

 Weight of water removed (drainage overboard, pumped out)
 Weight of water drained from one compartment to another.
 Weight of cargo, material, etc totally burnt, or discharged; or shifted manually to facilitate fire fighting.
 Free-surface effects;
 Unsymmetrical loading.

It must be appreciated that some estimates will be better than none at all. An approximate GZ curve
and a prediction of change in GM (metacentric height) due to continued or proposed action at that time will
prove to be very valuable. One must be able to distinguish between the vessel's state in loll or list, particularly
when the vessel is moored at berth. It is most difficult to decide, when the ship is rolling whether she is lolled
because of instability, or due to which factor listed above.

Nobody will relish the thought of being responsible for the instability of a ship during a major fire.
Reliable information will be hard to get. However, knowledge and experience will indeed be the greatest asset.
Some of the actions that can be taken to improve stability of the vessel are:

 Transfer of water, fuels, ballasting / deballasting etc.

 Eliminating free-surface affect where possible
 Control excessive use of water particularly if it cannot be drained easily. In normal course, when water
is used for fire fighting in E/R or cargo holds, simultaneous action should also be taken to pump out
those areas.
 Supplement drainage from accommodation spaces (break WC pans, make holes, siphon)
 Use alternative extinguishing medium (foam), if feasible instead of water through fire hoses.

Many a ships now have computer programmers for routine 'stability' and 'stress' problems. However,
constant reliance on computer dulls one memory of theory and practice of calculating in a traditional manner,
particularly at a time of emergencies for which the computer is bot likely to be programmed or may have been
rendered inaccessible due to fire.
For quick estimates of the changes one can calculate the dead-weight moment, (Kg m) or minimum GM from
tables or curves can be very useful. At the start of an emergency, the displacement and dead-weight moment
can be plotted and this point updated to show the effects of free-surface and added weight.

Simulated/Dummy fire fighting drills are often held at sea but rarely a thought is given to allocate
responsibility towards stability considerations. An exercise assuming a time limit for firefighting by firehoses in
the accommodation spaces and requiring a stability investigation to be made could indicate the limitation of
such an exercise in the real situation.

3.2 FIRE PRECAUTIONS

STRUCTURAL FIRE PROTECTION

Chapter 11-2 Solas 1974 & amended Nov 81 and resolution M Sc.l(XLV),

M Sc.6(48), M Sc. 13(57),M Sc 22(59) & M Sc.24(60)

The structural fire protection is taken care of in the design stage itself and the current/latest
& implemented during construction. These give details of specifications of protection required for
various spaces. These are achieved by the following:-

1. Division of ship into main vertical zones by thermal and structural boundaries.
2. Separation of accommodation spaces from the remainder of the ship by thermal and
structural boundaries.
Page19

3. Restricted use of combustible materials.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

4. Detection of any fire in the zone of origin.

5. Containment and extinction of any fire in the space of origin.
6. Protection of means of escape or access for fire fighting.
7. Ready availability of fire extinguishing appliances.
8. Minimization of possibility of ignition of flammable cargo vapour.

A Non-Combustible material is a material which neither burns nor gives off flammable
vapours in sufficient quantity for self-ignition which heated to approx. 750 degrees centigrade, this
being determined to the satisfaction of the adminstration by an established test procedure, Any
Other material is a combustible material.

In a material passes the test as a specified in resolution A.270 (viii) it should be considered
as “Non-Combustible” even if it consists of inorganic and organic substances.

STANDARD FIRE TEST: A standard fire test is one in which specimens of the relevant bulkheads or
decks are exposed to a test furnace to temperatures corresponding approx to the standard time-
temperature curve. The specimen shall have an exposed surface of not less than 4.65 square metres
and height (or length of deck) of 2.44 metres, resembling as closely as possible the intended
construction and including where appropriate at least one joint. The standard time-temperature
curve is defined. By a smooth curve drawn through the following temperature points measured
above the initial furnace temperature:

At the end of the first 5 min — 556 degrees centigrade

At the end of the first 10 min — 659 degrees centigrade
At the end of the first 15 min — 718 degrees centigrade
At the end of the first 30 min — 821 degrees centigrade
At the end of the first 60 min — 925 degrees centigrade

The bulkhead and decks of the ships are built with specification as “A” class Divisions, “B” class
divisions and “C” class divisions.

“A” Class Divisions are those divisions formed by bulkhead and decks which comply with the
following:-

1. They shall be constructed of steel or other equivalent material.

2. They shall be suitably stiffened.
3. They shall be so constructed so as to be capable of preventing the passage of smoke & flame
to the end of the one-hour standard fire test.
4. They shall be insulated with approved non-combustible materials such that the average
temperature of the unexposed side will not rise more than 139 deg centigrade above the
original temp; nor will the temp., at any point, including any joint, rise more than 180 deg
centigrade above the original temp., within the time listed below :-

Class “A-60” - 60 min

Class “A-30” - 30 min
Class “A-15” - 15 min
Class “A-0” - 0 min

“B” CLASS DIVISIONS are those divisions formed by bulkheads, decks, ceilings or linings which
comply with the following:-

1. They shall be so constructed as to be capable of preventing the passage of flame to the end of
the first half hour of the standard fire test.
2. They shall have an insulation value such that the average temp of the unexposed side will
not rise more than 139 deg centigrade above the original temp, nor will the temp at any one
point, including any joint, rise more than 225 deg centigrade above the original temp., within
the time listed below :-

CLASS “B -15” - 15 Min

Page20

CLASS “B - 0” - 0 Min

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

3. They shall be constructed of approved non-combustible materials with the exception that
combustible veneers may be permitted provided they meet other requirements.

“C” CLASS DIVISIONS are divisions constructed of approved non-combustible materials. They
do not meet any requirement regarding passage of smoke and flame or any limitations to the
temp rise. Combustible veneers are permitted provided they meet other requirements

Structural Protection Requirements of main spaces. “A” Class divisions are used for all spaces
containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines,
generators & other major electrical machinery, oil filling stations, refrigeration, stabilizing,
ventilation and air-conditioning machinery & other similar spaces and trunks to such spaces. Ships
carrying more than thirty six passengers are to have accommodation spaces and main divisional
bulkheads & decks of incombustible material with either automatic fire detection & alarm system or
an automatic sprinkler and alarm system. The hull, superstructure and deckhouses are sub-divided
by “A” class divisions on any one deck should not exceed 40 metres. Main horizontal zones of “A”
class divisions are fitted to provide a barrier between sprinkler and non sprinkler zones are to be “A”,
“B” or “C” class divisions depending on the fire risk of the adjoining spaces and whether the
adjoining spaces are within sprinkler or non-sprinkler zones.

Passenger ships carrying not more than thirty-six passengers are required to have the hull,
superstructure and deckhouses subdivided into main vertical zones by “A” class divisions. The
accommodation and service spaces are to be protected either by all enclosure bulkheads within the
space being of at least “B” class divisions or only the corridor bulkhead being of at least “B” class
division where an approved automatic fire detection and alarm system is installed.

Cargo ships of more than 4000 tons gross are required in general to be constructed of steel.
Corridor bulkheads in the accommodation are required to be at least “B” class divisions, and
bulkheads of galleys and inflammable stores adjacent to accommodation, crew lift trucks and also
stairways below the weather deck are required to be of steel.

In the construction of tankers, bulkheads between pump rooms and main machinery spaces
and bulkheads and decks between engine room, boiler room & pump room and accommodation and
service spaces are required to be of “A” class divisions. Corridor bulkheads within the
accommodation spaces are to be of at least “B” class divisions.

Openings in fire divisions are to be fitted with permanently attached means of closing which
have the same fire resisting rating as the division. Suitable arrangements are made to ensure that
the fire resistance of a division is not impaired where it is pierced for the passage of pipes, vent
trunks, electrical cables etc.

FIRE IN ENGINE ROOMS

Attention is drawn to the following matters mentioned in the report of a Court of Formal Investigations:-

1. The Court was not satisfied from the evidence that boat drills co-ordinated as between the deck and
engine room departments were held at proper intervals;
2. The Court thought that the evidence tended to show that no one in the deck department knew anything
about the emergency fire pump in the steering fiat and said that since it is possible to envisage disasters
in which the whole of the engine room staff is cut off or disabled, it would seem proper that the deck
department should have knowledge of and means to operate a pump of this sort:
3. The Court emphasized that careful thought must be given to the positioning of fire extinguishers at
strategic points in engine rooms, particularly in older vessels.

It is recommended that emergency fire pumps should be used for regular wash down service.

Prevention of fires in Engine Room -Precautions to be taken.

1 During a preliminary enquiry carried out into the outbreak of fire in the main engine exhaust pipe of a
motor vessel, it was found that the fire was caused by the ignition of accumulated oily deposit inside the
Page21

exhaust pipe by sparks emanating from the main engine exhaust pipe by sparks.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

2 The vessel in question was fitted with an exhaust gas boiler of the-scotch multi-tubular type which
could be fired by oil also when necessary. The boiler was situated on the engine room platform on the
same level as the main engine and a change-over valve enabled the main engine exhaust gas to be let
directly to the atmosphere thus bye-passing boiler, when so desired. It would appear that the burner of
the boiler had been leaking for a long time and the oil dripping into the furnace found its way into the
exhaust pipe connecting the change-over valve and the furnace front. At the time of the outbreak of the
fire the vessel was proceeding at full speed with the exhaust connected direct to the atmosphere and the
boiler being fired by oil. Sparks from the main engine exhaust appear to have got past the change-over
valve and impinged on the oily deposit inside the pipe gradually raising the temperature of the oily
deposit to ignition point when fire broke out owing to the sustained burning of the oil. As the exhaust
pipe became red hot, the oil soaked lagging outside the pipe also caught fire. The fire became so intense
at one stage that the engine room had to be evacuated. The fire however died out after ail the
combustible material outside the pipe had burned out and there was no serious damage or loss of life
on this occasion.

3 The attention of all ship-owners operating ships of this type fitted with composite boilers
where there is a possibility of oil leaking into the exhaust pipe is invited to the need for
maintaining the inside of the exhaust pipe as clean as possible. The feasibility of fitting
suitable drains and handholes for inspection and cleaning at such portion of the exhaust
pipe where an oily deposit is likely to accumulate may be examined. Attention is also invited
to the need to maintain burners in proper condition and to ensure that there are no oil leaks
of this kind. The change-over valve should be maintained, in an efficient condition and the
reason for excessive sparks due to burning carbon particles resulting from improper
combustion should be investigated without delay.

OUT 0F FIRE IN CARGO SPACES

1. An outbreak of fire in a cargo hold which had serious consequences appears to have been
caused by lighted cigarette ends perhaps discarded by persons employed in loading and of
discharging of cargoes.

2. If an efficient watch had been maintained in the ship, it is possible that any smoking in cargo
compartments could have been prevented and also that any outbreak of fire would have been
discovered in its early stages.

3. The attention of ship-owners, Masters and seamen is invited to the special need for
maintaining an efficient watch on board ships at all times particularly so when the vessel is
engaged in loading or discharging cargoes which are liable to catch fire easily

Prevention of Fire in cargo ships using oil fuel

A fire occurred in the boiler room of a vessel which was put out with the help of a neighbouring ship.

The oil got ignited by coming into contact with the heated surfaces of the boilers. The hot oil had
originally leaked from a pipe conveying fuel to the burners, and thereafter it ran down on the tank
tops. This oil caught fire, and the fire spread very rapidly on the tank tops due to their dirty
condition.

The vessel’s pumps were not available as they had been sent out of the ship for major repairs. But
for the timely help rendered by the ship nearby, this fire could have been a very serious one.

It is, therefore, considered essential that any leak in an oil fuel line, however small, should be
repaired forthwith, and oil should not be allowed to accumulate on tank tops. A high standard of
cleanliness should be maintained in vessels using oil fuel. At least one pump which can supply
water to deck and fire service should always be kept in readiness, and in case the ship’s pumps are
out of commission, alternative arrangements should be made to have an adequate shore supply of
water to deal with fires.
Page22

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

EXPLOSIONS IN BOILER FURNACES

(This Notice supersedes M.902)

The dangers of boiler furnace explosions caused by accumulations of flammable gases in furnaces
following burner defects, especially during flashing up procedures, are recognised and well known. However, the
design of modern boilers, while safe in itself if control systems are operating correctly, is such that the
consequences of gas explosions caused by defects or negligence are likely to be more dangerous. The recent
increase in power and operating pressures also increases the potential hazard, in a recent incident, on a foreign
flag vessel; such an explosion caused a failure of the membrane walls which released the contents of the boiler
under full pressure resulting in the death of 26 men. In another gas explosion on a British vessel one officer lost
his life, due to displacement of the air trunking (further cases are on record).

In both of these cases the boilers involved were of normal modern design, being roof fired and
fitted with high output burners and membrane walls. In both cases the automatic control system
was partially inoperative. Burner logic systems are designed to safeguard the plant and personnel
and when operating as designed, are perfectly satisfactory. Nevertheless when the systems are
degraded, due to defects or due to manual overriding, extreme care is necessary on the part of the
operators to ensure that hazardous conditions do not develop. The remoteness of the burners from
control positions and the high throughput of each burner, cause added dangers when flashing-up,
or following flame failures, when logic systems are inoperative for any reason. All boiler operators
must be completely conversant with the logic system in use on the boiler in their charge and must
understand the effect on the protection system of any changes in the logic system, being prepared to
take extra precautions when boilers must be fired under such conditions. Operation under such
conditions should be avoided whenever possible. Particular attention is drawn to the need to purge
the furnace and gas passages with air following flame failure or ignition failure however short the
period of failure or prior to any lighting up operations. This is normal good practice, but may not be
enforced by a degraded logic system. When using distillate fuels in burners designed for use mainly
with heavier fuels these dangers are increased and in those conditions steam atomisation should not
be used. All precautions in the operating manual must be complied with at all times.

Instructions for boiler operation, both in instruction manuals and on notices near the boiler,
should additionally contain adequate warning regarding extra precautions necessary when operating
with degraded logic systems, or with manual or local overrides in use, and operators must be sure
they understand all the implications of such instructions and act upon them. These instructions
should also state the duration and rate of purge in accordance with the designers burner logic
sequence. When the logic system is overridden by manual or local overrides this should be indicated
at the control positions so the operator can take due care.

Operators should periodically check the condition of igniters and flame scanners, to ensure
that they are in good working order. Automatic fuel oil shut offs should, as a routine, be tested to
ensure that the fuel valves operate efficiently for fault conditions (e.g. flame failure and combustion
air failure). Burners should be lit with fuel oil at the minimum firing rate compatible with flame
establishment and operators should not attempt to light a burner immediately after its flame failure,
off an adjacent burner which is in service. On no account should boiler safety valve settings be
adjusted when the controls are in the automatic mode.

Membrane walls are now a common and generally accepted feature of boiler design but as a
consequence of this form of construction the furnace is largely enclosed in a rigid shell. An explosive
disruption of this shell may cause considerable structural damage to the boiler causing its contents
to be suddenly released into the boiler room thus presenting greater danger to personnel. Such
boilers are provided with extensive safety devices and alarms which must be maintained at high
efficiency and which should not be overridden unless absolutely necessary. Such overriding must be
used only with great care and with an awareness of the consequences. Even very small amounts of
unburnt fuel entering a furnace can. When vaporised, cause big explosions leading to extensive
damage and injuries.

Out-break of scavenge fire in the Engine room of Indian ship-need for keeping scavenge space clean
and under observation.
Page23

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Recently a scavenge Fire occurred in the engine room of an Indian ship whilst in an Indian harbour.
Investigations showed leaky fuel oil in the scavenge spaces and on the Piston crown of one of the
units and such accumulated fuel oil caught fire due to a blow past in the said unit. Fortunately due
to prompt action taken by the 2nd engineer, Chief Engineer and other ships staff and timely
assistance rendered by the fire float of the port authorities, the fire was put out quickly and a major
mishap avoided. Thus it emerged that due attention and importance was not given by concerned for
maintaining the scavenge space clean and under observation. In view of the seriousness of such
cases from the point of view of safety of the ship and its personnel etc.., it is requested that the
importance of maintaining scavenge space clean and under observation may please be brought home
to ship’s staff concerned.

We would request that a routine be established on board whereby the duty engineer officer regularly
checks all units using fuel oil and ensures that there are no leakages or accumulation of oil in
scavenge spaces. Any leak in fuel valves, pipelines joints etc. must be immediately rectified.

Prevention of fire occuring in engine and boiler rooms due to splashing of fuel oil or lubricating oil on
hot surfaces from leaks in the lines, blowing out of joints, cocks or accidental opening of fittings.

A number of serious fires have occurred in engine and boiler rooms due to splashing of fuel oil or lubricating oil
on hot surfaces from teaks in the lines, blowing out of joints, cocks or accidental opening of fittings. Normally all
such hot surfaces near fuel oil and lubricating line should be adequately lagged and splashing of oil prevented
by deflectors. All the fittings on fuel and lubricating oil lines should also be such that there is no possibility of
such fittings coring adrift due to vibration or while in the process of opening and dosing valves, cocks etc.

Recently a shipping casualty occurred due to a vent cock on the lub oil filter coming out of its socket probably
caused by vibration and resulting in the lub-oil splashing of on the exposed turbocharger casing of the
auxiliary diesel engine. The fire caused there from was sufficiently intense requiring total flooding of CO2 gas to
extinguish the fire. The accident would not have occurred had adequate precaution been taken and tightness
of the vent cock and lagging on the turbo charging casing properly maintained.

Attention of all concerned is drawn to the essentiality of taking due care of the condition of all valves, cocks,
joining, flexible pipe etc. on the fuel and lubricating oil lines, adequate lagging of hot surfaces, avoidance
of laying such fittings near the hot surfaces as far as possible and efficient measures of containing any
accidental leaks by fitting deflectors etc.

Fire in Crew Accommodation. Need for concerted organised team work for fire fighting and
positive action by senior officers in emergency.

It has come to the notice of the Directorate Genera! of Shipping that in a recent case of fire on board
a ship at sea, the emergency actions taken by the master and ship's staff especially senior officers
lacked the urgency and initiative that the situation demanded.

In the case under consideration fire was noticed in the Pilot's cabin. Delayed action on the part of
the persons who first observed the fire and those who subsequently took charge allowed the same to
spread to chart room and bridge. The fire was eventually brought under control with considerable
loss of property and time.

During the course of the Inquiry following lapses were noticed which are brought to the attention of
all concerned for necessary action.

1. The second officer noticing smoke in the alleyway, sent a word to the master through a
steward who in turn passed it on through a cadet.
2. The duty officer left the Bridge to investigate the fire on his own.
3. At no time a fi r e a l a r m was sounded from the Bridge.
4. The master did not take effective command of the situation and at the earlier stage instead of
going down himself, should have instructed one of his officers to run down the engine room
for deck water and reduction of speed.
5. All actions towards control of fire were conducted in utter confusion.
6. Even though a boat and fire drill was neither organised nor positive steps were taken
Page24

immediately to restrict and combat fire.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Master officers and owners are therefore reminded that Boat and fire drills carried out on board
should be realistic and ships personnel be trained to deal with emergency situations with urgency
and initiative.

ELECTRIC ARC WELDING

In recent years the carriage or installation on shipboard of electric arc welding plant intended for use
by ship's personnel has become common place. Such equipment used in certain special locations
can give rise to hazards in its use not normally encountered elsewhere. Three recent fatalities
resulting from electric shock while using electric arc welding equipment in hot damp situations
indicate that the electric shock hazard is not fully appreciated. In each case the victim was working
in a restricted hot damp situation surrounded by earthed metal work which possibly allowed large
areas of his body to come into contact with the steelwork of the ship to which the welding set was
"earthed". Subsequent investigation in each case showed no faults in the electric welding equipment
concerned. The sets were of the commonly used alternating current type where the open circuit
(striking) voltage is in the region of 70 to 80 volts. Such voltages can be fatal in circumstances
encountered while welding on shipboard, especially when the effective surface body resistance is
greatly reduced due to sweating or dampness from salt water. A further reduction of body resistance
can result should burning of the skin occur while welding.

That electric arc welding should be undertaken only by persons properly trained in the use of such
equipment is self evident if the sets are to be used effectively, it is even more important that the
electrical safety precautions should be understood not only by the welder but also by those in
attendances upon him. In especially damp and humid conditions the danger of electric shock can be
such that consideration must be given to whether or not electric arc welding should in any case be
undertaken. Such a decision and the suitability of any person to undertake welding should be taken
by the senior officer in charge e.g. the Chief Engineer Officer.

The following precautions relating to electrical safety are brought to the attention of ship-owners, of
masters and officers, and to operators:

PLANT AND EQUIPMENT

Welding Se ts

Since the effect of shock from direct current (d.c.) is less (at the operating voyages used) than with
alternating current (a.c.) the use of welding sets having a d.c. output, especially those incorporating
d.c generators providing an open circuit (idling) voltage of 70 volts or less, will enhance the safety of
operating personnel Direct current contained from rectified alternating current may however contain
a degree of ac ripple which it excessive would greatly reduce the advantage provided by pure direct
current, in which case it is recommended that the idling voltage be limited to 42 volts by provision of
voltage reduction safety, devices.

Voltage reduction safety devices which limit the “idling” voltage to 25 volts or less are also available
for use with alternating current electric arc welding plant of the type normally fitted on shipboard
as plug in or installed units.

These safety devices ensure that the idling voltage only is applied until there is contact between the
electrode and the “work” when the full open circuit voltage becomes available to strike the arc. Once
struck, welding continues in the normal way at the voltage necessary to maintain the arc (normally
25-30 volts) until the arc is broken. There is little noticeable difference in the welding procedure but
safety is greatly enhanced and the use of such devices is strongly recommended.
Electrode holders should be of the fully insulated type.

When joints in the cables are necessary the connectors should also be fully Insulated and should be
designed and used so that, when disconnected the live parts are not exposed. A “go and return”
system where two cables is used from the welding set with one cable solidly clamped to the
workpiece is recommended in all cases. While not recommended, if a single cable with hull return is
used exceptional, care should be taken to ensure that both, me workpiece and the return terminal
Page25

on the welding set an making direct contact with the hull using clamps and short lengths of
“earthing” cable as necessary.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

Means should be available whereby the current can rapidly be cut off from the electrode holded
should the operator get into difficulties. This can be achieved in several ways but the essential
feature that the time taken to de-energise the equipment should be as short as possible. Means of
disconnects should be available to the welder for use when changing electrodes.

Proper welder's gloves, apron and welding helmet or shield should be available at all times and the use of
non-conducting rubber boots is recommended.

Lighting

Adequate fixed lighting or portable lighting capable of being properly secured whilst welding should also
be available. Hand held lighting can be a hazard to the welder and should be avoided.

First aid

Wall charts giving Instructions on Artificial Respiration and Treatment for Electric Shock, should be
prominently displayed where personnel likely to use the equipment can best be expected to see them.
These subjects are dealt with in the Chapter entitled “First Aid” In the Ship Captain’s Medical Guide.

OPERATIONAL

Attendant

Normally welding should be undertaken only when a knowledgeable attendant is standing by the
operator. The attendant should be prepared at all times to cut off the current at once in the event of
accidents, and he must appreciate that when the operator experiences an electric shock he may be
unable to let go of the live metal due to the effects of the current. The attendant should therefore
break the supply to the welder preferably by instantly switching off the current or removing the
welder from contact with the live metal, having regard for his own safety while so doing, noting that
it may be possible to pull the electrode holder away from the victim by using the comparative safety
of the insulated flexible cable (Recommendations will be found on the instructional wall chart
previously mentioned).

Clothing

Protective clothing mentioned above should be used on every occasion and particularly when
welding in the prone position where large areas of the body might otherwise be in contact with the
earthed “work” or ship’s structure. The body should be fully clothed and the clothing maintained as
dry as possible to provide insulation against the open circuit voltage which even when using the
safety devices mentioned above, will momentarily be of the order of the striking voltage. Although not
a guarantee and by no means always effective, use of a non-hygroscopic insulating material between
the welder and exposed metal parts should be considered. Welding gloves must always be
maintained in a dry condition.

Working Conditions

It should be ensured that the ventilation is adequate, and the work is well lighted and is as
accessible as safety requires.

Welding should not be undertaken when standing in, or when any part of the body is resting in
water.

Handling Electrodes

Operators should appreciate that some electrode coatings have extremely low resistance and should
therefore be handled (like tare electrodes) with the greatest care especially when being inserted into
the electrode holder. Even a flux coating which is normally insulating can become damp from
sweating hands and thus potentially dangerous.
Page26

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

It follows therefore that electrodes should never be inserted into a five holder and similar
Precautions should apply to their removal.

First Aid

Operators and their assistants should read and digest the Instructions given on the wail charts
mentioned above so as to be ready to give effect to them in case of need. Practice in artificial
respiration should be undertaken and demonstrations, particularly by those giving instruction to
welders, are recommended.

WELDING AND FLAMECUTTING OPERATIONS

1. There have been a number of fires arid explosions in ships which, on investigation, have been traced to
welding or flame cutting operations. The Department therefore wishes to draw attention to the danger of
the fire and/or explosion due to these operations when repair work is in progress.
2. Fires arise from welding and flame cutting operations occur from a number of various causes but often
involve sparks or debris falling onto and igniting flammable material. A further cause is heat developed
during the processes being transmitted to flammable material positioned immediately behind the point
of welding or flame cutting, the material smouldering and an outbreak of fire occurring at a later period.
3. Other serious fires and explosions have occurred when welding or flame cutting operations are being
carried out in, on or near cargo tanks, cargo holds or other spaces that contain or have contained
flammable substances or substances that emit flammable vapours.
4. When a ship is in general service it is the responsibility of the owner, or master, to ensure
that suitable precautions have been taken against fire and explosion prior to the
commencement of welding and flame cutting operations.
5. However, where a ship is undergoing major repair this responsibility may fall on the ship
repairer and the Department recommends that in these circumstances there should be a
clear written agreement confirming that the responsibility for taking suitable precautions
against fire, the testing and certification of spaces for 'hot work' etc., has passed to the ship
repairer An acknowledgement of acceptance of this responsibility should always be provided
by the ship repairer to the ship-owner, or the master.
6. Whoever has this responsibility should ensure that welding and flame cutting operations are
properly supervised and are kept under regular observation.
7. Precautions to be taken against fire prior to the commencement of welding and flame cutting
operations will generally involve a check that there are no flammable materials at, below or
adjacent to the; area of work. This check should include the area behind any plating under
repair for the proximity of flammable substances and items such as electric cables that could
be damaged. Particular attention should be paid to open hatches, ventilators and tank
openings down which sparks and debris may drop unobserved. It may be necessary to erect
suitable screens and to move cargo or dunnage to a safe distance before the operation is
commenced.
8. Cargo tanks, cargo holds or other tanks or spaces that have contained flammable substances
should be certified as being free of flammable gases before any repair work is commenced
The testing should include, as appropriate, the testing or adjacent spaces, cofferdams, etc. As
a number of explosion: have occurred some days after the initial testing of a tank following a
buildup of gas in the intervening period routine testing should always be conducted
immediately prior to and during the period that any repair work is being carried out in the
space in this respect the positive ventilation of any space in which "hot work” is being carried
out is an aid to the dispersal of any flammable gases that may be inadvertent- generated
during the welding or flame cutting operation.
9. The preparation of a tanker or similar ship so it will remain safe for the repair period is
dependent on the thorough cleaning of all tanks and pipelines with particular care being
taken with the draining and cleaning of those pipelines which cannot be directly flushed by
use of the ship's pumps. It is also necessary to consider any redundant systems, either those
disconnected or currently out of use.
10. Attention is also drawn to Chapter 13 of the Code of Safe Working Practices for Merchant
Seamen which refers to welding and flame cutting operations.
Page27

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Prevention of fire on ships due to burning and welding:

Recent Inquiry into the case of a fire in a cargo ship in port brought out several points. The fire
originated in a cargo hold and eventually spread so as to completely destroy the whole of the super-
structure and crew accommodation amidships. The cause of the fire was ascertained to be due to
hot molten metal falling in to the cargo hold through an air pipe, the goodseneck of which was flame
cut to the upper deck level, without taking adequate precautions. The fire was dormant and lay in a
smothered state for several hours due to the tight stowage of cargo in the hold. When cargo was
being discharged from this particular hold, the smothered fire burst into flame, as adequate oxygen
became available from the atmosphere for combustion .The inquiry also revealed that the officers on
board were not aware of the repair work being carried out. The gas cutting of an air pipe on the
upper deck in the vicinity of the cargo hold. It also appeared that the officers were not too sure
indentity of the air pipe and the space into which the air pipe led.

The attention of Masters, Chief Engineers and others and officers on board Indian ships is drawn to
the importance of keeping themselves fully informed at all times of any hot repair work being carried
out on board, and to be particularly vigilant if such work involves any burning or welding in the
region of cargo holds and/or near combustible materials. Places below or adjacent to the spot where
such burning or welding is being carried out should be inspected soon after the work is completed to
ensure that no fires have started. In case such an inspection cannot be carried out due to
obstructions or due to stacking of cargo, a careful watch should be maintained and particular care
to see that these areas are examined at the earliest opportunity when such obstructions are cleared.

It was also revealed during the investigation that escape from the engine room had to be effected by
climbing out through the engine room skylights, as the entrance doors to the engine room on the
main and upper decks could not be opened. This incident has highlighted the importance of having
two means of exit from the engine room. It is accordingly recommended that on existing Indian ships
which do not have two exist out of the engine room, arrangements may be made to provide them
during the next re-fit of the vessel.

FIRES INVOLVING DEEP FAT FRYERS

1. Within the last few years there have been a number of fires involving electrically heated deep fat fryers.
2. In a number of cases the fires have been attributed to a failure of tire thermostat fitted to control the
temperature of the cooking medium. In other cases the fires have occurred due to the galley staff
continuing to use fryers where it was known that the thermostat was defective. In another case it was
reported that a fire resulted from the use of a fryer with an insufficient quantity of the cooking medium
to permit the operation of the control thermostat.
3. In view of the serious consequences that may follow the failure of the control thermostat on a deep fat
fryer, such appliances should be fitted with a second safety thermostat. This thermostat should be
arranged to operate in the event of a failure of the control thermostat and should only be capable of
being re-set manually. In this respect it will be noted that clause 19.17, as amended, of British
Standard 4167: Part 4 : 1970 — Electrically-Heated Catering Equipment - Part 4: Deep Fat Fryers
specifies a thermal cut-outs of the non-self-resetting type or a similar device to be connected in series
with the control thermostat on such appliances rated at above 6 kw.
4. It follows that any defect should be reported as soon as it occurs and the appliance either
repaired or measures taken to prevent its use until the defect is rectified.
5. Whilst the temperature-sensitive elements of the thermostat and the thermal cut-out should
be covered by the cooking medium in any deep fat fryer designed to comply with the above
British Standard, as specified in clause 19.18, this may not be the case with older fryers or
with fryers of foreign manufacture. Owners should therefore arrange for ail such appliances
to be examined to ensure that the cooking medium cannot be heated without this cooking
medium also covering the appropriate parts of the control and safety thermostats.
6. It is almost important for deep fat fryers to be provided with suitable lids and for the lids to
be kept is use at all times. Furthermore, there should be an instruction for deep fat fryers to
be switched off immediately after use.
7. The Merchant Shipping (Fire Appliance) Regulations 1980, as amended, and the Merchant
Shipping {Fire Appliances) Rules 1965, as amended, require at least one portable
extinguisher and a fire blanket to be provided in every galley on ships of Class I, II and
Page28

certain ships of Class IIA with at least two such extinguishers and two such blankets being
required where the deck area of any such galley exceeds 45 square metres. For ships and
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

fishing vessels other than passenger ships the various Regulations and Rules generally
require at least one portable extinguisher to be readily available for use in any part of the
accommodation and service spaces. A fire blanket is an effective means of preventing the
spread of fire resulting from the overheating of a deep fat fryer provided that it can be applied
before the fire has had a chance to gain a hold. It is recommended, therefore, that a fire
blanket should be provided in any galley containing a deep fat fryer on all other ships and
fishing vessels.

FIRES IN ACCOMMODATION SPACES OF MERCHANT SHIPS

1. In a recent casualty at sea ten lives were lost and the vessel temporarily abandoned after a fire in
the accommodation of a tanker gained a hold in an unoccupied room before spreading; rapidly and
producing large quantities of toxic smoke. The report on the incident highlights number of points of
which all ships crews should be aware.

2. Two ratings realised that there was a fire at a stage when correct action might have contained it.
They went to a cargo control room to sound the fire alarm but mistakenly operated a local control
switch of the public address system. A noise from the loudspeakers led them to believe that the
alarm had sounded, although it had not. The ratings concerned took no further action to alert others
on board.

The alarm was subsequently successfully raised when the officer on watch on the bridge smelted
smoke. By then the heavy toxic smoke rendered fire fighting difficult and those roused by the alarm
had to escape from the accommodation by the nearest exit. Ten people were missing at an
emergency roll call. Later all were found to have either asphyxiated or been poisoned by toxic fumes.

At the time the fire started the air conditioning unit was running on 50 per cent recirculation and a
door was open on the windward side of the deckhouse. The air conditioning plant was stopped and
an attempt was made to fight the fire with ship's hoses. This attempt ceased when an officer
operated a remote shut down for the oil fuel supply to the main alternators thus stopping the
electrically driven main fire pumps. Work being carried out by a shore based gang on board had
resulted in the hydraulic drive unit of the emergency fire pump being out of action and thus no
further effective fire fighting was possible.

The survivors abandoned the vessel 25 minutes after the fire alarm had sounded and stood off in the
lifeboat.

3. The following important lessons must be learned by all seafarers if tragic deaths such as these are
to be avoided in the future:

a) All crew must be familiar with the means of initiating a fire alarm and be able to recognise its
sound.

b) Having initiated a fire alarm the initiator should ensure that it is being received and acted
upon and that those who may be sleeping or out of hearing range for some reason are made
aware of the situation.

c) Musters and drills should be properly and imaginatively carried out to ensure that all
persons are familiar with correct procedures and equipment, including the vita! importance
of raising an early alarm and the correct procedures for doing so.

d) Air conditioning plant on recirculation spreads smoke throughout the accommodation and
should be shut down as soon as accommodation fires are detected.

e) Fire fighting measures which affect the operation of the ship's machinery should where
practicable be taken only after consultation with the Chief Engineer or his representative.
Such measures include the operation of remote stops to pumps and of quick closing devices
on oil fuel valves.
Page29

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

f) It is an offence to cause a cargo ship to leave port without an effective emergency fire pump
or to permit the deliberate incapacitation of that pump whilst the vessel is on passage. The
result in this case was a total inability to fight a serious fire.

Forthcoming legislation requiring the fitting of fire detection systems and extra structural fire
protection on new cargo ships will eventually reduce the problem but good training and organisation
can improve the safety of existing ships.

FIRES INVOLVING ELECTRIC HEATING OR DRYING EQUIPMENT

This Notice supersedes Notice No. M.946

1. In recent years there have been a number of fires Involving electric heaters or drying equipment
incorporating an electric heater.
2. In a number of cases fires have resulted from items of clothing, bedding or other objects being placed
too closes to, or inadvertently falling onto, unguarded electric heaters. In another incident a drying
cabinet was overfilled thereby blocking the ventilation apertures, with the result that the contents
overheated and caught fire. Other incidents have involved portable electric heaters installed as
temporary heating during very cold weather, or for use in cold climates, when insufficient attention was
given to the positioning of the heaters, so that they were too dose, or immediately below, flammable
objects.
3. It is important that all fixed electric heaters are fitted with suitable guards securely attached to the
heater and that the guards are maintained in position at all times. Temporary arrangements to hang
clothing above the heaters or to dry clothing on the heaters should not be permitted and drying of
clothing should only be carried out by using suitably designed equipment.
4. When using drying cabinets or similar appliances, care should be taken so that the
ventilation apertures are not obscured by overfilling of the drying space. As the ventilation
apertures of drying appliances may become blocked due to accumulations of fluff from
clothing any screens or fine mesh covers associated with the ventilation apertures should be
regularly inspected and cleaned.
5. The use of portable heaters should be avoided. However, if they are used with the ship in port
as temporary heating during repairs and as additional heating during inclement weather, the
heaters should not be positioned on wooden floors or bulkheads, carpets or linoleum,
without the provision of a protective sheet of a non-combustible material. Portable heaters
should be provided with suitable guards and care should be exercised when positioning the
heater in relation to furniture and other fittings in the cabin or other space. Again, drying
arrangements in relation to these heaters should not be permitted.
6. The construction and installation of electric heaters in merchant ships and fishing vessels
should take due account, as appropriate, of the requirements of the relevant Rules and
Regulations as expanded by the various acts of Instructions and Guidance Notes where
appropriate.
7. Permanent electric heaters are normally supplied with installation instructions by the
manufacturers and these should be carefully complied with.
8. Attention is also drawn to chapter 2 and chapter 26 of the Code of safe working practices for
merchant seamen.

LOOSE CONNECTION AND PARTS IN ELECTRICAL EQUIPMENT

A number of recent incidents reported to the Department indicate that ships have been placed in danger,
unnecessarily, due to connections and parts of electrical equipment becoming loose in service.

This Notice is issued to draw attention to the need for all electrical equipment for use in ships to be suitably
specified, constructed and maintained for the conditions of vibration and mechanical shock to which it might be
subjected shipboard service, as required by the Regulations.

The following four incidents illustrate that equipment has failed due to either inadequate design or maintenance:

1. A switchboard fire on a tanker caused by overheating of loose contacts on a motor starter.

2. Loose connections on the steering gear position transmitter of a general cargo ship caused a failure of
Page30

the control system arid loss of steering, leading to collision with another ship.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

3. Loose parts of a switch-fuse became detached, fell onto bus-bars causing an arc which resulted in a
main switchboard fire, complete loss of electrical power and propulsion. This incident involved a
passenger ship in severe weather conditions and was potentially extremely serious. Subsequent
investigation revealed that similar parts on a number of other switch fuses in the same switchboard
were also loose.
4. The report of a switchboard fire on an offshore stand-by vessel referred to many loose
connections although they do not appear to have been the cause of the fire in this instance.

The incidents referred to indicate that insufficient attention is being paid to the provision of locking
facilities and to ensuring during regular maintenance periods that connections and securing devices
of electrical equipment are tight.

Those responsible for the design and installation of such equipment should ensure that adequate
provision is made for securing and/or locking of parts and connections and that the equipment is
not put into service unless such provisions have been made effective.

Once the equipment is in service those responsible for its operation and maintenance should ensure
that it is checked at suitable intervals so that any wear or other deterioration which could eventually
lead to loose parts, overheating or disintegration, is detected and corrected before any serious
consequences arise.

The performance of the securing arrangements should be monitored during regular maintenance
periods. If the performance in this respect is unsatisfactory the need for modification or replacement
of existing equipment should be considered.

POLYURETHANE FOAM

1. Serious fires have occurred recently on three British ships fitting out in foreign shipyards. These
resulted from ignition of polyurethane foam which lined the inside of the cargo hold. Similar serious
fires arising from this material have also occurred in United Kingdom coal mines.

2. Consequent upon information derived from tests carried out by safety in Mines Research Establishment
of the Ministry of Technology and by the owner of two of the ships reffered to above, the department
wishes to draw the attention of ship-owners, shipbuilders and ship repairer to the dangers which can
exist when any type of polyurethane foam ( including those which are classified as self-extinguishing )
on any kind of ship is exposed to fire or even intense heat. These dangers can be summarized as follows:

(I) extremely rapid spread of flame across the surface of the material, the speed often being in
excess of 100 feet per minute;
(II) very high temperatures in the order of l000°C can be generated during the initial stage of
burning;
(III) the emission of large quantities of highly toxic gases and smoke.

3. The risk of rapid conflagration is greatest when foam is ignited in conditions where the heat
generated cannot escape, where an air supply for combustion exists or could be induced by
the starting of a fire, or with some types of foam when the vapours produced by heating
cannot be readily disposed. Typical examples could occur in an insulated cargo space or a
ventilation duct. The risks entailed at sub-paragraph 2(iii) are such as to render fire-fighting
operations extremely hazardous.

4. Furthermore although the foregoing statements are made as a direct result of investigations
concerning polyurethane foams, the Department has been advised that some or all of these
dangers can exist when almost any organic foam material (e.g. polystyrene or expanded
ebonite) is subjected to intense heat.

5. Whilst emphasising that dangers can exist and that great care should always be exercised
when using organic foam materials, the Department is nevertheless of the opinion that such
dangers can be greatly reduced by the introduction of a suitable protective facing over the
exposed surface of the foam.
Page31

Recommendations as to use of organic foam in certain spaces

SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

6. (a) Accommodation and service spaces

These spaces are the subject of statutory regulations and are therefore not covered by this.
Notice or the test procedures developing for the purpose of this Notice.

(b) Cold provision storerooms

If these materials are to be used as the insulant they should be covered with a suitable
incombustible protective facing. Such storerooms should be sited as remotely as possible from
sleeping accommodation, and places of high fire risk. Details of the construction and location
of the storerooms will require to be submitted for the approval of the Department's surveyors.

(c) Machinery spaces

In general these materials should not be used. Limited use might be considered, however,
small machinery spaces where little real fire hazard exists, or for insulating small tanks,
provided the foam is sandwiched and sealed within incombustible material, preferably steel
sheeting.

(d) Cargo spaces

Where such foams are to be used as an insulant they should be completely covered by suitable
protective facing. This facing should preferably be incombustible and able to withstand wear and
tear and the flexing of the ship's structure without fracture.

(e) Fish holds in fishing vessels

As the possibility of a fire originating in a fish hold is considered to be extremely remote, such
foams could continue to be used as the insulant provided the normal practice of lining the hold
with stout wooden boards or metal sheeting in a near watertight manner is undertaken.

(f) Electrical equipment and wiring

Electrical equipment and wiring should be effectively isolated from organic foam materials by
steel sheet or conduit as appropriate, and there should be an adequate space between the foam
and the protective sheet or conduit.

General recommendations when organic foams are to be installed

7. It is recommended that the following measures be adopted when organic foams are to be
installed:

(a) Fire and general precautions

Whilst organic foam materials are being fitted:

(I) a competent fireman should be in attendance;

(II) Efficient fire-fighting equipment including a primed water hose with jet nozzle, and rescue
equipment consisting of breathing apparatus, lifelines and stretchers, should be readily
available.

(III) Effective and adequate means of escape from the compartment concerned should be
arranged;
Page32

(IV) Where fire protective facings are required they should be applied to the foam surface as soon
as possible having regard to the curing time of the foam;
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

(V) A person should be delegated to collect and remove all organic foam waste material at
frequent intervals. Clouds of foam dust are potentially very dangerous.

(b) Application

As the application of most organic foam materials can give rise to both toxic and fire risk, it is
recommended that the guidance of H.\1 Factory Inspectorate and the suppliers of the basic
materials should always be sought prior to spraying or the use of other methods of application.

(c) Warning notices

As particular danger could exist whilst a ship is under conduction or repair it is considered essential
to display warning notices prominently in permanent positions inside any compartment insulated
with organic foam material and also on the external surfaces of such a compartment, stressing the
need to exercise great caution whenever welding or burning operations are contemplated in the
vicinity. The organic foam material should be removed locally from the repair area before heat is
applied.

(d) Regular inspection

Once organic foam materials and their associated protective facings have been installed in a ship
they should become items of regular inspection.

Organic foam materials and fire protective facings acceptable to the Department

8. In conjunction with the Building Research Establishment Fire Research Station. Borehamwood,
Herts WD6 2BL, a procedure has been developed enabling:

a) organic foam materials which are claimed by their manufacturers not to constitute a hazard;
and

b) Combinations of organic foam material and their intended protective facings, to be evaluated.

Manufacturers wishing to have their products evaluated in such a manner should in the rust
instance make written application to the Chief Ship Surveyor of the Department of Trade.

Page33

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 4
SHIP'S FIRE-FIGHTING ORGANISATION
4.1 PREPARATION OF CONTINGENCY PLAN

Any ship may have an emergency at any time at any place on board a ship. Different emergencies normally
experienced on board ships are:

1. Fire in a machinery compartment, accommodation, galley, saloon etc.

2. Flooding due to grounding or underwater shipside bulkhead holed
3. Collision with another vessel due to poor visibility or hitting the jetty due to vessel out of control due to
engine/steering not responding as required / wind taking change. This could also result in flooding and
the vessel may capsize if it can't be controlled.
4. Man fallen overboard
5. Serious breakdown of the main Engine/s
6. Shifting of Cargo in bad weather due to poor storage / Loading plan
7. Black out i.e. failure of ship's main electric supply which can be due to any number of reasons.
8. A person seriously hurt due to any number of reasons.
9. Vessel taken over by pirates

However, out of all emergencies, which are likely on board a ship, fire is the most serious and alarming
emergency. If fire is not controlled and extinguished in time, the cargo, the ship and the life on board may be
totally lost. Therefore every ship has certain emergency stations where ships officers and crew muster on
hearing emergency alarm /ordered by the master on ship's P.A. System.

The emergency duties of every individual on board is listed in a list called "muster list" in which an individual
name, rank and his three stations viz., Boat station, Oil spill control station and emergency station are listed
along with the specific duty on those stations. Muster lists are frequently upgraded as and when officers/crew
sign 'off /sign 'on'. For emergency duties such as fire fighting, all ship's personnel are divided into five teams, viz.

(I) Bridge Team

(II) Emergency Team -1
(III) Emergency Team - II
(IV) Technical Team or Engine room team
(V) Support Team

The composition of above five teams is as follows:

(a) Bridge Team

Master - Incharge and also overall Incharge of all teams.

3rd Officer - Assistant
R/0 - Manning internal and external communications and recording events of the emergency as
they occurred on date/time/location etc. and the actions taken/orders given
AB - Helmsman (For manual steering)
AB - For messenger duties

(b) Emergency team -1

Chief Officer - Incharge

3rd Engineer - Assistant
Cadet -
Bosun - AS required
AB -
Oiler -
Page34

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(c) Emergency Team – II

2nd Engineer - Incharge

2nd Officer - Assistant
5th Engineer -
Fitter - As ordered
Oiler -
AB -

(d) Technical Team

Chief Engineer - Incharge

4th Engineer - Assistant
Electrical Officer - Assistant
Oiler - As required

(e) Support Team

Catering Officer - Incharge

Chief Cook - Assistant
2/Cook -
G.S. - As required
Utility Hand -
Note: If Catering Officer is not borne on board, then Chief Cook will be incharge of Support Team

4.2 COMPOSITION & ALLOCATION OF PERSONNEL TO FIRE PARTIES.

On sounding of emergency alarm, the emergency response plan (ERP) goes into action immediately. As a
general rule no team will have more than 8 persons and the persons who have been on board for longer periods
(are more familiar and conversant with the V/L as well as the equipment) are detailed in emergency I and
emergency II teams. All Supernumeraries such as Ladies and Children muster on the bridge in case of an
emergency.

The emergency response plan or the "muster list" is displayed on following places:-

 In every cabin - giving the emergency stations of the individual

 On the bridge
 In Engine Control Room & Cargo control rooms
 In all office spaces
 Crew mess and officer's saloon
 At all muster / emergency stations
 In main alleyways

The ‘ERP’ displayed in cabins indicate the occupant’s, emergency, lifeboat and oil spill muster stations, so that
every person serving on board knows his stations and duties.

Frequent realistic emergencies are simulated to improve the command and control of operations and to improve
the effectiveness of the teams. Further for getting the maximum enthusiasm and commitment of the ship's staff,
sub committees are formed who plan and decide the nature of simulated emergencies and report to the senior
management on board i.e. the master, with their ideas and suggestions for improvement.

In any emergency situation on board a vessel, an organised and well- scheduled response plan goes into
immediate action. On joining a ship, a crewmember already knows what the basic organisation is and will have
to determine in what capacity he fits into the emergency organisation.

The basis of the ‘ERP’ is that small and well trained teams would tackle any emergency that may arise e.g. fire,
explosion, enclosed space rescue, grounding, collision, pollution, etc. Each situation must be properly evaluated
before taking remedial action.
After initial assessment of any incident, it is the master's or officer in command's duty to direct the teams. The
Page35

safety of personnel is the prime consideration and unnecessary risks are avoided.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The advantage of the team concept is that small teams are more easily accounted for and managed and can be
rapidly deployed with equipment from a muster station.

Emergency alarms and muster

Irrespective of whether the ship is at sea, at anchor or in port, on hearing an emergency alarm, teams must
muster at their designated stations. This enables the master/senior officer to know the available manpower and
resources and identifies the missing persons. This establishes maximum state of readiness promptly and a
standardised response to emergency situation can be achieved, allowing remedial actions to be taken and can
be easily co-ordinated and controlled.

An individual’s initial response to an emergency should therefore be as follows:

1 On discovering an emergency, raise the alarm.

2 Inform the bridge (control centre) with as much information as possible.
3 Attempt to control the emergency by whatever means are available until relieved by an emergency team.
Should the situation become hazardous to the individual, he must retreat immediately to the primary
emergency team / muster station and report arrival there to the bridge.
4 On hearing the alarm, all personnel must proceed immediately to their designated muster stations and
perform the initial allotted tasks.
5 Emergency team leaders or their deputies muster and report to the bridge. When reporting team's,
“readiness” it must be preceded by the following

(I) The teams identity

(II) Name of any person/s missing
(III) The available manpower ready for immediate deployment
(IV) Equipment and / or machinery the team is responsible for operating / monitoring.

Role of each team and their incharges:-

Each team incharge must be capable of carrying out any task that would be assigned to members of his team.
The team incharges must never become so involved in actual operation that control is lost of his team's actions,
which may paradise their lives. To achieve the desired results, incharge must ensure that his team is efficiently
trained and that they have confidence in their leader and in each other's abilities. Each team incharge reports to
the bridge after muster on hearing emergency alarm / fire alarm or ordered by the master on ship's P.A. System.

(a) Role/ Duties of teams:

(i) Bridge Team:-

Bridge team is responsible for command and control of the situation and for ensuring that an efficient muster of
personnel is carried out. If required, the bridge team will institute a controlled search for any person not
accounted for.

The bridge team must also establish immediately external communication; establish internal communications
between the bridge, Engine Room, emergency and support teams. Maintain safe Navigation of the vessel and
keep a detailed time events record and log the vital information and events in a proper way for legal formalities
at a later stage.

(b) Technical Team:-

This team must advise the bridge the state of readiness of the main and auxiliary machinery / ship's
systems/services. The advice must indicate the status of main and emergency systems, which must be placed
in a state of maximum readiness.

The Technical team also must establish whether the emergency has had any adverse effects on the operation of
the main engine/s and generators and associated machinery / equipment and then determine what action, if
any need to be taken to remedy any deficiencies to the main or emergency systems. The team should be able to
maintain essential emergency services.
Page36

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(c) Emergency team I & II

The emergency teams first muster and report to the bridge. They then make equipment ready and report their
readiness to the bridge, and ready to take action as directed by the master.

Support Team

The support team reports its readiness to the bridge and provides support to the emergency teams as and when
instructed by the master. E.g.

 Hospital and 1st aid Kits

 Prepare to provide breathing apparatus if required to emergency teams
 Provide logistic support to emergency teams like recharging SCBA cylinders.
 Provide additional firefighting equipment
 Maintain security patrols
 Provide boundary cooling
 Provide stretcher and immediate First Aid when / if necessary

The success of this team is measured by the effective support it can provide to the emergency teams. Therefore
the individual team members will need similar skills and attributes as for emergency teams. In case, a vessel's
complement exceeds 26 persons, additional suitable personnel may be designated to each team as considered
fit. However, no team ever exceeds eight people.

Individual's response to any emergency:

All personnel should be in boiler suits, safety helmets and safety shoes and with their life jackets when reporting
at muster stations.

The initial response from following personnel on hearing emergency alarm must be: -

(I) C/E/O, who will ensure the readiness of emergency generator and the emergency fire pump. Also to
ensure that the relevant ventilation and exhaust blowers are stopped and water tight doors, if any,
closed before proceeding to muster station.

(II) Chief Officer, who will ensure securing the cargo hatches/ballasting/deballasting systems checked
before proceeding to muster station.

(III) Chief Cook, who will secure the galley and switch off all hot plates and galley blowers before proceeding
to the muster station.

(IV) Bridge messenger, is to distribute portable-radios (walkie- talkies) to all team incharges.

The following relevant information, must be passed on to the bridge / central control station by the relevant
teams immediately on the muster on hearing the emergency alarm.

(I) Time at which the fire alarm was given

(II) Location and nature of fire
(III) Report on muster of teams and on fire-fighting equipment / clothing
(IV) State of fire-main. In case main supply is not available, then starting of emergency (Diesel driven) fire
pump.
(V) Effectiveness of portable fire extinguishers used / likely to be used
(VI) Effect of fire on ships various services - lighting, blowers, A/C and refrigeration machinery, fresh water
system, sanitary system, service air etc.
(VII)Head count of all personnel borne on board and if any person is trapped in fire area or is unaccounted
for.
Information Readily Available on Bridge

Following information is always readily available on bridge of a vessel, which can be of assistance in fire fighting.
Page37

(I) Arrangement / Layout drawings of the ship's Engine room, accommodation etc.
(II) Details of access and escape routes of different zones of the ship.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

(III) Fire control plan i.e. details of portable, mobile and fixed fire-fighting equipment / installations on board.
(IV) Ships stability information/plan with regard to flooding due to fire fighting by water.
(V) Details of various emergency survival equipment and its location.
(VI) Cargo stowage plan and if any dangerous goods are carried on board.
(VII)Internal Communication on board ship.

Following internal communication is normally available on board ship: -

(I) Telephones in all zones of the ship

(II) Public Address system / direct speech system in each zone
(III) Walkie-Talkies (portable radios)
(IV) Intercom - for selected places only
(V) Sound power telephone system for selected places only like bridge / MCR / Radio Room / Steering
Compartment / pumproom (on tankers).
(VI) Loud Hailers
(VII)Messengers

FIRE ESCAPES AND FIRE PATROL

Many outbreaks of fire which have serious consequences including loss of life, in cargo vessels
appear to have started in a small way and to have developed slowly over a period of some hours
without being detected.

In the arrangement of crew spaces in merchant ships the Board of Trade requires that there should
whenever practicable be at least two and preferably more, suitably sited means of escape from all
compartments. These escapes often consist of doors situated on different levels (from the
wheelhouse down) in blocks of crew accommodation giving access to open decks with
intercommunicating doors in internal passageways leading to different parts of accommodation. It
has been found that in port in an attempt reduce petty pilfering these doors are often kept locked.

This notice is issued to draw the attention of owners, masters and seamen to the advisability of
maintaining adequate fire patrols or equivalent inspections at all times whether in port or at sea
even if the fire patrol is limited whilst in port to an inspection by a watchman at intervals of not
more than 2 hours and ensure that escape routes from accommodation are always clear.

If doors have to be locked, keys must be in the possession of a responsible officer on board and also
the fire patrol. Spare keys should be available accessible (in glass fronted boxes or otherwise) on the
inside doors leading on deck, and both sides of intercommunicating doors. Wing nuts and screws on
escape ports and windows should be kept greased and in an easily workable condition. If keys are
required to open these ports and windows they should be stowed adjacent.

REGULATION REQUIREMENTS REGARDING FIRE DRILLS. MUSTERS & ON-BOARD TRAINING

Fire drill should include:

 Reporting to muster stations and preparation for duties described in the muster list
 Starting a fire pump using at least two required jets of water to show that the system is in
proper working order
 Checking the fireman's outfit and other personal rescue equipment
 Checking the relevant communication equipment
 Checking the operation of watertight doors, fire doors and fire dampers
 Checking the necessary arrangements for subsequent abandonment
of ship.

Fire drills should be planned in such a way that due consideration is given to regular practice
in various emergencies that may occur depending on the type of ship and its cargo.

The equipments used during drills should immediately be brought back to its fully
operational condition arid any fault and defects discovered the drills should be remedied as
Page38

soon as possible.
Drills should as far as practicable be conducted as if there an emergency.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

On-board training and instructions in the use of the ships fire-extinguishing appliances should be
given as soon as possible but not later than two weeks after a crew member joins the ship.
Individual instructions may cover different fire extinguishing appliances should be covered within
any period of two months. Each member of the crew should be given instructions which should
include, but not necessarily be limited to the operation and use of fire-extinguishing appliances.

The date when the musters are held details of fire drills and on-board training should be recorded in
the log- book. If a full muster drill or training session is not held at the appointed time an entry
should be made in the log-book stating the circumstances and the extent of the muster, drill or
training session held.

Clear instruction to be followed in the event of an emergency should be provided for every person on
board.

Muster lists complying with the requirements should be exhibited in conspicuous places including
the navigating bridge, engine room and crew accommodation spaces.

The muster list should specify details of the general alarm signal and also the action to be taken by
the crew and passengers when this alarm is sounded. The muster list should show duties assigned
to the different members of the crew including:

 Closing of water-tight doors, fire doors, valves, scuppers, sidescuttles, skylights, portholes
and similar openings in the ship

 Use of communication equipment

 Manning of fire parties

 Special duties assigned for use of fire-fighting equipment

 Preparation and launching of survival craft.

Muster list should specify which officers are assigned to ensure that fire appliances are maintained
in good and item and ready for immediate use. Muster list should specify substitutes for key persons
who may become disabled taking account that different emergencies may call for different action.

Muster list should be prepared before the vessel proceeds to sea and revised changes in crew occur.

Musters and drills and on-board training and instruction

The statutory requirements primarily associated with the recommendations and guidance in the
Annex to this Notice are prescribed in the following Regulations:
The Merchant Shipping (Musters and Training) Regulations 1986 (SL1986 No.1071) as amended by
the Merchant Shipping (Musters and Training) (Amendment) Regulations 1993 (SI.1993 No.3231)
which contain requirements in respect of muster lists, the holding of musters and drills and the
provision of on-board training and instruction in the use of fire and life- saving appliances;

The Merchant Shipping (Life-Saving Appliances) Regulations 1986 (SI. 1986 No. 1066), the Merchant
Shipping (Life- Saving Appliances Regulations 1980) (Amendment) Regulations 1986 (SI.1986
No.1072), the Merchant Shipping (Life- Saving Appliances) (Amendment) Regulations 1991 (SI.1991
No.1300) and the Merchant Shipping (Life-Saving Appliances for Passenger Ships of Classes III to
VI(A)) Regulations 1992 (SI.1992 No.2359) which contain requirements in respect of the provision of
training manuals, and for the manning of survival craft and handling of launching arrangements;
and

The Merchant Shipping (Closing of Openings in Hulls and in Watertight Bulkheads) Regulations
1987 (SI.1987 No.1298) which contain requirements in respect of the closing of openings in the hull
and in watertight bulkheads.
Page39

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The Regulations referred to in subparagraphs 1(a) and (b) above implement the 1983 and 1988
Amendments to Chapter III of the International Convention for the Safety of Life at Sea 1974. One of
the principal objectives of the 1983 Amendments to the Convention is to prescribe minimum
standards of training and instruction, in particular on-board training in the use of ship's fire
appliances, ship's life-saving appliances including launching and embarkation equipment, in
methods of survival and in the use of personal protective equipment. An essential part of such
training and instruction involves participation in periodic practice musters and drills.

The purpose of this Notice and its Annex is to draw attention to relevant requirements in the
Regulations listed in paragraph 1 and to specify how such requirements should be met.

Section CONTENTS

1. Application
2. Muster Lists
3. Emergency Instructions
4. Emergency Signals
5. Musters and Drills - General
6. Abandon Ship Drills
7. Fire and other Emergency Drills
8. Drills in Closing of Doors, Side Scuttles and Other Openings
9. Survival Craft Muster and Drill
10. Survival Craft Drills held in Port
11. Rescue Boat and Emergency Boat Drills
12. Davit-Launched Liferaft Qn- Board Training
13. On-Board Instruction, Training and Training Manuals
14. Weekly and Monthly Inspection of LSA
15. Records

1. Application

1. Except where otherwise specified the contents of this Annex are addressed to ships of Classes I,
II (A), III, VII, VII(A), VII(T), VIII, VIII(T), VIII(A), VIII(A)(T) and IX and to ships of Class XI engaged on
international voyages.

2. Muster Lists

2.1 The requirements relating to muster lists apply to ships engaged on international voyages and to
passenger ships of Classes II (A) and III. The Master is responsible for compiling the muster list,
keeping it up to date and ensuring that copies are exhibited in conspicuous places throughout the
ship, including the navigating bridge, engine- room and crew accommodation. The format of muster
lists for ships of Classes I, II, III (A) III must be approved by the Marine Safety Agency.

2.2 In ships with significant numbers of non- English speaking crew members, the muster list
should include translations into the appropriate language or languages.

2.3 The muster list must contain details of the general emergency, alarm and other emergency
signals and the action to be taken by the crew and passengers in respect of the former, and by the
crew in respect of the latter. Where appropriate, communication equipment, channels and reporting
chain to be used during abandonment or other emergency should be specified. The means by which
the order to abandon ship is to be given must also be included.

2.4 The muster list must show the duties to be carried out by each member of the ship's complement
in an emergency. Such duties include the preparation, swinging out or deploying of survival craft
and other life-saving appliances, the closing of watertight and fire doors, and all other openings such
as skylights, portholes and sidescuttles and any openings in the hull. Duties in connection with fire-
fighting, the use of communication equipment and the equipping of survival craft must also be
shown.
Page40

2.5 Where passengers are carried duties include warning and assembling passengers, controlling
their movement, seeing that they are suitably clad and wearing their lifejackets correctly or, where
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

appropriate, distributing and assisting with the donning of lifejackets, and, where carried, taking a
supply of blankets to the survival craft.

2.6 In assigning crew members to assist passengers in emergency situations on ships of Classes II,
11(A) and III masters should ensure that all such personnel have received instruction in crowd
managment.

2.7 As far as practicable each individual should only be allocated one duty, or series of duties related
to one emergency party. On passenger ships key persons who would be last to abandon ship should
not be allocated to those survival craft which are expected to be the first to be launched.

2.8 When the muster list is compiled consideration should be given to the eventuality of key persons
being unable to carry out their emergency duties through injury or for some other reason, and
provision made for substitutes. This provision must be shown on the muster list and may be a
detailed list or in the form of a general statement such as should key persons become disabled, those next
in line, as appropriate, should take their place. When allocating substitutes care should be exercised to ensure
that emergency parties are not left without a leader or seriously undermanned.

2.9 The survival craft or launching station to which each crew member is assigned should be shown on the
muster list.

2.10 In assigning crew members to man survival craft and handle launching appliances on ships engaged on
international voyages and on passenger ships of Classes 11(A) and HI, the Master should take account of
Merchant Shipping Notice No. M.1207 which prescribes details of the number and qualification of persons
required for these duties.

2.11A deck officer or certificated person must be placed in charge of each survival craft to be used
and a deck officer or certificated person must be assigned as second-in-command of a lifeboat. In
ships of Classes II, 11(A) and III a person practised in the handling and operation of life-rafts may be
placed in charge of a life-raft in lieu of a deck officer or certificated person.

2.12 A motor lifeboat must have a person assigned to it who is capable of operating the engine and
carrying out minor adjustments. This person may be the coxswain if it is possible to operate the
engine and steer the lifeboat from one position. A lifeboat with a radio installation and each survival
craft in which are placed emergency position-indicating radio beacons (EPIRBs), radar transponders
(SARTs) or two- way radiotelephone sets is required to have a person assigned to it who is capable of
operating such equipment.

2.13 The muster list must show the name or rank of the officers whose duty is to ensure that the
life-saving and fire-fighting appliances are maintained in such condition as to be always ready for
use.

2.14 In passenger ships, the location of the passenger assembly stations must be indicated in the
muster list. As far as practicable, public rooms will be allocated as assembly stations in order that
passengers are protected from the elements prior to their departure for the survival craft if the ship
has to be abandoned.

3. Emergency Instructions

3.1 In ships engaged on international voyages and in passenger ships of Classes II (A) and III, each crew
member must be provided with clear instructions to be followed in the event of an emergency, e.g. in the form of
a card showing the assembly station, emergency duty and the lifeboat or life raft to which he is allocated. In
ships with significant numbers of non-English speaking crew members emergency instructions should be
provided in the appropriate language or languages. The card or other means should describe the general
emergency alarm signal and any other signals to be used in an emergency and the action, if any, to be taken on
hearing such signals. The means by which the order to abandon ship is to be given should also be included.

3.2 Emergency instructions, illustrated where possible, must be displayed in each passenger cabin,
in passenger assembly stations and in other passenger spaces. Such instructions, in English and in
Page41

any other language appropriate to the principal nationalities carried on the route on which the ship
is operating, are to inform passengers of their assembly stations, essential actions they should take
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

on hearing the general emergency alarm signal and any other signal requiring action on their part,
and the method of donning lifejackets. The location of lifejackets should be included in these
instructions. Safety- information to be provided to passengers is detailed in Merchant Shipping
Notices Nos. 1386 and 1409.

4. Emergency Signals

4.1 The general emergency alarm signal is the signal for summoning the crew and passengers, if any,
to their assembly stations and for initiating the actions shown in the muster list This signal consists
of seven or more short blasts followed by one long blast sounded on the ship's whistle e: siren and
on a bell, klaxon or similar warning system on ships required to be provided with such systems.

4.2 On a cargo ship with a fire alarm system which can be manually activated from locations within
the accommodation or where a system such as a fire or smoke detection system automatically
activates alarms throughout the ship, the signal made by such means may be used to summon the
crew to their assembly stations Such alarm signal should be accompanied by the general emergency
alarm signal sounded on the whistle or siren.

4.3 Signals for incidents not requiring an assembly of the passengers or of the whole crew, or for
dealing with a minor incident, are at the Master's discretion.

4.4 On a cargo ship a signal may be allocated to summon the crew to survival craft embarkation
stations only, for the purpose of a drill or assembling the crew at the survival craft embarkation
stations during an emergency.

4.5 The means by which the order to abandon ship is given is at the Master's discretion and may be
by a signal or by word of mouth, b u t arrangements should be such that everyone on board
including those in emergency parties in remote locations will receive it.

4.6 All signals must be described in the muster list in the crew emergency instructions and, as
appropriate, in the emergency instructions for passengers.

4.7 The relevant signals referred to in this section should be used when musters and drills are to be
conducted. All persons on board should be notified beforehand that a practice muster or drill is
about to be held.

5. Musters and Drills – General

5.1 An abandon ship drill consists of a muster of the crew (and of passengers, if appropriate)
at the stations referred to in the muster list, and a muster and drill at survival craft stations.
Where practicable, passengers on Class I passenger ships should be strongly encouraged to
attend abandon ship drills. It is recommended that a fire drill be held simultaneously with the
first stage of the abandon ship drill. Drills for emergencies other than fire, e.g. collision, damage
control, grounding, cargo or bunker spillage, rescue of personnel from dangerous spaces, or
medical treatment, may be conducted in lieu of or in addition to a fire drill, provided each
crew member participates in at least one fire drill each month. Whether a fire or other
emergency d r i l l is to be conducted, it may be found useful on occasions to discuss
beforehand, with those taking a direct part in the drill, the object and execution of the drill in
order that those taking part can derive the maximum benefit from the drill. When planning
procedures and associated drills dealing with rescue of personnel from dangerous spaces,
account should be taken of Chapter 10 of the Code of Safe Working Practices for Merchant
Seamen, 1991 Edition (ISBN 0 11 551048 6).

5.2 Each crew member must participate in at least one abandon ship drill and one fire drill every
month. These drills 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. If circumstances are such that it is
not practical to hold full drills within the 24 hours then musters should be held within this period
and instructions given to crew members on their emergency duties and on abandon ship procedures,
but in the case of RO-RO passenger ferries these instructions should be given before any passenger
Page42

carrying voyage is commenced. Full drills should be held as soon as circumstances permit. In
addition, in ships of Classes I, II, 11(A) and HI, an abandon ship drill and a fire drill must be held
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

weekly and as many of the crew as practicable should take part in these drills which should be so
arranged that each crew member participates in at least one abandon ship drill and one fire drill
every month.

5.3 In ships of Class I, and in ships of Classes VII, VII (A) and VII (T) which carry passengers, an
assembly of the passengers must take place within 24 hours of their embarkation. Passengers must
be given instruction in how to don their lifejackets and the action to take on hearing the general
emergency alarm signal. If only a small number of passengers embark after the assembly has been
held, it will be sufficient, instead of holding another, to draw the attention of these passengers to the
emergency instructions referred to in paragraph 3.2. Similarly, on ships of Classes other than the
above carrying passengers, if an assembly of the passengers is not held on departure, their attention
must be drawn to the emergency instructions referred to in paragraph 3.2. This can be done by
means of a broadcast on the ship's public address system or by direct oral announcement.

5.4 It should be drawn to the attention of the passengers that the general emergency alarm signal is
for the purpose of summoning them to their assembly stations and is not a signal to abandon ship.
The means by which the order to abandon ship will be given should be explained. The importance of
being properly clad, of proceeding to their assembly station in an orderly fashion, and of following
instructions at all times should be emphasised. Where appropriate they should be advised to which
type of survival craft they have been allocated, and how they will be embarked. They should be
advised that only as a last resort will it be necessary to jump into the water. They should be
informed of the dangers of jumping overboard, particularly from heights in excess of 6 metres and
advised that if it should be necessary to jump into the water, the lifejacket must be held down with
one hand and the nose protected with the other hand.

5.5 Lifejackets should be worn by passengers and crew when attending musters and drills. Crew
members taking part in fire and other emergency drills may remove their lifejackets if these would be
a hindrance in the execution of their duties. Where lifejackets are removed, a member of the
emergency party concerned should be appointed to be responsible for these lifejackets and to ensure
that they will be available for return to the members of an emergency party on completion of their
relevant tasks. Where inherently buoyant lifejackets unduly hinder crew members in the execution
of their duties, consideration should be given to the provision of inflatable lifejackets, although such
lifejackets are not always suitable for use by members of fire hose parties due to the possibility of
inadvertent activation of the automatic inflation system. Lifejackets should always be worn by
members of survival craft preparation parties and at survival craft musters and drills.

5.6 On passenger ships consideration should be given to the identification of crew members,
particularly those whose duties are concerned with passenger control. This can be achieved in a
variety of ways, e.g. by the use of headgear, distinctive marking on lifejackets, loose covers worn over
life jackets, armbands, etc.

5.7 On passenger ships as many key persons as possible should carry two-way portable radios
during musters and drills and such radios and any fixed two-way communication systems should be
used for communications between the bridge, emergency control stations, assembly and
embarkation stations, especially internal Marine Escape System (MES) embarkation stations. Where
key persons do not have a two-way portable radio on permanent issue there should be arrangements
whereby radios can be readily obtained at the outset of a drill or actual emergency. Where portable
loud hailers are carried these should be used where appropriate for communicating or for simulating
communicating with passengers at assembly and embarkation stations. The arrangements for
communication should be as recorded in muster lists and, where applicable, training manuals.

6. Abandon Ship Drills

6.1 The commencement of an abandon ship drill is announced by the general emergency alarm
signal. Crew and passengers, if any, should proceed to their assembly stations. Crew members
allocated to the handling of passengers should as appropriate clear or simulate the clearing of
accommodation not used for the assembling of passengers, marshal! Passengers taking part in the
drill and control the flow of passengers on the stairways, in passages and doorways and guide them
towards their assembly stations. At the assembly stations they should ensure that passengers have
Page43

donned their lifejackets correctly, or give instruction in donning as appropriate, and that child
lifejackets are allocated to persons of less than 32 Kg. Passengers should be advised on the matters
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

referred to in paragraph 5.4. Where a proportion of the survival craft consists of throw over life rafts
boarded by means of ship's side ladders provision should be made for allocating only able bodied
passengers to these life rafts. It should also be determined that crew members know how the order
to abandon ship will be announced, that they are suitably dressed and that their lifejackets have
been donned correctly.

7. Fire and other Emergency Drills

7.1 A fire or other emergency drill should be held simultaneously with the first stage of the abandon
ship drill.

7.2For the purpose of a fire drill an outbreak of fire should be assumed to have occurred in some
part of the ship and fire control measures simulated. The complete co-operation of the personnel of
all departments is essential in fire fighting. The type and position of the supposed fire should be
varied from time to time and can include:

1) Cargo fires in holds or other spaces;

2) Fires involving oil, gas or chemical cargoes as appropriate;
3) Fires m engine, pump or boiler rooms;
4) Fires in crew or passenger accommodation;
5) Fires in galleys due to burning oil or cooking fats.

7.3 The engine room staff should ensure that the fire pumps in the machinery spaces are prepared
for operation, started, and that full water pressure is on the fire mains. Where there is an emergency
fire pump situated outside the machinery space, this pump should be started up as indicated below.
The fire party or parties at the scene of the assumed fire should lay out hoses and where practicable
water should be played through them, the water being supplied first from the machinery space
pump and then from the emergency pump only, with the machinery space isolating valve closed. A
number of portable fire extinguishers should be available and members of the fire party should be
instructed in the use of the type of fire extinguisher for a particular type of fire.

7.4 The crew should be exercised in the closing of openings, i.e. side scuttles, deadlights, doors,
ventilating shafts, fire doors, the annular space around the funnel, etc both to reduce the supply of
air to a fire and isolate it from other parts of the ship, especially stairways and lift shafts. As many of
the crew as possible and particularly the officers should be made familiar with the position of remote
controls for ventilation fans, oil fuel pumps and oil tank valves and be instructed in the method of
operation thereof.

7.5 Fixed installations for extinguishing fire, such as Halon, C02, foam, or water spray in the
machinery spaces, CCX, inert gas, steam or drencher systems in the cargo spaces, and sprinkler
systems in passenger accommodation together with fire alarm and detection systems should be
tested with as much realism as practicable. The fire party should also be exercised in the use of the
breathing apparatus and protective clothing and such emergency appliances as axes and safety
lamps, which should be brought out checked and deployed by appointed members of the party at all
fire drills. Where the number of sets of breathing apparatus permits, it is recommended that persons
using them should practice in pairs.

7.6 It is important that members of the crew who are not allocated to fire parties are familiar with
the use of and can identify the types of fire extinguisher they will encounter in the accommodation
and in their work areas. Such crew members should be instructed in the use of the type of
extinguisher appropriate to the kind of fire, e.g. those discharging water, foam, dry powder, C02, etc.

7.7 At each fire drill at least one extinguisher should be discharged by a different crew member in
order that both crew members in fire parties and other crew members gain experience in using fire
extinguishers. Crew members should also be familiar with the location and means of activating the
fire alarms in the accommodation and in their working areas. It is also important that all crew
members and particularly those whose place of work is in a machinery space are familiar with the
escape routes from any part of the ship they are likely to be in when cat or off duty. Such familiarity
should enable escape to be made in darkness or through smote and should include familiarity with
Page44

the location and the means of opening any emergency escape windows or hatches.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

7.8 All fire protection systems and appliances should at all times be in good order and available for
immediate use during the voyage and in port. Compressed air bottles of breathing apparatus and fire
extinguishers should be refilled after any drill. Where refilling facilities are not available on board
additional equipment may be carried to facilitate training. Discharged equipment should be clearly
marked and stored for refilling when in port. Equipment dedicated for training purposes should be
marked for training purposes only.

7.9 Participation in fire drills may not necessarily imply direct involvement with fighting a fire and
may include back-up to fire parties, being a member of the first aid party or controlling passengers
at their assembly stations while the fire fighting part of the drill is being undertaken. On the other
hand, on cargo ships with small crews it will usually be necessary for every member of the crew to
be familiar with all aspects of fire-fighting and the use of all the fire-fighting equipment provided on
board the ship.

7.10 Instruction should cover fire prevention, particularly in galleys, machinery spaces, ca r go
compartments, pump rooms and accommodation spaces. On-board instruction in fi r e -fighting is
supplementary to training av ai la b le at fi r e- fighting courses ashore and is primarily concerned
with the particular equipment available on board and the nature of on-board fire- hazards.

7.11 To ensure the ready availability of fire protection systems and appliances periodic checks
should be performed. The following checklist may be used as guidance for this purpose.

7.11.1 Monthly testing and inspection should be carried out to ensure that:

1) all fireman outfits, fire extinguishers, fire hydrants, hose and nozzles are in place and in
serviceable condition;
2) all escape routes including stairways and corridors are free of obstructions and properly
maintained;
3) public address system and ship's alarms are serviceable;
4) all fixed fire fighting installation valves axe set in the correct operational position;
5) dry pipe sprinkler systems are pressurised, where appropriate, and gauges indicate correctly;
6) sprinkler system pressure tank water levels are correct as indicated by glass gauges;
7) all sprinkler system pumps operate automatically on pressure loss in the systems;
8) all fire pumps are operational;
9) all fixed gas fire extinguishing installations are free from leakage.

7.11.2 Quarterly testing and inspection should be carried out to ensure that:

1) all fire extinguishers are at correct pressure and are not due for servicing;
2) all automatic alarms for sprinkler systems activate using the section test valves;
3) the international shore connection is serviceable;
4) Fire-fighting equipment lockers contain their full inventory; the equipment they contain is in
serviceable condition;
5) all fire doors, fire dampers and dosing devices can be operated locally.

7.11.3 Annual testing and, inspection should be carried out to ensure that:
1) all fire doors, and ventilation dampers where appropriate, operate remotely;
2) where practicable all aqueous foam and water spray fixed fire fighting installations operate
correctly;
3) all accessible components of fixed fire fighting systems, typically nozzles, are free from
damage or obstruction on visual inspection;
4) all fire pumps, including sprinkler system pumps, develop correct pressures and flow rates;
5) all hydrants operate;
6) all antifreeze solutions are correctly maintained and cross connection between fire main and
sprinkler system operates correctly;
7) fixed fire detection systems operate correctly, according to manufacturers test instructions.
Page45

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

7.12 Fire or other emergency drills should be followed by the second stage of the abandon ship drill
i.e. the muster and drill at the survival craft stations. This stage of the abandon ship drill should be
announced by the abandon ship signal or by the particular means by which abandon ship is
announced, or by a signal used for the purpose of summoning crew members to their survival craft
stations.

8. Drills in Closing of Doors, Side Scuttles and Other Openings

8.1 In passenger ships of Classes I to VI(A), drills for practising the closing of watertight doors,
deadlights, scuppers, ash-shoots, rubbish-shoots and other similar devices are required to be
carried out to comply with the Merchant Shipping (Closing of Openings in Hulls and in Watertight
Bulkheads) Regulations 1987, These Regulations also require inspections, at intervals of not more
than 7 days, of watertight doors and mechanisms, indicators and warning devices connected with such
doors, valves, the closing of which is necessary to make watertight any compartment below the
margin line, and valves, the operation of which is necessary for the efficient operation of damage-
control cross- connections.

8.2 In all seagoing ships, with certain exceptions, the Merchant Shipping (Musters and Training)
(Amendment) Regulations 1993 require practice fire drills to include checking of the operation of
watertight doors.

8.3 Masters should familiarise themselves with the Regulations referred to in paragraphs 8.1 and
8.2, particularly in regard to the instruction of crew members in the safe operation of watertight
doors and to those watertight doors, side scuttles, deadlights and other devices required to be
securely closed before the ship proceeds to sea and to be kept securely closed while the ship is at
sea. Account should also be taken of the contents of Merchant Shipping Notice No. M.1326 on the
dangers associated with power operated watertight doors, of Merchant Shipping Notice No.
M.1151 on the operational control of watertight doors in passenger ships, and of Merchant
Shipping Notice No. Ml283 which is associated with these Regulations.

9. Survival Craft Muster and Drill

9.1 Crew members other than those who cannot be relieved from their normal duties should muster,
wearing lifejackets, at their lifeboat and life raft stations. The person in charge of each survival era ft
must have a list of its crew and ensure that they are fully acquainted with their duties. The second-
in-command of a lifeboat must also have a list of the lifeboat crew.

9.1.1 On passenger ships, the lifeboats used in the drill should include some from each side of the
ship and should be distributed as to enable the crews of the other lifeboats to watch the operations.
Different groups of lifeboats should be used at successive drills.

9.1.2 In cargo ships provided with totally enclosed lifeboats which are boarded and launched from
the stowed position, drills should periodically include the boarding of a lifeboat in its stowed position
in order that crew members can become practised in boarding a boat rapidly, locating a seating
position and using the seat belts.

9.1.3 In the case of other totally enclosed lifeboats equipped with seatbelts, crew members should be
periodically drilled in using the seatbelts but such lifeboats should not be boarded at the stowed
position by the full complement at any one time. When a drill is being carried, out inside a totally
enclosed lifeboat, crew members should also be made familiar with the launching procedures and
made aware of what to expect when the engine and air support and water spray systems, where
fitted, are in operation.

9.1.4 Arrangements should always be made to ensure that those crew members who cannot be
relieved from their duties to attend a particular drill can be relieved to attend the next drill.

9.2 On passenger ships when the drill is held at sea, a number of lifeboats should, if weather and
other circumstances permit, be cleared, swung out, and lowered to embarkation deck level in the
case of lifeboats boarded at this position, and side ladders and embarkation arrangements prepared.
Page46

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

On cargo ships at least one lifeboat should be lowered when weather and other circumstances
permit.

9.3 Each lifeboat and rescue boat engine must be tested by being run ahead and astern for a total
period of not less than 3 minutes provided that the engine can be safely run for this period when
out of the water and the ambient temperature is above the minimum required for starting the
engine. Where lifeboats are fit t e d with mechanical hand-propelling gear, this gear should be
examined and tested ahead and astern.

9.4 Life raft davit must be swung out and winches operated.

9.5 Emergency lighting for mustering and abandonment must be tested at each such drill

9.6 In cargo ships provided with lifeboats and throw over life-rafts some drills should include
preparation for abandonment involving use of life-rafts in conjunction with lifeboats. This may
include mustering at locations other than those used for embarkation into lifeboats.

10. Survival Craft Drills Held in Port

10.1 When a drill is held in port as many as possible of the lifeboats should be cleared, swung out
and lowered. Each lifeboat must be launched with its assigned operating crew aboard and
manoeuvred in the water once every 3 months during an abandon ship drill. In lifeboats not fitted
with engines the crew should be exercised in rowing or in the use of the mechanical hand- propelling
gear. Every opportunity should be taken to test the lifeboat disengaging gear where fitted.

10.2 If the berthing arrangements in port and the trading patterns of ships of Classes II, II (A), VIII
or VIII (A) make the launching of lifeboats on one side impracticable then launching of lifeboats on
that side at 3 monthly intervals need not be carried out. However all such lifeboats must be lowered
at least once every 3 months and launched at least annually.

10.3 The launching of lifeboats and rescue boats should normally take place when the ship is-
alongside or at anchor with little or no tide or current, but if contemplated in circumstances where
there is actual or effective headway, such launching must be carried out in accordance with the
guidelines in the Annex to Merchant Shipping Notice No. M.1218.

10.4 Free-fall lifeboats must be launched at least once every 3 months. Where free-fall launching is
impracticable the lifeboat may be lowered into the water provided that free-fall launching is carried
out at least once every six months.

11 Rescue Boat and Emergency Boat Drills

11.1 As far as is reasonable and practicable rescue boats where carried, other than those which are
also lifeboats, must be launched each month with their rescue boat crews and manoeuvred in the
water. The interval between such drills must not exceed 3 months. Where climatic conditions permit,
the crew of a rescue boat should wear their immersion suits during such in-water drills. Where
possible such drills should include the recovery of an object simulating a person in the water.
Emergency boats carried on passenger ships which do not carry rescue boats should be launched at
similar intervals and should carry out similar drill procedures.

11.2 In ships of Class I the crews of rescue arid emergency boats should be mustered on the first day of the
voyage as soon as possible after sailing. The crews should be fully instructed and drilled in their duties and
thereafter should be mustered and similarly drilled at intervals of not more than 7 days. Crews should be
specifically instructed in the procedure of sending boats away promptly in an emergency and in recovering
boats in a seaway, and should be familiar with the signal for mustering at the rescue or emergency boat station.

12. Davit-launched Life-raft On-Board Training

12.1 On-board training in the use of davit- launched life-rafts must take place at intervals of not
more than 4 months on every ship fitted with such life-rafts. Whenever practicable this training
Page47

includes the inflation and lowering of a life-raft. This life-raft may be a special life-raft intended for
training purposes only or an old life-raft retained for training and not part of the ship's life-saving
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

equipment. A special life-raft intended for training purposes only is required to be conspicuously
marked and, if intended to be used for boarding when swung out at the embarkation deck, should
be serviced at the same intervals as the life-rafts forming part of the ship's life-saving equipment.

12.2 In preparing an on-board training programme for davit-launched life-rafts the

procedures adopted should take full account of the structural arrangements in way of the
launching positions. For example it may not be possible to recover an inflated life-raft from art over
side position without subjecting it to the risk of damage. Where procedures described in paragraphs
12.3 and 12.5 cannot be safely followed, other arrangements should be made which will enable on-
board training of an equivalent standard to be carried out.

12.3 In ships of Classes II and 11(A) on regular voyages, the four monthly on-board training in the
use of davit-launched life-rafts should include an inflation of one of the ship's life-rafts. These
inflations should take place when in port and where practical the life-raft should be lowered
unloaded onto the quay rather than into the water. Training in boarding and using the release hook
can be carried out when the life-raft is suspended just clear of the quay. The life-raft should be
landed on a tarpaulin or heavy polythene sheet to prevent any damage to the bottom of the raft. If it
is not practical to land the life-raft on the quay, the boarding and use of the release hook can be carried out
with the life-raft clear of the embarkation deck following initial inflation in the over side position, in this case the
life-raft need not be lowered over the side but a weight should be attached to the release hook and then lowered
to exercise the winch and give crew members practice in the handling of the winch and fall.

12.4 After this training the life-raft used should be Mat for servicing. It is recommended that different life-rafts
be used at successive drills in order to avoid wear on a small number of life-rafts.

12.5 In cargo ships and in passenger ships on irregular voyages, e.g. Class I cruise ships, there
should be an inflation of one of the ship's life-rafts at one of the four monthly on-board training
sessions in the use of davit-launched life-rafts. The training should be carried out as described in
paragraph 12.3 and the life-raft serviced as soon as possible after use. On the other two occasions in
the twelve month period when the four monthly on-board training is carried out, this can be done
using, for example, a practice raft and practice container. If such training is carried out in port, then
the procedure described in paragraph 12.3 should be followed. If such training is carried out at sea,
means should be provided for suspending and lowering the raft over a deck to provide the
opportunity for boarding and handling the release hook.

12.6 Alternatively the procedure for ships engaged on regular voyages can be followed if this is more
convenient.

13. On-board Instruction, Training and Training Manuals

13.1 As soon as possible but not later than 2 weeks after joining a ship, a crew member is required
to be given on-board training in the use of life-saving appliances he may be called upon to use. This
training is supplementary to shore based training in personal survival techniques. As far as possible
this training should include the handling and use of the equipment. Where a crew member is on a
regularly rotating assignment to a ship or class of ship with the same equipment such training need
only be given after first joining such ship or class of ship. Every crew member should be trained in
the use of the lifejacket with which he has been issued and in the use of the lifebuoys and their
attachments. Where thermal protective aids are carried every crew member should be trained in
donning the aid while wearing a lifejacket. Crew members who have been allocated an immersion suit
should be trained in the donning of the suit and given the opportunity to familiarise themselves with the
wearing of the suit.

13.2 Crew members whose emergency duties include the handling of passengers, and the searching and
closing down of passenger spaces should be trained and instructed in these duties. Such training and
instruction should cover the matters referred to in 6.1 above, in Merchant Slipping Notice M.1579, and should
include the use of procedures for reducing or avoiding panic and the giving of clear reassuring orders. The
training should be given prior to being assigned such duties on ro-ro passenger ships of Classes II and 11(A),
and as soon as possible after joining other classes of passenger ships.
Page48

13.3 Crew members allocated specific tasks for the preparation, launching and handling of lifeboats,
rescue boats and life-rafts should be trained in these specific tasks. Such training should also be
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

given to a sufficient number of crew members to provide substitutes for the crew members allocated
these tasks in the muster list. The importance of training, particularly in the handling of totally
enclosed and partially enclosed motor propelled lifeboats fitted with on-load release gear and in
certain cases with self- contained air support and water spray systems, cannot be emphasised
enough due to the complexity of such equipment. Training given on board is primarily concerned
with the particular life-saving equipment carried and is supplementary to shore based training given
on personal survival techniques, on proficiency in survival craft and rescue boat, and training-
courses organised by individual owners. The training should include ship specific practices such as
the normal sequence for preparing and safely deploying evacuation systems, launching lifeboats and
life-rafts, and all other factors which determine rate of evacuation, and may also cover alternatives to
the normal sequence of deployment.

13.4 Where on-board training cannot be given in the use of certain items of life-saving equipment
because of practical considerations, on-board instructions in the use of such equipment is required
to be given at the same intervals as the drills. Instructions are required to be given in survival
procedures including the causes of and first aid treatment for hypothermia, and first aid measures
likely to be practiced in a survival craft. Instructions include the operation and use of the ship's life-
rafts and embarkation arrangements and the use of survival craft and rescue boats in severe
weather and sea conditions. Instructions may also include actions to be taken in the event of
foreseeable equipment failures.

13.5 The basic information on which these instructions will be based will be found in the ship's life-
saving appliances training manual which contains instructions and information on the life-saving
appliances carried, personal protective equipment and its location, in addition to information and
instructions on survival, hazards of exposure, methods of retrieval and emergency repair of life-
saving appliances. Any part of the information to be included in the Training Manual may be
provided in the form of audio-visual aids. Information provided in life- saving appliances training
manuals should be compatible with, and may reproduce, relevant shipboard safety emergency plans
which are required to be provided in accordance with the International Safety Management Code
(International Management Code for the Safe Operation of Ships and for Pollution Prevention, IMO
Resolution A.741(18)).

13.6 The training manual can be used by the officer or officers whose duty it is to give the relevant
instructions and it can also be used as a source of reference and information for every member of
the crew. A copy of the training manual should be accessible to every crew member and except in
certain ships of less than 500 CRT, a copy must be provided in each mess-room and recreation room,
or in each cabin.

13.7 In ships with significant numbers of non- English speaking crew members, copies of the full
training manual or relevant sections should be provided in the appropriate language or languages.

13.8 The programme of instructions must be so arranged that every subject to be covered,
including all parts of the ship’s life-saving systems can be treated within a two month
period. In order to carry out this programme in cargo ships, the frequency of holding drills
may have to be increased beyond that necessary to ensure that every crew member
participates in an abandon ship and fire drill every month. Frequent short periods of
instruction dealing with a limited number of items will be more effective than long sessions
dealing with a considerable amount of subject matter and held say at monthly intervals.

14. Weekly and Monthly Inspection of LSA

14.1 Weekly and monthly inspections as described in paragraph 14.12 and 14.3 must be carried out
on all ships to which the Merchant Slipping (Life-Saving Appliances) Regulations 1980(as amended),
the Merchant Shipping (Life- Saving Appliances) Regulations 1986, and the Merchant Shipping (Life-
Saving Appliances for Passenger Ships of Classes III to VI (A) Regulations 1992 apply.

14.2 At weekly intervals survival craft, rescue boats and launching appliances must be inspected to
ensure that they are ready for immediate use. Rescue boat and lifeboat engines must be run at
weekly intervals. The general emergency alarm system must also be tested every week.
Page49

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

14.3 All life-saving appliances including lifeboat and rescue boat equipment is required to be
inspected at monthly intervals. For this purpose the checklist provided in the instructions for
onboard maintenance is used. This inspection should include the examination and testing of any
fixed radio installations and searchlight equipment, and ensuring that the batteries can be charged
from the dynamo when the engine is running.

14.4 In lifeboats with water spray systems, each system should be tested at intervals of not more
than 3 months in accordance with the manufacturer's instructions. The system should be flushed
through with fresh water after testing with sea water.

15.Records

15.1 The date on which musters, drills and training session are held, the type of drill and
training held. And the occasions on which lifeboats, rescue boats and davit-launched life-
rafts, as applicable, are lowered or launched must be entered in the official log book.

15.2 Where a full muster, drill or training session as required by the Merchant Shipping
(Musters and Training) Regulations 1986 as amended, is not held a record must be made of
the relevant circumstances and the extent of any muster, drill or training session held.

THE MANAGEMENT OF SHIPS

Notice to Owners, Masters, Officers and Seamen

(This Notice supersedes Notice No. M.1188)

1. Casualty investigations, including Formal Investigations, have shown that good management
practice is not always followed.

2. The efficient and safe operation of ships requires the exercise of good management both at sea
and ashore. Direct operational responsibility lies with the master who includes many management
and technical activities to be performed by him with the assistance of his crew. Nonetheless, good
ship management practice requires that the overall responsibility should be shared by management
ashore. To this end it is recommended that every company operating ships should designate a
person ashore with responsibility for monitoring the technical and safety aspects of the operation of
its ships and for providing appropriate shore based back-up.

3. A high standard of competence is required both at sea and ashore and great care should be taken
to appoint well qualified and efficient personnel. Particular attention is required in the appointment
of the master and senior officers. Of importance is the interview which should take place between
the owners and a new master and of providing clear instructions to him and the ship's officers on
the policy to be followed in operating the ship. Of equal importance are the master's own standing
orders to complement the owner’s instructions.

4. The heads of each of the ship’s departments, such as the chief engineer officer, chief officer,
senior radio officer and the purser/chief steward, should ensure that all the officers and crew
members in their department are aware of the parts of the owner's instructions and master's
standing orders that are applicable so that each crew member may play their part in the safe and
efficient operation of the ship.

5. There should be close co-operation and regular and effective communication, in both directions,
between ship and shore. Clearly this will enable owners both to be aware of problems arising and
lessons learned in the day to day operation of their ships, and to ensure that their policy on safe and
efficient operation is being followed. It is not sufficient simply to have a policy of good practice: it is
equally important to ensure that the policy is being implemented.

6. The International Maritime Organization (IMO) has developed “Guidelines on management for the
safe operation of ships and pollution prevention”. These guidelines, which were adopted under
resolution A.647(16), are reproduced as an annex to this Notice. The Department urges those to
whom this Notice is addressed to note them carefully and to follow their advice.
Page50

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

7. Reference is made in paragraph 2 to a designated person ashore and it should be noted that this
is a statutory requirement for ships of Classes II and 1IA in compliance with the Merchant Shipping
(Operations Book) Regulations 1988, Merchant Shipping Notice No. M.1353 refers. It should also be
noted that the owners and masters of such ships have other specific statutory requirements in
compliance with these regulations.

IMO GUIDELINES ON MANAGEMENT FOR THE SAFE OPERATION OF SHIPS AND POLLUTION PREVENTION

1. INTRODUCTION

1.1 The purpose of these Guidelines is to provide those responsible for the operation of ships (hereinafter called
the “Company”) with a framework for the proper development, implementation and assessment of safety and
pollution prevention management in accordance with good practice.

1.2 The objective is to ensure safety, to prevent human injury or loss of life and to avoid damage to the
environment, In particular, the marine environment, and to property.

1.3 Shipping is a varied industry. No two shipping companies are the same and ships operate under a wide
range of different conditions. These Guidelines, therefore, are based on general principles and objectives so as to
promote evolution of sound management and operating practices within the industry as a whole.

2. APPLICATION

2.1 These Guidelines are intended for all companies operating ships and do not seek in any way to define or
embrace detailed regulatory requirements, international or national, it is taken for granted that companies
comply with such requirements.

2.2 These Guidelines are expressed in broad terms so that they can have a widespread application. Clearly,
different levels of management, whether shore-based or at sea, will require varying levels of knowledge and
awareness of the items outlined. Persons with particular responsibilities should have detailed and specialist
knowledge of their specific tasks.

2.3 These Guidelines are in a recommendatory form only; however, efforts should be made to apply them
to the extent possible and practicable.

BASIC INTERNATIONAL INSTRUMENTS

3.1 The most important means of preventing maritime casualties and pollution of the sea from ships
is to design, construct, equip and maintain ships and to operate them with properly trained crews in
compliance with international conventions and standards relating to maritime safety and pollution
prevention.

3.2 To promote this, a number of conventions and other instruments have been developed by IMO
and other international organizations, such as:

3.2.1 International Convention for the Safety of Life at Sea (SOLAS);

3.2.2 International Conversion for The Prevention of Pollution from Ships (MARPOL);
3.2.3 international Convention on Load Lines;
3.2.4 Convention on the International Regulations for Preventing Collisions at Sea
(COLREG);
3.2.5 International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers (STCW); and
3.2.6 ILO Convention 147 [Merchant Shipping (Minimum Standards) Convention].

MANAGEMENT

General

4.1 Safety, pollution prevention and efficiency are integral to good management. They can only be the
Page51

result of structured, painstaking policy and a combination of the right skills, knowledge and
experience. The direct involvement of decision-making management in these matters is vital, its
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

attitude being reflected m Company policy and thus directly in the work of all the Company employees.
The cornerstone of good management is commitment from the top.

4.2 It is the commitment, competence, attitudes and motivation of all individuals engaged in
activities pertaining to safety and pollution prevention at all levels that determines the end result.

4.3 It should be recognised that on board the ship it is the master who has the overriding responsibility for
the safe operation of the ship. It is, therefore, essential to appoint a master competent to command the ship,
which is fully conversant with and dedicated to the maintenance of appropriate safety and environment
protection standard, and to ensure that he is given all necessary.

Safety and environmental policy

4.4 Individuals and organization perform well if certain basic principles are adhered to. These principles are
briefly outlined in the following:

4.4.1 The Company should establish a safety and environmental protection policy with the objectives of
safe ship operation and the prevention of pollution. The policy should state these objectives and
set out the means of achieving them in broad terms, taking Into account the relevant
international conventions and national regulations;

4.4.2 The necessary resources and personnel should be provided for the implementation and
functioning of the policy and the achievement of safe operation and pollution prevention; and

4.4.3 The policy should be dearly explained to all employees. Personnel throughout the company need
to understand the arrangements which have been made and to know which specific duties they
have been authorised to carry out, as well as the level of performance expected. General and
specific responsibilities within the Company should be defined explicitly. The arrangements under
which the policy will work should be co-ordinated so as to ensure safe and effective operation.

4.5 In drawing up the policy, account should be taken of the following:

4.5.1 the need for concise guidance and instructions on the safe operation and pollution
prevention, including maintaining the condition of ships and equipment to conform
with the provisions of relevant statutory and classification rules and regulations;
4.5.2 the need for good communication both within the ship and between the ship and
management ashore;
4.5.3 the fact that competence, attitudes and motivation are decisive factors in safe
operation and pollution prevention and that the performance of individuals is
significantly influenced by the quality of the management systems; and
4.5.4 The fact that accidents can be prevented by proper planning and execution of
operations.

4.6 The policy should be reviewed at regular intervals and amended when necessary to ensure that it
remains effective. In refining the policy, the importance of discussions and co-operation with
Administrations and organisations representing ship-owners and seafarers should be recognised.

Accident reporting

4.7 Accident reporting is essential in order that safe and pollution-free performance can be
monitored effectively so that corrective action can be taken. The policy should cover the
requirements for immediately accident reporting.

4.8 Accidents should be thoroughly investigated and discussed with the personnel involved with a
view to avoiding recurrences. Certain accidents are required to be reported by national law and the
policy should remind personnel of their obligations in this regard.
Page52

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Suitably qualified seafarers

4.9 Each ship should be manned with qualified, medically fit and suitably experienced seafarers, in
accordance with the relevant international and national requirements. In addition, the following
items should be considered:

4.9.1 ships should be adequately manned for the trade in which they are engaged;
4.9.2 ship’s personnel should have a proper knowledge of the technical aspects of the ship
ant its operation as necessary for the performance of their duties, and receive the
necessary training for familiarisation with the particular ship or equipment; and
4.9.3 Ship’s personnel should receive the relevant information on safety and pollution prevention in
English or in the languages understood by them.

Other Company responsibilities

4.10 The Company being aware of the basic technical aspects of its ships and the trades which they are
engaged, should be prepared to respond to technical and operational needs. The company has the responsibility
to ensure that defects identified by the master are corrected and, where so required, to notify the Administration
and classification societies as appropriate. The Company should fully recognise the implications of commercial
decisions in terms of safe operation and pollution prevention.

MASTER

5.1 With regard to safety and environmental protection, the master has the responsibility on board a ship for:

5.1.1 implementing the safety and environmental policy of the Company on the basis of international
conventions, codes and national legislation;
5.1.2 motivating the crew in the execution of that policy;
5.1.3 issuing appropriate orders and instructions in a clear and simple manner; and
5.1.4 reviewing the safety and pollution prevention procedures.

5.2 In matters of safety and pollution prevention, the master has the overriding authority and discretion to take
whatever action he considers to be in the best interests of passengers, crew, ship and the marine environment.

5.3 The master has the responsibility to report to the Company such defects and other matters
which could affect the safe operation of the ship or could present a risk of pollution, and which
require the assistance of the Company to ensure that they are rectified.

6. CREW

6.1 Ship’s personnel should comply with the safety and environmental policy of the Company as well
as with the instructions and orders of the master in this regard. It is their duty to act responsibly to
prevent any injury or damage and any pollution of the marine environment.

EMERGENCY DRILLS

7.1 Potential emergency situations likely to involve the ship should be analysed and actions to meet
them should be practiced at drills. A programme of such drills, including where necessary, drills
additional to those required by SOLAS, should be carried out so as to develop and maintain a
confident and proficient team on board to deal with emergencies.

FURTHER GUIDANCE
General

8.1 Due regard should be paid to instructions and guidance issued by international and national
Page53

bodies aimed at ensuring safe operation and pollution prevention. Documents related to these are,
for example:
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

8.1.1 international conventions, recommendations and codes

(see paragraphs 8.2-8.3);
8.1.2 national legislation, codes and guidance generated by a ship's flag State and port
States visited by the ship;
8.1.3 classification societies rules and regulations (see paragraph 8.4); and
8.1.4 guidance issued by international and national industry organisations, insurance
companies, etc., both in regard to general operational practices and to specific
technical details (see paragraph 8.5).

International conventions, recommendations and codes

8.2 Companies should be familiar with the basic contents of conventions such as those listed under
section 3, a brief resume of which is shown in the appendix. Furthermore, companies should be
acquainted with the relevant codes, recommendations and guidelines dealing with safety and
environmental protection issued by IMO in the form of Assembly or MSC/MEPC resolutions or as
MSC/MEPC circulars.

8.3 Companies should also be familiar with other conventions which are incorporated in and published as
national legislation dealing with different aspects of safe ship operation and pollution prevention.
Furthermore, companies should be familiar with how the Government of the flag State has implemented
international and national requirements.

CLASSIFICATION SOCIETIES

8.4 T h e various classification societies publish rules and regulations for the classification of ships. In addition
individual societies also produce guidance notes on, various aspects of ship classification and Statutory matters.
The international Association of Classification Societies (IACS) also produces and publishes numerous
“Recommendations” which provide guidance on ship maintenance and operation, e.g. Care and Purvey of hatch
covers. Fire prevention in machinery spaces in ships in service. Standards for ship equipment for mooring at
single-point moorings. The societies also offer other services which may Contribute to safe operation and
pollution prevention.

Industry organisations

8.5 Important and helpful technical guides on efficient and safe ship operations and safe working routines,
ship/shore checklists and navigational checklists have been issued by various industry organisations
particularly the International Chamber of Shipping (ICS), the Oil Companies International Marine Forum
(OCIMF), the Society of International Gas Tanker and Terminal Operators Ltd. (SIGTTO) and the International
Association of Independent Tanker Owners (INTERTANKO).

MAJOR INTERNATIONAL SHIPPING CONVENTIONS AND RECOMMENDATIONS

Dealing with the ship

SOLAS 74 (International Convention for the Safety of Life at Sea, 1974) as amended, lays down a
comprehensive range of minimum standards for the safe construction of ships and for the basic
safety equipment (e.g. fire prevention, navigational, life-saving and radio) to be carried on board.
SOLAS also contains operational instructions, particularly on emergency procedures, and provides
for regular surveys and for the issue of certificates of compliance.

The international Bulk Chemical (IBC) Code and the international Gas Carrier (IGC) Code are
mandatory requirements under SOLAS 74.

MARPOL 73178 (International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto) as amended contains measures designed to
prevent pollution caused both accidentally and in the course of routine operations. Five annexes in
the convention cover, respectively, pollution by oil, noxious liquid substances in bulk, harmful
substances carried in packaged forms, sewage and garbage. The International Bulk Chemical (IBC)
Page54

Code and the Bulk Chemical BCH} Code is mandatory under MARPOL 73/78.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

COLREG (Convention on the International Regulations for Preventing Collisions at Sea, 1972) as
amended, lays down the basic "rules of the road", such as rights of way, safe speed, action to avoid
collision, procedures to observe in narrow channels and in restricted visibility.

International Convention on Load Lines, 1966 sets the minimum permissible freeboard, according to
the season of the year and the trading area of the ship; special ship construction standards are laid
down in regard to water tightness.

Dealing with the ship-owner

IMO resolution A.441(XI). IMO invited every State to take the necessary steps to ensure that the
owner of a ship which flies the flag of that State provides such State with the current information
necessary to enable it to identify and contact the person contracted or otherwise entrusted by the
owner to discharge his responsibilities for that ship in regard to matters relating to maritime safety
and the protection of the marine environment.

Dealing with the seafarer and the ship

ILO Convention 147 [Merchant Shipping (Minimum Standards) Convention 1976] requires
Administrations to have effective legislation on safe manning standards, hours of work, seafarers'
competency and social security. It also sets employment standards equivalent to those contained in a
range of ILO instruments (covering e.g. minimum age, medical care and examination, social security
and training).

Dealing with the seafarer

STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978)
lays down training, certification and qualification requirements (including syllabuses and sea time) for senior
officers; all officers in charge of watches in the deck, engine and radio departments; and ratings forming part of
a watch. All such seafarers are required to have a certificate, endorsed in a uniform manner. It also specifies
basic principles to be observed in keeping deck and engine watches and special qualification requirements for
personnel in oil and chemical tankers and liquefied gas carries.

IMO resolution A481 (XII) (on principles of safe manning) recommended that all Administrations provide each of
their registered ships with a document specifying the minimum number and grades of qualified seafaring
personnel required to be earned from the safety standpoint. It gives basic principles and detailed guidance to be
observed by Administrations when assessing the safe manning of ships.

IMO resolution A443 (XI) IMO invited Governments to take the necessary steps to safeguard the shipmaster in
the proper discharge of his responsibilities in regard to maritime safety and the protection of the marine
environment by ensuring that:

a The shipmaster is not constrained by the ship-owner, charterer or any other person from taking in this
respect any decision which, in the professional judgement of the shipmaster, is necessary; and

b The shipmaster is protected by the appropriate provisions, including the right of appeal, contained in,
inter alia, national legislation, collective agreements or contracts of employment, from unjustifiable
dismissal or other unjustifiable action by the ship-owner, charterer or any other person as a
consequence of the proper exercise of his professional judgement.

4.3 STRATEGIES & TACTICS FOR PREVENTION & CONTROL OF FIRES IN VARIOUS PARTS OF
THE SHIP

a) Preparation for fire-fighting:-

 Regular maintenance of all fire fighting appliances, equipment and installations.

 Regular fire fighting training & drills to ensure a well practical organisation.
 Techniques that would be used to fight a real situation fires during practical fire drills.
 A good knowledge of the ship by all officers & crew.
Page55

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

b) Access to fire

In case of flame/smoke/heat/structural damage, use of CABA SET & fire fighting clothing & a spray
nozzle water wall can give protection from heat and flame.

c) Retreat route

Fire fighter must always ensure a good escape or return route. Normally access route is the retreat
route, so ensure a good access route.

d) Use of Fire-main / Firehoses & Nozzles

Lay out Hose as much as possible before opening water from the hydrant as dry hose is easier to lay
out than a wet / under pressure hose. Runner must ensure that there are no kinks & that Hose is not trapped
in the way. Don't open the water when the Hose is still coiled.

Fire Fighting

 Detection of fire
 Containment of fire
 Fire Fighting

a) Fire in machinery spaces

To fight fire, it may be necessary to stop the running machinery equipment / main engine/D.G./pump
etc. to tackle fuels/lub oil fires.

Shut off the air/exhaust, blowers and the air dampers to seal the compartment from oxygen. Then use
of portable 9 Litres foam extinguisher may be suitable.

If fire can’t be controlled with portable extinguisher, then without hesitation appropriate installed/ fixed
fire fighting installation should be used such as foam/C02 depending upon nature of fire. However, all personnel
must be evacuated from the area before fixed firefighting equipment is used.

b) Fire hazards in E/R machinery

 Combustible liquids
 Oil soaked insulation
 Hot surfaces due to inadequate lubrication or failure of lubrication of machinery such as M/E / D/G
Bearings.
 Hot work (such as welding or cutting)
 Electrical short-circuits or failure of circuit breaker or use of overrated fuses, poor insulation of electric
cables - failure of safety cutouts.

c) Fire hazards in the galley

 Combustible liquids
 Oil soaked insulation
 Hot surfaces
 Electrical equipment failure
 Exhaust/smoke outlet choked or overheated due to carbon and oily deposits on outlet
passages/screens

d) Fire hazards in accommodation

 Combustible materials
 Cigarette smoking
 Misuse of electrical gadgets
Page56

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER- 5

TRAINING OF SEAFARERS IN FIRE FIGHTING

Education (knowledge, understanding, appreciation, development of motor skills etc) as such is an inherent
part of training. A list of items for training a ship's complement is suggested below. The list can be modified and
many other items can be included as well. However, the important factor is the implementation of a training
programme. The training needs will vary with the rank of personnel, or group, and the effectiveness of training
will further depend upon previous qualification and experience of individuals concerned.

One can prioritise the items on the basis of immediate requirements, and prepare a training plan with
appropriate allocation of time, and methodology for each section of priority depending on the objectives to be
achieved. The training can be achieved through instructions, demonstrations, practice, and discussions.
Emphasis should be on development of appropriate attitudes towards safety. It is the most difficult task, but is
the most crucial element in prevention of fire and accidents and in dealing with any emergency.

Emphasis on following is essential while training in fire fighting:

1) Systematic approach in finding a fire, informing, restricting and fighting a fire;

2) Emphasis on fire prevention, safe working procedures and maintaining fire appliances.
3) Appropriate action in fighting a fire depending upon the location of the vessel at sea/port/dry-dock
4) Location of water tight doors, fire doors, dampers, vents, fans and methods of closing / stopping;
5) Locations of other emergency stops, remote controls and their use, which valve to be closed e.g. the
quick closing valves of fuel tanks / ready use tanks / settling tanks etc.
6) Which machinery to be shut down in case of fire.
7) Location and operation of fire alarms and detection systems and schedule of their testing and
maintenance;
8) Type of extinguishers and their location on board and their appropriate applications
9) Duties of every individual on board in case of fire and other emergencies;
10) Location of the nearest fireman's outfit on board
11) Starting of emergency generator, its limitations and the ship's /services/systems possible with
emergency generator
12) Starting of emergency fire pump
13) Patrolling and maintaining an 'eye' for fire or potential conditions
14) Use of portable extinguishers for different categories of fire.
15) Use of water for extinguishing fires and its limitation maintain stability.
16) Moving and searching for victims in smoke filled spaces
17) Moving through restricted areas wearing CABA SET / SMOKE MASKS
18) Rescuing victims from enclosed spaces
19) Donning and testing of protective gear
20) Communication links/system on board in emergency from different vital locations
21) Means of emergency exits from machinery compartments, accommodation areas etc.

Periodic Ship board drills, patrol systems

In order to achieve an efficient ERP (Emergency Response Plan), it is imperative that regular realistic drills are
carried out on board, so that they can be more effective and useful in real situations. Following are some of the
essential features, which may be borne in mind when planning drills.

(a) Breathing Apparatus Log - Whenever a person is entering an enclosed space using B.A., following entries
should be made in B.A. Set LOG.

I.Name of the person using B.A. Set

II.Cylinder pressure gauge reading prior to entry
III.Time when B.A. weaver opens cylinder valve to enter space
IV. Work out and note the latest whistle time i.e. when about 8 min air is left in cylinder and whether the
weaver should be making his way out of space.
V. Time of B.A. wearer’s entry into the enclosed space.
Page57

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(b) Know your ship - On joining a ship, all personnel must know their lifeboat station, emergency station and
oil spill control station and determine their role in the ERP. They should also familiarise themselves with the
general layout of the ship e.g.

 Accommodation
 Machinery spaces
 Paint store and other combustible material stores
 Position of fire alarms
 Position of muster stations and emergency equipment lockers
 Location of fire hoses, fire hydrants and portable fire-fighting equipment
 Operation and location of emergency fire pump/s
 Position and operation of fixed fire fighting systems
 Familiarity with emergency alarms / signals and expected initial response to those signals

(c) Anticipate situations - When planning drills, potential emergencies such as fire, grounding, collision, man
overboard, oil spillage, steering failure, rescue from enclosed space, blackout etc. that may occur in real life
should be anticipated.

(d) Mental Rehearsal of action to be taken in emergencies - In addition to formal drills, opportunity may be
given for individuals to imagine or anticipate emergencies that may / could occur and define actions that could
be taken in each of those circumstances. The drills need not be only limited to practical drills but also could be
a classroom brain-storming sessions, leading to suggestions to be put into operation at some future drill.

(e) Identification of probable fire prone areas / types of fire - When planning drills thought should be given
to the probable areas and types of fire that could occur both at sea and in port. The master should create a
safety committee, which may report directly to the master and have the responsibility for the efficient / effective
drills and making recommendations for improvement in the ERP. It should also be encouraged to plan every
drill as if it is the actual emergency.

(f) Awareness of Alternative escape routes - When tackling an emergency or evacuating from an enclosed
space, especially machinery and accommodation spaces, all personnel must know their ship and be aware of all
alternative routes. Drills should be arranged to cover alternative routes. Whenever new personnel join the ship,
the team incharges should conduct sessions to check their knowledge of the ship and their capabilities /
effectiveness in the teams

(g) Awareness of the capability of equipment:

It is essential that all personnel onboard understand and are aware of the capabilities and limitations of their
fire fighting appliances and life saving appliances. It is vital that emergency teams are fully conversant with their
equipment. Equipment in emergency control lockers must be looked after and maintained by the teams.
Equipment checks and maintenance sessions should be conducted.

DRILLS – Frequency, Attitudes, testing and Training:

Emergency drills must be conducted weekly. The objective of these drills is to encourage initial quick response
on sounding of an emergency alarm. On board, training must encourage the attitude that drills are not just a
regulatory requirement but a rehearsal of actions taken for specific emergencies. Drills must be devised so that
all emergency equipment is tested in simulated emergency conditions at frequent intervals.

Training and safety matters on board must be made the responsibility of the safety committee. Training of safety
committee members may first have to be instituted by the master and his management team to ensure all
committee members knows their ship and the equipment on board.

(i) Ventilation of enclosed space fires:

The correct response of closing down the ventilation of an enclosed space on fire must be stressed
which is the principle of firefighting to contain fire and smoke. However, rescue of casualty may be
enhanced by exercising appropriate ventilation of the affected space. Such decisions can only be
made with a full appreciation of the risks involved of fire spreading. Therefore contingency plans
Page58

must be made to combat such circumstances.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 6

PROCEDURES OF FIRE FIGHTING

6.1 SHIPS AT SEA

a) Raise the fire alarm

b) Crew assemble at muster / emergency stations
c) Fire parties assemble and prepare for action
d) Communication between teams and bridge is established
e) Ship's speed and course is altered if necessary
f) Ship's emergency generator and emergency fire pump is started. Further if situation demand or
enforced, normal steering / manual steering from the bridge may be carried out.
g) Fire fighting is started as per orders / guidance from master /officer taking incharge
h) Continuous communication / feedback is maintained between teams and the bridge on walkie talkies
i) Inform the nearest port Authority and the port fire brigade and inform nearby ships for assistance if
required. Inform the shipping company office. Inform the coast guard and port for tugs / rescue boats if
fire is out of control and evacuation of ship's personnel has to be done

6.2 SHIP IN PORT

Procedure for Fire-fighting when the ship is in port:

a) Fire fighting initiated as per procedure stated above for vessel at sea
b) Inform / Call the port fire brigade
c) Inform the port authority / U.S. Coast Guard if in US waters
d) Confirm to the port authority and port fire brigade if the master is incharge or any other senior officer
on board is directing the fire fighting operation
e) Master / Port authorities to be informed of any hazards to the dock installations due to fire
f) Evacuate non-essential personnel from the ship
g) If feasible get the main engine/s ready to move out of port. Inform if tugs are required for movement as
own power may not be feasible due to any number of reasons

(a) Ship in Dry-dock /Shipyard / Laid up

When a ship is in dry-dock, the cooling effect of water on the submerged hull is missing. Therefore the danger of
fire spreading by conduction increases. In case of such fires, boundary cooling from outside may be necessary
using dock’s fire main system.

Also shore based fire fighters / fire station must be informed immediately for assistance. The timber shoring
used to stabilise the ship resting on timber / concrete chocks in the dry dock may also be affected due to fire.
Further, the water used for fire-fighting inside the ship may result in additional moments thereby affecting the
ship's stability.

When a vessel is in dry dock / shipyard / laid up, the individual team strength will be reduced due to less
overall complement of the ship. Therefore after the initial muster, the various teams’ composition may require
modification.

A fire on board a vessel when in dry dock / shipyard / layup, the immediate response must be as follows:-

i. Activate the fire alarm and inform the master or the officer in command
ii. Immediately call up and request help from shore / port fire services / emergency services
iii. Inform a senior / responsible officer of the shipyard / dry dock authorities and seek his guidance
iv. Deal with the fire so far as is safe, reasonable and practical
v. Ascertain promptly what services are available on board in such a situation
Page59

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(b) Procedure for co-ordination with shore based fire fighters

Once the resources for an immediate attack on fire have been assembled by the shore based fire fighters, the
basic strategy is considered in consultation with the master. The choice could be: -

i. Attack and extinguish

ii. Initial containment
iii. Prevent immediate local spread or
iv. Investigate further spread of fire

The master should pass on as much information as possible needed by the shore staff. Some of the questions
that may be asked by the shore assistance staff are: -

 Is anyone missing or injured and if so, where is he?

 Locating the fire?
 Details of cargo, stowage plan,
 What is burning? Risk of spread of fire
 Have the electrical supplies to the ship or fire zone been isolated?
 How did the fire start?
 What action has been taken by the ship's staff?
 What are the emergency systems / services available?
 Are there any dangerous goods onboard and what is the state of adjacent compartments?
 What is the state of ship's emergency parties?
 How critical is the ship's stability?
 How much has been founded in?
 What fixed fire fighting installations are available?
 What are the ship's internal communication systems?
 Have any fixed fire fighting installations already been operated / used?

With the above information, the best course of actions may be to make a direct attack. But if not, it may be
necessary for the B.A. men to follow the ship's guidelines from the weather deck to the fire. They are then
guided to the fire by ship's personnel in B.A. who are familiar with that part of the vessel. Once the guideline is
positioned, hoses can be laid and fire fighters can quickly and safely find their way through thick smoke to and
from the fire.

Experience has shown that, it is faulty to give B.A. men detailed instructions on a complicated route through
smoke to the seat of the fire. The going is painfully slow for safety reason and becomes totally disoriented.
Where a deep penetration through smoke is necessary, it is of utmost importance that the first B.A. team is of
two fire brigade men and two men from the ship's company. If available, a thermal imaging camera should be
used.

Once the fire is located, the first hurdle is over and the correct extinguishing media can be selected and the
attack begun. If this is not possible then the fire must be contained until additional resources are available, or
with the compartment closed down, the fixed fire fighting installations can be used. These systems should be
used early to control the fire rather than after the fire has grown too big to be controlled effectively.

The correct extinguishing media must always be used and occasionally water is very wrong media. However,
whether extinguishing or controlling a fire below decks, to cool it, using minimum amount of water is the correct
action.

(c) Location of fire control plan for the assistance of port / shore fire fighting personnel

Regulation 11-2/ 20.2 of 1974 SOLAS convention (as amended) requires ships to be provided with fire control
plan for the assistance of Port / Shore fire brigade. The plan is to be permanently stowed in a prominently
marked weather tight enclosure on the main deck near the gangway on both port and starboard sides.
Page60

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(d) Location

The enclosure should be readily available to shore/port fire fighting personnel, so that any fire on board can be
effectively tackled. The enclosure and contents of the enclosure should be indicated by red silhouette on white
background as given below:

Painted Red
Cap FIRE CONTROL PLAN

STEEL TUBE
Painted White

(e) Dimensions of the steel tube should not be less than 297 x 400 mm. If the enclosure
is not adjacent to the gangway, there should be a guide sign to enable the shore fire
fighting personnel to locate the fire plan. The enclosure should be capable of easily
opening and it should be located in a well-illuminated position. It should be protected
against marine environment.

Shore fire brigade and other rescue organisations should be informed of the contents of
the fire control plan and the signs indicating the location of the fire control plan
enclosure.

(f) Search and Rescue operations

If it is suspected that a man is trapped within a smoking / fire area, a search by a team in pair must be carried
out immediately. A Team in pair can tackle the casualty / obstruction more easily. The following action must be
taken.

i. The search team is briefed properly about the method and the area to be searched.
ii. Danger to the life of rescuers must be kept in mind with respect to duration of CABA set.
iii. A lifeline must be used and attended by a third man outside in the safe area.
iv. The rescuers may carry one additional CABA set for the casualty.
v. In situation when a SCBA wearer enters an enclosed space or approaches a fire, it must be noted that
when wearing protective clothing, air circulation will be minimum. The protective clothing also prevents
radiation heat loss, which may result in the body absorbing heat rather than losing it.
vi. As a hot and humid atmosphere prevents perspiration, there will probably be no body-cooling effect
from this process. It should also be borne in mind that hard physical work would generate body heat.
Therefore any person working in an enclosed space or approaching a fire must be made fully aware of
every real dangers of heat strike.

(g) Working within safe time limits

All above factors cause the body's heat regulation system to break down and can produce the following
symptoms, which must be brought to the notice of the search and rescue team members.

i. Blood flow is increased to the blood vessels in the skin especially if the ambient temperature is greater
than the body.
ii. The pulse rate increase with a corresponding rise in breathing rate and the blood pressure drops,
causing the blood supply to the brain to reduce leading to failure of senses and unconsciousness.
iii. Heat stroke occurs, perspiration ceases and the individual becomes increasingly irritable and complains
of headache and a burning sensation of the skin.
iv. Unconsciousness soon follows and the person may then pass into a coma and die.

It is therefore imperative that an individual must not be allowed to work in a hot and humid atmosphere for
longer than is absolutely necessary, nor must they make successive entries into an enclosed space without
suitable entries into an enclosed space log without suitable recovery equipment.
Page61

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(h) Smoke Inhalation

Smoke inhalation must be avoided or reduced to the absolute minimum. SCBA teams must wear their
equipment in fresh air and ensure proper sealing of the facemask. The effect of smoke inhalation are cumulative
and are not overcome by bringing an affected person to fresh air, although their condition can be eased by this
changed location. Soot particles from the smoke filled environment would have passed into the person's lungs.

Under no circumstances must any person who has been affected by smoke be allowed to make further
breathing apparatus entries into any enclosed space because recovery from exclusive exposure to smoke takes
considerable time.

(i) Evacuation signals

Whenever a SCBA team is inside a space and the team leader requires the team to evaluate, a whistle can be
used if other communication methods have failed. A continuous series of whistle blast means evacuate the
space immediately.

(j) Preparation of contingency plans /fire control plan

Ship's fire fighting organisation

 Control station is always on the bridge

 The master is Incharge
 Fire fighting team in-charges communicate with the bridge
 Methods of damage control and containment
 Monitoring of ships stability
 Organisation of fire parties

Organisation of fire parties

 Identification of fire parties

 Identification of each member of a fire party
 Co-operation between members in a fire / emergency party
 Duties of each fire / emergency party
 Damage control and containment of fire
 Bridge operated watertight doors and fire doors
 Stopping of ventilation fans
 Closing of fire dampers
 Closing of doors and portholes
 Turning ship to direction for better fire fighting to contain / avoid spreading fire
 Cooling hot spots
 Fire watch

Information to be given to the bridge

 Time of fire alarm

 Position and nature of fire
 Information on fire parties
 Pressurisation of fire-main
 Reports on fire fighting
 Effect of fire
 Persons unaccounted for

Information readily available on bridge

 Arrangements drawings
 Details of accesses and escape routes
 Details of fire extinguishing equipment (i.e. fire control plan)
 Stability information
Page62

 Survival equipment
 Stowage plans
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

 Information on dangerous goods

Fire precautions

 Constructional provisions
 Fire-fighting equipment and systems
 Operations
 Organisation
 Procedure at repair yard

Areas of Fire hazards

 Machinery spaces
 Accommodation
 Galleys
 Radio room, Battery room and Electrical equipment and Electrical control room / switch board
 Cargo holds
 Store rooms

FIRE PREVENTION AND FIRE FIGHTING IN SHIPS IN PORT

Notice to Ship-owners, Shipmasters, Shipbuilders and Repairers

Following a number of fires in ships in port Merchant Shipping Notice M.393 was published to draw attention
to the problem and to the Report of a Working Party set up to consider and make recommendations for
circulation to ail interests concerned on the fire prevention and fire fighting arrangements to be observed in
connection with ships in dock and harbour areas and in shipbuilding and repair yards.

The report of the Working Party was published in 1950 and contained a number of recommendations covering
most aspects of fire prevention and fire fighting in ships in port, with particular emphasis on the care necessary
in regard to passenger ships.

Many of the points made by that Working Party remain valid and this Notice is intended to re-emphasis the
precautions discussed in the earlier Notice and to update them. M Notice No. M.393 is now superseded by this
one. A second report of the Working Party published in 1980, is directed mainly at shore side fire services.

Responsibility

It is reaffirmed that responsibility for fire prevention and fire fighting in ships under construction is
the builder's responsibility and in ships under repair the owner's responsibility, unless, in either
case, there is a written agreement to the contrary.

Patrols

i. Particular care should be taken in selecting personnel for patrols. They should be both
physically and mentally suitable for the job, reliable, and well-trained in first-aid fire fighting
measures. They should be provided with whistles, personal radios or other suitable means of
raising alarms.
ii. Exercises of a realistic nature should be arranged so as to maintain a high level of efficiency
and to impress upon personnel, the importance of their work.
iii. Patrols in large passenger ships should be so organised as to ensure that every part of the
vessel is visited at least once every hour.
iv. The patrols should report at a point which is manned at all times. Arrangements should be
made to ensure that the bells of the sprinkler, fire detector and other alarm systems ring at
that point. The items of equipment maintained there should include breathing apparatus,
lifelines, end spare hydrant keys, and in addition all the information about the ship
necessary for the effective conduct of fire fighting operations should be available.
Page63

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Co-operation with Public Fire Brigades

Ship to shore communications should be reviewed to ensure that they provide the quickest possible
contact with the public fire brigade at all times. Ail concerned should take steps to ensure that the
facilities available to a particular ship are well known to those whose responsibility it would be to
give the alarm in event of fire. Liaison between shipbuilders, ship-repairers, dock authorities and
local fire brigades should not, however, be confined to communications matters, but should also
embrace training and fire fighting arrangements generally.

Smoking

The need for care and caution when smoking where this is allowed should be the subject of
extensive and continuous propaganda.

Ships' Fire Extinguishing Appliances

At all times water supplies of adequate pressure should be immediately available on board ship,
ether in the ship’s fire main or in hoses run on board from other sources.

Extra apparatus such as adaptors for hose couplings, boosters, pumps, etc. should always be
available and the provision of any additional apparatus considered necessary for the particular ship
should not be left until there is an outbreak of fire.

6.3 SHIP HAVING CARGO OF DANGEROUS GOODS

Fire fighting for ships having cargo of dangerous goods on board

(a) Basic requirement during loading of dangerous cargo

a) The stowage plan is prepared prior to loading clearly marking the position and the type/class of
dangerous cargo.
b) In case of fire due to dangerous cargo or in the vicinity of the dangerous cargo, the fire fighting plan
must be prepared indicating which fire fighting medium / appliances can be used safely.
c) The layout / plan of dangerous cargo loaded is always displayed in saloons / mess decks /
accommodation / alleyways so that the dangers and the risk is well understood and assessed by all
personnel on board.
d) When the fire alarm / emergency alarm is sounded, the emergency procedure to fight the fire is put into
operation keeping in mind the risks involved due to the nature of the dangerous cargo.
e) When fighting dangerous cargo fires, the nature of the cargo must be taken into account.
f) After extinguishing dangerous cargo fires, it is mandatory to maintain a fire watch on such cargo due to
danger and possibility of re-ignition.
g) A thorough investigation must be carried out after fighting such fires - why & how the fire took place.

(b) Cotton Bales fires

Cotton is considered dangerous cargo as it can lead to fire due to spontaneous ignition (i.e. production of heat
due to oxidation and the heat-accumulated can lead to fire). Such fires are difficult to fight / bring under control.
Cotton is always stored in tightly packed bales and each bale may weigh from 200-300 Kg. Being heavy cargo, it
is stored in lower holds for stability. This also acts as a base for the other cargo loaded on top of cotton bales.

Cotton bales loaded should be dry and oil free Bales should be tightly bound and in good condition at the time
of loading. Strict compliance o f “No Smoking” in and around such cargo holds should be observed by ship’s
personnel / stevedores. The hold's bottom bare metal should be covered to prevent moisture seeping into the
cotton bales while the bales are kept slightly clear from the bulkheads.

In case of fire, the ideal procedure to extinguish cotton fire is to dig out the affected area. This may be impossible
if the other cargo loaded on top of cotton bales is not easily removable. In a bad case, the ship may even have to
be directed to the nearest port if fire can’t be controlled / restricted.
Page64

However, if the affected bales can be lifted out, such bales are discarded and thrown overboard to prevent their
re-ignition, despite being immersed in water (as in wet bales re-ignition is more likely due to their faster
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

oxidation process). For effective fire fighting, C02 is the best fire extinguishing agent in the hold and cooling of
bulkheads by water from outside may be necessary.

(C) Coal fires

Coal cargoes give off flammable gases, which can form explosive mixture when they come in contact with air
within certain proportions. The flammable gas viz. methane (CH4) given off by coal is lighter than air and during
the voyage, the gas will find its way into the upper surfaces of the cargo. It is therefore necessary to ensure
“surface ventilation” to allow / enable the flammable gases to escape into the atmosphere and do not get
accumulated in the holds.

To provide surface ventilation, hatch covers for entrance to the hatch are opened. Further, steel hatch covers are
raised on wheel if the weather permits. Also ventilation and exhaust blowers to the hatches are kept running to
sweep away the flammable gases released by coal.

A close watch on the coal cargo is maintained during voyage and cargo hold's temperatures are recorded during
each watch because all types of coal (viz. Anthracite, Lignite, and Brown coal) can set on fire due to spontaneous
ignition. In case of unusual rise in temperature, extra ventilation is resorted into the coal cargo holds to bring
down the temperature and overheating is prevented. The temperature rise takes place as the coal absorbs
oxygen (from air) and this process of oxidation is an exothermic chemical reaction (produces more and more
heat)

In case of coal fire, the only early action can be water spray / jet on the coal by the hose (from firemain system).
This may not be easy to do for a prolonged period due to excessive heat and smoke in the hold. In such
circumstances, the fire fighter will have to be in proper fire protective clothing and to use the self contained
breathing apparatus.

Another suitable method to fight such fires will be to release C02 gas into the coal cargo hold, which can provide
quick smothering action. This option not only contains / restricts the fire/blaze but also gives sufficient time for
arrival at the nearest safe port.

The last option to tackle coal cargo fire is to flood the hold with water. But depending on the size of the hold, the
ships stability must be taken into account. Alternatively, while the hold is being constantly flooded with water
through, jets / sprays, the pumping out of the water from the holds may be resorted to reduce the free surface
effect and to bring down the temperature.

Finally, following precautionary measures must be taken prior to loading coal cargo.

 Cargo holds / spaces must be cleaned of coal dust / debris.

 Remove spar / tween deck pontoons to ensure free escape of flammable gases and heat into the
atmosphere.
 Do not allow any dunnage in the holds.
 There must be sufficient provisions to observe the temperatures at different places and levels of coal
cargo
 Coal cargo should be well trimmed during loading and on completion.

(d) Fish meal fires

Fish meal is loaded in bags and has the tendency to absorb oxygen (from the air), thereby producing sufficient
heat due to oxidation process which leads to spontaneous ignition / combustion. Extensive ventilation of
fishmeal cargo is essential to avoid this cargo setting on fire during a voyage. Therefore strict precautions are
taken while loading this cargo for ventilation. For this, cargo is loaded in channels so that there is sufficient
circulation of air all around the cargo to take away the heat produced due to oxidation. Precaution are taken to
ensure that these channels provided for ventilation are not blocked during loading or during passage by falling
of fish meal bags.

During loading, the temperature of the bags is checked by injection thermometers; so that any bag with
excessively high temperature can be rejected. During the voyage, hold temperatures are normally noted 2-3
times in a day. Provisions are made to position the thermometers at all levels of cargo in various spaces
Page65

containing fishmeal bags.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Method of fighting fish meal fires

In case of fire in fishmeal cargo hold, all ventilation is closed as soon as possible. For small fires, dry chemical
powder is used.

However, in case of a major fire, immediately after stopping all ventilation, C02 is released to smother the fire. In
case the fire can't be contained / extinguished by releasing C02 into the hold, fire fighting by water hose is the
last option. In this fire fighting method, care must be taken to direct fire only on the fire area because after the
fire is extinguished, the wet fish meal bags will have to be discarded and thrown overboard to avoid re-ignition.
As far as possible, the stage of fire fighting by water must be avoided to save the cargo as well as to maintain
ship's stability.

In conclusion, it may be stated that if the fishmeal cargo is loaded /stowed properly with due care for ventilation
and frequent checking of temperature is carried out during voyage, this cargo will remain safe and free of fire.

6.4 OIL TANKERS

Procedure for Fire fighting on Oil tankers

When an emergency alarm is given for fire on board an oil tanker, the initial emergency procedure into action is
same given earlier for ships at sea.

The additional requirement for fire fighting on board an oil tanker is as follows:-

 A fixed fire extinguishing system is provided for the pump room.

 Foam monitors are provided on the decks
 An inert gas system is provided for the oil cargo tanks
 Isolating valve/s are provided in the fire main system for water supply under high pressure (7-9 Bar) for
foam monitors, in the event of damage to the fire-main. This is also necessary to control the water
supply when emergency fire pump is in use.
 Spaces are well marked into gas dangerous and gas free.
 There is clear-cut segregation between cargo spaces its system and accommodation / machinery spaces
and its systems.

(a) After the fire is extinguished, a fire watch is kept till investigations are carried out for the cause of fire.

M. S. NOTICE NO. 1 OF 98

During the dry docking of an Indian ship in one of the foreign dry docks an explosion followed by a
severe fire occurred in the Engine Room of the ship.

The circumstances which caused the explosion and the subsequent fire, arc as indicated
below:

A. The vessel was handed over to the dry dock personnel; in as far as the safety and fire
prevention of the vessel was concerned. This was clearly indicated by a notice to ship's
personnel by the dry- dock authorities.

B. The dry dock personnel were engaged in gas cutting the nuts and boils of a flange, which was
located in the vicinity of a fuel lank in the Engine Room.

C. It is inferred that the explosion occurred due to the said gas cutting carried out by the dock
yard personnel.

As a result of the above explosion and fire 10 shore personnel belonging to the dock yard lost their
lives. The shore fire fighting personnel could not rescue them since the escape routes were not
marked in the local language.

LESSONS TO BE LEARNED
Page66

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

A careful examination and assessment of the location should be carried out prior to undertaking any
hot work.

Escape routed and emergency exits should be clearly identified and made known to the shore
personnel prior to handing over charge of the ship.

A continuous vigil by ships officers on various repair activities even under above circumstances is
imperative.

Page67

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 7
INSPECTION AND SERVICING OF FIRE APPLIANCES AND EQUIPMENT

7.1 FIRE ALARMS

Every ship is provided with fire alarms in all zones of the ship, so that in case of fire, the fire alarm is audible in
every place on board ship irrespective of its location from the central control station viz. the bridge. Further, a
fire alarm can be triggered not only from the bridge (the central control station) but also from a number of places
on each deck. These fire alarm trigger switches are normally fitted on bulkheads enclosed in a glass cover so
that it can't be operated accidentally. Further, these fire alarm trigger switches are located in conspicuous
places and are marked “FIRE ALARM”.

Any person noticing fire on board must trigger the fire alarm by breaking the glass cover of the fire alarm switch.
A suitable drawing is also held on board giving location of the “fire alarms” switches fitted from where the fire
alarms can be triggered. The “fire alarms” as well as the “fire alarm switches” are surveyed at regular intervals
by the competent Authority and a record on board is maintained of the surveys, inspection, testing and
maintenance carried out in the past.

A record is also maintained of defects observed and repairs carried out in the past on “fire alarms” fitted on
board ships. The maintenance of “fire alarms” and “fire alarm switches” on board ships is usually based on
manufacturers manual which guides regarding inspection and change of electric wiring / equipment, cleaning
of electrical contacts and switches and testing / proving that equipment functions correctly.

7.2 FIRE DETECTION EQUIPMENT

(a) An automatic fire alarm and detection system is required to be installed in the cargo holds/ spaces,
accommodation and service areas, machinery spaces, machinery control room, supply control room, computer
room etc. on board ships.

The prime function of detectors is to detect flame, smoke or heat (change in temperature in the protected
environment) which will be caused due to fire. The detectors on board are usually mounted on ceilings or in air
ducts.

The fire / smoke / heat detectors can be activated to sound alarm by smoke, by heat (rise in temperature) or by
flame radiation (due to infra red rays or ultra violet rays) emitted from flames

The various detectors fitted on board ships are mainly:-

a) Heat detector, which operates at a predetermined temperature (bimetallic strip or fusible link type).

b) Heat detectors, which operate when the rate of rise in temperature of the surrounding air reaches a set
limit (pneumatic type).

c) Smoke detectors, which operate when smoke scatters or absorbs a beam of light on a photoelectric cell.

d) Smoke detectors, which operate when an electric current flowing through an ionised atmosphere is
changed due to smoke.

e) Flame detectors which operate due to radiation of ultra violet rays omitting from a flame falls on a
photo-electric cell (which is sensitive to ultra violet rays)

f) Flame detectors which operate due to radiation of infra red rays omitting from a flame falls on a photo-
electric cell (which is sensitive to infra red rays)

Heat detectors are used to protect large areas where safety of life and early warning are not the major concern,
because the next detectors can start in response. The heat detector which operates at a fixed predetermined
temperature is of two types:
Page68

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

SMOKE, HEAT AND FLAME DETECTORS

Bimetallic Strip type: - It has a bimetallic device which uses two different metals of different co- efficient of
thermal expansion. When bonded together of two different metals, the metal with the major expansion rate
bends towards the metal with lower expansion rate such detectors can protect and cover an area of about 36 m2.

Fusible link type: - This detector is based on principle that certain metal, alloys
melt at relatively low temperature. The general range is from 70° C to 90° C. The alloy chosen depends on the
temperature at which alarm is required to be sounded.

The detector consists of a pair of fixed contacts separated by a pair of springs and the contact is held under
expansion by a fusible alloy link. When the surrounding area reaches the predetermined temperature, thereby
melting the fusible metal link, the springs makes contact thus completing the electric circuit to sound the fire
alarm.

Page69

(iii) Pneumatic Type (or rate of Rise in Temperature type)

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

This detector consists of a chamber and a diaphragm assembly with air filled inside the chamber. When
subjected to heat, the air in the chamber expands and exerts pressure on the flexible diaphragm thereby
expanding it. The expansion makes the electrical contact thereby completing the circuit to trigger an alarm. In
other words, the detector operates on the principle of expansion of air.

By introducing a small compensating vent on the side of the air chamber, the expansion of the diaphragm or
the rate of rise in temperature for triggering the alarm can be adjusted. The compensating vent allows a certain
amount of expanding air to escape so as to compensate only for the expansion caused by the actual increase in
temperature of the ambient conditions.

When there is a rapid rise in temperature of the surroundings where this detectors is fitted, the air in the
chamber expands more rapidly than the compensating vent can release it. As a result, the expanding air
pushes the diaphragm against the electrical contact on the base of an adjustment screw for adjusting “the rate
of rise in temperature”. This completes the circuit and triggers the alarm.

If the fire develops too slowly for the “rate of rise in temperature” element to detect it, then the “fixed
temperature” element operates which is set at a predetermined temperature (varying from 60 degrees centigrade
to 80 degrees centigrade). This operates due to expansion of contact spring support which absorbs the heat
from the metal base of the diaphragm assembly. On expansion due to heat, the support pushes the contact
spring against the contact on the base of the fixed temperature adjustment screw, thus triggering the alarm.
The detector resets itself after the alarm has been triggered and the fire has been extinguished.

Smoke Detectors

(i) Ionisation type:

These detectors respond rapidly even with small particles of smoke created by fire. Ionisation detectors consist
of two chambers, one that allows the smoke to enter freely and a second chamber, which is virtually sealed and
acts as a reference chamber. The two chambers stabilise the unit and make it less sensitive to unwanted alarms
caused by change in humidity, temperature and pressure but respond quickly to smoke.

The two chambers contain a small radioactive source. Alpha and Beta rays emitted from the radioactive source
ionise the air between two electrically charged plates in the sensing chamber and cause a current to flow.

In a fire condition, smoke particles entering the chamber become attached to the ions because of electro static
attraction and slow their movement. This causes a reduction in the flow of ions due to fall in electric charge.
When the current falls below a predetermined level, the amplifier senses it and initiates an alarm.
The sensitivity of this type of detector can be raised by altering the level of radiation in the chamber or by
altering the voltage necessary to excite the cold cathode tube.

Such detectors are most suitable in machinery spaces and accommodation spaces and can be adjusted to high
level of sensitivity especially when unwarned operation is required but prompt detection of fire is imperative.
Page70

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(ii) Photoelectric cell type: Photoelectric smoke detectors operate by responding to the reflection (Either by
scattering or by absorption) of light by smoke particles. The most common type uses the light scattering
principle.

Light scatter type: A light source, usually a light emitting

diode is used so that the photoelectric cell is not directly
exposed to the light emitting diode. Smoke particles entering
the detector reflect light on the receiver, changing its
conductivity and causing the device to trigger the fire alarm.

The light absorption (obscuring) beam type detector electrically

measures the reduction in the transmission of light caused by
smoke particles. In this case, the photoelectric cell is directly
opposite to the light emitting diode so that the light is
continuously received. The voltage change that occurs when /
smoke particles interrupt the light beam, triggers an alarm.

Flame detectors

Fire releases radiant energy in the form of infra red radiation and ultra violet radiation. Flame detectors are
designed to respond to either infra red radiation or ultra violet radiation. Using a photoelectric cell, this is
sensitive to one of these two rays.

Infra red rays type: The main components of this type of detector are a lens cum filter, photo electric cell, filter
amplifier, integrator/timer and an audio visual fire alarm.
Page71

It is essential to protect the photoelectric cell and electrical components from dust and moisture but the
protective covering must allow the infra red radiation to pass through it. Quartz, which is transparent to infra
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

red radiation is commonly used as the protective shield. The lens cum filter allows only infra red radiation to fall
on the photoelectric cell. On being stuck by radiation, the cell transmits a signal to the filter amplifier.

A flame emitting infra red rays are, normally in frequency of 4 Hz to 15 Hz. The filter amplifier notably amplifies
the signal but also obstructs the signal not in the range of 4 - 15 Hz. The signal is then fed to the integrator /
timer which will activate the alarm circuit only if the signal persists for a pre-set period (normally 5 - 1 5
seconds). The detector panel has neon lights to indicate which particular detector head has been activated
giving the location of the flame on board.

Ultra Violet Radiation Type:

Ultra violet rays flame detector: This consists of an amplifier and a photo electric cell or gas filled tube
sensitive to ultra violet radiation. When ultra violet radiation strikes the gas filled tube, it ionises the gas in the
tube. A small current is set up between the two electrodes and the tube becomes a conductor of electricity,
which is amplified and triggers a fire alarm through a timer unit.

When the current flow is greater than the set point of the amplifier, the alarm relay closes immediately and
causes the fire alarm to operate. The detector is not affected by sunlight or artificial light but is sensitive to a
flame, which emits ultra violet rays.

An ultra violet detector installation has an amplifier to cater for about 4 detector heads, which can detect 1.8 m2
of flame from a distance of 12 meters.

SOLAS REGULATION 13

FIXED FIRE DETECTION AND FIRE ALARM SYSTEMS

GENERAL REQUIREMENTS

 Any required fixed fire detection and fire alarm system with manually operated call points shall
be capable of immediate operation at all times.

 Power supplies and electric circuits necessary for the operation of the system shall be monitored
for loss of power or fault conditions as appropriate. Occurrence of a fault condition shall initiate
a visual and audible fault signal at the control panel which shall be distinct from a fire signal.
There shall be not less than two sources of power supply for the electrical equipment used in the
operation of the fire detection and fire alarm system, one of which shall be an 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 or adjacent to the control panel for the
fire detection system.
Page72

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 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 an audible fire signal at the
control panel and indicating units. If the signals have not received attention within two minutes
an audible alarm shall be automatically sounded throughout the crew accommodation and
service spaces, control stations and machinery spaces of category A. This alarm system need not
be an integral part of the detection system.

 Indicating units shall denote the section in which a detector or manually operated call point has
operated. At least one unit shall be so located that it is easily accessible to responsible members
of the crew at all times, when at sea or in port except when the ship is out of service. One
indicating unit shall be located on the navigating bridge if the control panel is located in the
main fire control station.

 Clear information shall be displayed on or adjacent to each indicating unit about - the spaces
covered and the location of the section.

 No section covering more than one deck within accommodation, service and control station shall
normally be permitted except a section which covers an enclosed stairway. In order to avoid
delay in identifying the source of fire, the number of enclosed spaces included in each section
shall be limited as determined by the administration. In no case shall more than fifty enclosed
spaces be permitted in any section.

 In passenger ships a section of detectors shall not serve spaces on both sides of the ship nor on
more than one deck and neither shall it be situated in more than one main vertical zone except
that the Administration, if it is satisfied that the protection of the ship against fire will not
thereby be reduced, may permit such a section of detectors to serve both sides of the ship and
more than one deck.

 A section of fire detectors which cover a control station, a service space or an accommodation
space shall not include a machinery space of category A.

 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.

 Suitable instructions and component spares for testing and maintenance shall be provided.

 The function of the detection system shall be periodically tested to the satisfaction of the Administration by
means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having
the appropriate range of density of particle size, or, other phenomena associated with incipient fires to
which the detector is designed to respond. 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.

 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.

FIRE DETECTOR INSTALLATION REQUIREMENTS

 Manually operated call points shall be installed throughout the accommodation spaces, service
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 "man 20 m from a manually operated call point.

 Smoke detectors shall be installed in all stairways, corridors and escape routes within
accommodation spaces. Consideration shall be given to the installation of special purpose smoke
detectors within ventilation ducting.

 Where a fixed fire detection and fire alarm system is required for the protection of spaces other
Page73

than those specified in the previous paragraph at least one detector operated by heat, smoke, or
other products of combustion shall be installed in each such space. Detectors shall be located for
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

optimum performance. Position near beams and ventilation ducts or other positions where
patterns of air flow could adversely affect performance and positions where impact or physical
damage is likely shall be avoided in general; detectors which are located on the overhead shall be
a minimum distance of 0.5m away from bulkheads.

Type of Maximum floor Maximum Maximum

detector area per distance distance
detector apart between away from
centres bulkheads

Heat 37m2 9m 4.5m

Smoke 74m2 11m 5.5m

 Electrical wiring
 The administration may require or permit other spacing based upon test data which demonstrate the
characteristics of the detectors.
 which forms part of the system shall be so arranges as to avoid galleys, machinery spaces of category A,
and other enclosed spaces of high fire risk except where it is necessary to provide for fire detection or fire
alarm in such spaces or to connect to the appropriate power supply.

DESIGN REQUIREMENTS

 The system and equipment shall be suitably designed to withstand supply voltage, variation and
transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion
normally encountered in ships.

 Smoke detectors required to be installed in stairways, corridors and escape routes shall be
certified to operate before the smoke density exceeds 12.5% obscuration per metre, but not until
the smoke density exceeds 2% obscuration per metre. 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 over-sensitivity.

 Heat detectors shall be certified to operate before the temperature exceeds 78°C but not until the
temperature exceeds 54°C, when the temperature is raised to those limits at a rate less than 1°C
per minute. At high 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 over- sensitivity.

 At the discretion of the Administration, the permissible temperature of operation of heat

detectors may be increased to 30oC above the maximum deck head temperature in drying rooms
and similar spaces of a normal high ambient temperature.

SOLAS REGULATION 13-1

SAMPLE EXTRACTION SMOKE DETECTION SYSTEMS

GENERAL REQUIREMENTS

 Where ever in the text of this regulation the word system appears, it shall mean “sample
extraction smoke detection system”.

 Any required system shall be capable of continuous operation at all times except that systems
operating on a sequential scanning principle may be accepted, provided that the interval between
scanning the same position twice gives an overall response time to the satisfaction of the
administration.
Page74

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 Power supplies necessary for the operation of the system shall be monitored for loss of power.
Any loss of power shall initiate a visual and audible signal at the control panel and navigating
bridge which shall be distinct from a signal indicating smoke detection.

 An alternate power supply for the electrical equipment used in the operation of the system shall
be provided.

 The control panel shall be located on the navigating bridge or in the main fire control station.

 The detection of smoke or other products of combustion shall initiate a visual and audible signal
at the control panel and the navigating bridge.

 Clear information shall be displayed on or adjacent to the control panel designating the spaces
covered.

 The sampling pipe arrangements shall be such that the location of the fire can be readily
identified.

 Suitable instructions and component spares shall be provided for the testing and maintenance of
the system.

 The functioning of the system shall be periodically tested to the satisfaction of the Administration.
The system shall be of a type that can be tested for correct operation and restored to normal
surveillance without the renewal of any component.

 The system shall be designed, constructed and installed so as to prevent the leakage of any toxic
or flammable substances or fire-extinguishing media into any accommodation and service space,
control station or machinery space.

INSTALLATION REQUIREMENTS

 At least one smoke accumulator shall be located in every enclosed space for which smoke
detection is required. However, where a space is designed to carry oil or refrigerated cargo
alternatively with cargoes for which a smoke sampling system is required, means may be
provided to isolate the smoke accumulators in such compartments for the system. Such means
shall be to the satisfaction of the Administration.

 Smoke accumulators shall be located for optimum performance and shall be spaced so that no
part of the overhead deck area is more than 12 metre measured horizontally from an
accumulator. Where systems are used in spaces which may be mechanically ventilated, the
position of the smoke accumulators shall be considered having regard to the effects of ventilation.

 Smoke accumulators shall be positioned where impact physical damage is unlikely to occur.

 Not more than four accumulators shall be connected to each sampling Point.

 Smoke accumulators from more than one enclosed space shall not be connected to the same
sampling point.

 Sampling pipes shall be self-draining and suitably protected from impact or damage from cargo
working.

DESIGN REQUIREMENTS

 The system and equipment shall be suitably designed to withstand supply voltage variations and
transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion
normally encountered in ships and to avoid the possibility of ignition of flammable gas air
mixture.
Page75

 The sensing unit shall be certified to operate before the smoke density within the sensing
chamber exceeds 6.65% obscuration per metre.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

 Duplicate sample extraction fans shall be provided. The fans shall be of sufficient capacity to
operate with the normal conditions or ventilation in the protected area and shall give an overall
response time to the satisfaction of the Administration.

 The control panel shall permit observation of smoke in the individual sampling pipe.

 Means shall be provided to monitor the airflow through the sampling pipes so designed as to
ensure that as far practicable equal quantities are extracted from each interconnected
accumulator.

 Sampling pipes shall be a minimum of 12mm internal diameter except when used in conjunction
with fixed gas Fire-extinguishing systems when the minimum size of pipe should be sufficient to
permit the fire- extinguishing gas to be discharged within the appropriate time.
 Sampling pipes shall be provided with an arrangement for periodically purging with compressed
air.

SOLAS REGULATION-14

FIXED FIRE DETECTION AND FIRE ALARM SYSTEMS FOR PERIODICALLY UNATTENDED
MACHINERY SPACES

 A fixed fire detection and fire alarm system of an approved type in accordance with the relevant
provisions of regulation 13 shall be installed in periodically unattended machinery spaces.

 This fire detection system shall be so designed and the detectors so positioned as to detect
rapidly the onset of fire in any part of those spaces and under any normal conditions of
operation of the machinery and variations of ventilation as required by the possible range of
ambient temperatures. Except in spaces of restricted height and where their use is especially
appropriate, detection systems using only thermal detectors shall not be permitted. The
detection system shall initiate audible and visual alarms distinct in both respects from the
alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are
heard and observed on the navigating bridge and by a responsible engineer officer. When the
navigating bridge is unmanned the alarm shall sound in a place where a responsible member of
the crew is on duty.

 After installation the system shall be tested under varying conditions of engine operation and
ventilation.

7.3 SHIP'S FIXED FIRE FIGHTING EXTINGUISHING EQUIPMENT

Following fixed fire fighting installations are provided on board ships.

 Automatic water sprinkler system for accommodation, paint/chemical store/s

 Fixed foam smothering system
 Fixed C02 Flooding System or Halon 1301 smothering system in old ships but has to be faced out by
01-01-2001.
 Inert gas system (for oil tankers and chemical carriers)
 Fixed dry chemical powder fire fighting system (for gas carriers)

Automatic Water Sprinkler System.

(a) Purpose

(i) It is installed in accommodation spaces, alleyways, saloons and paint store / chemical store.
(ii) It is a fixed device to fight fire automatically by sprinkling water.
(iii) The sprinkling system clears the smoke by washing it out.
Page76

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

(b) Salient Features

1. It is fitted with an alarm system, which gives alarm in case of fire as well as fights the fire.
2. A small test valve is fitted to test the fire alarm, which rings on drop in pressure in the system.
3. The sprinkler heads are fitted to the pipeline leading to each cabin.
4. A quartzoid bulb filled with alcohol is fitted to stop flow of water to the sprinkler by keeping a seal in
place.
5. Quartzoid bulb is filled with a high expansion liquid (alcohol).
6. The quartzoid bulb bursts when the temperature rises (between 68°C to 79°C) and allows the water to
flow to the sprinkler.
7. The pipelines are attached to the reservoir tank containing fresh water under pressure.
8. Reservoir tank is maintained at 6 - 7 bar pressure.
9. Reservoir tank filled with fresh water is fitted with a level indicator.
10. This system is also connected to a sea water pump which operates automatically (when the pressure in
the system falls) by a pressure switch.
11. The seawater pump line is connected to the sprinkler system line.
12. After use of the seawater, the lines have to be flushed thoroughly with fresh water to prevent corrosion
and wear and removal of salt from the moving parts of the sprinkler.

Detailed description of Automatic Water Sprinkler system:

The installation is always kept ready for use by pressuring the water tank by compressed air. Temperature due
to fire will also rise and operates an individual sprinkler head and the resulting pressure drop in the system will
start the seawater pump, through a pressure switch. Water supply is then maintained by the sea water pump.
Sprinkler heads are fitted throughout the accommodation but the number of sprinkler heads in any section is
limited to about 150 (IMO Regulations allow up to 200). Pipes are of steel galvanised for corrosion protection
and the system is initially filled with fresh water. If parts of the system become filled with salt water due to
operation of seawater pump, it has to be subsequently drained, flushed and again filled with fresh water.

A test circuit is fitted so that the pressure switch can be isolated and by draining the test circuit, the system
alarm as well as the automatic “cutting in” of sea water pump can be tested.

Page77

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Seawater Pump - The pump’s sea suction and discharge (N/R) valves are permanently kept in open position.
The pump is only for the sprinkler system. The pump prime mover (electric motor) is connected to main and
emergency power supplies. There is also a provision through a screw down non-return valve (kept locked) from
the fire main system so that the backs flow from the sprinkler to the fire-main is prevented.

Water Tank - The water level in the tank of automatic water sprinkler system is indicated by a gauge glass and
is specified as equivalent to one minute’s discharge of the pump. Tank volume is at least twice that of the water
specified. Initially the flow of water through a sprinkler system is due to the pressure exerted by the compressed
air. It must be so arranged that during expulsion of the standing charge of fresh water from the tank, the air
pressure remains sufficient to overcome the head to the highest sprinkler and to provide enough working
pressure for the sprinkler. Therefore a compressor is connected having automatic starting to supply air. Supply
pressure must be higher than that in the tank so that air can be replenished under pressure. The tank is also
provided with a fresh water supply, drain and relief valve. The pipe from the tank to the system has a non-
return valve to prevent entry of seawater to the tank.

Section Alarm Valve - The sprinklers are grouped in sections with a limited number of heads. Normally a
section is confined to one fire zone or area. There is a stop valve for each section either locked open or fitted with
a telltale alarm to prevent unauthorised closure. A special non-return valve is the means of operating the alarm
and visual indicator which is positioned on the bridge / fire control centre. The indicator is a panel showing a
section of the fire zones with an alarm and light for each. Thus, when a sprinkler head operates, the
approximate location is displayed.

The alarm is a pressure switch and water from the system reaches it when the non-return valve is lifted by
water flowing to any sprinkler head. Normally the N/R valve covers the annular channel in the seat. The drip
orifice prevents build up of water pressure in the alarm pipe due to leakage. The gauge at each stop valve shows
section pressure and a drilled hole through the valve accommodates expansion due to temperature change. The
test valve gives a discharge of water equivalent to that of one sprinkler and is used to test the section alarm.

Any part of the system, which might be subjected to freezing, must be protected. Anti-freeze can be added to
fresh water for this purpose. Some vessels, which trade in low temperature areas, have dry pipe sections
installed.

Dry Pipe Section Alarm

The dry pipe extends upwards from the section valve which also acts as the link between the sprinkler system
water pressure and the dry pipe pressurised with air. Water pressure is contained by the water clapper, which
is held on its seat by the centre valve. The space above the centre valve is filled to the level with water and the
pipe above that is filled with air under pressure. The centre valve is made watertight by a joint and the
intermediate space is dry.

When operation of a sprinkler head releases the pressure in the dry pipe, the centre valve is pushed up by the
force of water under the clapper. The clapper lifts and rotates on the yoke, being swung to one side by the effect
of water flow on the skirt. The water floods up through the dry pipe causing the centre valve to lock open and in
filling the intermediate chamber, pressurise and operates the alarm.

Pressure gauges for air and water are required. The section valve opens when air pressure drops to 1/6th that of
the water pressure. The cover has to be removed to reset the valve.
Page78

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Sprinkler Head:

Sprinklers must give a minimum cover of 5 litres per square metre area per minute over the protected area.

The head is closed by a valve, which is held in place by a quartzoid bulb. Excessive heat causes the bulb to
shatter by expansion of the liquid it contains. Heads are designed to act at a particular temperature and the
bulbs are colour coded (red: 68°C, yellow: 79° C). Sprinklers in the accommodation are normally these types.
Higher temperature sprinkler heads are fitted if necessary.

Spares must be carried and the temperature code is marked on the deflector.
Page79

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Fire Alarm Only

Thermal or smoke detector heads can be fitted in the accommodation as an alternative to the sprinkler system.
The heads are similar to those used for machinery spaces.

REGULATIONS REQUIRE THAT

 system should be capable of immediate automatic operation, if subject to freezing it should be

suitably protected against it

 alarm should be visual and audible at local station and navigating bridge or control room, with a
provision for testing the alarm without sprinkler head operating

 each group shall not serve more than two decks and shall not be situated in more than one
vertical zone

 gauge indicating pressure in the system shall be provided at each local station and main control
station

 application rate available per sprinkler head should be not less than 5 litres/m2/min. over the
nominal area covered by sprinklers

 pressure tank is to be provided with level gauges indicating level; quantity sufficient to cover rate
of discharge of sea water pump for one minute running time; plus maintain air pressure
sufficient to provide efficient discharge for the highest fitted sprinkler

 the pump provided should be capable of providing sufficient throughput for simultaneous
coverage of a minimum area of 280m. at the application rate for sprinklers (5 litres/m2/min.)

 sprinkler pressure tank and pump should not be located in spaces they protect and located
reasonably remote from any machinery space

 sources of power for pumps and alarm system should be available worn two independent sources
of power with automatic change over

 means provided to test the automatic operation of the pump, on reduction of pressure in the
system
Page80

 sufficient spare sprinkle heads should be provided with bulbs.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

FIXED PRESSURE WATER SPRAYING SYSTEM

The machinery spaces of certain cargo ships and passenger ships - depending on the type and
horsepower of the machinery and the vessels size and class - are fitted with fixed pressure water
spraying system. This system incorporates an almost similar layout as the automatic sprinkler
system excepting that the sprinkler head has no bulb. Thus in this type of protection the fire has to
be detected by other means, the system only provides ready availability of water at stipulated rates
through numerous sprinkler or nozzle outlets.

The water from this system is capable of being sprayed on the tank tops and other areas over which
oil may spread; or any other main fire hazard areas. Each of these areas is controlled by a valve. A
valve is normally situated just adjacent to the areas protected. This is similar to the zones in an
automatic sprinkler system. The line from the valve to the supply tank is filled with fresh water and
kept under constant pressure. An air vessel is incorporated into the system to prevent the pump
from operating at minor pressure drops. When the control valve of any section is opened the
pressure drop created cuts in the pump provided automatically

Regulations stipulate that:

 nozzle/sprinkler heads provided must be of approved type only

 number and arrangements such that the spaces protected are
 Provided with water at rate of 5 litres/m2/min.
 nozzles/sprinkler heads so fitted and designed that they do not get clogged with debris or by
impurities in water
 system divided into sections and isolated by valves suitably located outside such spaces
protected
 system kept charged continuously, with pump starting automatically when a pressure drop
occurs
Page81

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 pump capacity should be sufficient to supply requisite throughput at stipulated rates per
nozzle/sprinkler head in the protected space (any one compartment or area to be protected)
 location of pump should be outside the space protected
 Power supply should also be available from emergency source of supply cutting in
automatically.

This system is also used to protect cargo spaces in Roll-on-Roll off ferries where access to the deck is
required and smothering gas system is therefore inappropriate. Regulations require A60 fire
divisions to be fitted in vehicular, decks; a water spray system has been accepted as an alternative.
In this system the vehicle deck is divided into zones, the minimum length of each being equal the
length of the longest vehicle permitted on the roads. Each such zone has a control valve and the
pump capacity is such that two adjacent zones can be catered to simultaneously at their rated
capacity. The water application rates are similar as for sprinkler systems coverage being entire and
at 5.0 litres/m2/ min.., reduced to 3.5 litres/m2/min. when deck head height is less than 2.5 mtrs.
The system is manually controlled for application initially water being then continuously on the same
stipulations as for pumps required in system in machinery spaces.

Fixed Foam Fire Fighting System

(a) Introduction

(I) This system is installed to fight major class ‘B’ fires (Liquid Fuel Fires) in E/R, Boiler Areas, Helicopter
decks, paint store etc.

(II) This system is based on Eductor System.

(III) Fire-main system must be pressurised to 7-9 bar prior to operating this system.

A convergent - divergent nozzle is used to create partial vacuum by increasing velocity of driving fluid (seawater
from ships fire main system at pressure 7 - 9 Bar) at the neck, thereby allowing the driven fluid (foam) to be
sucked into the neck of the nozzle and mixes with the driving liquid (sea water).

Description.

I. A foam tank installed on ship's upper deck of capacity 450-500 Ltrs.

II. Foam from tank gets lifted into sea water line through ejector/ eductor.
III. Foam gets mixed with seawater and is driven to the area of oil fire through a valve on the manifold and
pipelines.
IV. In case of E/R, the foam pipe is provided with a nozzle at the exit, which helps in sucking away the air
in the fire area, thereby increasing the smothering effect by reducing Oxygen content, and in turn
expands the foam.
V. The air in fire area is used for expansion of the foam for better smothering action.
VI. The expansion of foam may be as high as 1: 3©0 in Engine room / Enclosed spaces.
VII. For Helicopter deck, the high expansion foam is not suitable and the expansion is restricted to 1: 150
only to avoid foam being flown away by Air / Breeze.

Working of Fixed Foam System for Fighting major class ‘B’ (liquid fuels) fires:

A large tank on upper deck is filled with low expansion foam for protection from oil fires (Class ‘B’ fires) for
machinery spaces. The system is designed to deliver correctly proportioned amount of foam compound into the
water supply to the deck main. The foam is drawn from the large tank fitted with vent arrangement by the foam
pump. The pump itself has a relief valve but foam compound excess to requirements is discharged back to the
tank via the diaphragm valve, which is controlled by two sensing lines.

As demand varies due to number of outlets, the diaphragm valve will deliver the correct amount of foam
compound into the water main for any set of conditions. Foam monitors are fitted on deck and supplied
through the deck main.

Foam drencher nozzles in the machinery spaces are situated above areas of high risk. The control valves are
Page82

located in the foam compartment, which is outside of the machinery spaces. A second water supply is available
from the emergency fire pump fitted outside the main machinery compartments. The foam plant must be
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

capable of providing foam for fire fighting in machinery spaces even when water is supplied by the emergency
fire pump, which normally gives pressure less than the main fire pump.

High Expansion Foam:

High expansion foam is generated by blowing air through a mesh, which has been wetted by a solution of foam
concentrate in water. This is usually used for main engine room and cargo hold fires. The mesh is corrugated
and its hole size governs the expansion ratio of the foam normally limited to 1000:1 by IMO rules. This limit is
required because the foam is composed largely of air and easily breaks down when in contact with a fire.
However, in the 1000:1 expansion foam, the original one volume of liquid evaporates and produces enough
steam to reduce the percentage of oxygen in the steam / air mixture to about 7.5 %, which is ideal to extinguish
any fire.

The foam concentrate is metered / mixed with the water to give 1.5 % solution of concentrate in water, and
sprayed onto the screen. An electrically driven fan blows through air. Delivery ducts are necessary to carry the
foam to the fire area and for this even the normal ventilation trunking may be used in emergency generation
and sufficient generation of foam must be rapid to fill the largest space to be protected at the rate of one metre
per minute.

Fixed Foam System using eductor/ejector:

In this system a convergent-divergent nozzle is used to create partial vacuum by increasing velocity of the
driving fluid. Sea water from the ship's fire main system

Page83

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

At pressure 7-9 bar for efficient working of the ejector to allow the foam to be sucked into the neck of the ejector
and is driven out mixed with sea water.

A foam tank is installed on ship's upper deck of capacity 500 ~ 600 Ltrs. filled with foam concentrate. The
tank's foam mixed with sea water under pressure can be directed to the fire space -by opening the appropriate,
valve of the foam manifold/distributor and led to the fire area through the pipelines.

In case of engine room, the other end of the foam pipe ending in the engine room is provided with the nozzles at
the exit which help in sucking away the air (02) from the engine room thereby not only expanding the foam but
also eliminates the air (02) and acts as double smothering agent in extinguishing fire. In this case, the foam
expansion ratio may be as high as 800:1 in an enclose space.

However, for helicopter deck or other open areas, the expansion ratio is limited to only about 150:1 to avoid
foam being blown away by wind/breeze.

SOLAS REGULATION 61-FIXED DECKFOAMSYSTEMS (OILTANKERS)

The deck foam system and the ships fire main system are to be capable of simultaneous operation in
order that the personnel operating the foam firefighting equipment may be cooled by water spray
supplied from the fire main through a hose and nozzle. The main fire pumps should therefore have
sufficient capacity to satisfy the requirements of the foam system and simultaneously provide two
jets of water from the fire hydrants.

The rate of supply of foam solution should not be less than the greatest of the following:

 0.6 litres/minute per square metre 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;
 litres/minute per square metre of the horizontal sectional area of the single tank having the
largest such area;
 litres/minute per square metre of the area protected by the largest monitor, such area being
entirely forward of the monitor, but not less than 1250 litres/minute.

Sufficient foam concentrate at the above rates is to be supplied to ensure at least 20 minutes of
foam generation in tankers fitted with inert gas systems and 30 minutes in tankers not fitted with
inert gas system. The foam expansion ratio should not exceed 12 to 1.

The number of monitors provided and their positions is to be such as to ensure that foam can be
delivered to any part of the cargo tanks deck area. The distance from the monitor to the farthest
extremity of the protected area forward of that monitor should not be more than 75% of the monitor
throw in still air conditions.

Applicators are to be provided to ensure flexibility of action and to cover areas screened by the
monitors. The capacity of any applicator is not to be less than 400 litres/minute and the throw in
still air conditions not less than 15 metres. Not less than four applicators are to be provided.
Sufficient foam hydrants are to be provided to ensure that foam from at least two applicators can be
directed to any part of the cargo tanks deck area.

Applicators may replace monitors in ships less than 4000 tonnes deadweight. The capacity of each
applicator should be at least 25% of the foam solution rate required.

A monitor and hydrant is to be fitted both port and starboard at the poop front of accommodation
spaces facing the cargo tank.

HIGH EXPANSION FOAM SYSTEM

High expansion foam systems are only suitable for use in enclosed spaces. The high expansion foam
generator consists essentially of a power driven fan, a net or gauze, a supply of high expansion foam
concentrate, and a spray nozzle arrangement. Foam solution is uniformly sprayed over the net,
Page84

which is usually made of nylon, and air is blown through it. Foam of uniform size having an
expansion ratio of 1000:1 is produced and ducted away to the protected space.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

The foam is tough and persistent and is an excellent insulator and absorber of radiant heat. When
such foam reaches a fire, unit volume of water in the foam is turned into approximately 1700
volumes of steam, the resulting atmosphere now contains approximately 7.5% by volume of oxygen,
far less than the percentage required to sustain combustion. At the same time, the surrounding
foam prevents access to further oxygen to the fire.

High expansion foam is generated by units capable of rapidly discharging through fixed discharge
outlets a quantity sufficient to fill the greatest space to be protected at a rate of at least 1 metre in
depth per minute with a maximum filling time of 10 minutes. If the gross horizontal area of the
protected space exceeds 400m2 at least two foam generators are provided. Sufficient foam
concentrate is provided to produce foam for five fillings of the largest space protected. The expansion
ratio of the foam should not exceed 1000 to 1.

Ducts made of steel or other suitable material are arranged to deliver the foam quickly to high risk
areas. The ducts include means, such as an automatic flap, so that a fire in the protected space will
not affect the foam generating equipment.

The foam generator, its source of power supply, foam concentrate and means of controlling the
system should be readily accessible, simple to operate and grouped in as few locations as possible at
positions not likely to be cut off by fire in the protected space.

The water supply is from a source outside the protected space and can be from the emergency fire
pump provided the capacity is sufficient to satisfy the requirements for the foam system and the
demand for two hydrants at the required pressure.

High expansion foam will not flow against pressure much above atmospheric pressure and
arrangements are to be provided for venting the protected space whilst it Is being filled with foam.
High expansion foam has the disadvantage that once an engine room fire has developed it cannot be
supplied from above because it is carried away by convection currents. Also heat radiation from
above rapidly destroys the foam surface. Thus it can be argued that for machinery space such a high
filling rate would be required as to render this medium impracticable.

MEDIUM EXPANSION FOAM SYSTEM

Medium expansion foam with an expansion ratio between 50 to land 150 to 1 could be used but it is
generally restricted to vessels constructed for domestic use in Eastern bloc countries.

EXAMPLE OF CALCULATION OF FOAM REQUIRED ON AN OIL TANKER

Calculate the quantity of 3% foam concentrate required on board an oil tanker, equipped with IGS,
having the following relevant dimensions:

Cargo tanks deck area : 1800 m2

Horizontal sectional area of the largest single tank : 700 m2
Area protected by the largest monitor : 750 m2

Quantity of foam solution required per minute = Regulation Spreadage Rate x Area

That is the greatest of:

0.6 litres/min./m2 x 1800 m2 = 1080 litres/min.

6.0 litres/min./m2 x 700 m2 = 4200 litres/min.
3.0 litres/min./m2 x 750 m2 = 2250 litres/min.

The applicable quantity of foam solution required per minute to protect the tanker is 4200 litres/min.

Quantity of foam solution required

Page85

for the duration (20 minutes)

stipulated by the regulation = 20 x 4200 litres
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

= 84000 litres

Quantity of 3% foam concentrate

required = 0.03 x 84000 litres
= 2520 litres.

Ship’s Fixed CO2 Flooding System:

Fire smothering is achieved by diluting the oxygen content of the atmosphere in the compartment from normal
21% to a level, which is insufficient to support combustion. For most flammable substances, this is in the range
of 9-11 %, but for smouldering solid combustible materials a reduction of 02 to 6-7% is necessary for complete
extinction.

To fight a major fire especially in a engine room, cargo holds and for enclosed spaces with sophisticated electric
and electronic machinery/equipment like engine control room, cargo control room, computer room, radio room,
bridge spaces with navigational equipment, utmost care is essential to ensure not to damage the equipment
with the fire fighting agent. For such places on fire, the most suitable and effective fire-fighting agent is carbon
dioxide (C02).

Advantage of using CO2 as fire fighting agent:

It is non corrosive and does not conduct electricity. It leaves no residue and doesn’t deteriorate in quality even
after prolonged storage. It is extremely effective and most suitable for inaccessible fires especially in
switchboard/s and other sophisticated electronic machinery and readily available at a reasonable cost.

Disadvantages of using CO2 as fire fighting agent:

It is highly asphyxiating and slightly toxic. Concentration of 9% C02 in an enclosed space produces
unconsciousness within a few minutes and can even prove fatal. C02 has no cooling affect; therefore there is
always a possibility of re-ignition if air is re-admitted to the compartment too soon after the fire. C02 normally
contains solid carbon dioxide particles, which can generate sufficient static charge to produce an instant spark
that can ignite inflammable gas atmosphere in an enclosed space on board a ship. Therefore C02 alone is
unsuitable as inerting medium for cargo oil tanks.

CO2 Flooding System:

This is used for fighting major fires in the engine room, boiler room, pump room, machinery control room, cargo
control room, supply control room/switch board. The C02 system consists of a large number of C02 bottles
(called Battery of C02 bottles) under pressure of 50-52 Bar with a gang release arrangements.
C02 Bottles are connected in parallel by pipelines leading to the manifold/distributor panel, which has valves for
different spaces; so that C02 can be discharged to a particular compartment on fire. The pipelines in
compartments are fitted with diffuser nozzles, so that C02 which is in the liquid state when discharged due to
high pressure can quickly evaporate and convert into gas to spread quickly.
Page86

SEASKILLS MARITIME ACADEMY

ADVANCED FIRE FIGHTING

Page87

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Two master/pilot bottles under pressure upto 200 bar are provided which are operated manually to discharge
the main battery of C02 cylinders through pipelines and mechanical operating unit. With the pressure of C02
from the master/pilot bottles, the mechanical unit is triggered thus puncturing the rubber seals of the battery of
C02 bottles.

When main C02 bottles seals get punctured, the C02 reaches the main lines leading to the C02 distributor /
manifold. From the distributor/manifold, the compartment under fire will be fed C02 by opening the particular
compartment valve.

In case the master / pilot valves do not work or the C02 pressure is insufficient in the pilot bottles, then the
main battery of C02 cylinders can also be operated manually by pulling the handle attached to the steel wires
rigged to puncture the main C02 bottles.

Once in 3-6 months, service air at pressure 7-8 bar is fed into the C02 main lines leading to the various
compartments like engine room, cargo hatches etc., to clear the choked lines / to check if any line is damaged
or disconnected. It is the IMO requirement that 85% of the required quantity of C02 gas must be released into
the fire space within 2 minutes of operating the C02 system. In the actuating system for release of C02 from the
main battery of C02 cylinders, the actuating handle opens an operating bottle of C02 and the gas from this
pushes down the piston to release the other bottles. To avoid sticking, all the handles must be in good
alignment. The bottle valves may be of quick release type as shown in the diagram where the combined seal /
bursting disc is pierced by a cutter. The latter is hollow for passage of liquid C02 to the discharge pipe. Bottles
should not be stored where the temperature is likely to exceed 55° C. The seal / bursting discs are designed to
rupture spontaneously at pressure of 177 Bar produced at a temperature of about 63° C. The master valve
allows the C02 released in this way from reaching the engine room and it is dispersed safely from the manifold.

Rapid injection of C02 is necessary to combat an engine room fire, which has attained such magnitude that the
space has to be vacated. This is due to the reason that 85% of the gas must be released within 2 minutes. The
quantity of gas carried must be sufficient to give free gas volume equal to 40% of the volume of the space except
where the horizontal casing area is less than 40% of the general area of the space or alternately must give a free
gas volume equal to 35% of the entire space; whichever is greater.

The closing of all engine room openings and vent flaps will prevent entry of air to the space. All ventilation and
exhaust fans/blowers, fuel pumps and vent flaps to be shut to prevent entry of air into the fire space. All
fans/blowers and fuel pumps can be shut down remotely. Also, valves on fuel lines for fuel oil tanks/ service
tanks/ settling tanks/ storage tanks etc. can be shut from the "quick closing valves" system installed.

C02 bottles are solid drawn steel, and hydraulically tested to 228 bar. The contents of C02 gas/liquid are
checked by weighing C02 by means of a radioactive level indicator. Recharging of C02 is necessary if there is
10% weight loss. The pipelines are of solid drawn mild steel and galvanised for protection against corrosion. The
siphon tubes in each bottle, ensures that liquid is discharged from the bottom of the bottles. Without the siphon
tubes the C02 would evaporate from the bottles to the surface and would take the latent heat, which would
cause the remaining C02 in the bottles to freeze.

Preparation for operating CO2 flooding system:

 Raise, emergency / fire alarm to evacuate the fire areas / compartment

 All machinery operating in the place of fire to be stopped
 Electrical supplied in the area to be cut off
 Ventilation and exhaust blowers/fans to be stopped and fire dampers to be closed
 Ensure no person is left inside the compartment when C02 is being released by ensuring head count
 Obtain consent from the master prior to releasing C02 to the compartment on fire
 Seal the compartment as much as possible to eliminate air (oxygen) prior to release of C02

SOLAS REGULATION

FIXED GAS FIRE-EXTINGUISHING SYSTEMS

GENERAL
Page88

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The use of a fire-extinguishing medium which, in the opinion of the Administration either by itself or
under expected conditions of use gives off toxic gases in such quantities as to endanger persons
shall not be permitted.

The necessary pipes for conveying fire-extinguishing medium into protected spaces shall be provided
with control valves so marked as to indicate clearly the spaces to which the pipes are led. Suitable
provision shall be made to prevent inadvertent admission of the medium to any space. Where a
cargo space fitted with a gas-extinguishing system is used as a passenger space the gas connection
shall be blanked during such use.

The piping for the distribution of fire-extinguishing medium-shall be arranged and discharge nozzles
so positioned that a uniform distribution of medium is obtained.

Means shall be provided to close all openings which may admit air to or fallow gas to escape from a
protected space.

Where the volume of free air contained in air receivers in any space is such that, if released in such
space in the event of fire, such release of air within that space would seriously affect the efficiency of
the fixed fire- extinguishing system, the Administration shall require the provision of an additional
quantity of fire-extinguishing medium.

Means shall be provided for automatically giving audible warning of the release of fire-extinguishing
medium into any space in which personnel normally work or to which they have access. The alarm
shall operate for a suitable period before the medium is released.

The means of control of any fixed gas fire-extinguishing system 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 a protected space. At each location there shall be clear instructions relating
to the operation of the system having regard to the safety of personnel.

Automatic release of fire-extinguishing medium shall not be permitted, except as permitted by these
rules, for Halon.

Where the quantity of extinguishing medium, is required to protect more than one space, the
quantity of' medium available need not be more than the largest quantity required for any one space,
so protected.

Except as expressly permitted by these rules, pressure containers required for the storage of fire-
extinguishing medium, other than steam, shall be located outside protected spaces in accordance
with these rules.

Means shall be provided for the crew to safely check the quantity of medium in the containers.

Containers for the storage of fire-extinguishing medium and associated pressure components, shall
be designed to pressure codes of practice to the satisfaction of the Administration having regard to
their locations and maximum ambient temperatures expected in service.

When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room
which shall be situated in a safe and readily accessible position and shall be effectively ventilated to
the satisfaction of the Administration. Any entrance to such a storage room shall preferably be from
the open deck and in any case shall be independent of the protected space. Access doors shall open
outwards, and bulkheads and decks including doors and other means of closing any opening therein,
which form the boundaries between such rooms and adjoining enclosed spaces shall be gas-tight.
For the purpose of the application of the fire integrity regulations such storage rooms shall be
treated as control stations.

Spare-parts for the system shall be stored on board and be to the. - satisfaction of the
Administration.
Page89

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

SOLAS REGULATION

CARBON DIOXIDE SYSTEMS

For cargo spaces the quantity of carbon dioxide available shall, unless otherwise provided, be
sufficient to give a minimum volume of free gas - equal to 30% of the gross volume of the largest
cargo space so protected in the ship.

For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum
volume of free gas equal to the larger of the following volumes, either:

40% of the gross volume of the largest machinery space-so protected, the volume to exclude that
part of the casing above the level at which the horizontal area of the-casing is 40% or less of the
horizontal area of the space concerned taken midway between the tank top and the lowest part of
the casing; or

35% of the gross volume of the largest machinery space protected, including the casing.

Provided that the above-mentioned percentages may be reduced to 35% of 30% respectively for cargo
ships of less than 2,000 tons gross tonnage; provided also that if two or more machinery spaces are
not entirely separate they shall be considered as forming one space.

For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at
0.56m3/kg.

For machinery spaces the fixed piping system shall be such that 85% of the gas can be discharged
into the space within 2 minutes.

Example of typical calculation for a cargo ship's hold/machinery space protection by fixed carbon
dioxide gas extinguishing system is given in the following page.

Particulars of ship and equipment available:

C02 capacity per cylinder 45.4 kg (100 lbs.)

Water capacity per cylinder 65.1 Itrs.

Engine room gross volume(to upper deck) 4658 m3

Engine room gross volume to casing top 5358 m3
Volume of largest cargo hold (Hold No.2) 6849 m3
Volume of air reservoir 375 m3
(Comp. air cyl)

Calculation for number of C02 bottles required as per regulations:

(4658 + 375) 0.4/ 0.56 divided by 45.4 = 80 cyl

(5358 + 375) 0.35/0.56 divided by 45.4 = 79 cyl

(6849 x 0.3) 0.56 /0.56 divided by 45.4 = 81 cyl.

Total requirements as per regulations = 81 cylinders.

CARBON DIOXIDE, FIXED FIRE SMOTHERING

In recent years there have been a number of incidents involving loss of life when the CO2 Fixed Fire
Smothering System has been released accidentally while a ship has been in port undergoing
maintenance or repair. Similar incidents have also occurred due to careless actions by crew
Page90

members when the ship has been in service, either with the ship at sea or during a period in port.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The accidents have occurred when work was being carried out either on the CO2 system or in the
space containing the CO2 cylinders. The lives of men working in that space, in the Engine room in
the cargo spaces or in other spaces connected to the CO2, system were endangered by a failure to
issue suitable instructions or where necessary to guard against accidental release.

Ship-owners will be aware that responsibility for fire protection and initial fire-fighting measures
remains with them unless and until they delegate that responsibility: in which case there should be
a clear written agreement between them and the ship repairers. Paragraph 30 of the "Report of the
Working Party on fire prevention and fire-fighting on ships in port", reproduced for information as an
appendix to this notice, deals with this point.

Similarly where work in to be carried out on any part of the CO2 system, including the remote
controls, or in any space containing CO2 cylinders or a CO2 bulk storage unit, the Department
considers that the responsibility for ensuring continued protection against accidental release of gas
remains with the owner, unless there is a clear written agreement which delegates that responsibility
to the ship repairer or the company under taking the work.

When the nature of the work requires the system to be made inoperative or where it has to be
temporarily immobilised to permit safe working, the owner or his representative should first give
careful consideration to the various fire risks in the spaces normally protected by the CO2 system In
addition, during the period while the system is not available, work which, would increase the hazard
within the protected spaces should not be permitted.
Where the system has been made inoperative or temporarily immobilised to permit safe working the
owner or his representative should ensure that the system is restored to its operating condition on
the completion of the work. In the cases where the responsibility for ensuing against accidental
release has been delegated in writing to the ship repairer or to a company undertaking work on the
system, the owner or his representative in conjuction with a representative from the other company
should ensure that the system is restored to is operating condition.

To prevent unauthorised use, the space containing the CO2 cylinders or the CO2 bulk storage unit
should normally kept looked at all times, with one of the keys being readily available in a glass
fronted case near to the entrance to the space.

REPORT OF THE WORKING PARTY ON FIRE PREVENTION AND FIRE-FIGHTING

ON SHIPS IN PORT

In ships under construction the responsbility for fire-prevention and initial fire fighting measure
rests entirely with the shipbuilder. In all other cases it remains the ship owner responsibility
throughout, unless, and until he delegates that responsibility, in which event there should be a clear
agreement between the ship-owner and ship repairer. Divided responsibility must always avoided; It
can only lead to confusion and has been the main cause of the disastrous results of some fires. We
strongly recommend, therefore, that in relation to ships undergoing major repair there should be a
clear (preferably written) agreement between the owners and repairers concerned setting out in
precise terms where the responsibility for the protection lies. The terms of this agreement should be
made known to all concerned and should included a clause stating which party accepts
responsibility for recommending a cessation of pumping water into a ship on fire on the ground that
further water would imperil the ship’s stability.

CARBON DIOXIDE CYLINDERS

Siting precautions

Recent resurveys of C02 installations employing a gang release system for total flooding of the
machinery spaces has shown that in ships where the C02 cylinder storage room is subject to severe
vibration, or in cases where cylinder clamps have not been tightened properly after the cylinders
have been removed for weighing or replenishment, cylinders have rotated resulting in some cases to
malfunction and in some cases to the premature release of C02 gas. In many cases the rotation of
the cylinders has been such that operation of the system, if it had been required, would not have
been possible due to misalignment of the valve operating levers.
Page91

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

To minimise this danger it is advisable in existing installations that arrangements for clamping and
verifying the alignment of cylinders should be carefully checked at regular intervals between the
surveys or inspections normally cared out by the Govt. Surveyors.

C02 AND OTHER FIRE EXTINGUISHING GASES FOR INERTING

1. The purpose o f this notice is to draw the attention of Ship-owners, Masters and Crews of Merchant
Ships, ship builders and Ship repairers to the danger of using CO2 or halogenated hydrocarbon media
in fixed fire extinguishing systems on board ships for inerting spaces which contain, or are likely to
contain, an explosive mixture of flammable gases or vapours but in which there is no fire.
2. There is evidence to show that .when an attempt has been made to inert a space containing an
explosive mixture of flammable gases or vapour and air by using the CO2 fixed has smothering system
to prevent a fire starting within that space, the action has resulted in an explosion caused by
electrostatic sparks produced by the CO2 discharge.
3. Research undertaken on behalf of the Department has indicated that incendive sparks can
be also produced by discharges of Halon 1301 or Halon 1211 from fixed fire extinguishing
systems.
4. In general, fixed fire gas or vapour smothering/extinguishing systems using CO2, Halon 1301
or Halon 1211 should not be used to inert any space which contains, or is suspected of
containing, a flammable mixture of vapour or gases and air.
5. In their publication, Survey of Fire Appliances, Instructions for the Guidance of Surveyors,
the Department already requires notices warning of the danger of using CO2 for inerting
pump rooms or cargo tanks of tankers to be posted at the controls of systems using Halon
1301 or Halon 1211 for the protection of pump rooms and similar spaces where an
accumulation to explosive vapour/air mixtures is a possibility.
6. However, if a fire is known 10 exist in the-protected spaces then the hazard of an explosx n
deer, not arise and such systems can be brought into operation with confidfaioe to extinguish
the fire.
7. For the reasons given in paragraph 3. Fixed systems using Halon 1301 stored In containers
within the pump room and similar spaces are no longer acceptable on new ships because of
the possibility of discharge due to the failure of a brusting disc or similar relief arrangements
to prevent overpressure in the containers.

The fire hazard on oil and chemical tankers and gas carriers is more than on general cargo
ships due to the fact that H/C gases are predominant in cargo as well as on upper decks in
the vicinity of tanks. The H/C gases can cause explosion even with minor sparks when
sufficient air (oxygen) is present especially inside the cargo tanks is filled with inert gases
(which has oxygen limited to maximum 5% which is even below the safe the safe limit of 11%
oxygen) to prevent any fire or explosion.

The inert gases filled in the cargo tanks are basically the boiler exhaust gases (Flue gases).
But the flue gases cannot be used directly for inerting the cargo tanks due to the following
reasons:

 The temperature of the boiler flue gas is very high (about 400° C).
 Flue gases contain carbon particles, ash, soot and other solid foreign particles due to
incomplete combustion and also carry static charge.
 Flue gases contain corrosive gases such as Sulphur dioxide (S02) and Sulphur Trioxide (S03)
(about 0.3%) which form Sulphuric acid when mixed with water and nitrogen oxides which
form nitric acid with water.
Page92

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 Oxygen (02) percentage in the flue gases is not known and could be more than the
permissible limit of 5%.
 Flue gases have moisture content about 2 - 3 % (in the form of steam)

In order to ensure clean and dry inert gas free from unwanted gases and particles and containing
maximum of 5% oxygen, the boiler exhaust gases (Flue gases) are fed into an inert gas plant where
all unwanted gases/solids are removed. The gases are cooled down to within 5 degrees Centigrade of
sea water temperature and are made moisture free and dry to ensure safety of the petroleum /
petroleum products.

Requirement of Inert Gas Plant

The inert gas plant using the boiler flue gases to produce inert gas must be able to meet the
following requirements:

 To cool the flue gas to a temperature close to sea water temperature.

 To remove water droplets from the gas.
 To remove as much as possible the sulphur oxides in the flue gases.
 To remove solids from the gas to the maximum possible extent.
 To transport the cooled and clean gas to the cargo tanks.
 To regulate the quantity of gases according to the demand for gas in the cargo tank.

Working of Inert Gas Plant

The boiler flue gas is fed into a scrubber unit through the flue gas-isolating valve located near the
boiler uptake on the flue gas line. The primary function of the scrubber unit is to cool the flue gas to
Page93

a temperature close to the sea water temperature and to remove soot and other solid matter and

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

sulphur oxides from the flue gas. The flue gas entering the bottom of the scrubber unit passes
through a water seal and while rising up the unit is cooled by water sprayers. During the process, all
the sulphur oxides, soot and other solid particles are removed. The minute particles if any are
subsequently removed while the gas passes through baffle plates and filtering elements.

Cooling water to the scrubber unit is supplied by an independent sea water pump/s / vessels
general service pump or bilge and ballast pump. The water level in the scrubber unit is indicated by
audibly and visual alarms when it is less than the predetermined set limits. Any reductions in
pressure of sea water below the set limits automatically shuts down the inert gas blowers.
The top section of the scrubber unit consists of demister unit to dry the gas either by fine wire mesh
or by revolving unit working on centrifugal forces created by spinning the gas at high speed causing
the water droplets to be thrown outwards on the scrubber walls.

The inert gas leaving the demister of the scrubber unit consists of the following:

Oxygen less than 5%

Sulphur oxide less than 0.02%
Water vapour less than 1%
solids less than 8 mg/m3
CO2 About 13.5%
Nitrogen Balance (About 80%)
Soot About 50mg per cubic metre
Temperature Sea temperature ± 5 ° C

From the scrubber unit, the flue gas is led to the blower (2 no. blowers are provided, only one is
used while other is kept standby / under maintenance). Each blower is capable of maintaining a
minimum pressure of 200mm of water gauge.

The inert gas discharge from the blower is subsequently controlled by an oxygen analyser / Pressure
Regulating valve (which, depending upon the requirements of the inert gas is either re-circulated
back to the scrubber unit). In case the 02 content is more than 5%, it is released into the atmosphere
through a vent valve automatically controlled by an oxygen analyser.
When the inert gas has less than 5% oxygen content, it then passes through a unit called wet type
deck seal so that the inert gas can have only forward gas flow towards cargo tanks but tanks inert
gas / H/C gases cannot come towards the scrubber unit / blower. Thus the gas supplied by the
inert gas blower bubbles through the water in the deck seal tank to the outlet pipe leading to the
deck distribution system. The height of the water column in the deck seal tank doesn't exceed the
tank test pressure. Since the inert gas passing through the wet deck seal becomes moist and can
carry the water into the deck main, a demister similar to the one provided in the scrubber unit is
also provided in the wet deck seal unit.

The inert gas coming out of the deck seal passes through a mechanical non-return valve and then
through a screw down non-return deck isolating valve which is operated manually.
The inert gas then is led to tank distribution system, which consists of a manifold / distributor
incorporating the individual cargo tank valves. The pipe lines leading from the deck isolating valve to
the manifold is provided with a pressure / vacuum beaker to ensure that the inert gas
pressure/vacuum is maintained within the safe limits of the cargo tanks pressure and vacuum and
do not cause any structural damage to the cargo tanks.

The pressure / vacuum (P/V) breaker is an oil seal containing oil or an anti-freeze mixture of 40%
Ethylene and 60% water. The level cock of (P/V) breaker is to ensure that the liquid level in the P/V
breaker does not exceed the set limit during filling. The space above the liquid level in the P/V Breaker in
the concentric inner pipe is always at atmospheric pressure. Under equal pressure conditions i.e. when the
cargo tanks pressure is equal to atmospheric pressure, the liquid in the concentric inner pipe and the annular
space surrounding the P/V Breaker maintains the same level.

When the pressure in the cargo tank/s is more than the atmospheric pressure, the liquid is pushed out from
the annular space into the concentric inner pipe. But if the pressure in the cargo tanks exceeds the pressure
Page94

setting of the P/V Breaker, the liquid in the P/V Breaker will be blown out on to the deck and the excess
pressure will be released to the atmosphere.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

When the cargo tank/s pressure is negative i.e. less than the atmospheric pressure (which may occur especially
during discharging and the tank not being supplied with inert gas), then the atmospheric pressure acts on the
surface of the liquid in the concentric inner pipe of the P/V Breaker and will force the liquid down into the
annular space depending on the negative pressure in the cargo tank/s. If the negative pressure in the cargo
tank/s is below 700 mm w.g., the entire column of liquid in the concentric inner pipe will be forced down
causing air to bubble through the liquid in the annular space and enter the cargo tanks through the inert gas
main thus releasing the excess vacuum.

The P/V valve can be set to open automatically or manually. When set to open automatically, the valve opens
when pre-set pressure or vacuum limits are reached. Limits are usually not more than 1800 - 1900 mm w.g
pressure and 700 mm w.g vacuum.

Fixed Dry Chemical Powder System

Gas carriers are provided with a fixed dry chemical

powder extinguishing system covering the gas carrier
deck areas.

LPG and LNG (i.e. gases such as methane CH4, ethane

C2H6, propane C3H8, butane C4H10, pentane C5H12) are
carried in tanks under pressure at deeply refrigerated
in the liquid state (their boiling point at ambient
pressure is about minus 162 ° C). Any leakage of such
liquified gases from joints / valves etc. On deck
vaporises quickly. The vaporisation speed varies with
ambient temperature, area of spill, quantity of spill.
With liquid gas temperature being very low, in case of
fire, use of seawater (comparatively warm) through a
fire hose or foam hastens the change of state from
liquid to gas, which can lead to explosion.

To fight such fires on board gas carriers, fixed dry

chemical powder system is most useful and effective.
This arrangement consists of dry chemical powder in
one or more tanks, which can be pressurised by
nitrogen (N2) from a bank of nitrogen cylinders.

The dry chemical powder tank/s are directly controlled and operated from control stations on the upper deck.
The control station consists of appropriate controls, a dry chemical powder monitor/hose with nozzle and a pilot
nitrogen (N2) cylinder under pressure.

On opening the pilot nitrogen cylinder in the control box, the nitrogen gas flows through the reducing valve to
the dry chemical powder tank/s installed and pneumatically opens the appropriate distribution valve.
Simultaneously, the pilot cylinder nitrogen also opens the, main nitrogen cylinders by the action of the
pneumatic piston release lever and release mechanism.

The nitrogen gas thus flows from the main nitrogen cylinders into the dry chemical powder cylinders through
the pressure regulator. When the pressure in the DCP tanks reaches 16 Bars, the main DCP valve opens
automatically and the DCP flows to the release station/monitor/hose with nozzle via the distributor/manifold
automatically opened prior to the monitor/control station valve.

The pressure in the DCP container/tank remains constant until a very little DCP is left in it. When the DCP in
the first container is used, the second container can be brought into action by manually opening its bank of
nitrogen cylinders. Flow of DCP into the first empty container is prevented by the automatic closing of its valve
by pneumatic release piston. Flow of DCP then continues as before.

After use, the DCP lines are blown through with compressed air and nitrogen (N2) cylinders are replenished and
DCP containers are refilled. It may be noted that heavy spillage of deeply refrigerated liquids is extremely
Page95

dangerous. It can cause embrittlement of the deck and its contact with the human body causes serious cold
burns.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

7.4 FIRE-MAIN, HYDRANTS, HOSES & NOZZLES

(a) Fire-main System – Water is the chief fire-fighting medium on a ship and the fire main is the basic
installation for fighting fires. The system shown has two independently powered pumps, which are also
used for general service and ballast. These pumps supply two engine room hydrants and the deck main
through the isolating valve. The latter is required to prevent loss of water through pipe work in the engine
room if damaged. To maintain the deck supply, the emergency fire pump has to be used. The emergency
fire pump is located outside the engine room normally in steering compartment. In such cases there is
always a watertight door to isolate the engine room spaces from the emergency pump location. The deck
main has a drain at the lowest position so that the pipe can be emptied in cold weather. If this is not done,
the water freezing can damage the pipes but more important, it will be blocked by the ice and will not be
usable.

Page96

Hydrants, Hoses & Nozzles

SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

(b) Pumps

Two independently powered pumps must be provided in all cargo ships of 1000 tons gross and over and
in passenger ships of less than 4000 tons gross. Larger passenger vessels must have three such pumps.
The pumps are fitted with non-return valves if they are of the centrifugal type, to prevent loss of water
back through open valves when not running. A relief valve is necessary in the system if the pumps are
capable of raising the pipeline pressure to greater than the design figure. Minimum line pressures and
capacities are governed by the regulations. While fire pumps may be used for other duties such as ballast,
bilge or general service, they should not normally be used for pumping oil. Changeover arrangements are
fitted if a pump can be used for ballast or de-ballasting of tanks etc.

(c) Emergency Fire Pumps

Normally, cargo vessels are provided with emergency fire pump/s because a fire in the engine room could
put all of the other pumps out of action. Such a pump is indicated in the Fig. and is located away from
the engine room in the tunnel or steering gear or in the forward part of the ship. The suction lift of any
pump is limited and for this reason emergency pumps are usually at a maximum of 6 metres from the
water level at Iight draught installed below water level.

 The fire main line is spread all over the ship.

 Fire main line is fitted with the fire hydrant valves and couplings to which hoses can be
connected.
 Every fire hydrant has a fire box in which a hose and a nozzle is stored. Hoses are kept either
Page97

in a flaked manner or in rolled position in the firebox.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 Hoses are connected to the hydrants and nozzle is attached to the other end of the hose for
fire- fighting by jet/spray.

Use of Water during Fire fighting

 During fire fighting use of water must be monitored as the excess water in the vessel will
affect stability.
 Pumping out of water must be done immediately or as soon as fire fighting is over. If water is
not pumped out it will lead to listing of the ship.
 While introducing water for fire fighting, keep in mind the cargo and equipment stored in the
compartment/hold.

On large vessels a special two-stage pump arrangement may be used. The first stage below the
waterline is driven by a hydraulic motor. The second stage and the hydraulic power unit are driven
by electric motor as the prime mover, which can be positioned at more than the normal distance
from the waterline.

An emergency pump has an independent diesel engine drive or some alternative such as an electric
motor powered from the emergency generator, or an air operated pump with its own air supply.

Where steel pipes are used, they are galvanised after bending and welding. Diameter is between 50
mm and 178 mm depending on the size and type of ship. Engine room hydrants must have hoses
and nozzles for jet and fog or dual-purpose nozzles.

(d) International Shore Connection /Coupling

The International shore coupling is a standard sized flange with nuts, bolts and washers and a coupling for the
ship's fittings. The dimensions are shown in the diagram. The fitting and joint must be suitable for a working
pressure of 10.5 bar. Four bolts are required of 16mm diameter and 50 mm length, used with eight washers.

(e) Hoses and Nozzles

Fire hoses must be of approved material. They are positioned adjacent to the hydrants together with suitable
nozzles. Dual purpose nozzles can be adjusted by rotation of the sleeve to produce a jet or spray. These are an
alternative to having one nozzle for a jet and another for a spray or fog to be used for oil fires.

Foamite branch pipes similar to those used in deck installations for tankers are fitted for use with the hydrants
in some machinery spaces, car decks etc. These are available in various sizes for operation at a range of
pressures and outputs. The branch pipe is connected through a hose to the hydrant and the water flow
Page98

produces a venture effect which draws up Foamite liquid through the pickup tube, from a container. The action
also draws in air. Mixing of the three components in the tube causes formation of a jet of foam. Initially, only
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

water issues from the branch pipe and the nozzle is directed away from the fire until foam appears. When the
foam compound is exhausted, water will again appear at the nozzle. Foam continuity is achieved by dropping
the pickup tube in a bucket and keeping the bucket topped up with foam liquid.

7.5 PORTABLE & MOBILE FIRE EXTINGUISHING EQUIPMENT

(a) Portable Fire Extinguishers

Portable fire extinguishers are for immediate use in the early stages of a fire. They should not be expected to deal
with large fires since they have a limited duration of use and capacity.

Portable fire extinguishers may be divided into four categories according to the extinguishing agent theV
contain, namely:-

 Water
 Foam
 Dry chemical powder
 Carbon dioxide / Halon 1211

The capacity of a portable fire extinguisher vary from 2 Kg to 9 Litres / 10 Kg. The choice of a portable fire
extinguisher to be used for a particular fire is decided in relation to the nature of fire anticipated. Portable fire
extinguishers are located in conspicuous positions from where they can be readily seen / used by persons. They
are sited near to room exits, in corridors / stairways and are stored near places containing major fire" risks.
Spare charges are provided for each type of extinguisher.

Every portable extinguisher is marked to indicate:-

1. Name of manufacturer
2. Type of fire on which the extinguisher is suitable
3. Type and quantity of extinguishing medium
4. Approval details
5. Instructions for use and recharge
6. Year of manufacturer
7. Temperature range over which the extinguisher will operate satisfactorily
8. Test pressure

(b)Following portable extinguishers are provided on board merchant ships in places like Engine room,
Accommodation, M/C/R, Galley, Alleyways, Paint store, steering compartment, Boiler platform etc.

A 9litre water C02 extinguisher

B litre mechanical foam extinguisher.
C 4.5Kg Or 10 Kg. Dry chemical powder extinguisher.
D 2 Kg or 5 Kg C02 extinguisher.
Page99

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

9Litre Water CO2 Extinguisher (For Class 'A' Fire)

Identification : Painted red

Extinction : By cooling
Duration : 60 - 90 sec.
Discharge distance : 3 - 1 0 Mtrs.
Uses : To extinguish solid inflammable material fire e.g. Wood, paper (class ‘A’ fire)

Description

Cylindrical container contains 9 litres of fresh water. A C02 cartridge

of 60 gms. A wheel cap fitted with striking knob attached with
plunger. A dip tube extended from top to bottom. A discharge hose
with nozzle. Vent holes on wheel cap.

Operating Procedure

 pull out safety clip and check wheel cap is tightly closed
Page100

 uncoil discharge hose

 point nozzle towards seat of fire

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

 strike the knob

Note: Never use class ‘A’ fire extinguisher on oil / electrical fire. This will cause fire to spread / and cause shock.

Important: While operating it is possible that the extinguisher is pressurised but is not discharging, due to
blockage in dip tube or hose. In this case the extinguisher is to be depressurised by laying down the
extinguisher flat on the ground. Unscrew the wheel cap by 2-3 turns. The vent holes will now be clear of threads
and will depressurise the cylinder.

9 litre mechanical Foam extinguisher (For class ‘B’ Fires)

1. It is painted red and its duration is 60 - 90 seconds and can cover a distance of 3 to 5 meters.

2. In this extinguisher, foam concentrate is stored as a solution in water.

3. A C02 gas cartridge (C02 weight is 180 gms to 240 gms) is provided, which when, pierced provides the
pressure to discharge the foam solution. The Solution is carried upwards through the dip tube due to the
gas pressure above it.
4. The solution is aerated at the discharge nozzle to form foam

5. The construction of the body and method of operation of this extinguisher is similar to that of a water-
carbon dioxide type extinguisher but its discharge rate is same as that of a chemical foam extinguisher.

6. While using this extinguisher, do not allow the foam to strike the surface of the burning liquid. Direct the
jet on to a vertical surface so that foam can flow down gently to spread on the burning liquid.

Dry Chemical Powder Extinguisher (DCP) (For Class 'B' & 'C' Fires)

1. These extinguisher are used mainly for low flash point liquid fires and high pressure gas fires. They
have very little cooling effect.

2. Dry chemical powder extinguisher is for tackling petroleum fires, gas fires, electrical equipment fires
and surface fires of textile fibre.

3. DCP is very quick and is very useful due to the speed with which DCP put out fires.

4. Chemical powders employed are normally sodium bicarbonate based for class 'B' & 'C' fires. When used
Page101

on fire the powder undergoes a chemical reaction. The free radicals, which cause and sustain fire, are
put out of action by Dry Chemical powder & thus the fire is extinguished very fast.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

5. For metals (like Sodium, Magnesium, Barium, Potassium, Sulphur, Phosphorus etc) fires (Class ‘D’
Fires), special dry powders containing mixtures of Sodium bicarbonate and Sodium Cholride based
compounds are mixed with powdered fire clay, powdered graphite, powdered soapstone (talc), powdered
limestone and dry sand.

There are two types of DCP extinguishers

1. Gas Cartridge type

2. Stored pressure type

Above extinguishers are normally available in 4.5 and 10-Kg capacities.

4.5 Kg I/ 10 Kg Gas Cartridge type Dry Chemical Powder

Extinguisher

It is painted blue and is used to extinguish fire 6y interruption of chemical

reactions.
See the figure for the construction of this type of fire extinguisher. The dry
chemical powder is contained in the main shell of the extinguisher and
C02 gas is held under pressure in a sealed cartridge. When the
extinguisher is operated, the C02 cartridge (180 to 240 gms gas) seal is
broken allowing the C02 gas to escape to the main shell and push out the
powder in the form of fog.

Dry Chemical Powder Extinguisher

Method of Operation

1. Carry the extinguisher to the place of fire and keep it upright. Remove the safety clip and strike the
knob located in the cap to activate the piercing mechanism, which in turn breaks the sealing disc of the
C02 cartridge.

2. Direct the stream of escaping powder at the base of the flame. For effective result stand about'1.5 to 2.5
metres away and direct the stream near the seat of the fire. Move forward, moving the nozzle rapidly
with a side to side in a sweeping motion. It is useful for flight deck and helicopter landing platform,
machinery spaces and metallic fires.

3. When using on outdoor fires, always operate the extinguisher from the upwind side of the fire to
increase the effective range of the spray and to avoid the spray to fall on the user.

2 Kg Carbon Dioxide Fire Extinguisher

1. It is painted black and has duration 6-8 seconds

2. Carbon dioxide (C02) is effective as an extinguishing agent primarily because it reduces the oxygen (02)
content of air (Smothering) to a point where combustion cannot continue. C02 is non-combustible and
spread to all areas affected by air.

3. Carbon dioxide fire extinguishers are used for putting out fires on oils, petroleum products, gaseous
substances under pressure and on sophisticated electric and electronic equipment.

4. C02 extinguishers should not be used in fires involving chemicals that contain their own oxygen supply
(e.g. gunpowder, TNT, Cellulose nitrate and other explosive chemicals which contain free 02 atoms
released during their burning / chemical action). Also it should not be used for reactive metals like
sodium, potassium, magnesium as carbon dioxide is of no use in extinguishing such fires.
Page102

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

5. Construction: See the figure in which the main parts of the C02 extinguisher are shown. C02 is retained
in the cylinder as liquid under pressure. The cylinder is filled with the charge to about two-thirds (2/3)
by weight of its total water capacity.

Method of operation:

 Carry the extinguisher to the place of fire, remove the safety

pin and operate the discharge device/unscrew the valve. C02 is
discharged through a high-pressure flexible hose and horn
type diffuser (made of Plaster or an insulating material to avoid
frost bite).

 Direct the jet at the base of fire and sweep across the fire
surface. In ppen space, stand on up wind side and discharge
gas in down wind direction as close as possible on fire. For
electrical fires first switch of the supply. The extinguisher
should be held with one hand on the insulated handle and the
other on the insulated horn type diffuser.

Halon Fire Extinguishers

These are similar in construction and operation to C02 fire extinguisher. The medium used to fight fire are
HALOGENATED HYDROCARBONS. (HALOGENS ARE FLUORINE, CHLORINE, BROMINE, AND IODINE). This
has very high flame extinguishing property.

Common portable halon fire extinguishers contain HALON 1211 (BROMO CHLORO DI FLOURO METHANE) or
HALON 1301 (BROMO TRIFLOURO METHANE). These are suitable for electrical/electronic Equipment and for
class A, B and C fires. Their capacity varies from 2.5 Kg to 7 Kg.

It is operated to fight fire in the same way as C02 fire extinguisher.

Note:

 Never hold discharge hose or outer end of discharge horn. Hold from marked place only to avoid
frostbite.

 Do not lift portable C02 /Halon extinguisher above your height as these gases are heavier than air and
will directly affect your breathing system.

Mobile Fire Extinguishing Equipment

Generally, three different types of mobile fire extinguishing equipment is provided on board in different
machinery compartments/spaces depending on the fire prone areas and the type of fire likely to occur. They are
viz.

 135 Ltrs Mobile Foam Extinguisher or high expansion Foam generator

 50 Kg. Or 75 Kg Mobile Dry Chemical Powder Extinguisher
 Kg or 9 Kg Mobile Carbon Dioxide (C02) Extinguisher

(i)135 Ltrs Mobile Foam Extinguisher and 50 Kg I 75 Kg Mobile dry chemical powder Extinguisher

A tank containing foam compound or dry chemical powder is mounted on a trolley fitted with two wheels and a
cycle type of handle to move it to the fire point on the same deck in a particular zone on board ship is provided.
On the same trolley adjacent to the tank is a small cage holding a C02 bottle (containing about 2 Kg C02 under
pressure).

The C02 bottle has a manually operated valve. From the manual valve a steel pipe is led into the tank
(containing foam compound or DCP).
Page103

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

From the main container, a flexible outlet pipe is provided from the bottom of the container. The end portion of
the flexible pipe is fitted with suitable foam making nozzle (in case of the mobile foam extinguisher) or a
regulating control nozzle (in case of the mobile dry chemical powder extinguisher).

The mobile foam fire extinguisher is normally provided near the main engine bilge platform and near the
auxiliary boiler platform (For oil fires - Class 'B' fires).

ii) High Expansion Foam generator

Another effective method to fight enclosed space medium class 'B' fires (oil fires) is to use mobile high expansion
water turbine foam generator. This consists of a fan driven directly by the shaft of a water turbine which blows
air to a nylon net. The net is wetted by foam water solution from spray nozzles which are supplied from the
discharge of the water turbine and the foam concentrate which is drawn into the water discharge stream by
means of a built -in-inductor system.

A special feature in his foam generator is a “By-pass” system which allows the foam generator to operate against
a high blood pressure due to using of long length of ducting or when forcing the foam to a height.

Principles of operation of a high expansion foam generator

With the by-pass shut, all the water passing through the generator is used for driving the tribune and for foam
production; thereby producing reduced expansion foam.

In order to overcome high back pressure which occurs when high expansion foam is ducted through long
lengths of tubing, the by-pass is opened and some water is diverted to pass through the turbine to waste leaving
less for foam production. This results in higher expansion foam and it also increases the water flow to the
turbine, speeding up the fan and consequently the air flow.

The foam generator can also be used as a smoke extractor for this purpose, the valve controlling the foam
solution supply to the spray nozzle is closed and the direction of the air flow instead bf towards the open air is
changed towards the space desired to be made free of smoke.
Page104

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

The mobile dry chemical powder fire extinguisher is normally provided in the engine room at a suitable place for
any type of fires due to main engine or diesel generators exhaust pipes/lines.

7 Kg - 9 Kg Carbon Dioxide (C02) Extinguisher

This extinguisher is also mounted on a trolley similar to foam/DCP trolley and is provided for
electrical/electronic equipment fires. Mobile C02 extinguisher is normally provided for machinery control room,
main switch board/s, cargo control room and the supply control room (SCR).

The C02 cylinder is provided with a manually operated valve and a flexible hose. The other side of the flexible
hose has an insulated horn type diffuser to prevent frostbite to the user. While operating this extinguisher, the
user must ensure that he operates this extinguisher from the compartment's EXIT door to prevent him getting
trapped inside due to suffocation caused by C02.

7.6 FIRE MAN'S OUTFITS

Fire man's outfits consists of fire proof clothing and breathing apparatus etc. which give protection from heat /
fire and foul ambient conditions to a fire fighter.

Compressed Air breathing apparatus (CABA) set

CABA set is a self contained compressed air breathing apparatus to supply fresh clean air free from dust and
Page105

moisture for use in emergency for enclosed spaces. This may be essential for fire-fighting or for rescuing
operations. The detailed description of a CABA set is as follows:
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

It consists of a high pressure air cylinder charged with fresh air upto 200 Bars which normally lasts for 35
minutes for normal working or 28 minutes when working under hard conditions. The cylinder is carried /
supported on a steel back plate by means of padded webbing harness which is fully adjustable for comfort. The
flow of air from the cylinder to the face mask is controlled by a two stage pressure reduction system consisting
of a simple piston pressure reducer and a high performance demand valve mounted to the face mask by a
bayonet connection.

The demand valve incorporates a first-breath actuating mechanism to facilitate donning and testing procedures
and manually operated by pass which admits a continuous flow of air to the mask when required. The face
mask is made of non-dermatitis materials and is retained by a fully adjustable head harness. A facemask
incorporates a speech diaphragm and an inner mask to reduce carbon dioxide dead space and also prevents
misting of the visor (which facilitates a wide-angle panoramic viewing).

An assembly of a cylinder pressure gauge and an audio alarm system / warning whistle (which indicates when
approximately 48 ~ 50 Bar pressure of air supply remains in the cylinder) is attached to the pressure reducer by
a stainless steel reinforced hose. Connection of the regulator to the cylinder valve outlet is by means of a hand
tight coupling. The face mask can be made airtight by tightening / adjusting head harness (tightens lower
straps first and do not overtight. The wearing of beards, sideburns or spectacles may adversely affect the sealing
of the mask to the wearer's face) so that outside air cannot enter the mask and thus the wearer is completely
protected from the outside foul air or oxygen deficient air.

A fully charged cylinder (200 Bar) contains about 1235 litres of air. An average person in normal working
conditions consumes about 35 litres per minute. Therefore the effective duration of the cylinder is about 35
minutes. The warning whistle is set at about 48 ~ 50 Bar pressure in the cylinder which makes an effective
duration of about 8 minutes. Therefore the effective duration of a fully charged cylinder is only 35 - 8 = 27
minutes as the air supply for 8 minutes duration (on blowing of warning whistle) is basically for retreat only.

The demand valve regulates the flow of air to the wearer and maintains a positive pressure in the face mask.
The face mask is fitted with a spring - loaded exhalation valve so that the pressure inside the face mask will
always remain above the outside ambient air pressure by the air from the demand valve. To facilitate donning
and testing procedures, the demand valve incorporates a first breath mechanism which when reset by pressing
a button closes the demand valve. The first subsequent inhalation actuates the mechanism and reopens the
demand valve and thus restores the demand valve to normal working operation. A by-pass knob attached to the
inlet stem allows the stem to be rotated to align a port in the stem with another in the body thus allowing a
continuous flow of air to the face mask independent of the normal demand valve operation.

CABA Set Donning Procedure

With shoulder straps and waist belt fully slackened,

don the CABA set and adjust the shoulder straps
until the cylinder is held snugly on the back. Hang
face mask strap around neck. Now, fit waist belt and
adjust as required. Check that the demand valve is
switched off (depress reset button) and bypass is
closed. Turn "ON" the cylinder valve slowly and check
cylinder pressure by reading the pressure gauge.
With right hand thumb inside the head harness
straps, put chin into the face mask first and pull
straps overhead. Position the face mask so that the
chin fits snugly into the chin- cup and then gently
tighten head harness (Lower straps first). Now gently
lift face mask away from the cheek to get a good
outward flow of air from the face mask showing that
the face mask pressure is positive. Allow mask to re-
seal.

Checking of warning whistle and Face mask leakage

Page106

Close cylinder valve, continue to hold hand wheel of the cylinder valve and breath normally. Check that the
whistle sounds at 48 ~ 50 Bar. When pressure gauge shows zero, pull the mask gently onto the face and hold
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

breath for 10 seconds. Any leakage will be indicated by the mask moving away from the face. If a leak is
detected, open cylinder valve and readjust face mask and its head harness and repeat test. If no leak is detected,
open cylinder valve fully and check operation of the by-pass by turning the red knob (on the demand valve)
clockwise until it clicks on to the "ON" position and check for a good flow of air. Close by-pass.

Forced Air Breathing Apparatus

This consists of a facemask with an integral speech diaphragm; rubber breathing tube, harness assembly with
shackle, hemp covered wire rope lifeline, signal plate, air hose, non-collapsing type and double acting foot-
operated bellows.

Fresh air is drawn up the hose by the wearer's own respiratory effort. An exhaling valve allows the escape of
excess and vitiated air. The apparatus is connected to a set of bellows which can be foot or hand operated.

This bellow should be situated in fresh air. With the effort of a second person, continuous supply of fresh air for
breathing can be provided to the user of this breathing apparatus.

Disadvantages of Forced Air Breathing Apparatus

a) Constant supply of fresh air for breathing is dependent on the second person.
b) Air tubing/hose has to be trailed behind the wearer thus restricting his movements and limiting his
area of operation.
c) The air hose may be cut or damaged during operation.
d) The apparatus is bulky and not very comfortable compared to forced Air breathing apparatus set (CABA
set). Good care is essential to maintain the bellows in good working and unpunctured condition.

Life line Signals

Page107

One Pull - Fire attender asks fire fighter if he is OK. Fire fighter replies with one pull means "I AM OK"

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Two Pulls - By Fire fighter "Pay out the line, I want to proceed further" The fire attender acknowledges by two
pulls and pays out more lifeline.

Three Pulls - By Fire fighter or by Fire attender “I am in danger, I am coming out” or “There is danger to your life,
you come out”. The other person acknowledges with three pulls and takes appropriate action.

Four Pulls or more - By fire fighter / fire attender – “there is impending danger-1 am coming out immediately” /
“you must come out immediately due to impending danger”. The other person acknowledges and takes
appropriate action immediately.

7.7 FIRE CONTROL PLANS

Fire control plan is the detailed drawings which give complete details of ship's total fire- fighting equipment viz.
portable extinguishers, mobile extinguishers and fixed fire fighting installations and their exact locations in each
zone on board including the refills for the portable extinguishers where stored and the location of fire party
lockers and their contents.

Fire control plan is displayed in the form of big scale drawing in crew messes, officer's saloon, bridge, machinery
control room and main alleyways.

The fire control plan also indicates clearly the access and escape routes in different zones of the ship and the
firefighting equipment / fire hydrants - hoses-nozzles etc. available in each zone and their exact location.

The location of fire pumps / fire and bilge pumps / emergency fire pumps, the complete layout of the fire-main
system, the various main / bulkhead / isolating valves and the points / switches from where these pumps can
be started in emergency.
The plan also gives the complete layout of different machinery compartments / spaces and accommodation,
dinning and galley areas, main stores, various ventilation and exhaust blowers fitted ancf their dampers and the
location from where they can be operated/shutdown in case of emergency / fire.

In case of a major fire, to assist the shore fire fighting organisation, a copy of fire control plan is also kept safely
in a steel tube painted red and marked “Fire Control Plan” in white. The steel tube is normally welded on
bulkheads under cover near the gangway or on the wings of the Navigation Bridge. The steel tube is closed on
one side and the other side has an easily opening threaded cap. In case of a major fire on board ready help /
information may not be available to the shore fire fighting personnel or ship's personnel may have abandoned
the ship. In such cases, the fire control plan kept in the steel tube becomes handy and a guide for the shore
personnel in fighting the fire.

Fire control plan drawing is periodically checked and updated and is duly approved by the competent Shipping
Authority (M.M.D. / Director General of Shipping)

Any change in number of portable or mobile fire extinguishers or change in their locations on board or any
modifications / alterations in fire-main system or other fixed fire fighting installations is incorporated in the fire
control plan and approval for the new fire control plan is taken from the approving authority.
Page108

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 8
FIRE FIGHTING PROCESS HAZARDS
8.1 DRY DISTILLATION HAZARDS

Dry distillation is a combustion process in which a flammable substance burns with insufficient oxygen leading
to incomplete combustion. This can occur only in enclosed spaces such as cabins, stores etc. When such a
place is exposed to air due to entry of a person to fight fire, the incomplete combustion of the flammable
material can lead to fresh fire or explosion depending upon the nature of the flammable substance.

Following sequence of events take place in the case of dry distillation (i.e. insufficient burning due to insufficient
oxygen) which can cause injury to a fire fighter due to flash back.

When fire takes place in an enclosed space such as a cabin or store.

i. Heat builds up over a period of time but the complete burning of the flammable substance has not yet
taken place because the enclosed space is cut off from further supply of air (oxygen).
ii. On opening of that enclosed space for fire fighting, it will directly expose the area to fresh air (oxygen).
iii. Entry of fresh (oxygen) will immediately result in re-ignition of the flammable substance/s.
iv. The person entering such an area to fight fire is directly exposed to flash back / re-ignition and can get
serious burns unless protected by fireproof clothing.

Methods of fighting dry distillation fires:

1. By externally cooling such enclosed space to bring down the temperature, so that on entry of fresh air
(oxygen), the possibility of flash back/re-ignition is minimised.

2. By entering such spaces behind a water screen by a spray nozzle.

3. By directing a jet of water towards ceiling of the enclosed space on fire, which will result, spray
downwards after hitting the ceiling to result in immediate cooling.

4. Due to dry distillation hazards, it is advisable not to enter the enclosed space immediately when the
area is exposed to fresh air, i.e. entry only after flash back or re-ignition.

8.2 CHEMICAL REACTION

Hazards

There are a large number of chemicals which react with different fire fighting media causing release of toxic
fumes/gases which may cause fire or explosion, flammable gases/vapours produce intense heat due to self
sustaining chemical reactions (Exothermic) which in turn may result in fire. Therefore, it is imperative to use a
proper fire-fighting agent to fight a fire. Chemical reactions during fire fighting are more likely to occur with fire
in accommodation and Cargo spaces.

The different fire-fighting agents are:-

1. Water which may be fresh water or seawater.

2. Steam which may be saturated or superheated.
3. Foam, which may be of high, medium or low expansion type. Also there is different foam making mode
from different materials / equipment.
4. Carbon dioxide / Halons 1301 or 1211
5. Dry chemical powder, which may be just sodium Bicarbonate or a mixture of large number of
substances like sodium Bicarbonate, powder silica, powdered clay, powdered limestone, Graphite, sand,
talc (Soapstone) and sodium chloride etc.
Page109

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Effects of Chemical reactions

 Fire due to explosion due to production of flammable gases.

 Spontaneous combustion.
 Release of toxic fumes / gases.
 Generation of smoke which may be toxic / pungent.

Chemical reactions which can cause fire / explosions

 Release of acetylene when calcium carbide comes in contact with water.

 Decomposition of steam into hydrogen and oxygen when burning metal like steel comes in contact with
water due to decomposition of water.

 Oxidising cargoes such as Ammonium phosphate, potassium phosphate, Calcium phosphate (i.e. the
fertilisers) which can sustain fire even if smothered by an extinguishing gas like C02 / Halon 1301 or
Halon 1211.

 Cargoes such as phosphorous can spontaneously ignite in air when their packaging get damaged.

 Self-heating cargoes such as grain, coal, fishmeal etc. due to oxidation when directly exposed to air.

 Release of methane (CH4) in coal cargoes to dangerous levels when their ventilation is restricted.

 The response required for fire fighting the dangerous goods is well explained in emergency procedures
for ships carrying dangerous goods.

For fire fighting the bulk materials of chemical hazards is to be guided by the emergency schedules of the code
of safe practice for solid bulk cargoes. For Ships carrying dangerous goods, the fire fighting emergency
procedures are to be guided by international maritime dangerous cargo code.

8.3 BOILER UPTAKE FIRES

Hazards of fighting boiler uptake fires

Boiler uptake fires: - are those which occur in Boiler uptakes, economisers and air heaters of steam ships and
exhaust pipes, economisers, heavy fuel oil heaters or waste heat &oilers of diesel ships.

The main cause of such fires is accumulation of carbon deposit and oil, which catch fire due to overheating are
the following:-

a) Inaccessibility to the boiler uptake in the upper section of the engine room.

b) Possibility of explosion when access doors of the economiser are opened.

c) Possibility of economiser tubes reaching a temperature of 700°C which can result in the following:-

1. The iron of the tube will start burning in steam

2. The reaction will be self-sustaining and will generate more and more heat (Exothermic reaction).
3. The products of combustion will be black iron oxide and free hydrogen (due to decomposition of water
H20 into Hydrogen and Oxygen)
4. The burning of iron in steam will not need outside oxygen to sustain burning due to decomposition of
water.
5. The hydrogen produced is a highly flammable gas, which will sustain burning.
6. Hydrogen burning will cause explosion.
Page110

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Methods / procedures of fighting boiler uptake fires

a) The main engine / boiler rooms must be shut down immediately.

b) Water spray the external surfaces in way of the fire to bring down the temperature.
c) Close all relevant dampers and trip ventilation and exhaust blowers to isolate air from the fire.
d) Protect essential electrical and other equipment below the fire areas against water damage. Electric
supply to all such equipment must be cut off immediately. To overcome the supply problem to fire
pump or fire and bilge pump which are normally electric driven, diesel engine driven, fire pump (which
are normally located outside main machinery / boiler areas) must be started.
e) Continuous cooling operation of boiler and surrounding areas is carried out till it is considered safe to
open the economiser doors for examination to carry out through cleaning on the boiler exhaust (fire)
side.

8.4 FIRES IN WATER TUBE BOILERS

Fire explosion may result due to iron burning in steam when the temperature rises to about 700°C in water
tube boilers due to shortage of water in the boiler.

The main causes of above fires are due to:-

Shortage of water in the boiler which will directly result in overheating of the tubes above the water level and
undue delay in shutting down the boiler subsequently.

An uncontrollable soot/carbon particle fire in the furnace after the boiler has been shut down. This will add to
the uncontrollable heating of the tubes above the water level (due to shortage of water in the boiler)

Procedure for fighting boiler fires

If the fire is discovered before the temperature of the tube has reached 700 - 750°C, the most
suitable method for fire extinction is: -

a) To direct maximum amount of water through the feed pumps to the source of fire, assuming
the boiler tubes have fractured.

b) To keep air casing and boiler uptake coo! by hosing them with water from outside.

c) Avoid using carbon dioxide / foam appliances / water through fire spray nozzles directly on
fire.

Prevention of fires in ships carrying coal cargoes.

A number of fires have recently been reported in coal cargoes loaded at calcutta. Attention of ship-
owners and ship masters is, therefore, invited to the risk of fire in coal cargoes in the event of
normal precautions not being taken.

The following precautions have been drawn up for guidance and may be brought to the notice of
those concerned with loading of vessels with cargoes of coal. The precautions will particularly apply
to vessels where loading operations take considerably long to complete and where the vessels are
proceeding on voyages of long duration. They are however, equally applicable to other vessels:-

Before ships carrying coal are loaded, the holds should be well swept and the sparring and cargo
battens removed if practicable.

The ventilators to the lower holds should be so arranged that they may be opened or closed at will
during the voyage.

For the first 5 days after loading, the ventilators should be utilised for removing gas; thereafter, the
ventilators to the lower holds should be plugged except for about 6 hours every two days.
Page111

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

As the critical temperature at which the process of spontaneous heating in coal becomes greatly
accelerated is in some varieties of coal as low as 100° F and generally is not much higher, the need
for keeping the exterior surface of the hull and thereby interior of the between decks and holds as
cool as possible is manifest

Suitable means should be provided for ascertaining from time to time the temperature of the lower
mass of coal, particularly below the hatchways and this might be done by means of two pipes
leading down to the bottom of the coal at each hatchway. The temperature tubes should have closed
ends to prevent the admission of air into the cargo. The temperature of the coal at their heights
should be taken daily.

Gas from the holds or tween decks spaces may find its way into shaft tunnel speaks, chain lockers
or similar spaces unless the bulkheads and casings are maintained in gaslight condition; naked
lights should not be used in holds or other spaces in which gas may accumulate until the spaces
have been well ventilated.

The employment of the crew in chipping and painting below decks during the voyage should be
avoided. The danger from smoking should be realised and no oily waste wood, old rope, sacking etc.
Should be left below where it can become ignited by spontaneous heating.

On arrival at the port of discharge, the hold ventilators should be unplugged and the lower hold well
ventilated before commencing to work cargo.

The above precautions are to be followed as strictly as possible.

In the event of a fire breaking out in cargo of coal, the following recommendations are made:-

Full use should when necessary be made of the breathing apparatus or smoke helmet and the safety
lamp which from part of the ship's statutory' fire appliances in enabling investigation of the
conditions in cargo holds.

In attempting to obtain access to the heated parts, special care should be taken that air is not
supplied. Access of air must be prevented.

Water and steam are the best means of extinguishing fires in masses of coal but they must be used
in sufficient quantities. A small quantity of either water or steam acting on a large mass of fire
causes the evolution of a mixture of Hydrogen and Carbon monoxide, both inflammable gases, which
would result in spreading of the fire instead of extinguishing it.

Surveyors of the Mercantile Marine Department, Calcutta will as far as possible, inspect vessels
carrying coal cargoes before loading, during loading operations and after completion of loading. It is
requested that information on lines of the Performa indicated below may be forwarded to the
Principle Officer, Mercantile Marine Department, Calcutta, as much in advance as possible to enable
the surveyors to carry out these inspections.

COAL CARGOES-EMISSION OF FLAMMABLE GASES AND SPONTANEOUS COMBUSTION

1. Introduction (See also Merchant Shipping Notice M.970)

1.1 The principal aims of this Notice are to remind those engaged in the carriage of coal of the
dangers associated with the emission of flammable gases and spontaneous combustion and to
provide advice on means to reduce the risk of such dangers.

1.2 The recommendations in Section 3.3 of this Notice do not accord with those dealing with
spontaneous combustion found in Appendix B of the IMCO Code of Safe Practice for Solid Bulk
Cargoes (1980 Edition). After consideration of casualty experience and in consultation with industry
it was agreed that the main emphasis should be placed on the precautions against explosion due to
methane emission and the recommendation in this Notice should be followed in preference to that
Page112

given in the above IMCO Code.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

1.3 It is recommended that the provisions contained in this Notice are complied with in all ships
carrying coal cargoes.
2. Dangers which can arise

2.1Emission of flammable gases

All grades of coal will emit methane, an odourless flammable gas which is less dense than air. A
methane/air mixture containing between 5 per cent and 15 per cent methane constitutes an
atmosphere which can be readily ignited by sparks or naked flames (e.g. electrical or frictional
sparks, a match, or lighted cigarette etc.) to produce a highly dangerous and potentially lethal
explosion. In recent years such explosions have resulted in a number of deaths and serious injuries.

Although a methane/air mixture containing more than 15 per cent methane is not explosive itself
could, after dilution with air, become explosive and therefore should also be regarded as hazardous.

2.2 Spontaneous combustion

Spontaneous combustion can occur with certain types of coal. Reaction with oxygen causes the
temperature of the coal to rise to a point at which self ignition occurs and burning commences.
Should spontaneous combustion occur a deep seated fire may develop and a very difficult and
dangerous situation can arise.

3. Precautionary measures

The dangers outlined above can be minimised and possibly eliminated if the following safe-guard are
carefully observed.

3.1 Safeguards applicable to the ship

3.1.1 Bulkheads and decks forming the boundaries between the cargo compartments and an
accommodation space, any other enclosed space which can be used by the crew or shore personnel
(e.g. deck store rooms, workshops, pumprooms, cofferdams, duct kneels, forecastle, tweens etc.) or
any machinery space, shaft tunnel, chain locker, or similar space, should be gas-tight;

3.1.2 all reasonable measures should be taken to prevent gases emitted from the cargo
accumulating the adjacent enclosed spaces referred to above (e.g. avoid placing access hatches or
other openings ' cargo compartments are in sound structural condition and gas-tight whenever they
pass through any enclosed space, etc.) Where for sound practical reasons this cannot be done 3.1.1
special arrangements should be made, e.g. hold access from within a mast house or deckhouse
should be in a separate space with own ventilation. In all such cases warning Notices should be
prominently displayed on the entry door;

3.1.3 All the enclosed spaces referred to in 3.1.1 above should be provided with efficient means of
ventilation; which in the case of such spaces as cofferdams, chain lockers, etc., may be by means
access openings;

3.1.4 Steps should be taken to prevent any gases which may be emitted from the coal cargo from
entering any other cargo compartment not being used for the carriage of coal;

3.1.5 all coal cargo compartments should be provided with effective ventilation to remove any
explosive or flammable gas which might accumulate above the surface of the coal cargo. Ventilation
may be by natural or mechanical means and when conditions permit, assisted by the partial opening
of hatch covers. On no account should the arrangements be such that air can be directed into the
body of the coal as this could promote spontaneous combustion. The arrangements should provide
only for surface ventilation and any openings which provide ventilation to the lower parts of the
cargo space should be blanked off before loading commences. Whilst there are no statutory
requirements for surface ventilation the Department, on receipt of the appropriate fee, will examine
the arrangements proposed for a particular ship against the recommendations, where appropriate of
Circular 1641;
Page113

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

3.1.6 new ships intended for coal cargoes and similar existing ships undergoing substantial repairs
or modifications should comply with the following :

3.1.6.1 Electrical equipment and associated wiring other than that referred to in the footnote below
should not be fitted in any cargo space or adjacent enclosed spaces, or deck house, or ventilation
system to such a space where flammable gases may accumulate. In such spaces through runs of
cables should be suitably mechanically protected, have no joints and be of a type approved for use in
tankers or be enclosed in heavy gauge screwed steel conduit;

3.1.6.2 points of entry and exit of any electric cables should be suitably sealed to prevent the
passage of gas into any adjacent spaces or contiguous enclosures such as contactor boxes, or switch
gear, or cubicles;

3.1.6.3 other existing ships should comply with the requirements for new ships except that:

I. electrical equipment which is “certified safe” to an acceptable standard and which is essential
for operational and safety purposes may be fitted in all spaces described in 3.1.6.1 above
except in cargo spaces;
II. junction boxes which are “certified safe” to an acceptable standard may be permitted in runs
of cable which may be of standard shipboard type;
III. equipment and cables which do not comply with these requirements should be positively
isolated either by the removal of suitable links; or the disconnection of the supply cables; or
locking the isolation device in the “off” position with the locking device held by a responsible
officer. A warning notice should be posted at the point of isolation; and

Whilst compliance with the recommendations of this Notice should reduce considerably the risk of a
methane explosion the Department recognises that circumstances could arise when it may be
prudent to test an atmosphere for the presence of methane. This can be done using a methanometer;
or a gas detector or en explosimeter suitably calibrated for use in a methane atmosphere. However,
it should be appreciated that in order to give reliable results such an instrument must be regularly
serviced and calibrates and whilst on beard properly maintained.

The Department recommends that a suitable instrument is kept on board.

3.2 General safe-guards applicable to the carriage of all types of coal cargoes to be undertaken by
the Master

3.2.1 Prior to loading the cargo the Master should:

3.2.1.1be satisfied that an inspection of the electrical equipment and wiring which is permitted to
remain alive in accordance with 3.1.6 has been carried out to ensure that there are no obvious faults.
In addition an insulation resistance (megger) test should be made of all electric circuits except that
for ships regularly carrying coal this need not be done for every loading provided a test is carried out
at regular intervals to prove that he electric circuits are satisfactory; and

3.2.1.2ensure that all cargo compartments have been inspected to establish that:

(I) any significant quantities-of previous coal cargoes and all residues of other cargoes have
been removed;
(II) the bilge wells are free of water and waste material, strum boxes clear and that limber
boards where fitted are intact;
(III) the bilge pumping system is in efficient working order.

During the loading of the cargo the Master should ensure:

3.2.2 That the cargo is not stowed adjacent to any hot areas; and
That was loading is nearing completion the cargo is stowed and trimmed in all directions as level as
is reasonably practicable to promote ventilation above the surface of the cargo to prevent the
formation of pockets of flammable gases.
Page114

On completion of the voyage the Master should:

SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

3.2.3.1 ensure that there are no naked flames or equipment liable to spark in the vicinity when
removing hatch covers and that those electrical circuits which had been positively isolated are not
reconnected until the hatch covers have been removed and all spaces where flammable gases may
accumulate have been properly ventilated. This action is particularly important, where, for any
reason it had not been possible during the voyage to provide effective ventilation of the spaces above
the cargo.

At all times the Master should:

Prohibit smoking, the use of naked flames or welding in the cargo and adjacent areas unless
satisfied that all spaces where flammable gases may accumulate have been properly ventilated;

Ensure that, weather permitting, all cargo spaces are effectively ventilated; and

Prevent personnel from entering any enclosed space in which methane might accumulate e.g. via a
non-gastight access hatch or doorway etc. until it has been thoroughly ventilated. The guidance
given in Chapter 10 of the Code of Safe Working Practices for Merchant Seamen should be followed.

3.3 Spontaneous combustion

3.3.1 It may be possible to detect the development of spontaneous combustion by regularly taking
temperatures in the cargo compartments on longer voyages (say 5 days or more). However coal is a
bad conductor of heat and the failure to detect any hot areas in the stow should not be taken as a
sign that spontaneous combustion is not taking place in areas not accessible for the taking of
temperatures. Use should be made of any suitable pipes or trunks passing down through the holds
from the deck to take temperatures, but digging into the body of the coal is not recommended.

3.3.2 To minimise the risk of explosion due to methane emission even when spontaneous heating is
suspected, ventilation of the spaces above the cargo, which might include limited opening of hatch
covers, should continue until there is clear evidence that the cargo is burning as the result of
spontaneous combustion. At this stage the aim would be to contain the fire in the cargo hold and to
achieve this Master should:

3.3.2.1 Ensure that the cargo compartment is completely closed down against the entry of air,

3.3.2.2 Apply carbon dioxide, inert gas or high expansion foam into the hold if these are available;

3.3.2.3 If necessary, use water to cool the boundaries of the cargo space but water or steam should
never be applied directly to the burning coal: and

3.3.2.4 Ensure that the space remains sealed until the ship reaches port and specialist advice
followed concerning the precautions necessary, including the time when it would be safe to'open
hatch covers and work the cargo.

4. Cargo stability

The danger of the cargo shifting will be minimised provided that it is stowed and trimmed in all
directions as reasonably level as is practicable (see Section 3.2.2.2). During shipment some coal
cargoes, e.g. slurries, duffs, etc. might liquefy and shift. Merchant Shipping Notice M.970 which
deals with these types should also be consulted.

THE SAFE CARRIAGE OF COAL CARGOES PRECAUTIONS AGAINST LIQUEFACTION OF COAL

SLURRY—DUFFS—SMALL COALS AND COKE

SUPERSEDING M NOTICE M.970

Page115

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

1. INTRODUCTION (SEE ALSO Merchant Notice M.1258)

1.1 The principal aims of this Notice are to remind those arranged in the carriage of coal, f the
dangers associated with those types of coal cargoes which can in certain circumstances liquefy, and
to provide advice on precautions to reduce the risk of such dangers.

1.2 The provisions of this M Notice are intend to apply primarily to ships loading coals in United
Kingdom ports. British ships loading coals in foreign ports should meet the requirements of the, port
State Administration and if these are not known the provisions of this Notice and those in the IMO
Code of Safe Practice for Solid Bulk Cargoes which it supplements, should be followed as far as is
reasonable and practicable.

1.3 in respect of coal cargoes liable to liquefy this Notice is intended to supplement the information
contained in the Code of Safe Practice for Solid Bulk Cargoes issued by the International Maritime
Organisation (IMO) and strongly recommended to operators in the United Kingdom by this
Department.

1.4 Under the stimulus of ship motion and vibration a coal cargo liable to liquefy can cause
progressive listing and eventual capsizing. This Notice describes the precautions considered
necessary to reduce this danger when carrying the following types of cargoes which can in certain
circumstances liquefy:

1.4.1
 coal slurry;
 coal duff;
 coal duffs containing particles greater than 50 mm;
 small coal; and
 Coke.

1.4.2These cargoes should be sampled, tested and shipped in accordance with the recommendations
of this Notice; and

1.4.3 Before a ship sails, it is essential that the average moisture content of the cargo shall not
exceed the transportable moisture limit of the coal.

2. Definitions

For the purpose of this Notice the following terms have the meanings indicated below :

Average moisture content of a cargo or that in a hold is the moisture content of a complete
cargo, or that cargo in a hold.

Coal means any coal including sized grades as well as small coal, coal slurry and coal duff. Coal
includes anthracite.

Coal duff is coal having no lower size limit with an upper size normally not greater than 7 mm

Coal slurry is coal with particles generally less than 1 mm in size recovered during coal preparation.

Coke is a solid residue from the distillation of coal or petroleum; it may be marketed as "coke" or
under brand names.

Flow moisture point is the percentage moisture content (wet weight basis) at which a flow state
develops under the prescribed methods of test in a representative sample of the material.

Flow state refers to the condition when a mass of granular material is saturated with liquid to an
extent that under prevailing external forces such as vibration, impaction or ship's motion, it loses its
internal shear strength and behaves as a liquid.
Page116

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Moisture content is the amount of moisture present in a particular sample of a coal. It is expressed
as a percentage by weight of the total wet weight of the sample.

Shipper means any person by whom or in whose name or on whose behalf a contract of carriage of
goods by sea has been concluded with a carrier.

Small coal having no lower size with sufficient material below 7 mm to exhibit a flow state when
saturated with water.

Transportable moisture limit is the maximum average moisture content at which a complete cargo of
coal, or that in a hold, is deemed safe for carriage in ships not specially approved by the Department
of Transport to carry coal cargoes having maximum average moisture content in excess of the safe
transportable moisture limit. It is defined as 9/10ths of the flow moisture point

3. Procedures for assessing the safety of cargoes in relation to liquefaction and shifting

Coals which can in certain circumstances exhibit a flow state and thus give rise to cargo shifting
have been divided into four categories, together with coke, for the purpose of assessing their safety
for shipment. These categories are, as follows:

Category 1 - Coal slurry, top size 1 mm, no bottom size

Category 2 - Coal duff, top size 7 mm, no bottom size
Category 3 - Coal duff, containing some particles greater than 50 mm
Category 4 - Small coal, top size above 7 mm, no bottom size
Category 5 - Coke.

The procedures to be adopted are influenced by whether or not the shipments take place regularly.

Category 1 - Coal slurry

Coal slurry consists entirely of fine particles (below 1 mm in size). It has always been saturated with
water at some stage in the course of its preparation for the market, it loses very little water by
drainage and will sometimes contain sufficient moisture to liquefy under the vibration and motion of
a ship.

3.1.1 Single cargoes and cargoes shipped infrequently

Arrangements shall be made by the Shipper for each cargo to be sampled and tested for both flow
moisture point and average moisture content. The cargo will be deemed will be deemed safe for
shipment if the average moisture content in each cargo hold is lower than the transportable
moisture limit of the coal comprising the cargo.

3.1.2 Regular shipments

The same arrangements as for single cargoes and cargoes shipped infrequently shall apply.

Category 2 - Coal duff

Coal duffs in addition to containing particles below 1 mm in size contain particles in the size range 1
to 7 mm. They have often been saturated with water at some stage in the course of preparation for
the market. Some duffs drain reasonable freely, others which contain a predominance of small
particles lose little water by drainage. Coal duff is potentially less dangerous than coal slurry but
nonetheless if not properly monitored for moisture content and flow moisture point, circumstances
will occasionally arise when cargoes will liquefy and shift.

Coals in this category should initially be tested for flow moisture point using the flow table
apparatus recommended by the IMO Code. However where a result cannot be obtained using this
apparatus, because of the presence of larger particles, representative samples should be tested using
Page117

the vibrating platform apparatus where available and the results treated in the same way as if they
had been obtained using the IMO flow table apparatus.
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

For cargoes shipped in the UK the tests for flow moisture point using the vibrating platform should
be carried out at one of the British Coal laboratories listed in Appendix III to this Notice.

3.2.1 Single cargoes and cargoes shipped infrequently

The same arrangements as for Category 1 cargoes apply.

3.2.2 Regular shipments

3.2.2.1 The same arrangements as for Category 1 may be applied.

The cargoes in this category will generally be made up of coals from more than one source — i.e.
colliery. They may have different values for their respective flow moisture points. On loading such
cargoes the highest average moisture content of any Individual coal shall not exceed the value of the
transportable moisture limit based upon the lowest flow moisture point of any individual coal except
that where steps are taken to identify the individual coals being loaded into a particular cargo hold
this principle may be applied to that hold. OR

3.2.2.2Special arrangements may be made with the Department of transport or Port State
Administration for a particular port to use a blanket figure for the transportable moisture limit of the
duff.

The guide lines for such an arrangement are, as follows:

 each coal contributing to the cargoes should be tested for flow moisture every 4 months and
whenever there is reason to suspect that the character of any of the individual coals may
have changed to any significant and material extent, for example in particle size distribution;
 the blanket transportable moisture limit shall not exceed the transportable moisture limit of
any of the individual coals;
 all cargoes shall be sampled for average moisture content by a procedure acceptable to the
Department of Transport. Therefore it is important that the sampling of the cargo should be
carried out in such a manner as to ensure that no substantial portions of the cargo will have
moisture contents in excess of the flow moisture point of the cargo whilst the average
moisture content for each cargo hold shall not exceed the blanket transportable moisture
limit; and
 to achieve this the general advice given in Section 7.3, 7.4 and 7.5 of the IMO Code and
details on sampling from wagons, lorries and stockpiles given in Appendix II to this Notice
should be followed.

3.3 Category 3 - Coal duff containing particles above 50 mm

Some duffs will contain a certain amount of large particles and experience suggests that in cases
where such particles exceed 7 mm but are less than 50 mm, it is possible generally to obtain a value
for flow moisture point, using the vibrating platform apparatus.

However, when the cargo contains particles above 50 mm, it will be necessary to screen off such
larger particles and carry out tests for flow moisture point and average moisture content upon
samples taken from the residue. The results should then be taken as being representative of the
cargo.

3.3.1 Shipment procedure

This should be in accordance with the recommendations for Category 2 cargoes given in Section 3.2.

Category 4 - Small coal

Small coal contains particles above 7 mm in size with no lower size limit. Only exceptionally will
such a coal contain a major proportion of material below 1 mm in size. It may or may not have been
Page118

totally or partially washed with water during preparation for the market.

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Small coal generally loses surplus water very readily by drainage.

Each year several millions of tonnes of coals in this category are loaded at United Kingdom ports for
shipment coastwise or to near continental ports and there are no reports of ships lost or put to risk
due to the cargo liquefying.

Generally these cargoes will consist of coals from more than one source, i.e. colliery and recent
analysis has shown, using the vibrating platform apparatus, that some of these individual coals are
liable to develop a flow state if the moisture content exceeds the flow moisture point.

In view of this the Suppliers, Shippers and Owners are recommended to undertake such keep such
records as are considered necessary to allow experience to be properly recorded monitored.

3.4.1 Single cargoes and cargoes shipped infrequently

Where there is reason to believe from previous testing that individual coals liable to develop a flow
state constitutes the whole or a significant part of the total cargo, or that in a cargo hold, the
arrangements should be in accordance with the recommendation for Category 2 cargoes given in
Section 3.2.1.

3.4.2 Regular shipments

3.4.2.1 For a particular port special arrangements may be made, which in the UK are acceptable to
the Department, in order to record and monitor experience. Such an arrangement, should ensure
that

(I) Individual coals are tested for flow moisture point at six monthly Intervals;

(II) regular moisture determinations are carried out at collieries and/or despatch points, and
that proper records are kept and regularly scrutinised to ensure that the average moisture
content of the cargoes being shipped remain below the transportable moisture limit;

(III) transport arrangements are such that any pick-up of moisture during the interval between
testing of moisture content and loading into the ship is taken into account in assessing if the
coal is safe to ship; and
(IV) It is possible, on the basis of the experience recorded under (ii), to demonstrate that the cargo
is not likely to liquefy and the Master, at his request, should be provided with a copy of the
relevant records.

3.4.2.2 When operating the arrangements described in 3.4.2.1 above it is not necessary that the
master should be provided with a certificate of average moisture content or flow moisture point of
the cargo. Instead the Shipper should provide a document which certifies that such an arrangement
is being followed.

3.4.2.3 Alternatively the arrangements recommended in Section 3.2.2.2 should be followed.

3.5 Category 5 - Coke

3.5.1 There is less risk of adverse effects due to a shift of a cargo of coke because:

1. In general cokes do not exhibit a flow state when under test either on the IMO flow table or
the vibrating platform apparatus; and

2. Holds are more likely to be filled since cokes have a lower bulk density than coals.

3.5.2 However, prior to shipment the Shipper should satisfy himself that the intended cargo will not
develop a flow state under the tests described in 3.5.1 (i) above. In the event that it is possible to
exhibit a flow state, the cargo should be treated for safe shipment as ii it was a coai in one of the
preceding categories dependent upon the size range of the intended cargo and whether it is a single
Page119

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

cargo or one of regular shipments. When this procedure is followed the Shipper will need to provide
the Master with the information set out in Section 5 of this notice.

3.6 Condition of all categories of coal and coke cargoes for shipment

The cargo in any compartment shall be deemed safe for shipment if the average moisture content is
less than the appropriate transportable moisture limit, or the cargo is loaded in accordance with the
special arrangements for small coals described in Section 3.4.2.

Cargoes of coal and coke in Categories 1, 2, 3, 4 and 5 with average moisture content in excess of
the appropriate transportable moisture limit shall only be loaded in ships specially approved for this
purpose by the Department of Transport.

3.7 Protection of cargoes

Between sampling of the cargo and its subsequent loading on board ship precautions must be taken
to ensure that additional moisture, which would make the shipment unsafe, is not taken up by the
cargo.

3.8 Sources of moisture

It is clearly advisable that cargoes should be protected from exposure to moisture at all times to
ensure that they are always likely to be in a fit state for carriage by sea.

There are three principal sources of moisture in bulk cargoes:

 water associated , with the raw materials as mined and water resulting from the
manufacturing or preparation process;
 exposure to rain, snow, ice; and
 Stockpiling on wet ground.

Since testing will normally be carried out after the production processes-are complete, (ii) and (iii)
are the main dangers against which shippers must guard. It will be necessary to confirm that the
cargo has not been exposed to additional moisture since being tested to an extent that might render
the cargo unsafe for shipment. The provision of rain gauges at or in the vicinity of those storage
areas which are unprotected should allow a quantitative assessment to be made of the effects of
rainfall experienced after the moisture tests have been carried out. Special attention should be paid
to the moisture content of the bottom layers of a stockpile and as a precaution it may be necessary
to reject this part of the stockpile before sampling as described in Appendix II.

The difficulty of protecting stockpiles which cover large ground areas is recognised, and it is
therefore recommended that testing for moisture content is carried out as near to the
commencement of the time of loading as is practicable, and that the ground upon which such
unprotected stockpiles are formed should be well drained. Fresh coal should not be placed on top of
that part of a stockpile previously rejected for shipment because of its high moisture content.

If lorries or wagons are to be used for transporting the cargo to the docks after testing, account must
be taken of additional moisture during transport or storage.

3.9 Check testing

Where, despite care in protecting the cargo after testing, there is some suspicion that a part may
have absorbed further moisture; check testing should be carried out as follows. These test
procedures should under no circumstances be regarded as substitutes for the procedures laid down
in Section 6.

3.9.1 Shipboard moisture test for average moisture content

If the circumstances are such that a laboratory test cannot be made of the cargo about to be loaded
Page120

and a suitable drying oven and weighing scale are available on board ship, then the moisture
content of a representative sample of the cargo about to be loaded may also be determined in the
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

specified manner by shipboard test [see IMO Code Appendix D (D. 1.1.4.4)]. The result should be
compared with the certificate of flow moisture point provided by the Supplier or Shipper.

3.9.2 Shipboard test for possibility of flow

On board ship, or at the dockside, the following procedure for approximately determining the
possibility of flow may be used to check a sample with a top size less than 7 mm.

Half fill a cylindrical can of approximately half a litre with a sample of cargo. Take the can in one
hand and bring it down sharply to strike a hard surface such as a solid table from a height of 200
mm. Repeat the procedure 25 times at one or two second intervals. If water appears on the surface
of the sample, it is a clear indication that the cargo is unsafe. This test is of limited value, however,
since the non-appearance of water is not necessarily an indication that the cargo is safe; it therefore
does no more than confirm that the cargo is not safe, and should never be used to determine
whether or not a cargo may be loaded without proper testing and sampling.

4. Duties of the Master

In deciding whether or not a particular coal cargo is safe to carry the Master should have regard to
the following:

4.1 Prior to loading

The Master should:

4.1.1 Carefully note the contents of this Notice relating to the information expected from the
Shippers (see Section 5) so that he will be fully aware of the circumstances under which cargoes may
be deemed safe for shipment. This information should be carefully scrutinised and any test results
which appear suspect (e.g. by virtue of moisture testing having taken place some days previously, or
by virtue of the flow moisture point having been determined more than four or six months previously)
should be questioned. On the basis of the information provided the Master should be satisfied that
the cargo is safe for shipment as defined in Section 3.6;

4.1.2 note that pending the issue of the moisture certificate described in Appendix I to this Notice it
is permissible to commence loading that part of the cargo which has been sampled and tested,
provided, the Master is satisfied that the results meet the provisions of Section 3.6 and that - the
average moisture content of the cargo will not exceed the transportable moisture limit;

4.1.3 ensure that the stability of the intended loaded condition of the ship, based upon the
information contained in the ship’s Approved Stability Information Booklet, will comply with the
standard of stability required for the assignment of load line and that this will be maintained
throughout the voyage; and

4.1.4 be satisfied that the bilges are clean and empty, the strums or rose boxes are dear and that
limber boards, where fitted, are intact. The pumps and bilges should be tested prior to loading.

4.2 During and after loading

The Master should ensure that:

4.2.1 After loading the cargo has been trimmed into the wings as far as is reasonable and practicable
and where necessary into the ends of the compartments;
4.2.2 During wet weather hatchway openings should be closed weather tight immediately upon
completion of loading; and
4.2.3 The cargo hold bilges are regularly pumped to remove any water which may collect.

5. Provision of information and test certificates for the guidance of the Master

Whilst overall responsibility must lie with the Master, Section 7.1 of the IMO Code requires him to be
Page121

provided with written information relating to the characteristics and conditions of the cargo. The

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

responsibility for providing this information rests with the Shipper. A combined form of certificate
and statement which satisfies the requirements of this Notice is shown at Appendix I and sets out:

a) Flow moisture point and safe transportable moisture limit; and

b) Average moisture content of the complete cargo or that in each cargo hold.

6. Coal sampling and testing

6.1 Sampling of flow moisture point

The sampling arrangements to be adopted for determining the flow moisture point of a coal vary
according to circumstances.

For a shipment about which there is no previous information, it is essential that the sample taken
for flow moisture point be representative of the coal to be shipped. The general advice in the IMO
Code and in Appendix II to this Notice should be followed.

Where the coal is being shipped from a port on a regular basis and flow moisture point tests are also
being carried out on a regular basis, the precise method of sampling is less important. In this
instance it is necessary that sufficient samples be taken to cover the likely range of flow moisture
points obtainable from the coal. The sampling programme should also be organised so that changes
in the flow moisture point due to changes in the characteristics of the coal are detected.

Determination of flow moisture point

For cargoes shipped in the UK, the determination of flow moisture point should be made by
laboratories which have been approved by the Department of Transport for the purpose of complying
with this Notice. The current list of these laboratories is at Appendix III to this Notice.

6.2.1 Coal slurry, Coal duff and Coke (if applicable) (i.e. Categories 1, 2 and 5) Coal slurry should
always be tested for flow moisture point using the test procedure described in Section 8 and
Appendix D of the IMO Code. This apparatus is often described as the IMO flow table.

Coal duff should also be initially tested by this method. If difficulties arise due to the presence of too
many larger particles then the method referred to in para 6.2.2, where available, should be adopted.

6.2.2 Coal duff. Small coal and Coke (if applicable) (i.e. Categories 2, 3, 4 and 5)

Coal duff, small coal and coke which contain too many large particles and therefore, cannot be
tested using the IMO flow tables, should be tested by the vibrating platform apparatus specially
designed for this purpose by British Coal.

Coal duff, small coal and coke which contain a number of particles above 50 mm should be screened
to remove these particles before the sample is subjected to test. The results so obtained should be
regarded as representative of the complete cargo, or that in a cargo hold.

6.3 Sampling for average moisture content

Samples obtained for the assessment of the average moisture content of a cargo shall be
representative of the cargo as a whole. Therefore it Is important that the sampling of the cargo
should be carried out in such a manner as to ensure that no substantial portions of the cargo will
have moisture contents in excess of the flow moisture point of the cargo. To achieve this general
advice given in Sections 7.3, 7.4 and 7.5 of the IMO Code and details on sampling from wagons,
lorries and stockpiles given in Appendix II to this Notice should be followed.

Determination of moisture content

This has to be carried out on representative samples of coal as an integral part of the test to
Page122

determine the flow moisture point and also for obtaining the average moisture content of the cargo.
The method to be followed shall be in accordance with BS 1016 Part I. “Total Moisture of Coal”,
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

which corresponds with the method described in ISO 589. Other methods which have been
demonstrated as giving equivalent results to the particular coals being tested may be used as
acceptable alternatives.

7. Reports

To enable further information to be gathered on experience of shipping coal cargoes in accordance

with the provisions of this Notice the Shippers or Suppliers or Owners and Masters are
recommended to make periodic reports to the Chief Surveyor (Bulk Cargoes). Department of
Transport, Marine Directorate, Sunley House, 90-93 High Holborn, London WC1V 6LP.

Code of Safe Practice for Solid Bulk Cargoes (BC Code): 1996 Amendment

Carriage of Coal Cargoes

Notice to operators, ship-owners, charterers, managers, masters, ship’s officers and shippers.

Summary:

This Marine Guidance Note draws attention to the important changes to the provisions on the
carriage of coal cargoes in the 1996 amendment of the BC CODE

The 1996 amendment of the IMO: Code of Safe Practice for Solid Bulk Cargoes (BC Code) includes
changes to the individual schedule for Coal in Appendix B and a new Appendix G on Procedures for
gas monitoring of Coal Cargoes.

Coal cargoes may emit methane gas which is flammable. A methane/air mixture containing between
5% and 16% methane constitutes an explosive atmosphere that can be ignited by sparks or naked
flame. Accumulation of this gas in the hold may also result in leakage into adjacent spaces.
Normally all holds should be surface ventilated for the first 24 hours after departure from the
loading port. If the methane concentration is found to be acceptably low at the end of this period the
ventilators are closed. On the other hand, if the concentration of methane as measured is over 20%
of the LEL (Lower Explosive Limit), adequate surface ventilation is to be maintained to reduce the
concentration.

Some coals may be subject to self-heating. To control the start of potential self-heating the hatches
are kept closed and surface ventilation is limited to the absolute minimum time to remove any
accumulated methane. Any self-heating is indicated by increasing concentration of carbon monoxide
in the hold.

The Code requires that prior to departure the cargo should be trimmed reasonably level to the
boundaries of the cargo space to avoid the formation of gas pockets arid to prevent air permeating
the body of the coal. This aspect is sometimes ignored in the rush to sail from the port and
untrimmed holds can contribute to self- heating during the voyage.

Ships engaged in the carriage of coal should carry on board an instrument for measuring methane,
oxygen and carbon monoxide gas concentrations so that the atmosphere within the cargo space may
be monitored. The ships should also be provided with equipment suitable for taking a sample to be
read by the instrument and sampling points sited on the hatch coamings as high as possible in
accordance with Appendix G of the BC Code.

The individual schedule for coal provides detailed guidance on handling of coal cargoes and the
Appendix G on the procedures for monitoring the gases. These are annexed to this note for ready
reference.

Safety, when carrying coal cargoes, cannot be taken for granted. The equipment should be serviced
and instruments.
Page123

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Carriage of Dangerous Goods

There have been cases of fires, explosions and contamination of cargoes on board ships, causes of
which could be attributed to careless handling and stowage of hazardous cargoes carried in ships
contrary to the Indian Merchant Shipping (Carriage of Dangerous Goods) Rules, 1954 and the
recommendations in the Report of the Minister's Standing Advisory, Committee on the Carriage of
Dangerous Goods in ships, (U.K.) generally known as ‘BLUE BOOK’. The Government of India has
accepted the recommendations contained in the Blue Book in respect of packing and stowage of
dangerous goods.

As the movement of highly inflammable chemicals and other dangerous goods susceptible to various
hazards in ships has increased considerably, it is essential that Shipmasters and Ships' Officers,
should make themselves fully familiar with the statutory requirements regarding the stowage and
carriage of hazardous goods in ships and strictly follow the provisions of the Indian Merchant
Shipping (Carriage of Dangerous Goods) Rules, 1954 and the recommendations contained in the
Blue Book.

The Ship-owners should, while accepting the hazardous goods for carriage in their ships, satisfy
themselves that the goods have been properly packed and marked as recommended in the Blue
Book and organise acceptance of goods in such a manner so as to get sufficient notice in advance of
carriage of such cargoes and the technical staff, both afloat and ashore, are informed of such
commitments together with the declaration of dangerous goods so that careful arrangements are
made for the proper stowage of these goods on board ships.

STOWAGE OF JUTE CARGOES

In a recent case, a part cargo of jute was stowed in a clean deep tank of a vessel devoid of any
ventillation and the lid of the deep tank was closed after completion of part loading. When the lid of
the deep tank was removed, 48 hours later, to complete the loading, a dock labourer on entering the
compartment was overcome by the gases and the Chief Officer of the ship in an attempt to rescue
the labourer also collapsed.

A sample of air, taken from the deep tank four hours after the fatal accident, was found
contaminated with carbon di-oxide and poisonous carbon monoxide gases.

Carbon monoxide is a deadly poisonous gas even in small quantities, i.e. with 0.2 per cent to 0.43
per cent in air and is also inflammable and explosive with about 12 percent to 74 percent in air.

Cargo of jute stowed in confined hot humid conditions generates carbon di oxide gas through
decomposition and /or permentation. If the cargo consists of fresh crop, it will emit C02 In the
normal process. Slow decomposition of jute (vegetable fibre) in a confined space where oxygen is not
sufficiently present, generates carbon monoxide gas.

In order to avoid risk to human life associated with carriage of jute cargoes, ship Masters and Ship
Officers are advised to ensure that the cargo of jute is not stowed in compartments which are
deficient in ventilation.
Page124

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 9
FIRST AID
First Aid

The main hazards arising from fires affecting the

health of personnel are: -

1. Asphyxiation-due to fire causing oxygen

shortage or an extinguishing gas replacing air.
2. Poisoning-may be caused by carbon monoxide
which is produced in most fires or by toxic
combustion products of fire.
3. Burns (skin and damaged tissues)-may cause
loss of function of parts of the body, or
infection, mutilation or scarring or
disfigurement. Burnt skin may interfere with
breathing function, which may cause death.
4. Pain
5. Shock. This is serious condition caused by the
collection of body fluids in blisters due to
minor burns.

(a) Asphyxiation

In layman’s terms this is called suffocation. Asphyxia is a condition in which the lungs do not get
sufficient air for breathing. If this continues for some minutes, breathing action stops, and death
occurs.

In a fire, asphyxia can be caused by air borne toxic and asphyxiating gases, which may be the
products of the fire reaction. A casualty who has been overcome by asphyxia should be immediately
administered resuscitation. It is commonly termed as artificial respiration and is necessary when as
a result of some accidents; a casualty cannot breathe normally or has ceased to breathe.

(b) Poisoning

Some substances when taken into the body in fairly large quantities can be dangerous to health or
can cause death, such substances are called poisons. A poison may enter the body by ingestion,
injection, inhalation or absorption. Fumes or gases from a fire may be poisonous/ these airborne
toxins are likely to enter the body by absorption or inhalation. A casualty overcome by an airborne
toxic should be immediately shifted to fresh air and given resuscitation.

ASPHIXIATION - HEATING APPLIANCES BURNING SOLID FUEL

1. A number of deaths have occurred where seamen have been asphyxiated by fumes given off
from heating appliances burning solid fuel.

2. Where any such oxygen-consuming appliances, whether permanent or temporary, are in use
on board the following precautions should be strictly observed:

Heating appliances. The heating appliance itself should be regularly and frequently examined to
ensure that it is maintained in a condition which will enable it to function properly. Particular
attention should be paid to the following points;

doors where fitted should be capable of being completely closed and where mica panels are
incorporated these should be intact;
Page125

draught regulators should function properly;

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

the separate components forming the appliance must fit properly and be free from cracks;

the flue pipe must be unobstructed by soot deposits - any horizontal (or near horizontal) lengths of
flue should receive frequent attention.

Ventilation, in cases where deaths have occurred in the circumstances referred to above, the
ventilation system has been found inefficient due to having been interfered wish or neglected. It is
not unusal find inlet ventilators deliberately blocked, and butterfly and sliding vents in cabin doors
have been found to be in the closed position and immovable.

It cannot be too strongly impressed upon ail concerned that adequate ventilation of accommodation,
and in particular of sleeping rooms, is of primarily importance and on no account must c ventilation
system be interfered with so as to prevent its proper functioning.

3. It is recommended that a copy of this Notice should be posted up in all spaces heated by solid fuel
appliances.

RESUSCITATION WITH TWO FIRST AIDERS

Page126

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

c) Burns

Chemical burns are caused by the instantaneous flash of intense heat given off by an explosion. It is capable of
causing superficial bums on the exposed skin of a person up to several metres.

The degree of bums indicates the degree of damage to the tissues.

There are three degrees of bums:-

First degree - - When the skin is reddened

Second degree - When there are blisters on the skin
Third degree - When there is destruction of deeper tissues and charring

The danger from burns depends on the area of the burns rather than the degree. Superficial bums over a large
area of the body are more dangerous than the complete charring of a part of a limb. It must be noted that in the
same person, different parts of the body may show different degrees of burns.

For purposes of determining the percentage of area burnt the body is divided into several parts. Each part is
allotted percentage as follows:-

Face 9%
Each hand 9% each
Chest -front & back 9% each
Abdomen -front & back 9% each
Each thigh 9% each
Each calf & foot 9% each
Genitals 1%

Any burn of over 30% - irrespective of degree of burns should be hospitalised at the earliest opportunity.

(d) Pain

Injury by fire is likely to create intense pain. In the case of such causalities, attention must be given to the
treatment of pain.

(e) Shock

Shock is a manifestation of changes in which the circulation fails because blood pressure or blood quantity may
fall to dangerously low levels. The chief cause of shock is a loss of body fluids. Shock can occur in patients with
more than 20% burns. It can happen externally, as visible, from bleeding or oozing from burnt areas, or due to
internal bleeding as blood loss into tissue themselves is an important cause of shock. Exposure, fear and pain
will make shock worse and hinder the body's natural efforts to recover.

General symptoms of shock are:-

 Patient lies still and takes no notice of the surroundings

 Breathing is rapid and shallow
 Patient gives occasional deep sighs
 Pulse is rapid and weak
 Body is pale, cold and still
 Patient feels weak, faint and thirsty or may vomit
 Lips and ears may become blue, and
 As his condition gets worse the patient may lapse into unconsciousness

The first-aid measures in case of shock due to asphyxiation and poisoning are:

Removal of victim from danger area, thereafter

 If unconscious, place victim in the recovery position

Page127

 In the absence of breathing, give artificial respiration

 In case of weak/slow pulse and breathing, apply cardiopulmonary resuscitation
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

This is commonly termed as Artificial Respiration (medically termed as respiratory resuscitation) and is
necessary when as a result of some accident; a casualty cannot breathe normally or has apparently ceased to
breathe. Its importance lies in the fact that if brain cells are deprived of oxygen for more than four minutes
irreversible changes take place in it. The aim of artificial respiration therefore is immediate oxygenation of the
blood in order to forestall such changes.

To ensure artificial respiration is effective, it is essential that the air passage from mouth to lungs is clear and
open. Refer to the accompanying figures. In the first figure the person is conscious and is in upright position.
The air passage is clear. In the second figure the casualty is unconscious and lying on its back. In this case the
air passage is restricted. Therefore normal breathing or artificial respiration will be ineffective unless the passage
is cleared by placing the casualty in a more comfortable natural position to afford a clear passage for air. In the
third figure the neck is extended, head pressed backwards, to provide a clear passage for air to flow into the
lungs.

There are three popular methods of providing artificial respiration and each of them is discussed in detail in
order of preference.

The methods are:-

I. Mouth to mouth (or mouth to nose) respiration

II. Holger Neilson Method of artificial respiration
III. Scahafer's Method of artificial respiration

Mouth to Mouth Artificial Respiration

Mouth to Mouth artificial respiration has many advantages namely:-

 It gives the greatest flow of air to the lungs and oxygenation of the blood is faster.
 It can be easily and effectively applied
 The chest movement can be watched and inhalation / exhalation of the lungs can be assessed.
 It is less tiring and does not require strength to apply it.

In practice the mouth to mouth method of artificial respiration should be attempted in the following
sequence:-

Establish that the airway may be narrow or

blocked making breathing noisy or impossible.
This may occur for several reasons. The head may
tilt forward narrowing the air passage, muscular
control in the throat may be poor, which may allow
the tongue to sag back and block the air passage,
and reflexes are impaired saliva or vomit may lie in
the back of the throat blocking the airway. Any of
these situations can prove fatal. Care must be
exercised in ensuring the air passage is clear.
Remove any foreign objects

from the air passage. Especially if the casualty

uses dentures. Lay the casualty on its side and
strike three to four sharp blows between the
shoulders to clear the windpipe. Remove any
debris-using finger.

1. Take up a convenient position such as

kneeling or standing and work from the
side.
2. Place the casualty on its back
3. Hold the head in your hands as illustrated
in the figure. One hand presses forehead
Page128

downwards the other the jaws upwards

and forward, (this will ensure air passage
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

to open)
4. With your mouth open take a deep breath and seal your mouth on the lips of the casualty and breath
out. Pinch the nose of the casualty.
5. Blow steadily and watch for inhalation of the lungs (rising of chest)
6. Inhalation should be at the rate of ten per minute. The first six inhalations should be given as quickly
as possible.

The drawings illustrate the whole process to be followed.

Sometimes the casualty may be in a state of spasm or convulsion and the mouth cannot be opened. In such a
situation, mouth to nose method of artificial respiration may have to be resorted to. Ensure your own lips do not
obstruct the casualty's nostrils. Press the lips of the casualty with your" thumb when blowing in and part the
lips of the casualty with your thumb when blowing in and part its lips to allow air to escape after inhalation is
completed.

The value of artificial respiration is greatly reduced if oxygen cannot be carried rapidly by circulation of the blood
to the brain. This becomes evident if after 10-12 inhalations no physical signs of improvement are visible and
such as change in colour of face and lips from bluish to pink. Check for pulse at the side of the neck or on
wrists and listen carefully with ear pressed onto the heart. If no heartbeat can be felt or heard and if the pupils
of the eye are dilated (large) or beginning to dilate, external cardiac massage will have to be resorted to.

Cardiac massage combined with artificial respiration is administered to revive the heart muscles. It has its
dangers and should only be resorted to if it is evident that heart functioning has ceased. It is advantageous to
have two persons giving such resuscitation, one taking care of the mouth to mouth or mouth nose resuscitation
and the other applying external cardiac massage.

Follow the under mentioned sequence and administer external cardiac massage:

 Place the casualty on a hard surface

 Locate lower half of breast bone
 Place the ball of the hand on the breast bone
and then covering with the other hand.
 After each inhalation of the lungs apply six to
eight sharp presses at the rate of one per second.
Each depression should depress at the rate of
one per second. Each depression should
depress the breastbone about one inch and
force applied should be moderate.
 If two persons are available, then the one giving
respiration can feel the pulse with each
depression near the neck. If only one person is
performing the resuscitation then he should feel
for the pulse after completing one cycle.
 With two persons, 10 to 12 inhalations with a
depression every second should continue till
normal activity of the casualty is resumed.
 With one person, apply 10 inhalation and 5
depressions in each interval between inhalations,
continue this cycle till the normal response is
visible from the casualty.

Artificial Respiration Holger Neilson Method

This method of artificial respiration can be performed,

but it needs a little skill and proper timing. It is more
appropriate in case of drowning and resultant
suffocation due to lungs being full of water. The position
of operator and the casualty is clearly detailed in the Fig.
Page129

Lay the casualty on its chest with arms raised above shoulders. Place head to one side on top of hand placed
one above another. Place yourself with left knee (inner side in line with casualty's cheek) six to twelve inches
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

above casualty's head on the casualty's back with palms pressed on lower part of shoulder blades and thumbs
alongside the spine.

Movement of Operator

STEP 1 - Once in position with arms straight rock gently forward until the operators arms are vertical or almost
vertical. Do not use more force, as the body weight (roughly a pressure of 24-30 p.s.i only) is sufficient to cause

STEP 2 - The operator now rocks backward counting up to three (allowing one second for this motion). While
rocking backwards operator slides his hands backward along casualty's back.
Care should be taken that during the entire cycle the operator's arms should remain straight, and the casualty’s
chest should not be raised from the ground.

STEP 3 - For one second the operator should lower the arms of the casualty and take his hands back to
commence step one.
This whole cycle takes six seconds and should be rhythmic in character and continued till breathing is resumed
normally by the casualty. When the casualty begins to show signs of breathing the operator should continue.
With STEP TWO, only raising and lowering arms counting “ONE”, “TWO” for exhalation (with casualty’s arm
down) and counting “THREE”, “FOUR” (with casualty's arms raised) for inhalation.

Artificial Respiration - Schafers Method

This is yet another alternate method of providing artificial respiration more suited to cases of drowning and
requires skill in timing and positioning. Lay the casualty in the prone position face downwards with arms above
Page130

shoulders and face resting on both hands, turned towards the side. The nose and mouth must remain
unobstructed. The operator kneels on one side of the casualty with knees placed together just below the
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

position of the casualty's hip joint. The operator should sit back on his heels to allow free way. Place hands on
the loins of the casualty, one on each side of the backbone, wrists almost touching, thumbs as far as forward
without straining. The fingers should be close together at the side of the joints, and bent over the flanks in the
natural hollow just above the brim of the pelvis, but clear of it, fingertips pointing to the ground. The elbow
should be kept straight.

Method of Movement

Step One: Without bending elbows, swing slowly forward unbending the knees till thighs are almost in an
upright position, and shoulders vertically above the hands. This allows the weight of the operator's body to be
communicated to the casualty's loins. This causes the abdominal organs to be compressed against the ground
and up against the diaphragm. Air is thus forced out of the lungs thus exhalation takes place. The approximate
weight to be applied should not exceed 25 Kg (60 lbs.). This movement should occupy 2 seconds duration only.

Step Two: The operator should slowly swing backwards towards initial position. The movement will cause the
abdominal organs to fall back in place and diaphragm to drop thus inducing respiration. This step should last
about three seconds.

The total procedure should take about five seconds and thus can be repeated twelve times a minute. When the
casualty responds to the artificial respiration and commences natural respiration; the timing of the operator
should match natural C respiration of the casualty. It may be needed till the casualty is completely revived.
Artificial respiration must continue perseveringly until natural breathing is restored or unless it has been
ascertained beyond all doubts that any further f efforts will be of no avail.

The participant should become familiar with the method of:

1. Putting a person in the correct recovery position

2. The application of artificial respiration (mouth to mouth / nose)
3. The application of cardio - pulmonary resuscitation

The treatment for burns can be summarised as:

1. Extended flushing with water or submerging the affected parts in water

2. Injection of morphine if the victim is in great pain

Bandaging and treatment for shock are equally important but should not be done as a first-aid measure

General guidelines for treatment of shock are:

1. Stop any bleeding

2. Lay the casualty flat with feet raised
3. Loosen tight clothing about the neck and chest
4. Make patient comfortable with blanket/s
5. Give the patient plenty of fluid in divided doses (no alcohol to be given)
6. Relieve his pain
7. Cheer him up, avoid deep discussion

Danger due to fire:

Helping a person whose clothes have caught fire:

1. Put out the flames by water

2. Do not allow the person to run about. This only fans the fire and makes the flame spread
3. Use personal fire protection suits or at least a fire blanket or equivalent while approaching a man whose
clothing have caught fire
4. Lay him down quickly on the ground
5. If the clothes in front of the body have caught fire, lay him on his back till water or wet blanket is
brought to quench the flame
Page131

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

Rescuing person/s from fire

1. In rescuing persons from a space, which has caught fire, speed and clear thinking is essential.
2. Remember that clean air is at ground level. So crawl along the floor to pull out a person who in lying
unconscious or is disabled
3. Ensure that the rescuer uses breathing apparatus to avoid being the next casualty
4. When there is a fire in a space in which the doors and windows are closed, do not open the windows
and doors to let in air. The rush of air will increase the fire and it will burn more intensely or may cause
flash back.

Results of Burns

Immediate there is

 Intense pain and

 Shock

Subsequently,

 There may be infection in the burnt / affected part of the body

 After healing, it will leave scars causing disfigurement and / or restriction of movements

Management of serious burns and scales

Immediate attention is required in the case of serious burns

 Keep the casualty quiet and reassure him

 Cover the casualty with clean cloth
 Do not remove the sticky parts of charred clothing
 Cover burnt area with sterile or clean dressing and bandage. In case of burns covering a large part of
the body, it is sufficient to cover the area with a clean wet bed sheet or wet towel in summer and clean
bed sheet / towel in winter
 Keep him warm but do not overheat him
 If the hands are involved, keep them above the level of the victim's heart
 Keep burnt feet or legs elevated
 If victim's face is burnt, sit him up or prop him up and "keep him under continuous observation for
breathing difficulty. If respiratory problems develop, an open airway must be maintained.
 Do not immerse the intensive burnt area or apply ice water over it because cold may intensify the chock
reaction. However a cold pack may be applied to the face or to the hands or feet.
 Shift the casualty to the nearest hospital if he is fit to be moved
 Do not open blisters. Keep him wrapped up in clean soft cloth
 Treat for shock
 Remove quickly from the body anything of a constricting nature like rings, bangles, belt and boots. If
this is not done early, it would be difficult to remove them later as the limb begins to swell.

Management of Minor Burns and Scalds

In the case of minor burns:-

 Submerge the burnt area in cold water

 Clean the area gently with clean water
 Cover with dry dressing
 Do not apply cotton wool direct to the burnt areas
 Give warm drinks for example sweetened tea or coffee.

Management of Chemical burns

 Cut out and remove contaminated clothing

 Wash off the chemical with large quantity of water by using a shower or running water as quickly as
Page132

possible. The water will wash away most of the irritants

 Do not touch the burnt areas with bare fingers
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

 Treat as for burns

 If the chemical affects eyes, attend to it urgently; flush eyes with a lot of clean cold water and avoid
rubbing eyes.

Electrical Burns

A high voltage passing through the body causes electrical bums. High voltage industrial (power) current can
jump 16-18 meters and can kill the rescuer. Therefore do not approach the casualty till the switch has been
turned off. These currents not only cause local damage but also affect the respiratory and cardiac centres. They
produce superficial or deep burns including charring, but also cause stoppage of breathing and heart beat.

Treatment of Electric Burns

 Separate the casualty from the cause of injury Cover the burns
 Treat the shock
 If breathing or heart beat has stopped, resuscitate
 Treat the casualty after removal to a sick bay

Transporting a casualty

The removal of a sick or injured person either from the site of an accident or ashore is a matter of importance,
since his life may depend on the arrangement made, particularly if he has spinal injuries, a heart condition or a
severe fracture, with any of which he is likely to be suffering from shock. So use the utmost gentleness, reassure
your patient, try to have a clear picture in your mind of the nature of the disability you are dealing with, and
exercise common sense.

Unless there is danger from fire, explosion, toxic substances, does not move a casualty until:

 Suspected fractures have been immobilized.

 Severe bleeding has been stopped

Then check out the best route for transport. Lift the casualty gently and carry him smoothly. Remember that
every jolt causes him unnecessary more pain.
The method of transport will depend on the state of the casualty and the nature of the injury.

If the ship is in port, it is usually best to wait the arrival of an ambulance because the attendants will be expert
in handling casualties. You can assist them and give them the benefit of your knowledge. For instance, if a
patient has fallen to the bottom of a hold, the best procedure is to take down a stretcher, give first-aid treatment,
then place the stretcher on a hatch cover or similar platform and have the patient lifted by ship's crane over the
side. This lift can be a frightening experience for a helpless and shocked person, and he will be reassured if the
person. Incharge stands on the hatch cover with legs astride the stretcher, maintaining balance by holding on to
the guy wires. Similarly, if the patient is on deck and the gangway is narrow or unsteady, it may be far less
unnerving for the patient if he is lowered over the side on a hatch cover or something similar.

Manhandling

Ordinary manhandling may be possible in which case two helpers carry a casualty, with each one using an arm
to support the casualty's back and three persons are required to carry out the lift.
Page133

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 10

FIRE INVESTIGATION AND REPORTING

Fire investigation may be based on answers to the following questions:-

1. How fire was discovered (Manual alarm/Fire alarm by the detector

2. Time of fire alarm
3. Initiation of fire alarm by whom? Whether by a person or by a detector.
4. Initial action taken on the sight of fire
5. Initial attempts to extinguish the fire
6. What is the flammable substance on fire (Thereby to establish the class of fire and the appropriate fire
fighting medium)
7. Any fireman's outfit used/CABA set used
8. Fire-fighting equipment/ medium used?
9. Manpower used?
10. Time of fire extinguishment?
11. Any casualty and what treatment given?
12. Total damage caused by the fire and any damage caused by the fire extinguishing medium

Report on the investigation of fire

In the report on the investigation of fire, following details regarding fire fighting procedures used / adopted
should be highlighted.

1. What timetable / procedure were followed since the time of fire occurrence?
2. What all actions were taken and the time taken for each action?
3. All facts about the fire viz. The site, the causes of ignition and the flammable substance/s on fire
4. The fire extinguishing appliances, which were available, and how many should have been available as
per the requirement / fire control plan and number of each type used.
5. Number of ships personnel, officers and crew (and shore fire fighting personnel if applicable) who were
actually engaged in fire fighting.
6. The number of fireman's outfits and CABA sets used.
7. The damage caused by the fire (to machinery, cargo, accommodation etc. as the case may be)
8. The damage caused by the fire fighting agents used viz. Water/foam/DCP
9. Which ship's services were affected or immobilised due to the fire and to what extent and for how long.

Conclusions in the Report

The report should have the detailed analysis of the fire based on all the facts / discussions with the personnel
who actually fought the fire / the casualty if any / master's comments and views / chief engineers comments
and views / any previous such fire/s taken place on board that ship.

Also if any blame can be attributed to the design, operation and effectiveness of the fire-fighting equipment or
the personnel serving on board so that future training courses could be improved / modified.

The report must give recommendations to avoid such fire/s on board in future to improve fire prevention & fire
fighting measures. The report must give a peep into the past if the particular fire/s could have been prevented if
certain measures (which should be listed) had been taken by the ship's staff / shipping company staff
ashore/agent/stevedores gangs. The conclusion also should give if there are actual limitations of certain
machinery like main engine / diesel generators / fire pumps etc. which may not be reflected in actual practice.
The conclusion should also bring out if any lack of maintenance / repair is attributed to the particular fire.
Page134

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CHAPTER 11

CASE STUDY OF A MAJOR FIRE

Passenger ship S.S. Sunvista has a major fire which resulted in her sinking off malacca straits, 70 nautical
miles west of Penang at 0120 hrs on 21 May 1999. GRT of the vessel 30,400 tons, BHP 40,000 (2 steam
turbines of 20,000 HP ( each), 3 No. boilers, 3 No. diesel generators and 1 No. emergency diesel generator and 1
No. electric driven emergency fire pump.

Vessel Registered - Bahamas

Owners - Singaporean & Chinese

At about 1330 hrs on 20 May 1999, when vessel was underway, a fire broke out on vessel's main switch board
in engine room. The fire detector fitted on the deck head above the switch board sounded the fire alarm.
However, before the E/R watch keeping engineer could respond, there was a total black out due to 2 No. diesel
generators which were on load, tripped. However, the emergency lights (on batteries) switched on.

The watch keeper rushed to the switch board and discharged the portable DCP fire extinguisher kept nearby on
the switch board fire. The fire / smoke from the switch board continued and the E/R was filling up with the
smoke. The watch keeper ran out from the E/R along with his assistant after emergency stopping of both the
steam turbines.

The watch keeper rushed to the bridge to inform the master / duty officer. Soon, the Chief engineer also came
on the scene and directed to start the emergency diesel generator immediately and activate the fire-main. The
emergency diesel generator located in a separate compartment on the main deck was started and was taken on
load from the local panel located next to the generator. As soon as the generator was put on load, there was
heavy sparking and flashback from the local panel and immediately the emergency generator stopped itself.

In the meantime, the E/R was smoking excessively and was completely evacuated and all air entries were
sealed by closing both the E/R doors and the E/R skylights. SOS was also sent to nearby ships, Penang port
authorities and the company's head office at Singapore was also informed. The Captain and the Chief engineer
appeared dazed. Captain insisted on trying the emergency diesel generator once again but the C/E was not
willing as he suspected that the fire on the main switch board in the E/R is also causing earthing of the
emergency diesel generator and could further escalate the fire if taken on load. Therefore, there was no way to
get the fire-main activated when it was most needed.

Immediately two men were dressed up in fireman's outfits with CABA sets to enter the E/R to fight and assess
the fire with the mobile foam extinguisher located near the diesel generators in the E/R. These men also carried
with them one each portable DCP and C02 fire extinguisher and walkie-talkies. Use of lifeline was suggested but
was not used as its use did not appear practical / feasible.

At about 1430 hrs, the two men went down into the E/R but retreated within a few minutes due to intense heat
and smoke without carrying out any actual fire fighting. However, they reported that the main switch board was
only smoking while there were flames under the switch on the bilge platform near the vicinity of the oily bilge
seperator. By about 1500 hrs, the flames / smoke / heat in E/R was so alarming that the idea of manually
fighting the fire was given up and any man entry into the E/R considered suicidal.

Finally, the master and the C/E decided to release C02 into the E/R from the C02 flooding system installation.
In the meantime, the captain ordered his deck officers and crew to abandon all the .1750 passengers to 18 No.
lifeboats and 4 No. life rafts. Soon all the lifeboats were lowered to the embarkation decks.

At about 1545 hrs, out of 56 No. C02 flooding system bottles, 28 Nos C02 bottles were released into the E/R. The
black smoke coming out of the funnel turned grey white but after about 15-20 mins, there was a reflash and
flames and thick black smoke re-appeared from the funnel. At about 1630 hrs, the balance 28 Nos C02 bottles
were also released into the E/R. Again there was a lull in the fire for about 20-25 mins when only smoke was
emitting from the funnel. But by 1710 hrs, the funnel was again emitting flames and thick black smoke.
Page135

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

By 1600 hrs, the vessel was in total blackout as emergency lights batteries had totally run down while the sea
was getting choppy with strong westerly wind blowing. By 1730 hrs, 2 rescue ships, 2 fire fighting tugs and 1
ferry craft arrived near the vessel. The rescue ships kept away from the vessel at about 1.5 nautical miles while
the tugs came closer and started preparing to fight the fire and to tow the ship.

At about 1730 hrs, the disembarking of 1750 passengers started and by 1900 hrs all the passengers had been
disembarked into lifeboats and life rafts. At 1930 hrs, out of 48 ships officers and crew, the captain asked 32 of
them to abandon the ship. 16 officers and crew (master, deck officer, staff captain, chief officer, second officer,
additional second officer, one cadet, chief engineer, staff C/E, one machinist, 2 firemen, 2 A/B, security
manager and ship’s owner’s son who was also casino’s incharge) remained on board to recover records /
documents / valuables / cash etc.

From about 1800 hrs to about 1930hrs, the 2 fire fighting tugs continuously directed their powerful water jets
into the engine room through the funnel. At about 1915 hrs, the ship developed about 1 . 5 - 2 degrees port
list due to continuous ingress of water into the E/R. The officers and crew (16 people) who were still onboard
managed to recover most of the valuables, vital documents, CDCs, passports, cash etc. and transferred them to
the ferry craft. However, by 0045 hrs / 21 May 1999, the vessel had developed about 7 degrees port list. At
0100 hrs, captain ordered all remaining on board to abandon ship. By 0120 hrs / 21 May 1999, with about 12
degrees port list the ships stern started sinking and by 0122 hrs / 21 May 1999, the vessel totally disappeared
into the dark choppy sea.

Exercise:

1. What you could have done to fight the fire / save the ship ?
2. As per your assessment what were the short comings on board S.S. Sunvista for fire fighting and safety?

Page136

SEASKILLS MARITIME ACADEMY

 ADVANCED FIRE FIGHTING

CASE STUDY NO - 2
On 23 Oct 1994, at about 0200 hrs, a minor fire broke out on board ship M.V XYZ (name withheld
due to information being classified) in the galley while the vessel was berthed alongside. A hot plate
(Vol.440volts, 45 kw) was left ON by the chief cook by mistake at night.

The grease/oil filters fitted in the galley exhaust trunking wire mesh had not been cleaned for the
last 4 -5 months and were almost chocked with carbon and wet with oil vaporous of cooking oils.

The heat radiated from the red hot plate directly on to the exhaust trunking filters and ignited the
carbon/oil accumulated at the entrance of the trunking which subsequently spread to throughout
the exhaust trunking and to the bulkheads damaged lagging. This resulted in thick black smoke
filling up the complete galley and also partly escaping to the saloon through the serving window
shutter.

The galley ventilation blower (which should also have been switched off at night along with the hot
plate was also lefty ‘ON’) and exhaust blower were also ‘ON’ and this facilitated the spread of thick
black smoke to all galley adjoining areas. The galley door however was locked by the cook.

The smoke detector fitted in the galley deck head did not operate the fire alarm.

At above 0230 hrs, an engine room watch keeper who happens to pass through the alleyway close to
the galley noticed the smoke emanating from the galley door raised the verbal alarm and also
informed the duty officer.

The duty officer raised the emergency alarm and mustered the emergency parties. The galley door
was opened. But due to thick black smoke the location of fire was not directly visible. A team of 2
people wearing CABA sets were sent inside with high power torches. But they were also unable to
locate the fire as there were no red hot spots {because the fire was spreading through the bulk heads
lagging}.

The visibility in the adjacent compartment also very poor as the smoke leaked into fat shutter gap.

The biggest blunders had been committed entered the galley did not stop the ventilation blower and
foolishly left the galley door open. This caused free flow of fresh air into the galley, which multiplied
the fire. However the actual location of fire was still not clear to anybody.

Immediately, the port authorities and the shore fire brigade were informed. Within minutes the fire
parties were organised and the port authorities took the complete charge of fire fighting operation.
Ship’s fire control plan was examined and fire party dressed in fire protection clothing CABA sets,
with walkie - talkies and floodlights entered the smoky areas to locate the fire. Meantime, fire hoses
were rigged -up with spray/jet nozzles.

The fire party surveyed the galley and the adjoining spaces and reported their galley and the
adjoining dining mess (which also had a small library inside) was totally on fire. The furniture /
books/bulkhead lagging/electric cables were completely gutted. The shore fire parties attacked the
fire with powerful water jets from inside and boundary cooling from outside with spray water nozzles.
They also cut open the shipside bulkhead from outside to fight the fire more effectively.

By about 0530 hrs, the ship listed to almost 29-30 degrees on the star board side. But the fire on
the port side was still in flames. The water from their fire main system directed on the port side
hardly made any effect as it immediately drained on the starboard side due to excessive list. It looks
nearly 13 - 14 hrs before the fire/ smoke could be completely controlled. By that time, the galley, the
dining hall, the cabins, most of the electrical cables/equipment on the bridge and the radio room
were completely gutted.

Q. Why the fire broke out and how it can be prevented in future?

Q. What essential maintenance work has to be done in the galley to prevent such fires?
Page137

Q. Based on this case study, give your recommendations to prevent similar fires on board ships?
SEASKILLS MARITIME ACADEMY
 ADVANCED FIRE FIGHTING

CASE STUDY NO - 3
On 11 May 1994 at about 1245 hrs a major fire broke out on board M.V. ABC (ship's name withheld
due to classified information) below the funnel.

Major welding/ cutting work were in progress inside the funnel. The funnel was totally clear of
soot/oil. The bilges were clean and clear. There was no lube oil / fuel oil in any tank in engine room
except some diesel oil in the boiler ready use tank which was quite close to the funnel base.

Red-hot iron/welding - rod materials freely fell in the engine room, which ignited the diesel tank and
spilled burning oil in the vicinity. Soon the complete boiler casing was on fire.

Before the ships and shore parties could react, the fire spread to the steering compartment where
large number of planks, nylon ropes was stored. The electric cables in the compartment had poor
insulation (which was already on record).

The fire then spread backward from the steering compartment to the engine room and
accommodation through burning of electric cables and bulkhead insulation.

The fire was fought together by the shore fire station and the ship's emergency parties. The only fire
fighting agent used was water which did not prove very effective as most of the engine room spaces
and machinery containing fuel oil / lube oils burning freely spread the fire when water came in their
contact.

It was only when water proved ineffective; the induction of foam + water was resorted to through the
funnel.

From about 1530 hrs to 1800 hrs the foam was injected through foam making branch pipes through
the funnel and the complete engine room and the steering compartment were brimmed with foam.
The fire was totally extinguished by about 2000 hrs. On inspection of the fire areas, the engine room
and steering compartment machinery was found completely damaged. The complete lagging,
electrical cables and fittings were badly charred.

Q. Why the fire broke out?

Q. What was lacking in fighting the fire?

Q. What lessons can be learnt from the above case study?

Page138

SEASKILLS MARITIME ACADEMY