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Fire Safety Operational Booklet
Fire Safety Operational Booklet
SAFETY OPERATIONAL
BOOKLET
M.V
..
Page 0
INTRODUCTION
The purpose of the Manual is to provide all crew-members with instructions and information
about the following:
1. Safe operation of the vessel in relation to fire safety;
2. Safe operation of cargo handling operations in relation to fire safety
3. Crew responsibility for general fire safety when vessel is loading/discharging
or underway;
4. Fire Safety Precautions for cargo handling;
5. Reference to applicable Codes for fire fighting and emergency cargo
handling procedures.
It should be read in conjunction with other ship specific information, and interpreted as
applicable for individual vessels.
Where reference is made to statutory and SOLAS requirements only the broad, general
requirement has been stated. The detail relating to an individual vessel may vary depending
on the flag authority and the age and type of vessel.
This document contains a record sheet which is to be completed when amendments are
made to the manual
This manual may be used as a framework and reference source for those personnel whose
duty it is to give instructions to others of the vessels company in the practice of fire fighting
and use of equipment.
Additionally, it is intended as a reference for all personnel.
It should be used for training and tabletop exercises whenever possible.
Page 1
REVISION STATUS
i>
All revisions to this document are to be identified in the table below - revisions are not
distributed until approved by the Master and authorised by the Q&S Manager
Revision No.
Date
00/02
01.06.2002
ii>
Applicable Pages
COMPLETE
DOCUMENT
Brief Details
Authorised
DOCUMENT ISSUED
SH
This page will be updated each time a revision is made to a part of this document.
Page 2
TABLE OF CONTENTS
INTRODUCTION ....................................................................................................................... 1
REVISION STATUS............................................................................................................. 2
1.0
THEORY OF COMBUSTION.......................................................................................... 6
1.1
Principles .................................................................................................................. 6
1.2
Fire Triangle.............................................................................................................. 6
1.3
1.4
Classification of Fires.............................................................................................. 8
1.5
Flammability ............................................................................................................. 8
1.6 Responsibilities........................................................................................................... 9
1.6.1 General ................................................................................................................. 9
1.6.2 The Master ........................................................................................................... 9
1.6.2.1 Safety Of Cargo............................................................................................ 9
1.6.3 The Chief Engineer ........................................................................................... 10
1.6.4 The Chief Officer ............................................................................................... 10
1.6.5 Emergencies...................................................................................................... 10
2.0 FIRE SAFETY PRECAUTIONS, PREVENTION AND CONTROL OF IGNITION
SOURCES ALL VESSELS. ................................................................................................. 11
2.1
General.................................................................................................................... 11
2.2
2.3
Smoking .................................................................................................................. 11
2.4
General ............................................................................................................... 13
Hazard Appreciation ......................................................................................... 13
General Restrictions ......................................................................................... 13
Responsibilities................................................................................................. 14
Special Precautions .......................................................................................... 14
Gas Detection .................................................................................................... 15
Funnel Sparks ................................................................................................... 15
Electrical Equipment......................................................................................... 15
Friction .................................................................................................................... 16
2.7
2.8
2.9
Safe Housekeeping................................................................................................ 17
3.2
3.3
Communications.................................................................................................... 20
3.4
3.5
Notices .................................................................................................................... 20
3.6
3.7
3.8
3.9
Page 4
4.1.7.1
General .................................................................................................... 29
Page 5
1.0
THEORY OF COMBUSTION
1.1 Principles
Combustion is a chemical reaction, or series of reactions, in which heat and light are
produced. When the rate of reaction is very slow, only heat is produced and a slow
oxidation occurs, such as rusting of steel or rotting of vegetable matter. Combustion
is a rapid rate reaction in which light is emitted as well as heat.
1.2 Fire Triangle
Combustion can only occur if three factors, fuel, oxygen and heat come together in
the right proportions. This basic fact is illustrated by the fire triangle.
Oxygen
Fuel
Heat - ignition
Fuel may exist in solid, liquid or vapour form. The burning of most materials
produces a flame, this occurs when gases or vapours given off by a liquid or solid
material are ignited. The majority of materials which surround us will, or can be made
to burn if the conditions are right. We may consider that fuel, in one form or another,
is always present.
Most materials require the presence of about 12% oxygen by volume to support
combustion. The air we breathe contains 21% oxygen, so there is a plentiful supply
under normal circumstances.
The heat side of the triangle can be provided in two ways:
-
Page 6
Flash Point
Methane
- 175 C
595 C
n Butane
- 60 C
365 C
i Butane
- 76 C
500 C
Propane
- 105 C
468 C
Gasoline
- 40 C
468 C
Diesel Oil
71 C
338 C
Fuel Oil
82 C
255 - 410 C
Lubricating Oil
148 C
260 C
Cooking Oil
250 C
370 C
Wood
232 C
900 C
300 C
120 C
Page 7
Class B
Class C
Class D
Note:
Electrical
Fire:
Electricity itself does not burn. Any fire which is referred to as an electrical fire
would actually be a Class A, B C or D fire as described above, but with the
additional hazard of live electrical circuits. Once the appropriate electrical
circuits have been isolated the fire is treated as normal for its class.
1.5 Flammability
The main factors, which determine flammability, are:
Flammable Range - is the range between the Upper and Lower Flammable (or Explosive)
Limits usually expressed as UFL (or UEL) and LFL (or LEL).
Petroleum gases can be ignited and will burn only when mixed with air in certain
proportions. Below the LFL, the mixture of hydrocarbon gas and air is too weak to burn,
and above the UFL there is insufficient air present to support combustion. The Flammable
Range of most petroleums lies between 1% and 10% by volume in air.
When petroleum is ignited, it is the gas progressively given off by the liquid, which burns
as a visible flame. The quantity of gas available to be given off by a petroleum liquid
depends on its volatility.
Volatility or Vapour Pressure - is the tendency of a liquid to vaporise or give off gas. It is
usually expressed in terms of Reid Vapour Pressure (RVP).
Most crude oils have RVP's of between 1 and 12 psia.
A substance with a RVP of 14.7 psia would be a gas at normal temperature and pressure.
As a petroleum liquid is heated the concentration of gas in air above it increases. The
temperature of the liquid at which this concentration reaches the lower flammable limit is
known as the flashpoint of the liquid.
Page 8
1.6 Responsibilities
1.6.1 General
Responsibility for the general fire safety onboard the vessel, whether during loading or
discharging operations and when at sea rests with everybody onboard the vessel.
Common sense, diligence, quick reporting and clear communications is paramount to
successful monitoring of all situations.
Operating the vessels equipment correctly and reporting any damages will reduce risks. A
high standard of house keeping and hygiene will also reduce risk.
Specific responsibilities are outlined below but requirements/instructions are contained
elsewhere as listed below and must always be followed and implemented by all officers and
crew when carrying out their duties. These instructions and orders will vary from ship to ship
and between vessel types:
The Master has the ultimate responsibility for all safety matters. In any Emergency
Situation, the Master is, whenever possible, to take station on the Bridge - if
conditions preclude this, he is to make everyone aware of where he is stationed so
as to enable proper reporting procedures.
ii>
iii>
For Command purposes at the actual site of the Emergency the following applies.
1.6.2.1 Safety Of Cargo
iv>
Whilst in times of emergency the priority must be for the safety of personnel and the
ship, the safe stowage and carriage of cargoes will contribute towards ensuring the
overall safety and in reducing the likelihood of an emergency situation arising.
v>
The safety and security measures necessary varies depending upon the nature of the
cargo and the type of vessel.
vi>
The requirements for Cargo Handling and Care in the documented procedures, if met
ensure the safety and security of cargo.
vii>
On vessels fitted with the monitoring devices to safeguard the condition of cargoes, it
is the responsibility of the Master to ensure that such devices are maintained in
working order and are tested and calibrated as necessary in accordance with
manufacturers instructions.
viii>
The vessels cargo plan is to indicate all the measures that are necessary to
safeguard the condition and security of the cargo.
Page 9
1.6.5 Emergencies
i>
The allocation of duties and responsibilities for Emergencies are indicated on the
Muster lists as posted around the vessel.
Page 10
2.0
2.1 General
It is the responsibility of every person on board to exercise due care and to comply
with the regulations. Fire prevention is mainly a matter of using one's common sense
and developing safety awareness.
PREVENTION IS BETTER THAN CURE
2.2 Fire Wires (Emergency Towing Wires)
Fire wires are to be rigged as soon as the vessel is moored in Port. They must be
maintained in good condition and regularly inspected for signs of wear or
deterioration. (All types of tankers).
They must be rigged correctly and maintained at the correct height above the water
level during all stages of loading/discharging operations.
2.3 Smoking
HANSEATIC SHIPPING COMPANY SMOKING REGULATIONS
MUST BE FOLLOWED AT ALL TIMES
Safety matches are supplied free of charge to all users. Lighters are not allowed
onboard, any brought onboard inadvertently should be handed in to the Master
and will be returned at the end of the voyage.
Generally speaking, designated smoke rooms will be limited. These rooms will be
in the after part of the ship and must not have doors opening directly to the deck.
Page 11
Smoking Regulations
SMOKING OUTSIDE THE ACCOMMODATION SPACES
OTHER THAN THE ENGINE CONTROL ROOM IS
PROHIBITED AT ALL TIMES.
SMOKING IN ACCOMMODATION
PROHIBITED AT ALL TIMES.
ALLEYWAYS
IS
Page 12
Page 13
Fire fighting equipment laid out ready for use. If welding or cutting on a
compartment boundary, equipment to be in readiness on both sides.
2.
3.
4.
If hot work in or adjacent to any tank/hold that has contained oil cargo or fuel,
all grease or oil impregnated residues to be removed.
5.
Check that area and adjacent compartments and tanks are gas free.
(Explosimeter reading not to exceed 1% LEL).
6.
7.
8.
Office informed.
Page 14
Gas-tight light fittings must be inspected regularly for cracked glasses, frayed cables
or other signs of damage. If damaged, they must first be isolated electrically and then
repaired.
A regular inspection must also be made of electric motors, equipment and fittings
within the accommodation, store rooms and engine room.
Page 15
Permitted electrical appliances are those appliances that form part of the vessels
equipment and may be used as directed by the Master or Chief Engineer.
It is not permitted to fit personal electrical equipment to the vessels power supply
unless permission has been obtained from the Master or Chief Engineer.
All portable electrical equipment should be secured for heavy weather at all times
in a proper manner.
Electrical faults including damaged wiring should be reported to the Master or
Chief Engineer as soon as is practicable.
When connecting any electrical equipment, proper wiring and connections must
be used.
All portable electrical equipment should, as far as is practicable, be disconnected
after use.
The use of portable space heating appliances, except for permitted equipment
supplied by the Company, is prohibited.
Unauthorised persons should not attempt to repair or interfere with electrical
circuits or equipment. An authorised person is the vessels Electrician/ETO or an
Engineer with electrical training.
The Master/Chief Engineer should take note of damaged or faulty equipment,
fittings or wiring during vessel inspections and take the necessary corrective
action should such faults exist.
Superintendents should also inspect for damaged or faulty electrical appliances,
fittings or wiring when visiting vessels and instruct the Master/Chief Engineer to
take the necessary corrective action should such faults exist.
When connecting any electrical equipment, proper wiring and connections must
be used
2.6 Friction
The overheating of machinery bearings and seals can cause fires in machinery
spaces.
Over-greasing can often be as dangerous as insufficient grease and the equipment
manufacturers' recommendations should always be observed.
2.7 Spontaneous Combustion
The heat generated in damp, dirty or oily waste, materials or rags can be sufficient to
cause spontaneous combustion.
Used rags, waste, sawdust and rubbish is not to be left lying around, but should be
properly stored until safe disposal can be arranged.
Linen, blankets and similar absorbent materials in ship's stores that become damp or
oily are to be removed from the store and either dried out or cleaned before returning
to the stores.
2.8 Oil Leaks
Many serious shipboard fires have occurred as a result of oil dripping or spraying on
to hot surfaces or lagged steam pipes in engine rooms. The careful monitoring of high
pressure fuel pipes is essential.
Outbreaks of fire are often caused by lubricating or hydraulic oils which have
relatively low auto-ignition temperatures.
Page 16
Good housekeeping
b)
c)
Frequent inspection of the machinery spaces for the purpose of removing fire
hazards
d)
e)
f)
g)
Page 18
3.0
Provide information about other terminal or local safety and fire fighting
regulations.
Exchange information on the availability and use of fire fighting and emergency
equipment on the terminal and the tanker.
3.3 Communications
Telephone, portable VHF/UHF and radiotelephone systems should comply with the
appropriate safety requirements.
The provision of adequate means of communication, including a back-up system
between ship and shore, is the responsibility of the terminal.
Communication between the responsible officer on duty and the responsible person
ashore should be maintained in the most efficient way.
Where there are difficulties in verbal communications, these can be overcome by
appointing a person with adequate technical and operational knowledge and a
sufficient command of a language understood by both ship and shore personnel.
3.4 Communication Equipment
Transmissions from a ships main radio station can cause electrical resonance in
insulated parts of some ship fittings such as mast stays and this can cause arcing
across deck fittings. Similar arcing can occur on ships wireless aerials especially
over the surface of insulators when they have a coating of salt, dirt or water.
Radio transmission should not be permitted during periods when there is possibility of
flammable gas in he region of the antennae or where there is doubt about the
effective earthing of stays, derrick equipment and other such fittings.
When the tanker is at berth the main transmitting antenna should be grounded.
If it is necessary to operate the ships radio in port for servicing purposes, there
should be agreement between tanker and terminal on the procedures necessary to
ensure safety.
Items such as mobile telephones and radio pagers should only be re-commissioned
once they are in a safe area, such as within the ships accommodation.
3.5 Notices
Regulations regarding smoking and the use of naked lights should be strictly
enforced.
On arrival at the terminal, a tanker should display notices at the gangway in
appropriate language stating:
NO NAKED LIGHTS
NO SMOKING
NO UNAUTHORISED PERSONS
Page 20
Page 21
Page 22
Dilution takes places when the incoming inert gas mixes with the original tank
atmosphere to form a homogeneous mixture through the tank so that, as the
process continues, the concentration of the original gas decreases progressively.
It is important that the incoming inert gas has sufficient entry velocity to penetrate
to the bottom of the tank. To ensure this a limit must be placed on the number of
the tanks, which can be inerted simultaneously.
Displacement depends on the fact that inert gas is slightly lighter than
hydrocarbon gas so that, while the inert gas enters at the top of the tank, the
heavier hydrocarbon gas escapes from the bottom through suitable piping. When
using this method it is important that the inert gas has a very low velocity to
enable a stable horizontal interface to be developed between the incoming and
escaping gas although, in practice, some dilution inevitably takes place owing to
the turbulence caused in the inert gas flow. This system generally allows several
tanks to be inerted or purged simultaneously.
A mixture of inert gas and petroleum gas when vented and mixed with air can
become flammable. The normal safety precautions taken when petroleum gas
is vented from a tank should therefore not be relaxed.
When the tank is purged with inert gas and the hydrocarbon content is reduced to 2%
or less by volume so that during the subsequent gas freeing no portion of the tank
atmosphere is brought within the flammable range. The tank may then be gas freed.
The hydrocarbon content must be measured with an appropriate meter designed to
measure the percentage of hydrocarbon gas in a oxygen deficient atmosphere. The
usual flammable gas indicator is not suitable for this purpose.
Page 23
Covers of all tank openings should be kept closed until actual ventilation of the
individual tank is about to commence.
Portable fans and blowers should only be used if they are hydraulically,
pneumatically or steam driven. Their construction materials should be such that
no hazard of incendiary sparking arises if the impeller touches the inside of the
casing.
The venting of flammable gas during gas freeing should be by the vessels
approved method, and where gas freeing involves the escape of gas at deck level
or through tank hatch openings the degree of ventilation and number of openings
should be controlled to produce an exit velocity sufficient to carry the gas clear of
the deck.
At any time it is suspected that gas is being drawn into the accommodation,
central air conditioning and mechanical ventilating system should be changed for
re-cycling.
Window type air conditioning units which are not certified as safe for use in the
presence of flammable gas or which draw in air from outside the superstructure
must be electrically disconnected and any external vents or intakes closed.
Where cargo tanks are gas freed by means of one or more permanently installed
blowers, all connections between the cargo tank system and blowers should be
blanked except when the blowers are in use.
Such enclosed or partially enclosed spaces should also be tested for gas during
this subsequent ventilation.
If the tanks are connected by a common venting system, each tank should be
isolated to prevent the transfer of gas to or from other tanks.
Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and
effectively gas freed. Ventilation outlets should generally be as remote as
possible from the fans.
Portable fans, where used, should be so connected to the deck that an effective
electrical bond exist between the fan and the deck.
Fixed gas freeing equipment may be used to gas free more then one tank
simultaneously but must not be used for this purpose if the system is being used
to ventilate another tank in which washing is in progress.
Page 24
On the apparent completion of gas freeing any tank, a period of about 10minutes
should elapse before taking final gas measurements.
Tests must be made at several levels and, where the tank is sub-divided by a
wash bulkhead, in each compartment of the tank. In large compartments such
test should be made at widely separate positions.
On completion of gas freeing, all openings except the tank hatch should be
closed.
On completion of all gas freeing and tank washing the gas venting system should
be carefully checked, particular attention being paid to the efficient working of the
pressure/vacuum valves and any high velocity vent valves. If the vents or vent
risers are fitted with devices design to prevent the passage of flame, these should
also be checked and cleaned.
Flame arrestors are designed to prevent the passage of a flame back to the tanks
and provide protection, particularly in respect of lightning strikes. They must be
kept clean and regularly inspected.
Gas vent riser drains should be cleared of water, rust and sediment, and any
steam smothering connections tested and proved satisfactory
ii>
iii>
Where the methods is free-flow, the outlet must not be less than 6m
above a cargo tank or fore and aft gangway if situated within 4m of the
gangway and located not less than 10m measured horizontally from
nearest air intakes, openings to enclosed spaces containing an ignition
source and from deck machinery (this includes windlass and chain
locker openings).
Where the method is by high velocity discharge, the outlet must be
located not less than 2m above the cargo tank deck and not less than
10m measured horizontally from items stated in i> above.
These outlets must have high velocity devices of an approved type.
outlets at least 2m above cargo tank deck level with a vertical velocity of
at least 20m/s and which are protected by suitable devices to prevent
the passage of flame and not less than 10m measured horizontally from
items stated in i> above.
When the flammable vapour concentration at the outlet has been reduced to 30% LEL,
gas freeing may be continued at cargo tank deck level.
Page 25
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4.0
Cargo Distribution
With container vessels it is very important that the load is properly distributed
throughout the vessel in order that the structure is never over stressed and that
adequate stability is maintained at all times. Dangerous goods containers must
be stowed according to IMDG Code requirements.
To do this effectively the vessel needs to be provided by the Charterers or
Shippers of the cargo adequate information concerning the weight of each
container.
4.1.2
Other References
The carriage of containers is covered in many reference books, available
onboard are the following titles:
Thomas' Stowage
IMDG Code [Regular Updates In Computer Required]
Page 27
4.1.3
Check That Sufficient Crew Are Onboard for the Safety of the Vessel
and That Duty Crew Men Are Actually on Duty.
Keep All Unauthorised Persons Off the Vessel and Ensure That Any
Official Visitors Are Properly Escorted onboard.
4.1.4
Hazardous Containers
To assist the vessel in cargo operations a checklist for cargo and safety is to be
completed as appropriate prior to loading and discharging.
4.1.6
Page 28
4.1.7
4.1.7.1
General
If a fire is detected within a cargo hold at sea it is normally best not to open
the hatch but rather to seal the hold by closing all ventilation and releasing
the cargo hold CO2
Refer to the Dangerous Cargo Manifest.
As the extinguishing medium was of gas type, great care must be taken in
opening the hatch for inspection [as there is was no cooling effect] so the
sudden introduction of air to a space may result in a re-ignition.
It is Best to Leave the Hatch Closed for As Long As Possible.
Note:
4.1.7.2
In the event of a fire being detected within a container the following procedure is
to be followed:
IDENTIFY THE POSITION OF THE CONTAINER AND CONSULT
THE HAZARDOUS CARGO PLAN (LOCATED IN THE IMO
BOX IN THE WHEELHOUSE) - IF HAZARDOUS CARGO IS
INVOLVED REFER TO THE PROCEDURE "ACCIDENTS
INVOLVING DANGEROUS GOODS".
Fire in the Container May Have to Be Exposed to Extinguish It. If Opening the
Door Do So Carefully and Take Shelter. If Access is Not Possible Via A Door
A Hole May Have to Be Made in the Side Or Top of the Container. It is
Preferable Anyway to Attempt to Use A Hole First Rather Than Opening the
Door.
4.1.8
Notes on Ventilation:
Ventilation of cargo spaces is carried out for one or more of the following
reasons:
a>
To remove heat
b>
To dissipate heat
Heat may be generated by live fruit and other commodities that are liable to
spontaneous combustion i.e. baled cotton. Gases which may be require
dissipation include flammable and explosive gases given off by coal and CO2
from ripening fruit.
5.0 REFERENCE PUBLICATIONS.
Guidance on fire fighting and emergency cargo handling is also available in the following
documents and must be referred to at all times when reading this manual.
a. International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC Code) (1993)
b. International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (1998)
Chapter 1 General
Hazards
Page 30
c. Code of Safe Practice for Solid Bulk Cargoes (BC Code) (2001 Edition)
Section 3
Flammable Atmosphere
Ventilation
Grain under in-transit fumigation
Page 31