Handbook For Fire Prevention and Firefighting

FIRE PREVENTION AND FIRE FIGHTING
Part D: Handbook
Introduction
Aims
This Model Course Aims to provide the training for candidates on fire prevention and fire fighting in
accordance with Section A- VI/1, Table A-VI/1-2 of the STCW Code.
Objectives
This syllabus covers the requirements of the 1995 STCW Convention Table A-VI/1-2. On meeting the
minimum standard of competence in fire prevention and firefighting, a trainee will be competent to participate
effectively in co-ordinate schemes for training in fire prevention and firefighting.
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Topic 1
Introduction, Safety and Principles
1.1 main aims of the course as:
• Knows what to do if:
- Fire or smoke is detected, or
- The fire alarm is sounded
• Raise the alarm and have basic knowledge of the use of the portable fire extinguishers
1. The following steps should be followed when responding to incipient stage fire:
2. Sound the fire alarm and call the fire department, if appropriate.
3. Identify a safe evacuation path before approaching the fire. Do not allow the fire, heat, or
smoke to come between you and your evacuation path.
4. Select the appropriate type of fire extinguisher.
5. Discharge the extinguisher within its effective range using the P.A.S.S. technique (pull, aim,
squeeze, sweep).
Most fire extinguishers operate using the following P.A.S.S. technique:
PULL... Pull the pin. This will also break the tamper seal.
AIM... Aim low, pointing the extinguisher nozzle (or its horn or hose) at the base of the
fire.
NOTE: Do not touch the plastic discharge horn on CO2 extinguishers, it gets very cold
and may damage skin.
SQUEEZE... Squeeze the handle to release the extinguishing agent.
SWEEP... Sweep from side to side at the base of the fire until it appears to be out.
Watch the area. If the fire re-ignites, repeat steps 2 - 4.
6. Back away from an extinguished fire in case it flames up again.
7. Evacuate immediately if the extinguisher is empty and the fire is not out.
8. Evacuate immediately if the fire progresses beyond the incipient stage.
• Close and open the fire, weather and watertight doors fitted in the ship other than those for hull
openings
• Minimize the risk of fire and maintain a state of readiness to respond to emergency situations
involving fire
The Fire Precautions Regulations set out the basic requirements for minimizing fire risks.
These include:
escape routes to a place of safety;
fire-resistant doors and walls;
fire-fighting equipment;
fire alarms;
emergency lighting;
safe storage of inflammable materials;
staff training.
• Fight and extinguish fires

Instructing all seafarers of the dangers of fire in ships
Training seafarers, preferably before they make up employment on a sea going ship, in the
prevention and extinguishing fires
Training all seafarers in the theoretical and practical aspects of fire fighting
1.2 safety rules laid down by the chief instructor which must be adhered to during the course, including
during the practice drills
Fire on board may be purely accidental and other may be caused by circumstances beyond
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control. Carelessness and irresponsible and ill-advised actions caused disastrous fires
No matter how a ships fire starts it could result to damage of ships property and most perhaps
the loss of lives
1.3 principles of survival in relation to fire as:

• regular training and drills
• preparedness for any fire emergency
• knowledge of actions to be taken when called to fire stations
• knowledge of escape routes
• knowledge of dangers of smoke and toxic fumes
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Topic 2
Concept and application of the fire triangle to fire and explosion
2.1 Conditions for fires
• conditions required for fire to occur as:

- the presence of material which acts as a fuel
- a source of ignition, e.g. chemical, biological and physical
- the presence of oxygen
• how these three conditions can be represented as a triangle (the fire triangle)
the fire triangle is a simple model for understanding the necessary ingredients for most fires
the triangle illustrates the three elements a fire needs to ignite; heat, fuel and an oxidizing
agent (usually oxygen)
the fire will be prevented or extinguished by removing any one of the elements in the fire
triangle
a fire naturally occurs when the elements are present and combined in the right mixture
• how the addition of a fourth condition, the “chain reaction”, leads to the concept of the „fire
tetrahedron”, which represents a continuously burning fire
the fire tetrahedron represents the addition of a component the chemical chain reaction to the
three already present in the fire triangle
once a fire has started the resulting exothermic chain reaction sustains the fire and allows it to
continue until or unless at least one of the elements of the fire is blocked
2.2 Properties of flammable materials
- flammability capability of being ignited or burned

- ignition point the temperature at which a burnable substance gives off flammable vapor when
mixed with oxygen in proper proportion will burn continuously without spark or flame applied
- burning temperature
- burning speed
- thermal value
- lower flammable limit (LFL)
- upper flammable limit (UFL)
- flammable range - is the concentration range of a gas or vapor that will burn (or explode) if an
ignition source is introduced. Below the explosive or flammable range the mixture is too lean to
burn and above the upper explosive or flammable limit the mixture is too rich to burn.
- flashpoint the lowest temperature at which a flammable substance gives off sufficient vapor
- auto-ignition
• example of how static electricity can occur
Materials are made of atoms that are normally electrically neutral because they contain equal
numbers of positive charges (protons in their nuclei) and negative charges (electrons in
"shells" surrounding the nucleus). The phenomenon of static electricity requires a separation
of positive and negative charges. When two materials are in contact, electrons may move
from one material to the other, which leaves an excess of positive charge on one material,
and an equal negative charge on the other. When the materials are separated they retain this
charge imbalance.
• reactivity - the tendency of a substance to undergo chemical reaction, either by itself or with other
materials, and to release energy.
• ignition sources
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hot surfaces
frictional sparking and electrostatic action
open flame
stray electric currents
lightning
compression
engine exhausts
heat from chemical reactions
spontaneous combustion
heat from the sun
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Topic 3
Types and sources of ignition
3.1 Fire prevention principles
• examples of how a fire can be prevented from spreading by reducing or blocking:

- conduction is the transfer of heat through a solid
- radiation is the transfer of heat from a source across an interview space, transfer of heat by
electro-magnetic views
- convection currents transfer of heat through the motion of heated matter, movement of the air to
a cooler region
• removing any one element of fire triangle can prevent or extinguish fire
The fire triangle or combustion triangle is a simple model for understanding the necessary
ingredients for most fires.
The triangle illustrates the three elements a fire needs to ignite: heat, fuel, and an oxidizing
agent (usually oxygen). A fire naturally occurs when the elements are present and combined
in the right mixture, meaning that fire is actually an event rather than a thing. A fire can be
prevented or extinguished by removing any one of the elements in the fire triangle. For
example, covering a fire with a fire blanket removes the oxygen part of the triangle and can
extinguish a fire.
Part D: Handbook
Topic 4
Flammable materials commonly found on board
4.1 Spread of fire
- conduction is the transfer of heat through a solid

- radiation is the transfer of heat from a source across an interview space, transfer of heat by electro-
magnetic views
- convection currents transfer of heat through the motion of heated matter, movement of the air to a
cooler region
• spread of fire occurs as a result of equalization in temperature between fire and surroundings via:
- conduction
- radiation
- convection currents
• method of propagation
A method of fire propagation to higher floors in high rise buildings is via the outside of the
building. The fire exits the incident floor through a window and spreads to higher floors as the
flames and thermal plume rise through the effects of buoyancy.
• four phases of fire development as:
- ignition (insipient) the first stage begins when heat, oxygen and a fuel source combine and have a
chemical reaction resulting a fire. This is also known as ignition and is usually represented by a
very small fire which often goes out on its own before the following stages are reached.
Recognizing a fire in this stage provides your best chance at suppression or escape
- developing (surface fire) when the growth stage has reached its max and all combustible
materials have been ignited, a fire is considered fully developed. This is the hottest phase of a fire
and the most dangerous for anybody trapped within
- absolute fire (fire in depth in solids)
- burning out
• temperature of a normal fire and the temperature in burning metals
In common circumstances, the maximum temperature of a fully developed building fire will
rarely exceed 1800°F. The average gas temperature in a fully developed fire is not likely to
reach 1500°F. Temperatures of fires that have not developed to post-flashover stage will not
exceed 1000°F.
Steel is just the element iron that has been processed to control the amount of carbon. Iron,
out of the ground, melts at around 1510 degrees C (2750°F). Steel often melts at around 1370
degrees C (2500°F).
4.2 Safe practices
• general safety procedures, including:

- no smoking in hazardous areas
- cleanliness
- good housekeeping
- ability to recognize fire hazards and to take the necessary steps to prevent fires
• for the engine room, measures for reducing fire hazards, which include:
- ensuring insulation and lagging are kept in good condition
- eliminating oil leaks and preventing accumulation of oil
- taking proper fire precautions when welding or burning is being carried out
- checking that caps and cocks for sounding pipes to oil tanks are closed
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- maintaining a clean engine-room, removing oil-soaked rags

• for the galley, measures for reducing fire hazards, which include:
- keeping extraction-fan flues clean
- ensuring cooking oils do not spill on top of the stove or overheat in
- electrical cooking pans
- keeping electrical installations well maintained
a ship’s galley is a busy place, and it can be a dangerous place. It is extremely important
that the galley never be left unattended when in used
cause include
overheating of cooking oils and fats
overheating of deep fat fryers
hot surface
defective electrical connections
grease/oil accumulation near hot plates or in the exhaust ducting
• for the accommodation areas, measures for reducing fire hazards, which include:
- no smoking in bed
- no unauthorized electrical fittings
- no emptying of ashtrays into waste-paper bins without ensuring all
- cigarette ends are extinguished
- causes include
combustible material
smoking and careless disposal of burning matchsticks, cigarettes and ash
textiles adjacent to hot objects such as radiators and lamps
defective or overloaded electrical systems
in laundry incorrect installation of tumbler dryer or failure to keep it clean
• for cargo spaces, measures for reducing fire hazards, which include:
- ensuring hatches are correctly cleaned
- ensuring cargo is stowed and ventilated in accordance with the rules
- prohibition of smoking during cargo-working periods
- securing of cargo
- inerting the atmosphere in cargo compartments when required
even the most dangerous cargo can be transported safely if it is properly stowed. On the
other hand, supposedly safe cargo can caused a fire it is stowed carelessly
• ensures hold/cargo compartment lights are switched off and cargo clusters disconnected, removed
and stored away after use and before closing of hatches
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Topic 5
The need for constant vigilance
5.1 need for constant vigilance
• prevention is by far the best method of combatting a fire this can be achieved by:
- constant vigilance
- preparedness
- fire patrol
- proper watchkeeping
- maintenance of equipment
5.2 Patrol systems
• on ships having more than 36 passengers an efficient patrol system must be maintained
• duties of the patrol
System patrol craft, sometimes known simply as patrol craft or patrol vessels, were
combat warships designed to operate within a single star system, serving a dual role as
customs ships and defensive pickets. Usually deployed from surface bases or carriers,
they were in effect the sublight, defense-oriented equivalent of fast attack vessels.
Maritime patrol is the task of monitoring areas of water. Generally conducted by military
and law enforcement agencies, maritime patrol is usually aimed at identifying human
activities.
Maritime patrol refers to active patrol of an area, as opposed to passive monitoring

systems such as sound-detection fixtures or land-based spotters. A patrol consists of a
ship, submarine, aircraft or satellite examining the patrolled area and seeking out
activities to be identified and reported. Maritime patrol is critical in wartime situations for
navies to locate enemy forces to engage or defend against. Peacetime patrols are
important for interdiction of criminal activities and for ensuring legal use of waters.
Maritime patrols can be conducted by surface ships and submarines, by aircraft (e.g.
MPA) and other aerial vehicles, and even by satellites. Human spotting remains an
important part of detecting activity, but increasingly electronic systems are used.
Several types of maritime patrol missions exist:
Military: Navies and air forces employ patrols to locate and identify enemy or
potential enemy ships and submarines. The patrols report these findings to
combat vessels which can then take appropriate action. Characteristics to identify
are the numbers and types of vessels, as well as bearing and speed information
to assist tracking the units. Anti-submarine patrols often deploy sonobuoys or
other devices to assist with tracking. During peacetime, patrols are maintained by
military forces for practice and to prevent surprise deployments by enemies.
Law enforcement: Countries with extensive coastlines are vulnerable to those
entering or exiting the country undetected. In particular smuggling is often carried
out over water. Law enforcement agencies often employ maritime patrols to assist
interception of such activities.
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Economic: Water areas, in particular those close to the coast, are areas of
economic activity. Not only shipping but also fishing and even tourism are
important economic activities to coastal countries. Patrolling these waters falls to
maritime patrols. Such patrols may seek fishing vessels which are outside of
prescribed fishing grounds (often from neighboring countries' fleets) or which are
not adhering to regulations. Additionally, patrols may assist customs agencies by
monitoring commercial shipping traffic in controlled waters.
Coast defence: Coast defence identifies and intercepts threats to coastal areas.
This may include preventing infiltrations or discouraging enemy surveillance of
coastal installations. Law enforcement patrols aim at preventing criminals from
reaching the shoreline.
Rescue: Although not necessarily a primary mission of maritime patrol assets,
they are often used to assist in maritime rescue operations, both for searching
and often to extract survivors too.
• a fire patrol system is also advisable on other types of ships
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Topic 6
Fire hazards
6.1 Fire hazards
• fire hazards in the engine-room, including:

- combustible liquids – fuel and lubricating oils
- oil leaks and oil-soaked insulation
- hot surfaces, e.g exhaust pipes, engine parts overheating
- defects in lagging
- hot work, e.g welding, cutting by oxy-acetylene torch
- auto ignition, e.g oil dripping on hot surface
• hazards in galley, including:
- combustible liquids, e.g. cooking oil, hot fat
- hot surfaces, e.g. ovens, frying pans, flues
- defective electrical connections
- cause include
overheating of cooking oils and fats
overheating of deep fat fryers
hot surface
defective electrical connections
grease/oil accumulation near hot plates or in the exhaust ducting
• hazards in accommodation, including:

- combustible material as, e.g. furnishings, personal defects
- matches and cigarette smoking
- defective electrical connections
• hazards from cargoes, including:
- self-heating cargo and spontaneous combustion
- oxidizing cargoes and organic peroxides
- compressed flammable gas
- pyrophoric cargoes
- explosives
• hazards from smokes and cigarettes, including:
- temperature of a burning cigarette, which is about at 5000C
- carelessness with cigarettes and matches, setting fire to bedclothes, wastepaper bin contents
and furnishings
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Topic 7
Organization of Shipboard Fire Fighting
7.1 General emergency alarm
• signal as consisting of seven or more short blasts followed by one long blast on the ship’s whistle and
bells or klaxons or equivalent sounding elsewhere in the ship
• purpose of the special alarm operated from the navigating bridge to summon the crew to fire stations
• other possible fire alarms as including:
- CO2
- pump-room
- manually operated
- UMS fire-detection system
7.2 Fire control plans and muster list
• fire
e control plans and where they are located
• muster list is basically a list which is displayed in prominent areas of the vessel. Such as the bridge,
engine room, accommodation alleyways etc.
• examples of the duties of individual crew members

different teams are made to tackle emergencies like fire, flooding etc. these are
command team; operated from bridge
emergency team; operates at the point of scenario
emergency team; standby team and helping hand for emergency team
roving commission; team working along with all other team
engine room team; this team stand by in ECR
7.3 Communications
• methods of communication used during a fire emergency as:

- messengers carrier of official dispatches
- telephones a system that converts acoustic vibrations to electrical signals in order to transmit
sound, typically voices, over a distance using wire or radio.
- walkie-talkies a portable two way radio
- ship-shore VHF refers to the radio frequency range between 156.0 and and 162.025 MHz, inclusive. In
the official language of the International Telecommunication Union the band is called the VHF
maritime mobile band.
- public address system a system of microphones, amplifiers, and loudspeakers used to amplify
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speech or music in a large building or at an outdoor gathering.
7.4 Personnel safety procedures
• how a fire-fighting team is made up and state who is in charge

Firefighting organization on board consists of several teams. The master of the ship bares the
overall responsibility for the operation.
Though duties vary from ship to ship, usually the chief officer will be in charge of operations
in the accommodations and deck area, and chief engineer is responsible for operations in and
around the engine room. The crew is divided into various teams such as firefighting, engine
room, technical and first aid team.
The organization and jurisdictions of shore based rescue services and the resources available
to them will vary from country to country and may involve civilian or military emergency
agencies. The way in which the operation is handled will also depend on whether the ship is
at sea or in port. Local fire fighting authorities will normally engage fires that occur in port.
Fires at sea however will require a great deal more organization, which can include assistance
of fire fighting tugs and transportation of fire fighting crew and equipment from sever different
stations to the area. Such operations are coordinated at multi- jurisdictional levels.
There are planned courses of action or procedures that are intended to result in the best
possible outcome. This involves the placement and coordination of crewmembers or teams in
such a way that maximizes their ability to cope with situation. These procedures include:
Alerting a notifying
Alarm instructions
Saving lives
The emergency escape breathing device
Limiting the fire
The use of fire doors
The use of smoke and fire dampers
Extinguishing the fire
• fire zone may not be entered unless orders to do so have been given by the person in charge
• need to be familiar with the area of the fire zone and with escape routes
An escape route is a backup route in surrounding driving areas that a driver can take in case
of a dangerous road situation to prevent or lessen the possibility of injury and property
damage. As a defensive driver you should always have an escape route and plan routes
ahead before facing a dangerous situation.
• need to be properly equipped to enter the fire zone, especially if the lights have failed and the space
is full of smoke
• equipment required, including:
- breathing apparatus
- hand lantern
- axe
- fireproof lifeline with fittings
• use of the lifeline for signaling
• need to be flexible in filling vacancies of key personnel in the fire parties
7.5 Periodic shipboard drills
• typical exercises for use during fire drills as including:

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- extinguishing a fire in a deep fryer

- entering a closed room on fire
- extinguishing a major deck fire
- rescuing an unconscious person from a smoke-filled space
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Topic 8
Location of fire-fighting
fighting appliances and emergency escape routes
8.1 Ship construction arrangements
• basic principles
Ships are large, complex vehicles which must be self-self
sustaining in their environment for long periods with a high
degree of reliability. A ship is the product of two main
areas of skill, those of the naval architect and the marine
engineer.
The naval architect is concerned with the hull, its
construction, form, habitability and ability to endure its
environment. The marine engineer is responsible for the
various systems which propel and operate the ship. More
specifically, this means the machinery required for
propulsion, steering,
teering, anchoring and ship securing, cargo handling, air conditioning, power
generation and its distribution. Some overlap in responsibilities occurs between naval
architects and marine engineers in areas such as propeller design, the reduction of noise and a
vibration in the ship's structure, and engineering services provided to considerable areas of
the ship.
A ship might reasonably be divided into three distinct areas: the cargo-carrying
cargo holds or tanks,
the accommodation and the machinery space. Depending upon the type each ship will
assume varying proportions and functions. An oil tanker, for instance, will have the cargo-
cargo
carrying region divided into tanks by two longitudinal bulkheads and several transverse
bulkheads. There will be considerable quantities
quantities of cargo piping both above and below decks.
The general cargo ship will have various cargo holds which are usually the full width of the
vessel and formed by transverse bulkheads along the ship's length. Cargo handling
equipment will be arranged on deck
deck and there will be large hatch openings closed with steel
hatch covers. The accommodation areas in each of these ship types will be sufficient to meet
the requirements for the ship's crew, provide a navigating bridge area and a communications
centre. The machinery space size will be decided by the particular machinery installed and the
auxiliary equipment necessary.
• location of emergency escape route and how routes are protected
It is a normal procedure on board ships that the new crew member will be given familiarization
of his or her duties by the person who is being relieved.
Location of his or her cabin, along with the location of the nearest escape route and fire
extinguisher
Procedure for abandon ship alarm
His or her duties in the muster list and during
during emergency situations
• class A, B and C/F divisions
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• gas-freeing tanks
• means for inerting cargo spaces
An inerting system decreases the probability of combustion of flammable materials stored in a
confined space, especially a fuel tank, by maintaining a chemically non-reactive
non or "inert" gas,
such as nitrogen,[1] in such a space. "Inerted" fuel tanks may be used on land,
la or aboard
ships or aircraft.
Three elements are required to initiate and sustain combustion: an ignition source (heat), fuel
and oxygen. Combustion may be prevented by reducing any one of these three elements. If
the presence of an ignition source cannot be prevented within a fuel tank, then the tank may
be made inert by:
reducing the oxygen concentration of the ullage—the
ullage the space above a liquid fuel—to
fuel below
that capable of combustion (the combustion threshold);
reducing the fuel concentration of the ullage to below the "lower explosive limit" (LEL),
the minimum concentration capable combustion; or
increasing the fuel concentration to above the "upper explosive limit" (UEL), the
maximum concentration capable of combustion.
• fire-prevention arrangements required in cargo spaces
for vessels carrying cargoes and for which a fixed gas system is ineffective the cargo space
shall provide with an approved fire extinguishing system which can be shown to give
equivalent fire protection
8.2 Emergency fire pump (cargo ships)
• number of acceptable jets of water which the emergency fire pump must be capable of supplying
• requirements for the location of this pump
If the location of a centrifugal type emergency fire pump is the steering flat then, because of
the high suction lift involved, a priming pump is fitted. This may be friction driven from the fire
pump flywheel and once the fire pump is running the priming pump drive wheel, normally held
away from the flywheel by a spring, must be held against it until the
the fire pump is primed. The
fire pump (centrifugal type) discharge valve is shut while the pump is being primed and
opened gradually as the suction is taken up. On large vessels a special two stagesta pump
arrangement may be used.used
(Figure below) The first stage

stage below the waterline is driven by a hydraulic motor. The second
stage and the hydraulic power unit are driven by a prime mover (or electric motor from the
emergency supply) which can be positioned at more than the normal distance from the
waterline. If the
he fire pump is driven by a water-cooled
water cooled diesel engine supplied with cooling
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water from the fire pump a header tank will be provided to ensure that the engine is cooled
while the fire pump is being primed. The engine could have a closed circuit fresh-water
system, with the water being cooled in a radiator. It is usual however, to fit an air-cooled diesel
engine.
• circumstances under which the emergency fire pump is used
8.3 Chemical powder applicants
• a typical fixed powder apparatus with each container holding 250 kg of powder
• how this equipment is used for best results
8.4 Emergency escape routes
• emergency escape routes from machinery space to accommodation space, main deck and boat deck
Escape from spaces below the bulkhead deck
Where the space is below the bulkhead deck, the two means of escape shall consist of
either:two sets of steel ladders as widely separated as possible, leading to doors in the upper
part of the space, similarly separated and from which access is provided to the appropriate
lifeboat and liferaft embarkation decks. One of these ladders shall be located within a
protected enclosure that satisfies Ch 4, Sec 5, [1.3.3], category (2), or Ch 4, Sec 5, [1.3.4],
category (4), as appropriate, from the lower part of the space it serves to a safe position
outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in
the enclosure. The ladder shall be fixed in such a way that heat is not transferred into the
enclosure through non-insulated fixing points. The protected enclosure shall have minimum
internal dimensions of at least 800 mm 800 mm, and shall have emergency lighting
provisions, or
one steel ladder leading to a door in the upper part of the space from which access is
provided to the embarkation deck and additionally, in the lower part of the space and in a
position well separated from the ladder referred to, a steel door capable of being operated
from each side and which provides access to a safe escape route from the lower part of the
space to the embarkation deck.
Escape from spaces above the bulkhead deck
Where the space is above the bulkhead deck, the two means of escape shall be as widely
separated as possible and the doors leading from such means of escape shall be in a position
from which access is provided to the appropriate lifeboat and liferaft embarkation decks.
Where such means of escape require the use of ladders, these shall be of steel.
Dispensation from two means of escape
In a ship of less than 1000 gross tonnage, the Society may dispense with one of the means of
escape, due regard being paid to the width and disposition of the upper part of the space. In a
ship of 1000 gross tonnage and above, the Society may dispense with one means of escape
from any such space, including a normally unattended auxiliary machinery space, so long as
either a door or a steel ladder provides a safe escape route to the embarkation deck, due
regard being paid to the nature and location of the space and whether persons are normally
employed in that space. In the steering gear space, a second means of escape shall be
provided when the emergency steering position is located in that space unless there is direct
access to the open deck.
Escape from machinery control rooms
Two means of escape shall be provided from a machinery control room located within a
machinery space, at least one of which will provide continuous fire shelter to a safe position
outside the machinery space.
• emergency escape routes from accommodation space main deck and boat deck
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Stairways and ladders shall be so arranged as to provide ready means of escape to the
lifeboat and liferaft embarkation deck from passenger and crew accommodation spaces and
from spaces in which the crew is normally employed, other than machinery spaces.
Unless expressly provided otherwise in this Article, a corridor, lobby, or part of a corridor from
which there is only one route of escape shall be prohibited.
All stairways in accommodation and service spaces and control stations shall be of steel
frame construction except where the Society sanctions the use of other equivalent material.
If a radiotelegraph station has no direct access to the open deck, two means of escape from,
or access to, the station shall be provided, one of which may be a porthole or window of
sufficient size or other means to the satisfaction of the Society.
Doors in escape routes shall, in general, open in way of the direction of escape, except that:
individual cabin doors may open into the cabins in order to avoid injury to persons in the
corridor when the door is opened, and
doors in vertical emergency escape trunks may open out of the trunk in order to permit
the trunk to be used both for escape and for access.
• emergency escape routes from cargo pump room to accommodation space, main deck and boat
deck
General
At all levels of accommodation there shall be provided at least two widely separated means of
escape from each restricted space or group of spaces.
Escape from spaces below the lowest open deck
Below the lowest open deck the main means of escape shall be a stairway and the second
escape may be a trunk or a stairway.
Escape from spaces above the lowest open deck
Above the lowest open deck the means of escape shall be stairways or doors to an open deck
or a combination thereof.
Dead-end corridors
No dead-end corridors having a length of more than 7 m shall be accepted.
Width and continuity of escape routes
The width, number and continuity of escape routes shall be in accordance with the
requirements
Exceptionally the Society may dispense with one of the means of escape, for crew spaces
that are entered only occasionally, if the required escape route is independent of watertight
doors.
• emergency escape routes from cargo spaces and main deck leading to boat deck
In a ship of less than 1000 gross tonnage, the Society may dispense with one of the means of
escape required under item a), due regard being paid to the dimension and disposition of the
upper part of the space.
In addition, the means of escape from machinery spaces of category A need not comply with
the requirement for an enclosed fire shelter listed in item a) 1) above. In the steering gear
space, a second means of escape shall be provided when the emergency steering position is
located in that space unless there is direct access to the open deck.
Escape from machinery spaces other than those of category A
From machinery spaces other than those of category A, two escape routes shall be provided
except that a single escape route may be accepted for spaces that are entered only
occasionally and for spaces where the maximum travel distance to the door is 5 m or less.
• escape routes are well marked showing arrow and symbols
• escape routes are provided with an emergency lighting system
• emergency escape routes are used in reverse direction for access to the fire spot
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Topic 9
Fire spread in different parts of the ship
9.1 Fire spread
• a fire in machinery space shall be contained in the machinery space itself and shall not spread to
accommodation as accommodation is separated from machinery space by structural and thermal
protection boundaries
• a fire in cargo pump room shall be contained in the cargo pump room itself and shall not spread to
accommodation as accommodation is separated from cargo pump room by structural and thermal
protection boundaries
• all A-60 doors separating machinery space and cargo pump room shall be shut in case of fire in
respective spaces
• all ventilation flags shall be shut in case of fire in machinery space and cargo space
• accommodation fire shall be contained in accommodation itself and shall not be allowed to spread in
machinery space and cargo pump room similar arrangements as stated above
• accommodation fires originating in galley, laundry, linen locker, common public spaces, living spaces
shall be contained in the space of origin of fire and shall not be allowed to spread to other parts of
accommodation by using thermal protection and ventilation flaps/draught stops
• fire in any cargo hold shall be contained in the affected cargo itself by shutting hatch covers,
ventilator flaps and cooling boundary bulk heads
• fire in isolated spaces such as wheel house, radio room, chart room, forepeak area, i.e. paint locker
etc. and steering gear compartment shall be contained in the space origin itself by shutting doors,
ventilator flaps and using the fixed installation and other fire-fighting appliances where provided
Part D: Handbook
Topic 10
Fire and smoke detection measures on ships and automatic alarm
systems
10.1 Fire and smoke detection systems
• construction of an automatic fire-detection system

An automatic smoke detection system that activates the occupant notification system in
accordance with Section 907.6 shall be installed in corridors, waiting areas open to corridors
and habitable spaces other than sleeping units and kitchens.
Exceptions:
1. Smoke detection in habitable spaces is not required where the facility is equipped
throughout with an automatic sprinkler system installed in accordance with Section 903.3.1.1.
2. An automatic smoke detection system is not required in buildings that do not have interior
corridors serving sleeping units and where each sleeping unit has a means of egress door
opening directly to an exit or to an exterior exit access that leads directly to an exit.
• main types of automatic fire detectors
A Fire Alarm Control Panel (FACP), or Fire Alarm Control Unit (FACU), is the controlling
component of a Fire Alarm System.
The panel receives information from environmental sensors designed to detect changes
associated with fire.
Monitors their operational integrity and provides for automatic control of equipment, and
transmission of information necessary to prepare the facility for fire based on a predetermined
sequence.
• alarms or actions which may be activated by a detector
a fire alarm activated at home will lead to a very fast response by the occupants. In
comparison, the response in an assembly building could be expected to be slow, and in some
instances, occupants may completely ignore the signal and pursue their activities.
• benefit of an automatic sprinkler system in regard to fire detection in passenger and crew
accommodation
Are variable pattern (jet/spray) nozzle gives a variable pattern from full fog shielding
(personnel protection) through cone pattern of varying angels to jet (straight pattern)
10.2 Automatic fire alarm
• operation of an automatic fire alarm

Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s electrical bell or continuous
sounding of ship’s horn
Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire
extinguishing system whose audible and visual alarm is entirely different from machinery
space alarm and other alarm for easy reorganization.
Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed firefighting
system which has a different alarm when operated.
• a system which has fire zones and state where such a system may be installed in a ship
As with buildings, ships are divided into fire zones. As a rule, however, they are arranged
vertically; in isolated cases they may be staggered. The main bulkheads of this partition may
not be further apart than 40m in the case of passenger ships (the maximum admissible
distance is 48m).
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Unlike HVAC installations, where shut-off devices are used to bridge the firewalls, shipbuilding
strictly does without ventilation ducts passing through these main bulkheads. For the
ventilation system this means that the fire zones usually have to be individually air
conditioned.
Penetration of watertight bulkheads is also to be avoided since it would require expensive
special dampers. Frequently, the ventilation ducts are therefore placed over the decks all the
way to above the freeboard line. Mostly there are two to three of these watertight
compartments per fire zone. Within each fire zone, automatically tripping thermal fire dampers
are installed so as to completely seal off rooms with an increased fire risk from personnel
quarters and escape routes.
Part D: Handbook
Topic 11
Classification of fires and applicable extinguishing agents
11.1 Classification of fires and appropriate extinguishing agents
• classification of fire as:

- Class A fires: involving carbonaceous solid materials of organic nature, e.g. wood, cloth, paper,
rubber etc.
- Class B fires: involving flammable liquid or liquefiable solid, e.g. greases, tars, paints, etc.
- Class C fires: involving gases, e.g. cooking gas, welding gas
- Class D fires: involving metals, e.g. magnesium, sodium and potassium
• extinguishing agents
gents for various classes of fire as:
- Class A fires: water spray, water jet, flooding, CO2
- Class B fires : foam, CO2, dry powder
- Class C fires : dry powder, CO2
- Class D fires: special dry powders
• electrical fires turn into any of these classes of fire, i.e.
i.e. A,B,C, or D once the circuit is turned off and
dry chemical or CO2 portable extinguishers are recommended
Part D: Handbook
Topic 12
Selection of fire-fighting appliances and equipment
12.1 Fire hoses and nozzles
• regulations concerning fire hoses and nozzles

Fire hoses shall be of non-perishable material approved by the Society and shall be sufficient
in length to project a jet of water to any of the spaces in which they may be required to be
used. Each hose shall be provided with a nozzle and the necessary couplings. Hoses
specified in this Chapter as "fire hoses" shall, together with any necessary fittings and tools,
be kept ready for use in conspicuous positions near the water service hydrants or
connections. Additionally, in interior locations in passenger ships carrying more than 36
passengers, fire hoses shall be connected to the hydrants at all times. Fire hoses shall have a
length of at least 10 m, but not more than:
15 m in machinery spaces
20 m in other spaces and open decks, and
25 m for open decks on ships with a maximum breadth in excess of 30 m.
Unless one hose and nozzle is provided for each hydrant in the ship, there shall be complete
interchangeability of hose couplings and nozzles.
• hoses are joined together and connected to fire hydrants
• a nozzle can be adjusted to produce a concentrated jet, a spray or a mist, and for which purpose
each are used
• correct maintenance and storage of hoses and nozzles
Dragging Attack Line Hose or Large Diameter Hose (LDH)
Avoid dragging hose along its edge or fold, as this action concentrates abrasion of the outer
jacket in the folded area. More
Loading Hose into the Apparatus Hose Bed

Only hose that is thoroughly dried should be reloaded in the hose bed and stored for a
prolonged period of time. More
Special Precautions for Preserving the Hose Compartment and Hose

The hose should be loaded in a manner to allow for air to freely circulate between the hose
bed and the hose to prevent rusting, corrosion or rotting of the hose bed. More
Storage of Fire Hose

All hose shall be kept out of direct sunlight and in a well-ventilated location. All hose shall be
drained and thoroughly dried before being placed in storage. More
Coupling Damage Due to Hose Deployment

Care must be taken when laying hose onto the street from a hose bed to prevent the
couplings from being damaged by flipping up and striking the hand rail or by dropping too hard
onto the apparatus tailboard or onto the street. Also, care should be taken to avoid dropping
the couplings onto a hard surface when disconnecting the hose after use.
Driving Over Hose and Use of Hose Bridges

Hose bridges should be used whenever it is necessary for vehicles to drive over any fire hose,
to prevent damaging either the couplings or hose. NFPA states: Vehicles shall not be driven
over charged or uncharged fire hose unless the hose is bridged and the vehicle has sufficient
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ground clearance to cross the bridged hose. [NFPA 1962, Care, Use, Inspection, Testing, and
Replacement of Hose, Couplings, Nozzles and Appliances, 2013 Edition: 4.1.1 Damage
Prevention 4.1.11.2]
Hydrant Connections
When attaching the hose to a hydrant, allow for enough slack to permit a smooth bend radius
from the hydrant. Also, open the hydrant slowly to minimize any water hammer effects.
Pumper Connections
Allow for enough slack in the hose to permit a smooth bend radius to the pumper connection.
Relay Applications for Large Diameter Hose (LDH)

When relaying water from a pumper near the water source to another pumper, the inlet or
suction side of the pump receiving the relay should be equipped with a relief valve to reduce
and control any water hammer effects. More
Reloading and Coiling Procedures - All Fire Hose

After shutting off all pumps and hydrants, but prior to breaking lose any of the couplings, the
normal twisting that occur when the hose is pressurized should be removed. More
Inspection and Service Testing

The hose shall be inspected and service tested annually per NFPA 1962 Standard for the
Inspection, Care, and Use of Fire Hose, Couplings, and Nozzles and the Service Testing of
Fire Hose, Latest Edition. More
12.2 Mobile apparatus
• types of mobile apparatus available, including:

- carbon dioxide cylinders
- powder containers with propellant gas
- foam-making equipment
• areas where these are usually deployed
12.3 Portable fire extinguishers
• different types of portable extinguishers as:

- water
- foam
- powder
- carbon-dioxide
- AFFF
• operational principle of each type of extinguisher
A water based extinguisher also referred to as a Stored Pressure Air-Water fire extinguisher is
an extinguisher that is filled with water which is stored under pressure (normally by air). These
extinguishers are only appropriate for use on Class A fires.
A water extinguisher is effective because it cools the fire, interrupting the exothermic reaction
of a self-sustaining fire.
A water extinguisher operates when water, stored under pressure and contained within the
extinguisher container is expelled after the valve, operated by a hand-held trigger is
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depressed.
Dry chemical powder fire extinguishers are effective because they interrupt the oxidation
process.
Dry-chemical powder is stored under pressure inside the extinguisher cylinder and is expelled
when the hand-held trigger valve is depressed.
An air-foam extinguisher is applied to either a class A or B fire as either an aspirated (mixed &
expanded with air in a branch pipe) or non-aspirated form to establish a foam blanket or seal
over the fuel, preventing oxygen reaching it.
Wet Chemical extinguishers are typically installed in commercial kitchens for the protection
from Class F fires where the fuel is cooking oils or fats. A wet chemical extinguisher is applied
to a fire by forming a soapy foam blanket over the burning oil, smothering it and by cooling the
oil below its ignition temperature. The chemical is expelled as a fine mist that does not cause
grease to splash onto other surfaces. A Wet Chemical extinguisher may also be safely used in
“A” class fires.
Carbon dioxide fire extinguishers are useful in protecting against fire when an inert, electrically
nonconductive, gas is desirable and where clean up from the agent must be minimal. Carbon
dioxide extinguishers contain liquid CO2 that is expelled as a gas. Carbon dioxide blankets a
fire, because of its heaviness, relative to air. It acts by preventing oxygen from getting to the
fire, the result, the burning fuel deprived of the oxygen.
Carbon dioxide extinguishers are effective against Class “B” and “C” fires. Unlike other
chemicals, CO2 does not leave a harmful residue and does not adversely affect the
environment. It also poses very little danger to electronics and is effectively employed in
laboratories, computer rooms, and other areas with sensitive electrical and electronic
equipment.
• which class of fire each type is suitable

Part D: Handbook
• normal capacity of each type of portable extinguisher
• procedures for having empty extinguishers recharged

RECHARING PROCEDURE WARNING:
Before attempting to recharge be sure the extinguisher is completely empty and depressurized.
Failure to comply could result in personal injury, death or property damage due to the violent
movement of the loosened components.
1. Remove the hose assembly or nozzle.
2. Invert extinguisher and discharge all remaining expelent gas.
3. Remove the valve and syphon tube from the cylinder by rotating counter clockwise. Mark valve and
cylinder if servicing more than one unit. Remove the chemical residue by inverting the cylinder.
Failure to do so could result in the packing of powder.
4. Detach syphon tube from valve with counterclockwise rotation. Remove spring.
5. Using your finger or a suitable tool, press down on the valve stem located under the discharge
handle.
6. Remove body o-ring.
7. With a small brush, thoroughly clean the interior and exterior of the valve body threads, paying
particular attention to the seat area. Pay particular attention to the pressure relief groove cut into the
threads of the valve body.
8. Carefully inspect the new Valve Body O-ring and install. Be carefull not to damage o-ring on valve
body threads.
9. Lubricate o-ring circumference. Strike First recommends "Parker OLube".
10. Clean outlet orfice with a small brush.
11. Clean the valve seat itself containing the sealing rubber. Strike First recommends replacing the
valve stem assembly at every major service interval.
12. Place a small amount of lubricant along the circumferance of the small oring only.
13. Re-insert valve stem assembly into the valve body. Push into place with your finger.
14. Return spring to syphon tube, turn syphon tube clockwise into valve body.
15. Fill the unit with the leak pressure. Correct amount and type of dry chemical as stated on the fire
extinguisher nameplate. Clean the cylinder threads thoroughly. a) welds b) gauge face & threads c)
valve body o-ring d) valve stem seat
16. Return cleaned valve and syphon tube to the correct cylinder. NOTE: After filling cylinder, replace
valve and syphon tube immediately while powder is still in an aerated state.
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17. Rotate the valve in a clockwise direction until a "click" is heard. This engages threads and
minimizes stripping. Hand tighten valve with clockwise rotation.
18. Place the pressurizing adaptor into valve outlet. Move regulator to desired pressure (use Dry
Nitrogem ONLY). Connect Nitrogen source and allow pressure to felt at valve stem. Push down
discharge handle. Nitrogen will be forced around valve stem and down syphon tube. A small bump
may be noticed due to the displacement of dry chemical in the syphon tube. Once the gauge on the
unit has reached the correct pressure, release the discharge handle. Remove recharge adaptor.
19. Thoroughly check all areas on the unit that may
20. Place a pull pin through the valve body and discharge handle. Attach a sealing device.
21. Authorize service tag & date.
22. Check nozzle and/or hose for blockage and return to unit.
• portable foam applicator and how it is connected to the fire main

A portable foam applicator unit shall consist of a foam nozzle of an inductor type capable of
being connected to the fire main by a fire hose, together with a portable tank containing at
least 20 litres of foam-making liquid and one spare tank of foam making liquid. The nozzle
shall be capable of producing effective foam suitable for extinguishing an oil fire, at the rate of
at least 1.5 cubic metres/min. This low expansion proteinic foam concentrate has a
concentration of use of 6% on hydrocarbon fires.
12.4 Fireman’s outfit
• constituents of a fireman’s outfit in three sections as:

- personal equipment
- breathing apparatus
- fireproof lifeline with snap hook and harness
• two main types of breathing apparatus which may be used
Open-circuit SCBA is used much more frequently than closed-circuit SCBA. In fact, closed-
circuit breathing apparatus is rarely used in today's fire service.
Open circuit SCBA uses compressed air; closed-circuit uses compressed or liquid oxygen.
The exhaled air in open circuit SCBA is vented to the outside atmosphere.
Closed circuit SCBA is also known as rebreather apparatus because the user's exhaled air
stays within the system for reuse.
Closed circuit SCBA and open-circuit airline equipment are only used in some extended
hazardous materials and rescue operations.
• relative advantages and disadvantages
Open SCBA advantages
Portability. The wearer is not limited in travel distance by a hose attached to an outside
air source.
Availability. SCBAs are readily available within most industrial facilities and from
municipal fire departments--they are part of the standard firefighting protective
ensemble.
Open SCBA disadvantages
Limited duration air supply. Rated cylinder capacity is reduced by the wearer`s
physical conditioning, exertion, fatigue, stress, familiarity with the breathing apparatus,
and other factors. Air capacity on a 30-minute rated cylinder actually may be 10
minutes or less. Rescuer breathing rates easily can approach 100 liters of air per
minute, depending on the above variables.
Bulk of unit. Even low-profile, high-pressure units may be too bulky to allow the wearer
to pass through an opening into a confined space while properly wearing the unit on
the back.
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Weight. Even the lightweight models

mo of 30-minute
minute units weigh 20 to 25 pounds, and
the 60-minute
minute units can weigh as much as 30 to 35 pounds.
Low-profile
profile maneuver. Rescuers who remove the SCBA cylinder and harness from
their backs to enter, exit, or move through the space run a serious riskri of the face
piece`s dislodging should the cylinder be dropped accidentally (see sidebar on page
TK).
Closed SCBA advantages
Portability. The wearer is not limited in travel distance by a hose attached to an outside
air source.
Profile. A closed-circuit
closed SCBA may have a lower profile than that available with open-
open
circuit SCBA.
Air capacity. Because the wearer`s exhaled air is recirculated within the system, the
rated duration times are minimums. Actual times can be much longer.
Closed SCBA disadvantages
Bulk of unit. Even the lower profile offered by these units may be too bulky to allow the
wearer to pass through an opening into a confined space while properly wearing the
unit on the back.
If the unit is of the oxygen-generating
oxygen generating type, the wearer can`t tellte how much of the
chemical is left to generate the needed oxygen--a
oxygen a vital safety concern that, along with
other considerations, eliminates this as a viable alternative for most confined space
rescue operations.
• requirements for the lifeline
• constituents off personal equipment as:
- fire suit A fire proximity suit (also, silvers or silver bunker suit) is a suit designed to protect a
firefighter from high temperatures, especially near fires of extreme temperature such as aircraft
fires.
- gloves and shoes (non-conducting)
nducting)
- hard helmet -fire axe
- safety lamp
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12.5 Fire blankets
• fire blanket - is a safety device designed to extinguish small incipient (starting) fires. It consists of a
sheet of fire retardant material which is placed over a fire in order to smother it.
• how to use it
• where fire blankets are normally located

A fire blanket or damp cloth should be used on a fat pan fire.
Fire blankets should be kept in the kitchen.
Do not put your blanket too close to your cooker. You may not reach it in the event of a fire.
Always place the fire blanket near an escape route so that you have the option to walk away
and contact the Fire and Rescue Service if you feel the fire is too large to tackle.
12.6 Knowledge of fire safety arrangements
• state:
- location and use of fire alarms
Fire alarms are often used in schools and other places during fire drills. If somebody sets off a fire
alarm without a good reason, it is called a false alarm. Setting off a false alarm is against the law
almost everywhere.
- location and use of emergency controls
• knowing how fire-fighting equipment works
• necessity of being aware of potential fire hazards
Smoking is a strong habit and as such not only people tend to smoke without any regard to
circumstances or location but also they hardly pay any heed to the safe disposal of lit
cigarettes, cigars, pipe tobacco and matchsticks.
Temperature of a burning cigarette is about 500 deg Celsius. Thus glowing ashes and
tobacco contain enough heat to start a fire in such materials as dunnage, paper, cardboard,
cordage, linen and beddings.
Thus open flames, glowing embers and smoke can prove dangerous as well as unhygienic.
Smoking is therefore permitted on board a ship, only in designated smoking areas. These
areas must be identified and clearly marked thus.
In port, shore personnel boarding vessel for various works should be appraised of shipboard
Part D: Handbook
smoking regulations as well as locations of designated smoking areas on board.
Safety matches and / or cigarette lighters must never be carried on person outside ship’s
accommodation.
Some materials when damp or soaked with paints, oils of vegetable origin in particular can
ignite without external application of heat.
Auto ignition temperature of a material is the temperature at which a flammable material will
ignite without initiation of a spark or flame.
Spontaneous combustion is the process of gradual increase in temperature of a material as a

result of oxidation, without drawing any heat from its surrounding. This process finally results
in ignition of the material concerned.
Lagging on steam pipes or cotton rags if soaked with oils and or paints and stocked in a warm
area without ventilation is prone to spontaneous combustion. This oil begins to oxidize and
produces heat in the process. This heat causes the remaining oil to oxidize faster and
produce still more heat that will start building up around the rag. This in turn will ignite any
other flammable substance resulting in a major fire.
Electricity is a safe and convenient source of power if the equipment concerned is properly
insulated and wired. If worn-out, misused or poorly wired electrical energy is converted into
heat and the equipment concerned becomes a source of ignition and thus a fire hazard.
Only approved electrical equipment for shipboard use that will stand the strenuous conditions
at sea are installed and/or used on board a ship.
Any electrical equipment onboard must be installed, maintained, tested and repaired in
accordance with existing regulations and only by qualified personnel.
Only approved electrical equipment for shipboard use that will stand the strenuous conditions
at sea are installed and/or used on board a ship.
Any electrical equipment onboard must be installed, maintained, tested and repaired in
accordance with existing regulations and only by qualified personnel.
a. Electrical wires that have bad insulation should be renewed.

b. Fuses and circuit breakers installed will be of proper size for their respective circuits.
c. Jury-rigging of an electrical outlet (to connect more than one appliance on one outlet)
should be avoided.
d. Prior leaving cabin for work, crewmember must switch off every light bulb in the cabin.
12.7 Fire alarms and first actions
• actions on discovering a fire:

- activate the alarm
- informal station
- restrict
- try to extinguish the fire
12.8 Fire fighting
• factors to be considered in deciding on fire-fighting methods:

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- accessibility of the location of the fire

- personnel present at the location of the fire
- reactions with the cargo
- equipment and fire-fighting agents appropriate to the fire
• reasons for a re-flash watch
12.9 Fire-fighting mediums
• fire-fighting agents or mediums as:

- water in the form of solid jet, spray, fog, or flooding
- foam as high, medium and low expansion
- carbon dioxide
- steam
- dry chemical powders
12.10 Fire-fighting procedures
• when the fire alarm is given, fire procedures and emergency station procedures are put into effect:
- crew assembles at the designated fire stations as given in muster list
- the fire parties assemble, on orders from the bridge, and carry out their tasks aimed at containing
the fire and extinguish it
- the pumps are started to supply extinguishing water
- the master decides the most appropriate method for fighting the fire
• master controls the fire-fighting operations from the bridge
• when fire is extinguished, a fire watch is kept
• an investigation into the cause of fire is initiated by master to avoid recurrence
• if fire is in port, the shore authorities are informed immediately
12.11 Small fires
• correct use of portable fire extinguishers suited,

respectively, for the following types of fire:
- materials, e.g. wood
- oil
- fat
- plastics
- propane
- electrical
• to extinguish fires use a hose with water jet and

spray nozzles and with foam applicator
12.12 Extensive fires
• extinguishing of extensive firers of various types, including an oil fire, using as appropriate:
- water (jet, spray and fog application)
Water Fire Extinguishers:
The cheapest and most widely used fire extinguishers. Used for Class A fires. Not suitable for
Class B (Liquid) fires, or where electricity is involved.
- foams, including aqueous-film-forming type (AFFF)
Foam Fire Extinguishers:
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More expensive than water, but more versatile. Used for Classes A & B fires. Foam spray
extinguishers are not recommended for fires involving electricity, but are safer than water if
inadvertently sprayed onto live electrical apparatus.
- powder, dry and wet
Dry Powder Fire Extinguishers:
Often termed the ‘multi-purpose’ extinguisher, as it can be used on classes A, B & C fires. Best for
running liquid fires (Class B). Will efficiently extinguish Class C gas fires, but beware, it can be
dangerous to extinguish a gas fire without first isolating the gas supply. Special powders are
available for class D metal fires.
- CO2
CO2 Fire Extinguishers:
Carbon Dioxide is ideal for fires involving electrical apparatus, and will also extinguish class B
liquid fires, but has no post fire security and the fire could re-ignite.
• using a lifeline but without breathing apparatus, entering and passing through a compartment into
which high expansion foam has been injected
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Topic 13
Precautions for use and of fixed installations
13.1 General
• general requirements for a fixed system, including the following:

- medium used must not produce toxic gases
- quantity of the medium must be adequate for the spaces which are to be protected
- piping system must have control vales
- release of a gas medium must not be automatic
- order to release the medium must be given by the captain or a senior officer
• typical fixed systems as:
- carbon dioxide
- sprinkler (wet and dry risers)
- foam (low expansion)
- foam (high expansion)
- fire mains, hydrants
- international shore connection
- emergency generators, fire and bilge pumps
- pressure water spray in special category spaces
- chemical powder applicants
13.2 Smothering effect systems: carbon dioxide (CO2) and foams
• how CO2 smothers a fire

In a carbon dioxide extinguisher, the carbon dioxide is kept in pressurized liquid form in the cylinder.
When the container is opened, the carbon dioxide expands to form a gas in the atmosphere. Carbon
dioxide gas is heavier than oxygen, so it displaces the oxygen surrounding the burning fuel. This sort
of fire extinguisher is common in restaurants because it won't contaminate the cooking equipment or
food.
• dangers of CO2
CO2 is naturally present in the air we breathe at a concentration of about 0.037% and is not harmful
to health at low concentrations. At room temperature and atmospheric pressure CO2 is a colourless
and odourless gas and, because of this, people are unable to see it or smell it at elevated
concentrations. CO2 is not flammable and will not support combustion. As the concentration CO2 in
air rises it can cause headaches, dizziness, confusion and loss of consciousness. Since CO2 is
heavier than air, fatalities from asphyxiation have occurred when, at high concentrations, it has
entered confined spaces such as tanks, sumps or cellars and displaced Oxygen. It is also possible for
CO2 to accumulate in trenches or depressions outside following leaks and this is more likely to occur
following a pressurized release where the released CO2 is colder than the surrounding air.
• actions to be taken when the CO2 alarm sounds
Carbon monoxide detectors and alarms are designed to alert you to unsafe levels of carbon
monoxide. They do this by making noise and flashing lights. However, they also make noise
and flash lights under other conditions. The noise that they make has been described as
beeping, chirping, and even squeaking. Most detectors will make two sounds: a “beep” and a
much shorter “chirp”. The beeping noise is used to alert you to unsafe CO levels. It is usually
in the form of 4 beeps, a pause, then 4 more beeps. This pattern is repeated continuously
until the CO level drops or until you press the “mute” button. If you ever hear this sound
coming from your CO detector, DO NOT IGNORE IT! Take action immediately!
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On the other hand, the chirping sound is used to report some problem with the detector. It is
not as critical as the beeping alarm, but it should be addressed. The chirping is telling you
that the detector may not be functioning or may fail soon. It may be reporting a low battery, an
internal error, a unit malfunction, or the end of the internal sensors useful life. You need to
take action to maintain your protection from carbon monoxide poisoning. Change the battery
or replace the device, but keep your carbon monoxide detector functioning.
While most CO detectors will sound the alarm for high CO the same (by UL/CSA
requirements), there isn’t as much uniformity when it comes to the chirping sounds. Non-UL-
listed detectors, including all of the low level detectors we feature, each alarm in their own
unique way. Check the owner’s manual that came with your detector to interpret the chirping
noises. A digital display is extremely helpful, because it provides additional visual information.
• which spaces CO2 is used
Due to its physical and chemical properties, Co2 is the most commonly used gas on-board
ships in order to extinguish fire during accidents. Co2 is used in a number of ways, mainly
depending on the intensity of fire.
If the intensity of fire is less, it can be extinguished by using a small CO2 extinguisher which is
often portable. But in case the intensity of fire is high then a fixed fire-fighting system with
higher capability is used.
A fixed type of Co2 fire-fighting system includes a large no of CO2 bottles arranged together.
This system is mainly used for large areas on ships, such as cargo holds or machinery spaces
of engine room, where fighting fire gets difficult due to extended spaces and fire intensity. This
system is also known as Total flooding system, for the spaces affected with fire are totally
flooded with Co2 in order to quench the flames.
• action of foam on a fire
Firefighting foam is foam used for fire suppression. Its role is to cool the fire and to coat the
fuel, preventing its contact with oxygen, resulting in suppression of the combustion. Fire-
fighting foam was invented by the Russian engineer and chemist Aleksandr Loran in 1902.[1]
The surfactants used must produce foam in concentration of less than 1%. Other components
of fire-retardant foams are organic solvents (e.g., trimethyl-trimethylene glycol and hexylene
glycol), foam stabilizers (e.g., lauryl alcohol), and corrosion inhibitors.
• actions to be taken before CO2 or foam is released in the fire zone
The engine room employs fire detection systems which have a master control panel on the bridge
with auxiliary panels in the engine control room and the fire control station. The system consists of
different types of fire detectors located at various places as per the risk of the type of fire. There are
three phenomena associated with a fire: smoke, flames, and heat. These are employed for the
detection purposes. There are three type of detectors used in engine room, which are infrared flame
detectors, smoke detectors, and heat detectors.
• different types of foam
Class A foams were developed in mid-1980s for fighting wildfires. Class A foams lower the
surface tension of the water, which assists in the wetting and saturation of Class A fuels with
water. This aids fire suppression and can prevent re-ignition. Favorable experiences led to its
acceptance for fighting other types of class A fires, including structure fires.
Class B foams are designed for class B fires — flammable liquids. The use of class A foam on
a class B fire may yield unexpected results, as class A foams are not designed to contain the
explosive vapors produced by flammable liquids. Class B foams have two major subtypes.
Synthetic foams
Synthetic foams are based on synthetic surfactants. Synthetic foams provide better flow and
Part D: Handbook
faster knockdown of flames, but limited post-fire security.

Aqueous film forming foams (AFFF) are water-based and frequently contain hydrocarbon-
based surfactant such as sodium alkyl sulfate, and fluorosurfactant, such as fluorotelomers,
perfluorooctanoic acid (PFOA), or perfluorooctanesulfonic acid (PFOS). They have the
ability to spread over the surface of hydrocarbon-based liquids.
Alcohol-resistant aqueous film-forming foams (AR-AFFF) are foams resistant to the action of
alcohols, able to form a protective film when they are present.
Protein foams
Protein foams contain natural proteins as the foaming agents. Unlike synthetic foams,
protein foams are bio-degradable. They flow and spread slower, but provide a foam blanket
that is more heat-resistant and more durable.
Protein foams include regular protein foam (P), fluoroprotein foam (FP), film-forming
fluoroprotein (FFFP), alcohol-resistant fluoroprotein foam (AR-FP), and alcohol-resistant
film-forming fluoroprotein (AR-FFFP).
Protein foam from non-animal sources is preferred because of the possible threats of
biological contaminants like prions
13.3 Inhibitor effect systems: powders
• which types of fire powders are used

A Regular Dry Chemical portable fire extinguisher is effective on Class B and C fires. The dry
chemical is potassium bicarbonate or sodium bicarbonate. For Class B fires, the powder
smothers and breaks the chain reaction of the flammable liquid or gas.
Often termed ‘multi-purpose’ extinguishers as they can be used on FLAMMABLE SOLIDS
(such as paper, wood, plastic etc) FLAMMABLE LIQUIDS and FLAMMABLE GASES (but it is
NOT usual to extinguish the flame of a gas fire). Also safe on LIVE ELECTRICAL
EQUIPMENT. HOWEVER we do not recommend dry powder extinguishers for use INSIDE
BUILDINGS as they are very messy and can damage electrical and mechanical equipment.
13.4 Cooling effect systems: sprinklers, pressure spray
Sprinklers
• how a sprinkler system works
an active fire protection measure, consisting of a water supply system, providing adequate pressure
and flow rate to a water distribution piping system, onto which fire sprinklers are connected. Although
historically only used in factories and large commercial buildings, systems for homes and small
buildings are now available at a cost-effective price. Fire sprinkler systems are extensively used
worldwide, with over 40 million sprinkler heads fitted each year. In buildings completely protected by
fire sprinkler systems, over 99% of fires were controlled by fire sprinklers alone.
• which spaces the sprinkler system is used
• special category spaces in which manually operated pressure water spray systems are normally used
• requirements for the number and positioning of hydrants
The number and position of hydrants shall be such that at least two jets of water not
emanating from the same hydrant, one of which shall be from a single length of hose, may
reach any part of the ship normally accessible to the passengers or crew while the ship is
being navigated and any part of any cargo space when empty, any ro-ro space or any vehicle
space, in which latter case the two jets shall reach any part of the space, each from a single
length of hose. Furthermore, such hydrants shall be positioned near the accesses to the
protected spaces.
Part D: Handbook
At least two hydrants are to be provided in machinery spaces of category A.

In addition to the requirements in item a) above, passenger ships shall comply with the
following:
in the accommodation, service and machinery spaces, the number and position of hydrants
shall be such that the requirements of item a) above may be complied with when all watertight
doors and all doors in main vertical zone bulkheads are closed, and
where access is provided to a machinery space of category A at a low level from an adjacent
shaft tunnel, two hydrants shall be provided external to, but near the entrance to, that
machinery space. Where such access is provided from other spaces, in one of those spaces
two hydrants shall be provided near the entrance to the machinery space of category A. Such
provision need not be made where the tunnel or adjacent spaces are not part of the escape
route.
Fire hydrants
• reason for fitting a shut-off valve to serve each hose
Shut off the water leading to the valve being replaced.
Use emery cloth to buff clean the pipe on either side of the old valve.
Cut through the pipe on each side of the old valve with a mini hacksaw.
Slip new stop-and-waste valve into place between the just-cut pipe ends.
Grab hold of the valve with pliers and use an adjustable wrench to tighten one of the valve's
compression fittings onto one of the pipe ends. Repeat for the other pipe end.
Turn the water back on, then open and close the new valve; check your work for leaks.
• reason for fitting isolating valves on the fire main
Isolation valves (often called service valves) should be fitted before any appliance in order for
that appliance to be serviced without having to isolate the water supply to the whole house.
Appliance means any item that is permanently connected to the water supply such as taps,
showers and toilets etc.
• an international shore connection, giving the principal dimensions, and its purpose
The international shore connection is a universal hose connection that is to be provided on all
ships as per the SOLAS requirement. The purpose of the International Shore Connection is to
keep a standby hose attachment to get a connection from shore or from other ships in case
there is a total failure of pumps onboard.
While using International Shore Connection the sea water is supplied at a pre-decided
pressure and is connected to ship’s fire main. This coupling is generally kept on the bridge of
a ship so that in case of an emergency it is readily available and used.
As per SOLAS, ships above 500 tons gross tonnage and upwards must have atleast one
international shore connection. The international shore connection has a standard size and is
same for all the countries and ships.
Basic Requirements for International Shore Connection
The connection should be made up of steel or other suitable material and shall be designed
for 1.0 N/mm2 services. The flange should have flat surface on one side and other side
should be permanently connected or attached to a coupling which can be easily fitted to ships
hydrant and hose connection.
The connection should be kept onboard with a ready gasket of material which can handle a
pressure of 1.0 N/mm2 together with four 16mm bolts, 50 mm in length and eight washers so
that the connection can be readily used in case of an emergency situation.
Part D: Handbook
Topic 14
Use of breathing apparatus for fighting fires
14.1 Breathing apparatus
• a self-contained compressed-air-operated breathing apparatus(CABA)

Sometimes referred to as a compressed air breathing apparatus (CABA), or simply breathing
apparatus (BA), is a device worn by rescue workers, firefighters, and others to provide
breathable air in an "Immediately Dangerous to Life or Health" atmosphere (IDLH). When not
used underwater, they are sometimes called industrial breathing sets. The term "self-
contained" means that the breathing set is not dependent on a remote supply (e.g., through
a long hose). If designed for use under water, it is called SCUBA (self-contained underwater
breathing apparatus).
• how to dismantle and reassemble a CABA
how to don the SCBA
check the cylinder pressure gauge for full indication
open cylinder completely
listen for vibralert and pass distress alarm. Both actuate then stop
check remote pressure gauge for full indication (should match the Cylinder Gauge)
don the SCBA using the proper overhead technique. Grasp support member frame at
the sides of back-pak. Swing SCBA overhead making sure elbows extend through
the loops formed by the shoulder straps
slide the SCBA down back leaning slightly forward. Pull to secure shoulder straps
and then connect the waist buckle latch. Cinch the waist belt straps firmly on both
sides so wheight is carried on the hips. Readjust shoulder straps if needed
controlling your helmet. Your helmet should be on your head with the chinstraps
closed and fully extended. Bring the face piece with regulator attached up to your
face. While holding the face piece with the left hand (the low pressure hose and
regulator are on the left side), use your free hand to remove your helmet. Allow the
helmet to hang on your left arm by the chinstrap.
Donning the face piece. Make sure the face piece is up to your face. Place chin in the
chin pocket with one hand holding onto the regulator. Pull the head net over the head
ensuring the straps are lying flat against the head. Tighten chin first then temple
straps. Air will be supplied during inhalation.
Donning your protective hood. (make sure the hood is carefully tucked in the turnout
coat collar prior to the donning procedure). Pull the face opening over your head and
secure the hood to cover the face piece rim. Make sure the hood is not obstructing
any vision. No skin of the neck or face should be exposed once the hood is secured.
Securing the helmet. While holding the face piece, slide the helmet back up your left
arm and place it on top of you head. If your helmet has shroud make sure it is down.
Tighten the helmet chinstrap
Face piece sal test. Once the donning switch has been activated make sure the face
piece has a good seal. Breathe normally to ensure proper operation. Remember no
leaks.
Positive pressure test. Pull face piece out with finger and listen for free flowing air.
Secure face piece
Purge valve (bypass) test. Rotate the purge valve ½ turn counterclockwise (pointer
knob downward) to open. Air shall flow freely from the regulator. Rotate purge valve
clockwise (pointer knob upward) to close.
Pass (personal alert safety system) dustress alarm test. Activate pass by depressing
Part D: Handbook
the red alarm button on the control console (remote gauge) located on the user’s
right shoulder. The pass alarm goes into full alarm mode with a bright red flashing
light. Turn off the distress alarm activator manually by depressing the yellow rest
button twice.
How to doff the SCBA
Loosen the chinstrap on helmet while holding the face piece, then slide helmet down
your left arm hanging it by the chinstrap
Remove hood.
Fully depress the center of the donning switch on top of the regulator and release.
Airflow will stop
Doff the face piece (loosen the chin and temple straps), then free the face piece from
the helmet chinstrap
Loosen and disconnect waist buckle latch
Loosen from shoulder straps. Remove the SCBA (do not drop)
Completely close air cylinder (push valve inward, and turn clockwise until fully
closed).
Bleed residual air. Slowly open purge valve and listen for vibralert deactivation
Close purge valve.
Turn off the distress alarm activator manually by depressing the yellow reset button
twice.
Rest all straps to the fully extended position (shoulder, waist, and head net).
• how to service a CABA
• correct way to fit the face mask of a CABA and to check that it is airtight
After putting on and adjusting the face pieces, it is necessary to check its tightness. In order
to do so, the following ought to be done:
inlets of filtering elements to be tightly covered by hands,
inhale,
facial part is correctly fitted and tight if there is hard resistance while inhaling and the half-
mask’s walls come closer to the face,
inlets of exhale valves to be tightly covered by hands,
exhale,
face pieces is correctly fitted and tight if there is hard resistance while inhaling and the half-
mask’s walls move away from the face,
in case of noticing any lack of tightness, the facial part ought to be adjusted again and
tightness ought to be checked again,
in case there is no possibility of obtaining appropriate tightness, the face pieces ought to be
exchanged.
• checks which must be make on a CABA before it is used and after it has been strapped on
• correct breathing technique to give a low air consumption for a particular exertion when using a
CABA
While breathing is a function most people take for granted, rarely is it practiced in a proper
fashion. Before beginning any technique it is essential that you learn how to breath properly
and fully:
Lie down on a rug or blanket on the floor with your legs straight and slightly apart,
your toes pointed comfortably outwards, arms at your sides not touching your body,
your palms up, and your eyes closed. This is called a "relaxed body" position. Take
time to relax your body and breathe freely.
It is best to breathe through your nose, as the tiny hairs and mucous membranes
filter out dust and toxins from the inhaled air. Keep your mouth closed as you
breathe.
As you breathe, your chest and abdomen should move together. If only the chest
Part D: Handbook
seems to rise and fall, your breathing is shallow and you are not making good use of
the lower part of your lungs. As you inhale you should feel your abdomen rising; it is
as if your stomach is filling with air. As you exhale, the abdomen comes back in, like
a balloon releasing all of its air. This inhale and exhale process should continue
comfortably and smoothly. The chest and abdomen should rise as you inhale and fall
as you exhale. The chest should move only slightly.
• “dead volume” and its effect on air consumption in the CABA
Air bearings (also known as aerostatical or aerodynamical bearings) are bearings that use a
thin film of pressurized air to provide an exceedingly low friction load-bearing interface
between surfaces. The two surfaces do not touch. As they are contact-free, air bearings
avoid the traditional bearing-related problems of friction, wear, particulates, and lubricant
handling, and offer distinct advantages in precision positioning, such as lacking backlash and
static friction, as well as in high-speed applications.
The fluid film of the bearing is air that flows through the bearing itself to the bearing surface.
The design of the air bearing is such that, although the air constantly escapes from the
bearing gap, the pressure between the faces of the bearing is enough to support the working
loads. Thus, there is a differentiation that has to be made between hydrodynamical bearings,
which establish the air cushion through their movement, and hydrostatical bearings, in which
the pressure is being externally inserted.
• reasons for not remaining in a toxic atmosphere until the CABA air bottles are empty
• action which must be taken when the warning signal is given on a CABA that air pressure is low
• a breathing apparatus having a smoke helmet, air pump, airline and fittings
The fire-fighter’s helmet required by the regulations should be type approved to meet the
testing standards quoted in the Marine Equipment Directive, and provide effective protection
against impact.
Air pump is a device for pushing air
14.2 Drills in smoke-filled spaces
• to check and use the following breathing apparatus:

- smoke helmet type with air pump and hose
- compressed-air-operated breathing apparatus (CABA)
• entering a small room using CABA when the room is filled with non-toxic artificial smoke
Before going inside confined or enclosed spaces, proper ventilation is applied and appropriate
and continues atmospheric testing follows to obtain 21% oxygen by volume.
• use of the lifeline as a signal line in a smoke-filled space while wearing CABA
Each breathing apparatus should be provided with a flexible fireproof lifeline, type approved to
meet the testing standards quoted in the Marine Equipment Directive, of at least 30 m in
length, capable of being attached by means of a snap hook to the harness of the apparatus,
or to a separate safety belt, in order to prevent the breathing apparatus becoming detached
when the lifeline is operated. The lifeline should be subjected to a test by static load of 3.5 kN
for 5 minutes. Snap hooks should be of materials, so far as possible, resistant to incendive
sparking on impact. Care should be taken to ensure that the lifeline is free from knots, as their
presence may seriously reduce the strength of the line under load.
Instructions should include details of the signals to be used between the firefighting party and
the wearer of the breathing apparatus. All members of firefighting parties should be thoroughly
familiar with the signals. The following signals, which could be made by short, sharp pulls on
the lifeline, would be suitable:
Part D: Handbook
Signal Meaning
By wearer of breathing apparatus
1 pull I am alright
2 pulls I am going ahead
3 pulls take up my slack
4 pulls help me out immediately
To wearer of breathing apparatus
1 pull are you all right?

2 pulls advance
3 pulls back out
4 pulls come out immediately
In every instance when line signals are employed they should be acknowledgement by the
recipient of the order by repeating the signal to show that it has been received
• how to search for persons (using dummies) in a smoke filled space while wearing CABA
Self-rescue
In a self-rescue, much as the name suggests, the individual recognizes a critical condition or
symptoms of exposure and exits the space on his or her own. Alternatively, an entry monitor,
who is outside of the space, may recognize a new hazard and order individuals to leave the
space before they are affected. This is the preferred rescue method as confined space
hazards can quickly incapacitate or kill an individual. An individual can almost always exit a
confined space in far less time than it takes to wait for someone to come in and retrieve them
Non-entry rescue
A non-entry rescue involves attempting to extricate an incapacitated person without having
anyone else enter the confined space. This can be done via a safety line attached to the
personnel in the confined space or by grabbing the personnel with a rope, strap or pole and
pulling them to safety.
Entry rescue
This is a last resort option as having more personnel enter an area that has already
incapacitated one or more person’s places the rescuer at considerable risk. Entry rescues
must be carefully planned and executed to avoid creating more victims in need of rescue.
Rescuers need to be aware of their surroundings and must reevaluate their plans immediately
if there is any change in the conditions of the confined space.
• take part in team exercises communicating with other team members while wearing CABA in smoke-
filled space
• use of various types of portable fire extinguishers on fires in a smoke-filled space while wearing
CABA
Dry Chemical fire extinguishers extinguish the fire primarily by interrupting the chemical
reaction in the fire. Today’s most widely used type of fire extinguisher is the multipurpose dry
chemical that is effective on Class A, B and C fires. This agent also works by creating a
barrier between the oxygen element and the fuel element on Class A fires. Ordinary dry
chemical is for Class B & C fires only. It is important to use the correct extinguisher for the
type of fuel. Using the incorrect agent can allow the fire to re-ignite after apparently being
extinguished successfully
Water and Foam fire extinguishers extinguish the fire by taking away the heat from the fire.
Foam agents also separate the oxygen from the fuel and heat. Water extinguishers are for
Part D: Handbook
Class A fires only they should not be used on Class B or C fires. The discharge stream could
spread the flammable liquid in a Class B fire or could create a shock hazard on a Class C fire.
Foam extinguishers can be used on Class A & B fires only. They are not for use on Class C
fires due to the shock hazard.
Carbon Dioxide fire extinguishers extinguish the fire by separating the oxygen element from
the fuel and heat, and also by removing the heat with a very cold discharge. Carbon dioxide
can be used on Class B & C fires. They are usually ineffective on Class A fires.
Wet Chemical is a new agent that extinguishes the fire by removing the heat from the fire and
prevents re-ignition by creating a barrier between the oxygen and fuel elements. Wet chemical
or Class K extinguishers were developed for modern, high efficiency deep fat fryers in
commercial cooking operations. Some may also be used on Class A fires in commercial
kitchens.
Dry Powder extinguishers are similar to dry chemical except that they extinguish the fire by
separating the fuel from the oxygen element of the fire. However, dry powder extinguishers
are for Class D or combustible metal fires, only. They are ineffective on all other classes of
fires.
• extinguishing an extensive fire when wearing CABA in smoke-filled enclosed spaces, including an
accommodation room or simulated engine room, and using as appropriate:
- water (jet, spray or fog)
- foam
- powder
Part D: Handbook
Topic 15
Use of breathing apparatus for effecting rescues
15.1 Use of breathing apparatus
• how to search for persons (using dummies) in a smoke-filled space while wearing CABA
smoke-filled room is a term for a secret political gathering or round table style decision-making
process. The phrase is generally used to suggest an inner circle of power brokers, as at a
convention. It suggests a cabal of powerful or well-connected, cigar-smoking men meeting
privately to nominate a dark horse political candidate or otherwise make decisions[1] without
regard for the will of the larger group.
Never open the door of of the smoke filled room suddenly. The heated gas & smoke inside
may overwhelm the personnel. Open the door slowly with yourself in a crouching position ,
this will allow the hot gases & smoke to pass over your head . In case the door of the room
opens outwards, place one foot against the bottom of the door & open gently .This will protect
you from injury from sudden outward swing of the door as a result of considerable pressure on
it due to the expansion of the heated gases inside the room. Enter the room in a crawling
position as there is less smoke & less hot air near the floor .Keep a piece of cloth with rescue
team . Always move in a crawling posture while inside the room. Keep yourself near the wall
while moving. Make a complete circuit in the room. Find under & on the beds . Open and find
inside cupboards, wardrobes, other likely places of hiding. Cross the room diagonally to make
sure that that no one is laying in the middle.
• use of breathing apparatus for rescue of casualties:
- takes a practical demonstration wearing a CABA, consisting of two persons in a team, enters
into the mock-up, carries out search for casualties and brings dummy casualty, after locating
the casualty, to safer place on open deck for medical first aid
- carries out the exercises in same place in a dark compartment
- carries out the exercises in same place in a smoke-filled compartment
- carries out the exercise in same place in a dark, hot and smoke-filled compartment
- also carries out the same exercise by carrying a spare CABA for the use of casualty during
rescue operation

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FIRE PREVENTION AND FIRE FIGHTING

• Fight and extinguish fires

1.3 principles of survival in relation to fire as:

• conditions required for fire to occur as:

2.2 Properties of flammable materials

- flammability capability of being ignited or burned

• examples of how a fire can be prevented from spreading by reducing or blocking:

- conduction is the transfer of heat through a solid

4.2 Safe practices

• general safety procedures, including:

- maintaining a clean engine-room, removing oil-soaked rags

5.2 Patrol systems

Maritime patrol refers to active patrol of an area, as opposed to passive monitoring

Several types of maritime patrol missions exist:

• fire hazards in the engine-room, including:

• hazards in accommodation, including:

7.2 Fire control plans and muster list

• examples of the duties of individual crew members

• methods of communication used during a fire emergency as:

speech or music in a large building or at an outdoor gathering.

7.4 Personnel safety procedures

• how a fire-fighting team is made up and state who is in charge

7.5 Periodic shipboard drills

• typical exercises for use during fire drills as including:

- extinguishing a fire in a deep fryer

8.1 Ship construction arrangements

8.2 Emergency fire pump (cargo ships)

(Figure below) The first stage

8.3 Chemical powder applicants

8.4 Emergency escape routes

• construction of an automatic fire-detection system

10.2 Automatic fire alarm

• operation of an automatic fire alarm

• classification of fire as:

• regulations concerning fire hoses and nozzles

Loading Hose into the Apparatus Hose Bed

Special Precautions for Preserving the Hose Compartment and Hose

Storage of Fire Hose

Coupling Damage Due to Hose Deployment

Driving Over Hose and Use of Hose Bridges

Relay Applications for Large Diameter Hose (LDH)

Reloading and Coiling Procedures - All Fire Hose

Inspection and Service Testing

12.2 Mobile apparatus

• types of mobile apparatus available, including:

12.3 Portable fire extinguishers

• different types of portable extinguishers as:

• which class of fire each type is suitable

• normal capacity of each type of portable extinguisher

• procedures for having empty extinguishers recharged

• portable foam applicator and how it is connected to the fire main

12.4 Fireman’s outfit

• constituents of a fireman’s outfit in three sections as:

Weight. Even the lightweight models

- hard helmet -fire axe

12.5 Fire blankets

• where fire blankets are normally located

12.6 Knowledge of fire safety arrangements

smoking regulations as well as locations of designated smoking areas on board.

Spontaneous combustion is the process of gradual increase in temperature of a material as a

a. Electrical wires that have bad insulation should be renewed.

12.7 Fire alarms and first actions

• actions on discovering a fire: