SOLAS FFA Training

Manual - Fire Safety

Operational Booklet

This Manual is prepared in accordance with the SOLAS Chapter II-2, Part
E, Regulation 15 & 16

THE UNDERSIGNED OFFICERS AND CREW HAS READ AND

UNDERSTOOD THIS MANUAL

This is to be kept updated by the Senior Officers and located in each

Crew Mess/Recreation Room

The Maintenance Plan (FEA) as per SOLAS Chapter II-2, Part E,

Regulation 14 is incorporated in the
Safety Equipment Record (T 08) and the Planned Maintenance System

M.V. ______________
 This manual must be made Ship Specific by the Senior
Officers on board.

Wherever the text is in red italic print, please amend as required/applicable for your vessel.
Wherever photographs appear, please replace them with pictures taken from your vessel.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1 FIRE SAFETY OBJECTIVES & FUNCTIONAL REQUIREMENTS
1.1 Fire Safety Objectives
1.1.1 Functional requirements
1.1.2 Operational readiness and maintenance
1.1.3 Maintenance, testing and inspections
1.1.4 Crew Training
1.1.5 Definitions
1.2 Fire Prevention and Precautions
1.2.1 Smoking
1.2.2 Hot Work
1.2.3 Spark from impact
1.2.4 Machinery Combustion Exhaust
1.2.5 Galleys and Pantries
1.2.6 Accommodation Spaces and Store Rooms
1.2.7 Fire Safety In The Engine Room & Machinery Spaces
1.2.8 Spontaneous Combustion
1.2.9 Electrical and Other Fittings
1.2.10 At Repair Yard / Berth
2 PROCEDURES FOR FIRE-FIGHTING
2.1 Fire
2.2 Principles of Extinction
2.3 Emergency Procedures for Fire
2.4 Means of Raising Fire-Alarm
2.5 General Instructions for Fire-Fighting
2.5.1 Muster Lists
2.5.2 General Alarm Signals
2.5.3 Muster Stations
3 FIXED FIRE DETECTION AND ALARM SYSTEMS
3.1 List of Spaces covered by the Fixed Fire Detecting and Alarm Systems
4 FIRE FIGHTING SYSTEMS AND APPLIANCES
4.1 Fixed CO2 System for Engine Room and Holds
4.2 Fixed Dry Powder Fire Extinguishing System for Purifier Space
4.3 Fixed Water Sprinkler Fire Extinguishing System for Paint Room
4.4 Fireman’s Outfit
4.5 Protective Clothing and Equipment
4.6 Breathing Apparatus, Operating Instructions, Testing, Maintenance
4.7 Portable Gas Detector (for Carbon Monoxide [CO], Methane and Oxygen [O2]),
4.8 Quick Closing Valves
4.9 Remote Operating Stations for Fire Pumps
4.10 Emergency Fire Pump
4.11 Fire Extinguishers
4.12 Semi-Portable Fire Extinguishing Appliances
4.13 International Shore Connection
4.14 Use of Sea Water
4.15 Fire Hydrants/Hoses/Nozzles
4.16 Fixed Carbon Dioxide
4.17 Fire Protection Construction
4.18 Operation and Use of Fire Doors
5 Operation and Use of Fire And Smoke Dampers; Escape Systems
5.1 Marking of Escape Routes
5.2 Accommodation
5.3 Engine Room
5.4 Steering Gear Room
5.5 Galley
5.6 Cargo Spaces
5.7 Forecastle Spaces
5.8 CO2 Room
6 Fire Safety Operations
6.1 If the Fire is Behind Closed Doors
6.2 If the Door of the Compartment on Fire is Open
6.3 Fire in accommodation space
6.4 Fire in Engine Room
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
6.5 Fire in Cargo Holds
6.6 Fire Hazards and Precautions For Safe Carriage of Cargoes
 Chapter 1 - Fire Safety Objectives & Functional
Requirements

ATFF MODEL COURSE 2.03, Reg. VI/3, Sect. A-VI/3, Table A-VI/3
1.1 Fire Safety Objectives:
Composition and organization of fire control parties ensure the promt and
Effective implementation of emergency plans and procedure.
 prevent the occurrence of fire and explosion;
 reduce the risk to life caused by fire;
 reduce the risk of damage caused by fire to the ship, its cargo and the environment;
 contain, control and suppress fire and explosion in the compartment of origin; and
 provide adequate and readily accessible means of escape for personnel on board.
For this purpose, the crew shall have the necessary knowledge and skills to handle fire
emergency cases, including personnel care.
Crew must familiarize with the Fire Prevention and Control systems on board to mitigate the
consequences of fire and trained by briefing and drills on board.
1.1.1 Functional requirements

Vessel is built with the following functional requirements, to achieve the fire safety
objectives. All crew members must understand these and operate the vessel by maintaining
these requirements.
division of the ship into main vertical and horizontal zones by thermal and structural boundaries; (Fire
doors must be kept shut to keep the subdivisions intact)
separation of accommodation spaces from the remainder of the ship by thermal and structural
boundaries; (the fire integrity of the divisions shall be maintained at openings and penetrations)
restricted use of combustible materials; (accumulation of combustible materials during operation must
be minimized or avoided)
detection of any fire in the zone of origin; (detection systems must be maintained and tested
periodically)
containment and extinction of any fire in the space of origin; (keep fire doors shut and fight the fire as
soon as noticed and alert all crew)
protection of means of escape and access for fire fighting; (two way access and means of escape
must be maintained)
ready availability of fire-extinguishing appliances; (maintain these in good operational readiness and
test periodically)
1.1.2 Operational readiness and maintenance

Fire protection systems and fire-fighting systems and appliances must be maintained ready
for immediate use and properly tested and inspected.
The following fire protection systems must be kept ready for immediate use if a fire occurs:
structural fire protection, including fire-resisting divisions, and protection of openings and penetrations
in these divisions;
fire detection and fire alarm systems;
means of escape systems and appliances.
portable extinguishers which have been discharged shall be immediately recharged or replaced with
an equivalent unit.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1.1.3 Maintenance, testing and inspections

Maintenance, testing and inspections must be carried out based on the Planned
Maintenance System and the Company’s “T-09 SOLAS/MARPOL Operational Test Record”
and “Safety Equipment Record”.
Following fire protection systems and fire-fighting systems and appliances must be kept
ready for immediate use at all times.
fire mains, fire pumps and hydrants, including hoses, nozzles and international shore connections;
fixed fire detection and fire alarm systems;
fixed fire-extinguishing systems and other fire-extinguishing appliances;
automatic sprinkler (if fitted), fire detection and fire alarm systems;
ventilation systems, including fire and smoke dampers, fans and their controls;
emergency shutdown of fuel supply;
fire doors, including their controls;
general emergency alarm systems;
emergency escape breathing devices;
portable fire extinguishers, including spare charges; and
self contained air breathing apparatus and fire-man outfits.
fire pumps and emergency fire pump
any other fire protection and fire fighting system fitted on board.
1.1.4 Crew Training

Crew members must be briefed on fire safety on board the ship and instructed on their assigned
duties as per the Muster List.
Crew members must be trained to be familiar with the arrangements of the ship as well as the location
and operation of any fire-fighting systems and appliances that they may be called upon to use.
Training in the use of the emergency escape breathing devices must be considered as part of on-
board training.
Performance of crew members assigned for fire-fighting duties must be periodically evaluated by
conducting on-board training and drills to identify areas in need of improvement, to ensure
competency in fire-fighting skills is maintained, and to ensure the operational readiness of the fire-
fighting organization.
Fire drills and on-board training in the use of the ship's fire-extinguishing systems and appliances
must be planned and conducted as per flag state regulations.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1.1.5 Definitions

Self-ignition temperature is the temperature to which a substance must be heated for its
vapours to ignite without a spark or flame being necessary.
Flashpoint is the lowest temperature at which sufficient vapour is being given off for
there to be a flash, if a spark or a flame is introduced.
Ignition temperature is the lowest temperature at which there would be a flash followed by
continued burning if a spark or flame is applied.
Auto-ignition temperature is the temperature to which a fuel must be heated for it to
proceed to self-ignition temperature without the need for further external heat.
Spontaneous Combustion is the term used when the energy to raise the temperature of
the fuel above its self-ignition temperature has come from a chemical reaction with the fuel
itself.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1.2 Fire Prevention and Precautions
Prevention is better than cure. Identify the fire hazard and remove it before a fire breaks
out.
Fire Patrol: Fire patrol must be maintained on board at all times as instructed by the
Master & the Chief Engineer.
Fire patrols shall provide an effective means of detecting and locating fires and alerting the navigation
bridge and fire teams. They should preferably carry a portable radio while making rounds.
After their Watch, the Deck Officers and Engineers must make proper rounds of the accommodation
for potential fire hazards. The result of such fire rounds should be reported to the OOW on and the
duty engineer.
When hot work is being carried out, fire patrol must be carried out more frequently. Both sides of hot
work ( exposed and unexposed sides) should be checked, as far as possible (Eg: under deck or
inside cargo holds or adjacent compartment).
1.2.1 Smoking

Smoking on board is allowed in certain authorized areas only.

In crew cabins
On the Bridge for watchmen only.
In the ECR for engine staff.
Special smoking room
Steel ash trays with cover must be used and Cigarette butts must be extinguished properly.
It is preferred to wet it with water before stubbing it, to extinguish the fire.
Smoking is prohibited:
In Cargo holds and at locations with “No Smoking” notices.
On main deck when hazardous cargoes are carried.
During bunkering or handling dangerous goods.
In any area of the vessel where paint, oil, rags and cordage are stowed or in any other stowage
spaces and inside any store rooms.
In machinery spaces except in areas designated by the Chief Engineer.
At spaces outside the accommodation including the Bridge wings.
In Alleyways and in bed.
In Officers and Rating mess rooms, and Galley

1.2.2 Hot Work

Engine room workshop is the designated hot work area on board. Though hot work permit is
not required for undertaking hot work in Engine Room Workshop, hot work should not be
undertaken without the permission from the Chief Engineer or the 2nd Engineer.
Hot work anywhere else besides Engine Room Work Shop must not be carried out without
the hot work permit and knowledge of the Master and the Chief Engineer.
1.2.3 Spark from impact (COLD WORK)

De-scaling, grinding or other operation may generate sparks. Take necessary precautions
and care.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1.2.4 Machinery Combustion Exhaust

Maintain burners, tubes, uptakes, exhaust manifolds and spark arrestors in good order to
avoid sparks and funnel fires.
1.2.5 Galleys and Pantries

Galleys and pantries present particular fire risks.

Instruct personnel in the safe working practices and operations of all galley/pantry equipment.
Keep galley and pantry doors closed.
Keep the exhaust of galley clean and free of grease and oil deposits.
1.2.6 Accommodation Spaces and Store Rooms

The most likely causes of fires in accommodation and store spaces are:
Careless smoking.
Improper use and maintenance of electrical and galley equipment.
Spontaneous combustion.
Keeping self closing fire doors in open position would spread the fire to various
compartments.
1.2.7 Fire Safety In The Engine Room & Machinery Spaces

Most fires on board ships start in the engine room. There are a number of built-in safety
features on board a vessel, designed to limit the risk of fire and the spread of it, and the
officers and crew must be fully familiar with these systems and maintain their integrity.
Steel separations
One of the reasons for the engine room casing and various decks, bulkheads and staircases
being made of steel is to limit the spread of a fire. If there is a fire in the engine room, it is
important that the fire may not readily spread to accommodation, bridge, lifeboat stations
and cargo areas.
Likewise, a fire in the cargo areas should not be able to gain access to the engine room,
which is "the heart of the ship", where generators and fire pumps, the means to fight a fire,
are located.
Therefore, getting to know the built-in fire boundaries and maintain the integrity of such
separations is of vital importance. Be careful when making alterations on board, and be
especially aware that when new cables and pipelines are installed, their penetration through
steel decks and bulkheads, i.e. crossing fire zones must be made in a fire-proof way.
Fire doors fitted with self closing devices should be maintained in good order and kept
closed to maintain the integrity of fire zones on board and to prevent spread of fire.
Air control
Crew should be fully familiar with ventilation fans, fire flaps and other openings to the engine
room that may need to be closed in a fire situation.
Some of the common breaches of safety are observed in:
1. Air ventilator fire flaps which can not be closed and/or secured in closed position.
Condition of fire flaps should be checked and lubricated periodically.
There should also be means to secure the flap handles in closed position and the
open and close positions should be clearly marked.
Entrances to the engine room that are damaged and allowing passage of an air
draft.
Chapter 1 - Fire Safety Objectives & Functional
Requirements
Doors leading to the engine room from the accommodation fitted with self closing
devices for automatic closing should be tested for closing fully by the self closing
device. There should not be any opening between the door and the coaming.
2. Emergency escapes from engine rooms that are obstructed or damaged.
3. Full closing of the doors should not be obstructed by the stretching of loose electric
cables, hoses, etc., and also these doors should close tightly by their own automatic
means.
4. Engine room entrances kept open by the fitting of hooks, ropes or wedges. This is
often seen especially on doors leading through the steering gear flat to the poop
deck. In the case of a fire, such doors may be inaccessible, and the hooks, etc., can
not be released to close the door.
5. Skylights at the top of the engine room and removable steel panels for the passing of
spare parts being kept open by steel wire slings, etc.
Combustible oil
On board a ship there is fuel oil, lubricating oil, hydraulic oil - all are combustible and can
contribute to an engine room fire. It is to be ensured that combustible oil should not be left in
open dish or drum, which is a fire hazard.
Sounding Pipe Closing Mechanisms and Level glasses on oil tanks
Self closing mechanisms (weighted self closing cocks) on sounding pipes in engine room
must be maintained in good order to prevent accidental flooding or spread of oil in the
engine room.
Lower valve of the level glasses of oil tanks should not be kept open in E/R, to avoid fire
hazard from spread of oil in engine room from the broken level guage. These valves must
be maintained in good order to close automatically.
Sources of ignition
The sources of heat most likely to start a fire in the engine room are:
1. Hot exhaust pipe due to defective insulation and engine surfaces, bearings of rotating
machinery heating up and faulty electrical equipment / installations causing sparking
and fire.
2. By human error, by incorrect use of electric tools and welding equipment.
3. Flange connections and steel supports of exhaust pipes may often be inadequately
insulated, as well as indicators and other instruments fitted. Look for signs of hot
areas, such as paint discoloration and reddish rust surfaces.
4. All rotating machinery may also represent a source of sufficient heat to light a fire,
first of all by bearings of pumps heating up.
General cleanliness & House Keeping
Avoid large collection of old used spare parts often seen collected in plastic sheets,
cardboard, wooden planks, and used paint drums etc., stored in exposed areas with risk of
fire.
It is important to minimize and discard outdated combustible materials.
1. Drain pipes from gutters to oil collecting tanks should be kept open.
2. Oily rags should be disposed of in a correct manner and engines and floor plates
cleaned regularly.
3. Oily deposits in bilges and in other areas below floor plates should be cleaned
periodically.
4. Carry out frequent inspections to ensure no possible fire risks exist.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
5. Provide metal containers with steel cover for the storage of cotton waste, cleaning
rags or similar materials after use. Such containers must be emptied at frequent
intervals and the contents safely disposed.
6. Do not keep wood, paints, spirits and open cans or tins of oil in boiler or machinery
spaces.
7. Spaces must be well ventilated and free from hydrocarbon gases.
8. When storing chemicals, always separate flammable products from oxidants as
oxidizing products may aid combustion if a fire occurs. Steering gear is the
designated Chemical Storage Area on board.
9. Ensure adequate fire fighting equipment is available near the chemicals' storage
area.
10. Study Material Safety Data Sheets, fire fighting and disposal information.
1.2.8 Spontaneous Combustion

Dirty rags, waste, sawdust and other rubbish liable to spontaneous combustion when contaminated
with oil must be stowed safely until they can be disposed off properly.
Materials in ship's stores including linen, blankets etc. must be clean and dry. They must not be
stowed close to oils, paints or steam pipes. They must be safely destroyed (incinerated), if
contaminated with oil.
1.2.9 Electrical and Other Fittings

Do not allow unauthorised persons to interfere with electrical fittings.

Report faulty appliances, fittings or wiring which are parts of the ship's equipment immediately to the
Chief Engineer and/or the Electrical Officer.
Maintain electrical wiring clean and dry. The rated load capacity of the wires and fuses must never be
exceeded.
Secure all electrical appliances and only use permanent connections as far as possible.
Keep flexible electrical cable as short as practicable and arranged to prevent their being chafed or cut.
Do not use makeshift plugs, sockets and fuses.
Do not overload circuits - this causes the wires to overheat, thus destroying insulation and resulting in
a possible short-circuit or a fire.
Isolate portable electrical appliances, lights, electric iron, electric cooker, electric pot etc. from the
mains after use.
Fit fixed electric heaters with suitable guards securely attached and maintained in position at all times.
Temporary arrangements to hang clothing above the heaters or to dry clothing on the heaters or in
engine room are not permitted.
Drying of clothing is only to be carried out by using suitably designed equipment.
When using drying cabinets or similar appliances care must be taken to ensure that ventilation
openings are not obscured by overfilling of the drying space.
As the ventilation openings of drying appliances may become blocked due to accumulations of fluff
from clothing, screens or fine mesh covers must be regularly inspected and cleaned.
Avoid the use of portable heaters as far as possible.
Do not use portable electric heaters and hot plate in cabins.
 Chapter 1 - Fire Safety Objectives & Functional
Requirements
1.2.10 At Repair Yard / Berth

Ensure that a deck and engine fire watch is maintained by the ship’s crew in addition to the yard fire
watch.Determine who the yard Safety Officer is. Consider possible language difficulties with the Yard.
Establish a ship’s Fire- Watch.
Advise yard about the vessel’s fire protection system and hand over a copy of the ship’s Fire Control
Plan.
Be present at the briefing on the yard’s safety regulations before any work starts. A Fire Control Plan
must be posted outside the ship’s accommodation.
Before a repair job is started, the required certificate(s) and permit(s) must be issued. This applies to
all repair jobs – whether done by the yard, ship’s staff, contractors.
During hot-work the Fire Watch must check that the fire-watchman and the fire-fighting equipment are
readily available on site.
If the Fire-Fighting Equipment was collected in some safe place during dry docking, a note should be
posted in Ship’s Public Place (such as Mess Room, Bridge, Engine Control Room, etc.).In such cases
notify all crew of the new temporary location.
After hot-work, continue to inspect the site for at least the next 24 hours.
Check the exits from the engine room, tanks, holds, accommodation, etc.
The ship’s Fire Watch must be aware of the status of the fire-fighting capability as regards open fire-
doors and changed fire zones and take all the required precautions to facilitate alarm, detection,
sectioning and guarding.
It must be possible to activate, if needed, the fixed fire-fighting system. If this is temporarily shut off
during the Yard stay, then an equivalent replacement system must be arranged.
Keep the yard informed about changes in the vessel’s fire protection ability.
The ship’s emergency alarm system and the means of communication with the yard and/or the fire
brigade must always be clearly defined / tested. If there is an outbreak of fire, the emergency alarm
system must be immediately activated.
Arrange necessary and adequate lighting for escape from the engine room and other areas which are
difficult to evacuate.
Disconnect as few alarm functions as possible.
Do not haul cables, hoses, etc. through fire doors, such that the door cannot be closed.
If a fire door must be held open, then it is possible to prevent fire and smoke spreading in the initial
stage by covering the opening with a light, non-inflammable material, for example fibre-glass cloth.
(Note: cloth allows some flow of gas; a covered door opening may hamper the emergency escape).
When portable fire-extinguishers, CO2-container and similar equipment have to be recharged, this
must be done as far as possible onboard. If it is considered more practicable to bring such equipment
ashore, replacement equipment must be brought onboard.
Keep ship’s fire hydrants under necessary pressure wherever possible. Beware of the risk of
freezing.
If the vessel is equipped with a water sprinkler installation, this must be connected, as required, to
water from ashore with enough pressure/flow.
Do not shut off wet sprinkler systems in the accommodation areas.
The Fire Watch-designated person of the ship’s staff must make “fire” rounds every hour.
The general rule is that if necessary one safety system must be replaced by another
equivalent system.
 Chapter 2 - Procedures For Fire-Fighting

2 PROCEDURES FOR FIRE-FIGHTING

2.1 Fire
Fire is a chemical process which involves the oxidation of substances accompanied by the
generation of heat, light and flame. This can only happen if three factors:
a combustible substance, a source of heat and oxygen
come together in the right proportions. These three factors together constitute what is
called as the fire triangle.

heat oxygen (from air)

combustible substance
(FUEL)

Removal of at least one of the three sides of the triangle will extinguish the fire.
2.2 Principles of Extinction
By cooling – Cool the burning material below its ignition temperature, usually by water.
By smothering – Cut off Oxygen (air) from the burning material usually by CO2, steam or foam.
By removal of the fuel – Remove the combustible material or shut off the fuel supply.
By disrupting the chemical reaction of the burning process – with Dry Chemical Powder, Halon gas.
(Halon is banned for marine use).
2.3 Emergency Procedures for Fire

The letters in the word “F – I – R – E”are aids to fire-fighting.

F Find the seat of the fire;

I Inform or raise the alarm;
R Restrict the fire – do not allow it to spread.
Remove combustible materials to prevent the spread
of fire;
E Extinguish the fire if it is small. If the fire cannot be
extinguished by one person, then Escape, summon
muster stations and Extinguish the fire as a co-
ordinated team.
 Chapter 2 - Procedures For Fire-Fighting

2.4 Means of Raising Fire-Alarm

Verbally shout “FIRE - FIRE - FIRE”, giving the location of the fire.
Push the Fire-Alarm Button located at various positions on board (Marked in Fire Control Plan).

General Alarm Push Button on Bridge,Fire Control Stationand General Alarm Bell

Manually operated call points

Manually operated call points are installed throughout the accommodation spaces, service
spaces and control stations. They are generally located at each exit.

Additional means of sounding alarm Fire Alarm Push Button at remote locations
Ship’s Internal Telephone. Call Duty Officer and report the fire giving the location, size and
type of fire, details of any casualties and identify yourself. Make a public announcement if
possible, as soon as the fire is discovered.

PA System on telephone – Dial 0 to make public Announcement on Fire

 Chapter 2 - Procedures For Fire-Fighting

2.5 General Instructions for Fire-Fighting

Each and every Crew Member on board is responsible for his personal safety and protection
of life on board. Teamwork and Training are important for emergency preparedness and
effective mitigation.
Regular drills and de-briefing after the drills makes better team work and improvement on
board.
2.5.1 Muster Lists

Your duties and station for emergency is listed in the Muster List, displayed at various
locations.
In addition a notice in each cabin identifying the Emergency Signal and the individual’s
“station” and duties in an Emergency.
Familiarize yourself upon joining with your duties in an Emergency and the locations of
emergency equipment on board.
(Insert a Muster List)
2.5.2 General Alarm Signals

“General Emergency Alarm Signal” consists of seven or more short blasts followed by
one prolonged blast on the ship’s Whistle and Alarm Bells. This may also be followed
by an announcement on the Public Address System.
The sounding of the General Alarm Signal means that a very serious emergency situation has
occurred.
Verbal orders are broadcast by speakers, through the Public Address System.
2.5.3 Muster Stations

Muster Station, as the term implies, is the location that a Crew Member is required to go in
the event of an emergency.
On hearing the General Emergency Alarm Signal, proceed to the Muster Station, where you
will be instructed on the action required to be taken by the Person-In-Charge.

Before you proceed to master station

Wear PPE and carry your Life Jacket /Immersion suit
Knock on other crew cabin door to alert other crew members on your way to Muster Stations (this will
ensure all crew promptly assemble at the Muster station and avoid loss of valuable time to deploy
rescue team to search for personnel who may not have heard the alarm. Once all personnel are
accounted for, emergency team can focus dealing with the actual emergency situation. Safety of
personnel on board is our first priority).
 Chapter 3 - Fixed Fire Detection And Alarm Systems

3 FIXED FIRE DETECTION AND ALARM SYSTEMS

Familiarize with the vessel’s Fire Control Plan showing the locations of all Fixed Fire
Detecting and Alarm Systems.
(Insert Fire Control Plan)
 Chapter 3 - Fixed Fire Detection And Alarm Systems

3.1 List
of Spaces covered by the Fixed Fire Detecting and Alarm Systems
Engine room, (insert other areas if included)

Fire Control Plan at various decks and at accommodation entrance (P &S) near gangway

Fire Detector and Alarm System

(Insert picture of Temperature type Detector
on your ship)

Smoke detector
 Chapter 3 - Fixed Fire Detection And Alarm Systems

Fixed Detection System Panel on ……….

The accompanying pages describe each component of the system – Alarm Control Panel,
Sub-Alarm Panel, Detectors, Manual Alarm Switches, External Alarm Bells, etc. It also
describes the operations, system tests and checks, precautions and manufacturer’s
maintenance recommendations.
(Insert SPECIFIC information from Manual – relevant pages may be photocopied)
 Chapter 4 - Fire Fighting Systems And Appliances

4 FIRE FIGHTING SYSTEMS AND APPLIANCES

4.1 Fixed CO2 System for Engine Room and Holds
See accompanying pages for Operation (Remote and Local), System checks/tests, System
precautions and manufacturers recommended maintenance.
(Please insert SPECIFIC information from Manual – relevant pages may be photocopied).

(Insert picture of “Control Box” of CO2 (Insert picture of CO2 Alarm Siren in Engine
operating system, which on opening will Room)
cause the CO2 Flooding Alarm Motor Siren
to sound)
 Chapter 4 - Fire Fighting Systems And Appliances

4.2 Fixed Dry Powder Fire Extinguishing System for Purifier Space

Location

(3rd Deck in Engine Room, on starboard side).

Description

(It consists of a 40 kg. dry-powder type extinguisher. The propellant is a cylinder of

Nitrogen gas, mounted externally on the unit.

The discharge lines are led from the unit to the Purifier Space on the port side, aft, of the
same deck. See also diagram on accompanying pages).

Operation

(Ensure all persons are clear of the area and simply open the valve at the top of the
Nitrogen gas cylinder. The released gas will propel the dry powder out of the dry-powder
cylinder, through the discharge pipes and will be released at the Purifier Space through the
discharge nozzles)

System Checks/Tests

(The system is maintenance free. It requires to be tested and refilled as required, by an

approved firm, every three years.

The system should not be tampered with).

Water Mist extinguishing system for equipments with high Fire Risk in Machinery
Spaces
The system mainly consists of a centrifugal pump, automatic control valves, mist nozzles
and control panel. The system draws water from the FW tank and discharges through
selected distribution valves to the spray nozzles, which spray mist for at least 20 minutes.
Equipments protected – (please insert)
Operation – (please insert)
Restoration after use (please insert)
Routine check and maintenance (please insert)
 Chapter 4 - Fire Fighting Systems And Appliances

4.3 Fixed Water Sprinkler Fire Extinguishing System for Paint Room

Description
The Paint Room Fire Extinguishing System consists of a seawater Sprinkler Fire
Extinguishing System.
The seawater for this system is taken from the ship’s Fire Main Line.
Location
The valve for this system is located immediately forward of the Paint Locker, near the
starboard Bunkering Station. (Please amend to ship specific information)
The sprinkler heads are located inside the Paint Locker.
Operation
To operate simply start the fire pumps and open the Sprinkler System valve.

Maintenance
The system requires no maintenance, other than routine testing.
 Chapter 4 - Fire Fighting Systems And Appliances

4.4 Fireman’s Outfit

(Please insert SPECIFIC information from Manual – relevant pages may be photocopied)
 Chapter 4 - Fire Fighting Systems And Appliances

4.5 Protective Clothing and Equipment

(Please insert SPECIFIC information from Manual – relevant pages may be photocopied)
 Chapter 4 - Fire Fighting Systems And Appliances

4.6 Breathing Apparatus, Operating Instructions, Testing, Maintenance

(Please insert SPECIFIC information from Manual – relevant pages may be photocopied)
 Chapter 4 - Fire Fighting Systems And Appliances

4.7 Portable Gas Detector (for Carbon Monoxide [CO], Methane and Oxygen [O2]),

Maker: RIKEN KEIKI CO. LTD., JAPAN,

Description, Operation, Calibration, Alarms, Testing, Maintenance, Parts List
(Please insert SPECIFIC AND NOT INDISCRIMINATE information from Manual – relevant
pages may be photocopied)

(Please add information of other Portable Gas Detecting Equipment, if on board)

 Chapter 4 - Fire Fighting Systems And Appliances

4.8 Quick Closing Valves

Location

These are located at the Fire Station Locker on Main Deck, in the Accommodation.

Description and Operation

The system consists of an air reservoir which is kept under pressure. When the outlet air
valve is opened, it releases compressed air to various air-operated emergency shut off
valves, which in turn are activated and close, thereby shutting off flow from the tanks they
serve.

Operational valve and QCV are in the green Two upper handles for QCV and lower
box located in the Fire Station on upper handle for operating by dumper’s valve.
deck.

List of Quick-Closing Valves

01 Generator LO Overflow Tank … (one valve)

02 No. 1 Waste Oil Tank … (one valve)
03 No. 2 Waste Oil Tank … (one valve)
04 FO Service Tank … (three valves)
05 FO Settling Tank … (one valve)
06 No. 1 LO Settling Tank … (two valves)
07 No. 2 LO Settling Tank … (one valve)
08 Generator LO Settling Tank … (one valve)
09 Stuffing Box LO Settling Tank … (one valve)
10 DO Settling and Service Tank … (three valves)
11 No. 1 DO Tank … (one valve)
 Chapter 4 - Fire Fighting Systems And Appliances

4.9 Remote Operating Stations for Fire Pumps

Fire Pumps (Fire & GS Pump and Fire, Bilge & Ballast Pump) can be operated remotely
from the following stations:

Wheelhouse Main Switchboard Panel

Fire Station on Main Deck, in the Accommodation

At Fire Station On Bridge

 Chapter 4 - Fire Fighting Systems And Appliances

4.10 Emergency Fire Pump

Location

(Steering Gear)

Emergency Fire Pump Operating instruction

Operation

(Please insert the Operating Instructions)

 Chapter 4 - Fire Fighting Systems And Appliances

4.11 Fire Extinguishers

Extinguisher Classification
Extinguishers are classified according to the type of extinguishing medium they contain. At
present the types of extinguishers and the uses for which they are recommended are as
follows:

Extinguishing medium Recommended for use on fires involving

Water Wood, paper, textiles and similar materials
Foam Wood, paper, textiles and flammable liquids
Dry powder/ dry chemical Flammable liquids, electrical equipment and
(standard) flammable gases
Dry powder/ dry chemical Wood, paper, textiles, flammable liquids,
(multiple or general purpose) electrical equipment and flammable gases
Dry powder/ dry chemical Combustible metals
(metal)
Carbon dioxide Flammable liquids, electrical equipment and
flammable gases

Portable Fire Extinguishing Appliances

On board this Vessel there are three types of portable fire extinguishers:
Dry Powder Type
Foam Type
CO2 Type
(please add pictures of actual Fire-Extinguishers on board. If appropriate replace the text
with pictures)
 Chapter 4 - Fire Fighting Systems And Appliances

Dry Powder Type

This uses chemicals, such as Sodium Bicarbonate, Potassium Bicarbonate, or Mono-Ammonium
Phosphate, as the fire-extinguishing agent.
The “charge” is contained in a cylinder.
The neck of the cylinder has a fitting for attaching a pressurised gas cartridge, usually CO2.
The outside of the cylinder has a lever at the top, which when operated causes a plunger to pierce the
seal of the gas cartridge.
The pressurised gas which is now released, expands rapidly.
This expansion now creates a high pressure inside the cylinder and causes the “powder charge” to be
expelled with sufficient force.
The powder forced out is conveniently directed onto the seat of the fire by means of a short hose
provided.
When using this type of fire extinguisher, approach from the windward side and direct the
discharge at the base of the flames, at the edge, using a sweeping action, progressing so as
to completely cover the burning substance and extinguish the fire.
This type of fire extinguisher is usually of 3.5 Kg. It is also provided in 40 Kg. cylinders, in
which case it may be a wheeled unit, or have a long flexible discharge hose (depending on
the space it is meant to serve) or may be attached to fixed piping serving a specific space.
For locations on board see Fire Control Plan in Chapter 3.
 Chapter 4 - Fire Fighting Systems And Appliances

Foam Type
This uses two chemicals, Aluminium Sulphate and Sodium Bicarbonate. When these two chemicals
are mixed, they react to form Aluminium Hydroxide, Sodium Sulphate and Carbon Dioxide.
The extinguisher body forms the outer cylinder into which a predetermined quantity of one of the two
“charge” chemicals is poured.
There is an inner tube, which is suspended from the neck of the outer cylinder, for the second
chemical. This is then closed with a lead seal.
When operating, hold the rubber discharge tube with one hand stopping the nozzle firmly with the
thumb.
With the other hand depress the lever at the handle to pierce the lead seal.
Then while still stopping the nozzle, turn the cylinder upside down and agitate it for about 5 - 10
seconds. Then hold the cylinder by the handle on the underside, release your thumb and direct the
foam as required.
In the case of ordinary fire, discharge the foam towards the burning surface.
In the case of an oil fire, discharge the foam on to a vertical surface, preferably behind the fire and let
the foam blanket slide and spread undisturbed onto the burning liquid to smother the fire.
Care should be taken not to spray the jet of foam directly onto the burning liquid, as it will cause a
“boil-over effect”.
If there is no vertical surface available, spray the foam into the air so that it lands gently onto the liquid
surface and spreads to smother the fire. Or else direct it onto a surface so that it after striking the
surface it will bounce onto the oil and spread over it.
This is usually a 9-litre cylinder. It is also provided in 45-Litre cylinders, in which case it may
be a wheeled unit, or have a long flexible discharge hose (depending on the space it is
meant to serve) or may be attached to fixed piping serving a specific space.

For locations on board see Fire Control Plan in Chapter 3.

 Chapter 4 - Fire Fighting Systems And Appliances

CO2 Type
This is a simple cylinder pressurised with liquid CO2.
A simple valve, operated by a lever at the neck of the cylinder, will release the CO2 gas, which is
conveniently directed as required by using the discharge tube with a horn.
The operating lever may be operated and/or released as required.
Ensure you hold the discharge tube with the specially insulated hand-grip provided, as the
CO2 gas being discharged expands rapidly at atmospheric pressure and cools intensely, at
times forming granules of dry ice.
This intense cooling will cause the operator’s hand to “freeze-stick” to the discharge tube if
not held by the insulated hand-grip provided.
Care should be taken by the operator, while handling it in a place deficient of Oxygen.
Its discharging distance is quite short and the CO2 gas will be easily blown away if there is even a
slight wind.
Hence, approach from the windward side and direct the discharge to the base of the flames. Even
after the flame has been extinguished, continue discharging the CO2 gas until the cylinder is empty.
This will assist in cooling and prevent re-kindling.
In the case of an oil fire, discharge the CO2 gas in a sweeping motion at the base of the flames from
end to end.
This is usually a 6.8 Kg cylinder.
For locations on board see Fire Control Plan in Chapter 3.
 Chapter 4 - Fire Fighting Systems And Appliances

Foam
In it’s simplified form it consists of a foam compound made of animal protein base with additives of
foam stabiliser, rust preventive, antiseptic, etc., which is stored in convenient 20-litre containers.
A discharge nozzle with a “venturi” pipe is provided, which is attached to a fire hose, the hose in turn
is attached to a hydrant.
The venturi pipe of the nozzle is simply inserted into the foam compound and the hydrant is turned on.
As the seawater passes through the nozzle, it draws up the foam compound. This mixes with the
seawater and air to froth into foam.

For locations on board see Fire Control Plan in Chapter 3.

Please insert any other Portable-type Fire-Extinguishers, if on board

 Chapter 4 - Fire Fighting Systems And Appliances

4.12 Semi-Portable Fire Extinguishing Appliances

(In this section please insert information of such Fire Extinguishers, if applicable, with
pictures)

4.13 International Shore Connection

Description Dimensions
Outside diameter 178 mm
Bolt circle diameter 132 mm
Four holes 19 mm in diameter spaced equidistantly on
Slots in flange a bolt circle of the above diameter, slotted to the flange
periphery
Flange thickness 14.5 mm minimum
Four, each of 16 mm diameter, 50 mm in length, with 8
Bolts and nuts
washers

This can be connected to any hydrant on the ship.

It is made of steel or other suitable material and is designed for 1.0 N/mm2 services. The
flange has a flat face on one side and on the other is a permanently attached coupling that
fits the ship’s hydrant and hose.

Located in Fire Station. (Upper Deck - P)

In the event the ship’s fire pumps cannot be operated, water for fire-fighting may be
provided by another ship, or if the Vessel is in port, by shore pumps, without having to
fabricate a connection suitable for the Vessel’s hydrants.
 Chapter 4 - Fire Fighting Systems And Appliances

4.14 Use of Sea Water

When using Seawater for fire-fighting, the following factors must be taken into account:
Water extinguishes a fire mainly by Cooling. If the surface of burning material is cooled
below the temperature at which it gives off sufficient vapour to support the combustion, the
fire will be extinguished.
Maximum cooling is achieved by a spray of water rather than by a jet due to an increase in
exposed surface area and heat available will evaporate the water which displaces the
normal air and this effect leads to smothering the fire.
“Free surface effect” on ship’s stability, caused by accumulation of water.
Many substances become “flammable” when wet.
Seawater has little effect on substances which have a low “flash point”. In such cases the water
cannot convert to steam to provide the “smothering effect”, nor will the cooling be of much help
considering the substance is burning at a low temperature.
When a jet of water is directed on to a burning substance it may cause the substance to be “blown
over” with the force of the water jet, thereby spreading the fire, especially if it is a liquid fire.
When a jet of water is directed on to burning liquids, the sudden spreading of the liquid causes more
of the already heated liquid to give off vapours which suddenly ignites and flashes into a huge fire-ball
called a “boil-over effect”.
Seawater should not be used for electrical fires as the mineral contents in it make it a strong
conductor of electricity, which will cause electric shock to the fire-fighter.
The use of Seawater is more effective when used in the form of a fine water spray.
4.15 Fire Hydrants/Hoses/Nozzles
This is the most common and most easily operated fire-fighting appliance on board ships.
The Nozzle attaches to a Fire Hose, which in turn attaches to a Fire Hydrant. Water is
pumped to the Fire Hydrants, which are located at convenient points around the ship. The
seawater is then directed as required taking precautions.
 Chapter 4 - Fire Fighting Systems And Appliances

4.16 Fixed Carbon Dioxide

This is a “Total Flooding System” employed to fight fires within sub-divided compartments,
such as cargo holds and machinery spaces.
The CO2 gas is stored in a battery of cylinders, liquefied under pressure of about 57Kg/cm2,
in a dedicated “CO2 Room”. From here, pipelines lead to the spaces they serve.
(Please insert SPECIFIC information from Manual – relevant pages may be photocopied)
4.17 Fire Protection Construction
Vessel is built with the following functional requirements, to achieve the fire safety
objectives. All crew members must understand these and operate the vessel by maintaining
these requirements.
division of the ship into main vertical and horizontal zones by thermal and structural boundaries; (Fire
doors must be kept shut to keep the subdivisions intact)
separation of accommodation spaces from the remainder of the ship by thermal and structural
boundaries; (the fire integrity of the divisions shall be maintained at openings and penetrations)
restricted use of combustible materials; (accumulation of combustible materials during operation must
be minimized or avoided)
detection of any fire in the zone of origin; (detection systems must be maintained and tested
periodically)
containment and extinction of any fire in the space of origin; (keep fire doors shut and fight the fire as
soon as noticed and alert all crew)
protection of means of escape and access for fire fighting; (two way access and means of escape
must be maintained)
ready availability of fire-extinguishing appliances; (maintain these in good operational readiness and
test periodically)
Damage Stability Booklet
This Booklet, where provided, would typically include:

Minimum operational GM versus draught or maximum allowable KG versus draught.

Instructions regarding cross-flooding arrangements.
Data and aids necessary to maintain stability after damage.
On the bridge following must be made available :
1. Details of watertight compartments,
 Chapter 4 - Fire Fighting Systems And Appliances

2. Closing arrangements / controls,

3. Control of list due to flooding
Masters and Senior Officers are required to be familiar with the contents of the ship’s
Damage Stability Booklet, or equivalent, where provided.

(For further specific guidance refer to Crisis Management Manual in section Flooding /
Structural Failure / Heavy Weather Damage).
 Chapter 4 - Fire Fighting Systems And Appliances

4.18Operation and Use of Fire Doors and

SUBDIVISIONS
The construction of fire doors is in accordance with SOLAS Chapter II-2.

"A" class divisions are those divisions formed by

bulkheads and decks which are constructed of steel and are
insulated with approved non-combustible materials.
Average temperature of the unexposed side will not rise
more than 140°C above the original temperature, nor will the
temperature, at any one point rise more than 180°C above
the original temperature, within the time listed below:
class "A-60" 60 min class "A-15" 15 min
class "A-30" 30 min class "A-0" 0 min

"B" class divisions are those divisions formed by

bulkheads, decks, ceilings or linings constructed of
approved non-combustible materials.
Average temperature of the unexposed side will not rise
more than 140°C above the original temperature, nor will the
temperature at any one point, including any joint, rise more
than 225°C above the original temperature, within the time
listed below:
class "B-15" 15 min class "B-0" 0 min

Both A & B class divisions are tested to be capable of

preventing the passage of smoke and flame in a one-hour
standard fire test.

"C" class divisions are constructed of approved

non-combustible materials. They need not meet
requirements relative to the passage of smoke and flame and
the limitations relative to the temperature rise.

Non-combustible materialis a material which

neither burns nor gives off flammable vapours in sufficient
quantity for self-ignition when heated to approximately
750°C.
 Chapter 4 - Fire Fighting Systems And Appliances

For locations of Fire Doors please see the Fire Control Plan in Chapter 3 of this Manual.

Stencil the Fire Doors indicating A or B Class Door with a note “To keep Shut”
 Chapter 5 - Operation And Use Of Fire And Smoke Dampers; Escape Systems

5 Operation and Use of Fire And Smoke Dampers; Escape Systems

The Fire Control Plan shows the locations of Ventilators, Dampers, Accesses, Doors and
Escape Routes for each space.
5.1 Marking of Escape Routes
Means of escape, including stairways and exits, must be marked by lighting or
photoluminescent strip indicators placed not more than 300 mm above the deck at all points
of the escape route, including angles and intersections.
The marking must enable personnel to identify the routes of escape and readily identify the
escape exits.
Lighting is supplied by the emergency source of power and emergency lighting should be
tested periodically.
Additionally, escape route signs and fire equipment location markings shall be of
photoluminescent material or marked by lighting.
5.2 Accommodation

Emergency Stop of Accommodation

Ventilation on Main Switchboard on Bridge

5.3 Engine Room

Four fans located around funnel Local switches in Engine Change Room
 Chapter 5 - Operation And Use Of Fire And Smoke Dampers; Escape Systems

Operation lever for Funnel Fire Damper

5.4 Steering Gear Room

(Please insert plan of the ventilation arrangements for Steering Gear compartment on
board)

5.5 Galley

The galley also receives air from the ship’s Air-Conditioning system.

5.6 Cargo Spaces

The Ventilation System for the Cargo Spaces is by natural ventilation only.
Escape routes are by means of the steel Vertical and Australian ladders located at the
forward/aft ends of holds.

5.7 Forecastle Spaces

(Please insert pictures of the ventilation arrangements on your vessel)

 Chapter 5 - Operation And Use Of Fire And Smoke Dampers; Escape Systems

5.8 CO2 Room

(Please insert pictures of the ventilation arrangements on board)

 Chapter 6 - Fire Safety Operations

6 Fire Safety Operations

The purpose of this section is to provide information and instructions for proper ship and
cargo handling operations in relation to fire safety.
6.1 If the Fire is Behind Closed Doors
If smoke is seen coming from behind a closed door it gives no indication to the size or type
of fire behind it. Do not open the door! Do not tackle! Raise the Alarm! Obtain firefighting
equipment in preparation for fighting the fire. Brief the Attack Party Leader when fire fighting
team arrives.
6.2 If the Door of the Compartment on Fire is Open
Raise the Alarm!

1. If you are fully clothed attack the fire using first aid appliances appropriate to the type
of fire. Remember, keep low and make sure you have a safe line of retreat. Brief the
Attack Party leader.
2. If, after your initial attack you are beaten back close the door to the space and start
preparing hoses etc, as appropriate, ready for the Attack party. Brief attack Party
leader.
3. Move casualties to a safe place clear the firefighting.
4. Consider whether the fire can be prevented from spreading. If possible carry out
appropriate action. This can be achieved by cooling the boundary of the fire;
removing flammable articles from the path of the fire; stopping local ventilation and
switch off local electrical circuits.
5. Stay in vicinity of the fire ready to brief whoever is in charge, as follows:

 Where the fire is situated;

 What is burning;

 Any hazardous circumstances;

 Position(s) and number(s) of casualties;

 Achievements regarding the preparations for fighting the fire, eg boundary cooling,
equipment to hand or rigged etc; and

 Details of electrical circuits and of any local ventilation fans which have been
switched off.
6. On completion of e. above go to Bridge and brief OOW or Senior Officer.
 Chapter 6 - Fire Safety Operations

6.3 Fire in accommodation space

1. This is a common type of fire involving solids (Class A Fire) such as beds, clothes,
wood, and paper. If the flames are extinguished, it does not necessarily mean that the
risk of fire is totally eliminated.

The fire might rekindle from the burnt residue.

2. Make preparations to spray water, open doors, and spray water on the flames from the
upper part of the entrance, and also spray water on high temperature parts to restrict
the spread of fire, using a water-spray system. Simultaneously, exhaust smoke and
high temperature gases outside the ship.

3. After extinguishing the flames, rip up the burning material using water jets, and cool the
interior.

4. After confirming the safety of accessing the space where a fire has occurred,
investigate the cause, clear away all burnt residues and water used to extinguish the
fire, and ensure that the ship has adequate stability.

5. Position a watch to prevent the recurrence of fire.

Note: Items 4 and 5 are also necessary for other fire extinction operations.

6.4 Fire in Engine Room

The engine room has several sources of fire and flammables which might cause oil fires
(Class B fire) and electrical fires (Class C Fires).
Moreover, there are various obstacles in the engine room which hinder fire extinguishing
work, and the risks of total damage are high, therefore, fire hose arrangements for
discharging jets of water and carbon dioxide fire-extinguishing systems shall be utilized
effectively for an immediate response in a contingency.

1. When it is possible to enter the engine room

i. Bilge fire

i-a First stop oil leaks.

i-b After extinguishing the fire using carbon dioxide and dry chemical extinguishers,
cool the space by discharging water from a spray nozzle.

ii. Electrical fire

ii-a Switch off power to electric circuits.

ii-b Carbon dioxide is the best fire-extinguising agent. Dry chemical powder
necessitates cleaning of the space after extinguishing the fire, foam and water
jets discharged through hoses pose risk of electric shock, water discharged from
a spray nozzle posses a lesser shock hazard.

iii. Fire in equipments covered by fixed water mist extinguishing system

iii-a Cut off power to electrical circuits and cut off fuel supply to the equipment.

iii-b Start the water mist extinguishing system

Caution – Water mist extinguishing system is not a fire fighting system for entire
machinery spaces, but is a system for initial fire fighting for particular equipment
in the machinery space protected by this system
 Chapter 6 - Fire Safety Operations

2. If it is not possible to enter the engine room

i. Direct fire extinguishing from the shaft tunnel (in ships which have a shaft tunnel,
such as passenger ships).

i-a The fire-extinguishing team shall stand by in the shaft tunnel, skylights shall be
opened to dispel high-temperature gases and smoke, and simultaneously, the
watertight door in the shaft tunnel shall be opened.

i-b The firemen shall enter the engine room through the shaft tunnel while
discharging water from spray nozzles and extinguish the fire.

ii. Fire extinguishing with a fixed carbon dioxide system:

ii-a All persons shall evacuate the engine room before any action is taken.

ii-b Boiler flames shall be put out, auxiliary engines and ventilation system shall be
stopped and all openings shall be closed.

ii-c After discharging carbon dioxide gas, the compartment shall be kept closed for
at least 10 minutes, except in case of an emergency. After the fire is
extinguished, the space in the engine room shall be cooled and water sprayed
on the firemen for safe fire-fighting operations.
 Chapter 6 - Fire Safety Operations

6.5 Fire in Cargo Holds

Fire extinguishing operations are influenced considerably by the type of cargo, quantity,
stowage, conditions of adjacent compartments and type and capacity of fire-extinguishing
system used.

1. Cargo fires that can be extinguished by smothering (Class A Fire flammables such as
fibrous materials)
i. Close and seal hatch covers and ventilation ducts.
ii. Start the fixed carbon dioxide system, and discharge gas into the hold.
iii. Monitor adjacent compartments, shift combustibles if necessary and cool the high-
temperature parts.
iv. Take samples from the ventilation ducts, measure the temperature and proportion
of oxygen in the air periodically, investigate the status of the fire, replenish the gas.

2. Cargo fires that cannot be extinguished by smothering

Adopt appropriate measures for extinguishing the fire in accordance with the
characteristics of the cargo.

3. At all times when opening the hatch cover to enter the hold adhere to the following:

i. Prepare fire hoses and nozzles connected to hydrants

ii. Close openings to cut off the supply of unwanted air.
iii.Judge the status of the fire by measuring the temperature and quantity of the
smoke from the ventilation outlet, and the temperature of the transverse bulkhead
in the hold where the fire has occurred from the other side of the bulkhead in the
adjacent compartment.
iv. Wear a fireman’s outfit with as much protective equipment as possible (breathing
apparatus, etc.) and get standby.
v. Workers shall always wear lifelines to ensure they can be evacuated from the hold
safely.

Note: There have been several instances of casualties during fire-extinguishing

operations because of the non-use of lifelines.

6.6 Fire Hazards and Precautions For Safe Carriage of Cargoes

Master & Chief Officer must study the Shipper’s Cargo Information, Code of Safe practice
for carriage of bulk cargoes and brief the crew on the fire hazards and precautions for the
safe carriage of cargo.
Senior Officers should study the MSDS sheets of hazardous chemicals which could cause a
fire and brief crew.
For ships carrying dangerous goods and flammable bulk cargoes, the BC Code (Appendix 1
 Individual Schedules of Solid Bulk Cargo) & IMDG Code should be referred to for the
pertinent fire-fighting and emergency cargo handling instructions.