Fire fighting and

Proficiency in Survival
Crafts & Rescue
Boats
 Hindustan Institute of Maritime Training
Chennai

Title : Fire Fighting and Proficiency in Survival Craft & Rescue Boats

Edition : First

Date : 1st Dec 2019

Prepared by :
Shriram Nagarajan & Faculty, Hindustan Institute of Maritime Training.
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Updates on Fire fighting and Proficiency in Survival Crafts &Rescue Boats

The Cutting Extinguisher:

This system is being used for accommodation fire fighting through port hole from the deck and also
for the fire inside the containers.

The Cutting Extinguisher is a mobile high-pressure water jet system with penetrating and cutting
capabilities. The system ejects approximately 30 to 60 litres of water through a nozzle mounted in a
hand held lance at approximately 250 bar and 200 metres per second.

The hand lance is connected through a high-pressure hose to the main system and is controlled by
the lance operator. The system has the capability to mix an abrasive, cutting agent, into the water,
thus enabling the operator to penetrate or cut through virtually any construction material. When
the water jet combined with abrasive slurry has cut through the bulkhead or hatch, the water
breaks out into an ultra fine mist due to the high velocity the jet receives as it passes through the
special nozzle. The Cutting Extinguisher combines some of the main features of fixed installed ultra
high pressure water mist fire suppression systems with penetrating and cutting abilities and adds
mobility. In addition, to minimise the risk of re ignition of fibrous solid fuels, a Class-A detergent
may be added by the control of the operator. When the water jet enters the fire room, the water
atomises due to its high velocity and cavitation when passing through the nozzle. The water mist
starts to break up at about 5 metres from the nozzle and reaches about 15 metres. As the water
mist enters the fire room, depending on the fire situation, it is exposed to the hot fire gases, the
radiation of the fire and the actual flames. The energy transforms the atomised water to steam,
and in the process consumes the energy and heat. In the process, the steam inerts the fire gas by
decreasing the oxygen fraction. It also cools the fuel surface, and by time, shields the fuel from the
surroundings. If the cutting extinguisher is utilised with a Class-A detergent, the shielding is even
more apparent.

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The jetting lance using abrasive-mixed water cuts through 7 mm steel plate in less than 10 seconds.

Cooling the flame

The lance shoots a stream of water initially to carry the abrasive, which cuts through the outer wall.
Once the water stream enters the heated environment of the room, the water takes on a second
role as a cooling agent. The water flares outward from the jet into a mist that quickly fills the
enclosed space.
Water's high heat absorption property comes into play pulling the heat out of the fire. As the water
vaporizes, it forces air away from the fire choking it. Temperatures in the space drop dramatically in
a very short time preserving anyone trapped inside with the flames (see graph).

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In most fires large amounts of water are used to smother and quench the flames. The water used
by the lance is minimal. Four to eight liters of spray entering the enclosed space of, say, the
equivalent of a 40 ft container will drop the temperature from 500°C to less than 100°C in 10-20
seconds.

Hyper mist system / low pressure water mist system: used for local protection of boiler fronts,
incinerator fronts, above the exhaust manifolds and purifier room.

A development of sprinkler system wherein one drop is made into 40 droplets by selecting the size
of the nozzle and operating pressure. Effective surface area is increased and subsequent cooling
rate is increased.

High pressure water mist systems / Hi-Fog systems:

Being used as total flooding system. 1 drop of sprinkler water made into 8000 droplets by the
design of nozzle and operating pressure.
General description In suppressing a fire, traditional lowpressure sprinkler and deluge systems
often cause significant water damage that can be greater than the damage caused by the fire itself.
HPWM offers equivalent or better fire suppression than traditional systems with minimal water

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discharge, minimising damage to property and reducing the time and cost of clean-up. High
pressure water is dispersed by fixed nozzles which create an ultra fine mist over the protected area.
The mist fights fires in three main ways;
• Cooling – Millions of tiny water droplets produce a very large heat collecting surface and rapidly
reduces the temperature of the air in the space;
• Smothering – The vapour displaces the oxygen volume in the fire itself, rather than in the entire
space. This means that it does not present an asphyxiation hazard to personnel;
• Attenuation – The mist absorbs radiant heat.
Ultra fine mist has the advantage that it requires very little water and consequently does minimal
damage to equipment. If de-ionised water is used HPWM systems can also be applied to live
electrical fires. In machinery spaces the major benefit of water mist is that since it is harmless to
people, the system can be activated the second a fire is detected, without any need to first
evacuate. Nor is there any need to shut off vents or close openings before evacuation, as the water
mist will not escape the space, as gases would. This possibility for immediate activation means that
the fire damage is kept at a minimum. Once the fire has been extinguished, the water mist will
quickly cool down the space and thus prevent re-ignition.

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The average droplet size of a High Pressure Water Mist System ‘mist’ yield a total surface area at
least 100 times greater than conventional sprinkler droplets for the same volume of water.
Therefore, much smaller amounts of water are required to absorb the equivalent amount of energy
from the fire.

Oxygen depletion at the flame front also takes place locally or in the completely enclosed space,
particularly where the fire is large in relation to the space.

Tube and fittings utilised on high pressure systems are 316L stainless steel.

Water mist fire extinguishing systems with up to 120 bar high-pressure technology
– for optimal protection
This system has additional advantages of:
• Pre-emptive action
• Flash suppression
• Blast mitigation

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Novec 1230:

Novec 1230, C6F12O, (3M Novec 1230) fluid is a low global warming potential Halon replacement for
use as a gaseous fire suppression agent.

Novec 1230 fluid is a high molecular weight material, compared with the first generation
halocarbon clean agents. The product has a heat of vaporization of 88.1 kJ/kg and low vapor
pressure. Although it is a liquid at room temperature it gasifies immediately after being discharged.

It is used for electrical panel board fires on board the ship, and it is available in both portable and
fixed fire fighting modes.

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SOLAS amendments in regard to firefighting on board the ship:

1. Fire-fighter communication on-board

Amendments to SOLAS regulation II-2/10 on fire fighting enter into force on 1 July 2014, to require
a minimum of two two-way portable radiotelephone apparatus for each fire party for fire fighters’
communication to be carried. The apparatus shall be of an explosion-proof type or intrinsically safe.
Ships constructed before 1 July 2014 shall comply with the above requirements not later than the
first survey after 1 July 2018.

2. Instructions, on-board training and drills

Further amendments to regulation II-2/15 on instructions, on-board training and drills require an
on-board means of recharging breathing apparatus cylinders used during drills, or a suitable
number of spare cylinders.

3. Another amendment to regulation II-2/20 on protection of vehicle, special category and ro-
ro spaces related to fixed fire-extinguishing systems, updates the requirements. The
amendments apply to ships constructed on or after 1 July 2014
4. Amendments to SOLAS regulation II-2/ 10.10.1 – audible alarm device to notify low pressure
in SCBA cylinders. Entry into force 1st July, 2014 for new ships, and for existing ships : 1st
July, 2019.

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MSC 91 adopted amendments to SOLAS regulation II-2/ 10.10.1 and associated

amendments to chapter 3.2.1.2 of FSS code, to clarify that SCBA of fire fighter’s outfits shall
be fitted with an audible alarm and a visual or other device which will alert the user before
the volume of air in the cylinderhas been reduce to no less than 200 ltrs.

5. SOLAS Regulation II-2/10.4 – communication equipment for fire fighting teams:

Entry into force 1st July, 2014 – resolution MSC 338(91) for new ships and for existing ships
not later than the first survey after 1st July, 2018.

Background: this proposal came in the aftermath of a fire incident in the engine room on
Swedish tanker”Ek-River”, while in drydock. Based on this, upgrades of radio
communication equipment for fire fighters including additional equipment such as ‘smoke
diver emergency alarm’, PASS alarms and location lights were proposed.

MSC 91 adopted amendments to SOLAS Regulation II-2/10, to add a new paragraph 10.4, to
clarify that a minimum of two numbers two way portable radio telephone apparatuses for
each fire party, for fire fighter’s communication (of either Explosion proof or intrinsically
safe) on board.

6. Amendments to SOLAS regulation II-2/13.4 concerning additional means of escape from

machinery spaces
Entry into force by 1st January 2016 - adopted by MSC resolution 365(93)
Following a serious fire in the engine room of a cargo ship, IMO decided to improve the
requirements of means of escape in machinery spaces on cargo ships and bring them in line
with the regulation for passenger ships, which requires two means of escape from a
machinery control room.

The amendments require that two means of escape are provided from the main workshop
within the machinery space, with atleast one of these escaping routes providing continuous
fire shelter to a safe position outside the machinery space. In addition, improved access to
the normal exit and emergency escape routes, with the provision that all inclined ladders or
stairways with open treads, not located within a protected enclosure, are to be of steel and
protected against heat and flame by steel shields
attached to their undersides.

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SOLAS onboard drill requirements

1. Chapter II-2: Construction – fire protection, detection, extinction Regulation 15 Instructions,
on-board training and drills
2. 2.2 On-board training and drills
3. 2.2.4 On-board training in the use of the ship’s fire-extinguishing systems and appliances
shall be planned and conducted in accordance with the provisions of regulation III/19.4.1.
4. 2.2.5 Fire drills shall be conducted and recorded in accordance with the provisions of
regulations III/19.3 and III/19.5. 3 Additional requirements for passenger ships 3.1 Fire drills
In addition to the requirement of paragraph 2.2.3, fire drills shall be conducted in
accordance with the provisions of regulation III/30, having due regard to notification of
passengers and movement of passengers to assembly stations and embarkation decks.

Types of Lifeboat Release Mechanisms & SOLAS Requirements for Lifeboats

There are different types of lifeboats used on board a ship on the basis of the type of ship and
other special requirements. Not all the lifeboats have the same type of releasing mechanisms, for
the launching of a lifeboat depends on several other factors. In this article we will take a look at the
main types of lifeboat releasing mechanisms and also learn about the SOLAS requirements for
lifeboats.

Types of lifeboat releases: On load and off load release.

There are two types of lifeboat releasing mechanisms- on load and off load. These mechanisms
release the boat from the davit, which is attached to a wire or fall by means of a hook. By releasing
the hook the lifeboat can be set free to propel away from the ship.

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Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water or the
boat has been lowered fully into the sea. When the boat touches the surface of water, the load on
the fall and hence the hook releases and due to its mechanism the hook detaches from the fall. If
the detachment dose not takes place, any of the crew members can remove the hook from the fall.
Most of the times the offload mechanism is manually disengaged in case of malfunction; however,
in case of fire, it is dangerous to go out and release the hook.

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On load mechanism:

On load mechanism can release the lifeboat from the wire, with the ship above the water level and
with all the crew members inside the boat. The load will be still on the fall as the boat would not
have touched the water. Normally the height of about 1 m is kept for the on load release, so that
the fall is smooth without damaging the boat and harming the crew inside. A lever is provided
inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the
boat without going of the out lifeboat, when there is a fire on ship.

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On load mechanism can release the lifeboat from the wire, with the ship above the water level and
with all the crew members inside the boat. The load will be still on the fall as the boat would not
have touched the water. Normally the height of about 1 m is kept for the on load release, so that
the fall is smooth without damaging the boat and harming the crew inside. A lever is provided
inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the
boat without going of the out lifeboat, when there is a fire on ship.

Free Fall life boat release:

In Free fall life boat, the launching mechanism is similar to on load release. the only difference is
that the free fall lifeboat is not lowered till 1m above water level, it is launched from the stowed
position by operating a lever located inside the boat which releases the boat from rest of the davit
and boat slides through the tilted ramp into the water.

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Lifeboats release hooks:

An incident on board a vessel during a drill where an empty lifeboat was being lowered and one of
the lifeboat’s TALON II hooks became detached from the davit fall master link (lifting ring).

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Hook assembly in locked position

The hook assembly is composed of three main components: the hook, the lock piece, and the cam.
For simultaneous operation of the hooks, the release handle in way of the steering station is used.
The release cables link the release handle to the cam lever of both hooks. Resetting the release
gear mechanism involves resetting the hooks and locking the mechanism Overall, this two-step task
requires three people: one person at the steering station, and two other persons - that is, one at
each hook.

Resetting the Hooks

The hook is pulled inward to adopt an upright position ready for hoisting. Note how the hook
tail (B) fits into the notch of the lock piece (A), exerting a rotating force that lifts the lock piece and
allows for the full rotation of the cam (C) underneath. The design requires the user to apply a fair
amount of force on the hook to lift the lock piece into final position.

If the reset has been done properly, clearance (yellow lines) is visible between the cam and lock
piece

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Note that this clearance must be maintained using constant pressure on the hook to keep the lock
piece in place. If this clearance is not maintained, the lock piece will pivot back down and interfere
with the cam, preventing the resetting of the cam into its final position.

Hook tail (B) lifting the lock piece as it enters Final position: the lock piece is lifted and the hook
into the notch (A) tail inserted into the notch

Yellow lines indicate clearance Interference between lock piece and cam
between lock piece and cam

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Locking the Mechanism

The second step requires pushing the release handle down (yellow arrow, F), thereby moving the
release cables in the direction of the red arrow; the release cable will in turn push the lever,
causing the cam to rotate. Note that, if the lock piece has pivoted down and interferes with the
cam, the release handle will either not move or will only move following the exertion of an atypical
amount of force. Moreover, if an undue amount of force is applied on the release handle, this force
can cause deformation of the cable-attachment bracket and/or the release handle.

Once the release handle has been pushed down to its final position, the holes in the release handle
and the safety bracket align, allowing for the insertion of the safety pin. The safety pin is then
rotated to its locking position.

Note: If the operation is carried out as designed, in the final reset position, the cam lever will be
horizontal and the green reference marks on the cam lever assembly and the bracket will be
aligned.

Release handle at steering station Cam being rotated into final position
being pushed down with lock piece held in place by force on hook

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Safety pin inserted in handle and bracket Final position: lever horizontal (red knob)
Twisted to lock in place and green reference marks aligned.

GUIDE TO RECOVERY TECHNIQUES

PLANNING FOR RECOVERY

1. The circumstances you find when you arrive at the scene will differ from incident to
incident; but general planning can, and should, be done.

2. In planning how best to bring people aboard your ship, you should consider:

.1 who will be required for the recovery process;

.2 who will manage the ship in the meantime;

.3 what can be done to help people prior to recovery;

.4 the means of recovery available to you;

.5 where on the ship the survivors should be taken after recovery;

.6 how they will be looked after once they are aboard; and

.7 how you will keep your own crew and passengers informed of whatís going on.

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3. Effective recovery of survivors will only occur through planning and preparation:

.1 have a plan;

.2 make sure everyone understands the plan and their own place in it;

.3 be prepared; and

.4 have everyone ready, with all the equipment they need, before commencing the
recovery operation.

4 You may not have much time to think about details when the emergency happens; but if
you have thought about your capabilities beforehand and you have trained to use them
effectively ñ in short, if you are prepared ñ you will not need much time.

5. Remember that plans are of no use unless you know how to put them into effect. This
requires training, and the testing of both plans and training by exercise.

Amendments to SOLAS regulations III / 1 - on load release mechanisms and to LSA Code 4.4.7.6 –
on load release hooks:

Entry into force 01.01.2013, entry into effect 01.07.2014, adopted by resolution MSC 317 (89)

Back ground: in order to minimize accidents associated with ‘on load’ release mechanisms, the
IMO developed amendments to SOLAS regulation III/1.5, the LSA code chapter IV, and
“recommendation on the test procedure for life saving appliances [MSC 81(70)], with a view to
applying the requirements to both new and existing ships on load release and retrieval systems

Existing ships: identify whether installed lifeboat’s on load release mechanisms have been
evaluated and identified as being in compliance with the LSA code Chapter IV, as amended by MSC
320(89). If not, replacement of release mechanisms will be required.

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SOLAS onboard drill requirements:

Chapter III: Life-saving appliances and arrangements

Regulation III/1 - on load release mechanism and to th4 LSA code paragraph 4.4.7.6 – on load
release hooks

Entry into force 1st January, 2013 and entry into effect 1st January, 2014

On board verification will be carried out (one time follow up overhaul examination), for every
operating mechanism on every ship.

Installed life boat’s onload relief mechanisms have been evaluated and identified as being in
compliance with the LSA code chapter IV, as amended by MSC 320(89). If not, replacement of
release mechanisms wil be required.

Solas Regulation II-2/10.10.1 - audible alarm device to notify low air pressure in SCBA cylinders.

Entry into force 1st July, 2014 – adopted by resolution 338 (91) (new ships)

Existing ships to comply by 1st July, 2019

SCBA containers shall be fitted with an audible alarm and a visual or other device which would alert
the user before the volume of the air in the cylinder has been reduce to no less than 200 ltrs. This
is the only amendment made to FSS code

Regulation III / 17-1 - recovery of persons from the water

All ships to have means on board to recover persons from sea who were unconscious or otherwise
unable to help by themselves. All ships should have specific plans and procedures as given
regulation III/17-1 should be adopted. The plans and procedures shall identify the equipment
intended to be used for recovery purposes and measures to be taken to minimize the risk to ship
board personnel involved in recovery operations.

MSC 1/ circular 1447 and MSC resolution 346 (91)

Regulation 19 Emergency training and drills

2.2 On a ship engaged on a voyage where passengers are scheduled to be on board for more than
24 h, musters of the passengers shall take place within 24 h after their embarkation. [Note: MSC 92
adopted amendments SOLAS regulation III/19 to require musters of newly embarked passengers

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prior to or immediately upon departure, instead of “within 24 hours”, as stated in the current
regulations. The amendments are expected to enter into force on 1 January 2015.]

2.3 Whenever new passengers embark, a passenger safety briefing shall be given immediately
before sailing, or immediately after sailing. The briefing shall include the instructions required by
regulations 8.2 and 8.4, and shall be made by means of an announcement, in one or more
languages 2 likely to be understood by the passengers. The announcement shall be made on the
ship’s public address system, or by other equivalent means likely to be heard at least by the
passengers who have not yet heard it during the voyage. The briefing may be included in the
muster required by paragraph 2.2 if the muster is held immediately upon departure. Information
cards or posters or video programmes displayed on ships video displays may be used to
supplement the briefing, but may not be used to replace the announcement.

3 Drills

3.2 Every crew member shall participate in at least one abandon ship drill and one fire drill every
month. The drills of the crew shall take place within 24 h of the ship leaving a port if more than 25%
of the crew have not participated in abandon ship and fire drills on board that particular ship in the
previous month. When a ship enters service for the first time, after modification of a major
character or when a new crew is engaged, these drills shall be held before sailing. The
Administration may accept other arrangements that are at least equivalent for those classes of
ships for which this is impracticable.

3.3 Abandon ship drill

3.3.3 Except as provided in paragraphs

3.3.4 and 3.3.5, each lifeboat shall be launched with its assigned operating crew aboard and
manoeuvred in the water at least once every three months during an abandon ship drill.

3.3.4 Lowering into the water, rather than launching of a lifeboat arranged for free-fall launching, is
acceptable where free-fall launching is impracticable provided the lifeboat is free-fall launched with
its assigned operating crew aboard and manoeuvred in the water at least once every six months.
However, in cases where it is impracticable, the Administration may extend this period to 12
months provided that arrangements are made for simulated launching which will take place at
intervals of not more than six months.

3.3.5 The Administration may allow ships operating on short international voyages not to launch
the lifeboats on one side if their berthing arrangements in port and their trading patterns do not

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permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once
every three months and launched at least annually.

3.3.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also
rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in
the water. In all cases this requirement shall be complied with at least once every three months.

3.3.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the
procedures required for the deployment of such a system up to the point immediately preceding
actual deployment of the system. This aspect of drills should be augmented by regular instruction
using the on-board training aids required by regulation 35.4. Additionally every system party
member shall, as far as practicable, be further trained by participation in a full deployment of a
similar system into water, either on board a ship or ashore, at intervals of not longer than two
years, but in no case longer than three years. This training can be associated with the deployments
required by regulation 20.8.2. [Note: MC 92 adopted amendments to SOLAS regulation III/19, on
emergency training and drills, to mandate enclosed-space entry and rescue drills, which will require
crew members with enclosed- 3 space entry or rescue responsibilities to participate in an enclosed-
space entry and rescue drill at least once every two months. The amendments are expected to
enter into force on 1 January 2015.]

4 On-board training and instructions

4.1 On-board training in the use of the ship’s life-saving appliances, including survival craft
equipment, and in the use of the ship’s fire extinguishing appliances shall be given as soon as
possible but not later than two weeks after a crew member joins the ship. However, if the crew
member is on a regularly scheduled rotating assignment to the ship, such training shall be given not
later than two weeks after the time of first joining the ship. Instructions in the use of the ship’s fire
extinguishing appliances, life-saving appliances, and in survival at sea shall be given at the same
interval as the drills. Individual instruction may cover different parts of the ship’s life-saving and fire
extinguishing appliances, but all the ship’s life-saving and fire-extinguishing appliances shall be
covered within any period of two months.

4.3 On-board training in the use of davit-launched life rafts shall take place at intervals of not more
than four months on every ship fitted with such appliances. Whenever practicable this shall include
the inflation and lowering of a life raft. This life raft may be a special life raft intended for training
purposes only, which is not part of the ship’s life-saving equipment; such a special life raft shall be
conspicuously marked. Regulation 26 Additional requirements for ro–ro passenger ships 3 Fast
rescue boats 3.3 At least two crews of each fast rescue boat shall be trained and drilled regularly

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having regard to the Seafarers Training, Certification and Watch keeping (STCW) Code and
recommendations adopted by the Organization, including all aspects of rescue, handling,
manoeuvring, operating these craft in various conditions, and righting them after capsize.

Regulation 30

Drills 1 This regulation applies to all passenger ships.

2 On passenger ships, an abandon ship drill and fire drill shall take place weekly. The entire crew
need not be involved in every drill, but each crew member must participate in an abandon ship drill
and a fire drill each month as required in regulation 19.3.2. Passengers shall be strongly
encouraged to attend these drills.

Amendments to LSA code concerning reference test devices (RTD) for life jackets

Entry into force 1st, January, 2016 – adopted by resolutions MSC 368 (93) and 378 (93)

The changes made introduce some variation from the results using the RTD’s. Further clarification
is provided on the testing required for infant’s and children’s life jackets, and the need for infants
and children to participate in jump and drop tests

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