Himt - Advanced Fire Fighting (Aff) - 27115452

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ADVANCED
FIRE FIGHTING
Title : Advanced Fire Fighting
Edition : Fifth
Year : November, 2022
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Compiled by:
Mr. S. Janaka & Mr. C.K. Krishnamurthi
Faculty, Hindustan Institute of Maritime Training (HIMT), Chennai-10.
All rights reserved. No part of this book may be reproduced, stored or transmitted in any form or by any
means, electronic or mechanical, including photocopying, recording, or any information storage and retrieval
system without prior written permission.
ADVANCED FIRE FIGHTING
PREFACE
This book “Advanced Fire Fighting” is an effort to bridge the gap

between theory and practical situations in times of emergency when a
mariner is faced with the unfortunate operation of fighting a fire and come
through it successfully.
The difference between success and failure when a mariner
is involved with a fire emergency is nothing but life and death.
The conclusion is that to fight a fire and come out successfully and safely
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with no casualty or injuries or loss of property or damage to environment
requires the mariner to have a thorough knowledge of the equipments
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he has at hand to carry out the task and their correct timely usage to the
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fullest possible extent.
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All efforts are directed to have in place a full range of fire fighting
equipments and their correct usage. Various fixed systems available for
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use have been described in detail. Also the theory involved with various
types of fire has been elaborately dealt with and illustrations have been
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used where appropriate.

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The contents have been carefully chosen not only to meet the
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requirement of STCW 78, as amended, but to serve as a ready reference to

anyone who would like to enhance their knowledge in Theory and Practice
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of Fire fighting techniques.

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I hope students who are studying for their various certificate of

competency exams will also benefit from the elaborate details available in
this compilation. It will be my great pleasure to know that the contents of
this publication resulted in a mariner safely and successfully coming out of
a fire emergency he had to go through.
Comments and Feedbacks are welcome from all Students who will
come across this publication in order to make any changes which will
further enhance the utility value of the contents.
Wishing you safe sailings.
- Sanjeev S Vakil
Founder & CEO
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CONTENTS
CHAPTER................................................................................................................................... PAGE NO.
01. CONTROLLING FIRE-FIGHTING OPERATIONS ABOARD SHIP .............................. 1
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02. ORGANISING AND TRAINING FIRE PARTIES .......................................................... 49
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03. INSPECTION AND SERVICE OF FIRE-DETECTION AND ai
FIRE-EXTINGUISHING SYSTEMS AND EQUIPMENT............................................... 59
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04. INVESTIGATION AND REPORTS ON INCIDENTS INVOLVING FIRE..................... 103

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05. FSS AMENDMENTS .................................................................................................. 113

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CHAPTER 1
CONTROLLING FIRE-FIGHTING OPERATIONS ABOARD SHIP
1.1 FIRE-FIGHTING PROCEDURES AT SEA AND IN PORT, WITH PARTICULAR

EMPHASIS ON ORGANIZATION, TACTICS AND COMMAND:
1.1.1 INTRODUCTION, SAFETY AND PRINCIPLES:

The mandatory requirements for training in advanced fire fighting and the standards of competence
to be achieved are set out in Regulation VI/3 of the Annex to the STCW Convention, as amended
in 2010, and Section A-VI/3 of the STCW Code.
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●● One of the main ideas apart from mandatory requirements, is to give total awareness to all
personnel on Fire Prevention, which will eliminate the need for Fire Detection, Fire Fighting etc.,
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The main aims of Annexe 2 of resolution A. 437 (XI) as: instructing masters, deck officers, engineer
officers and key personnel in organizational methods and the best use of staff for combating fires.
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Main aims of the course is to
Ensure that one knows how to…
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●● to Control fire-fighting operations aboard ships

●● to Organize and train fire parties
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●● to inspect and service fire detection and extinguishing systems and equipment
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●● to investigate and compile reports on incidents involving fire safety rules laid down by the
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Chief Trainer which should be adhered to during the course

●● Candidates during fire fighting, must follow the instructions given by Trainer
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Principle for survival in relation to fire:

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●● Knowledge of theory of fire precautions

- electrical equipment and ventilation equipment arrangement in Ro-Ro ships
●● Regular and realistic trainings and drills
●● Making contingency plans for fire emergency
●● Fire control plans
●● Fire and Maintenance manual
●● Knowledge of emergency escape routes
●● Knowledge of dangers of smoke and toxic fires
Regular inspection and maintenance of:
●● Fire-detection equipment, CCTVs
●● Portable and mobile fire extinguishers
●● Fixed fire-fighting equipment
●● Fire-fighters outfit along with chemical suits
●● SCBA sets and its compressor
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THEORY OF FIRE:
Controlled fire is used in our day to day lives for useful purposes. Only uncontrolled fire is dangerous
which can cause damage to ship’s crew and ship. A combination of three elements (air, fuel and heat)
causes fire to take place. This can be easily understood by looking at the Fire Triangle given below:
FIRE TRIANGLE
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If any one of the element is isolated, then fire cannot take place.
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Fire Tetrahedron:
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To be more appropriate, the formation of fire is also attributed to chain reaction and hence a fire
‘tetrahedron’ is used to represent the ways a fire can be formed. Hence the present fire fighting for
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certain class of fires needs the removal of the fourth phase, known as ‘chain reaction’.
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FIRE FIGHTING:
The principle of fire fighting rests on the removal of one of the sides of the tetrahedron.
Fire can be easily extinguished if minimum one element is isolated (fuel or heat or air or the
chain reaction).
●● Removal of fuel from fire is called Starving
●● Removal of heat from fire is called Cooling
●● Removal of air from fire is called Smothering
●● Breaking the chain reaction is known as inhibition
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PROPERTIES OF FLAMMABLE MATERIAL:
Flammable Liquid means any liquid having a flashpoint below 100ºF (37.8 ºC), except any
mixture having components with flashpoints of 100ºF (37.8 ºC) or higher, the total of which make up
99 percent or more of the total volume of the mixture.
Ignition Temperature
The ignition temperature of a substance (solid, liquid, or gas) is the lowest temperature at which
sustained combustion will occur without the application of a spark or flame. Ignition temperatures
vary among substances. For a given substance, the ignition temperature also varies with bulk, surface
area, and other factors. The ignition temperatures of common combustible materials is between
149 ºC (300 ºF) and 538 ºC (1,000 ºF).
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Flash Point
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The flash point of a liquid fuel is the temperature at which it gives off sufficient vapor to form an
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ignitable mixture near its surface. Sustained combustion takes place at a slightly higher temperature,
referred to as the fire point of the liquid. The flash points and fire points (temperatures) of liquids
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are determined in controlled tests.

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Explosive Range (Flammable Range)

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A flammable gas or the flammable vapor of a liquid must mix with air in the proper proportion to
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make an ignitable mixture. The smallest percentage of a gas (or vapor) that will make an ignitable
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air-vapor mixture is called the lower explosive limit of the gas (or vapor). If there is less gas in the
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mixture, it is too lean to burn. The greatest percentage of a gas (or vapor) in an ignitable air-vapor
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mixture is called its upper explosive limit. If a mixture contains more gas than the UEL, it is too
rich to burn. The range of percentages between the lower and upper explosive limits is called the
explosive range of the gas or vapor.
EXPLOSIVE RANGE
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Flammable limits apply generally to vapors and are defined as the concentration range in which
a flammable substance can produce a fire or explosion when an ignition source (such as a spark or
open flame) is present. The concentration is generally expressed as percent fuel by volume.
●● Above the upper flammable limit (UFL) the mixture of substance and air is too rich in fuel
(deficient in oxygen) to burn. This is sometimes called the upper explosive limit (UEL).
●● Below the lower flammable limit (LFL) the mixture of substance and air lacks sufficient fuel
(substance) to burn. This is sometimes called the lower explosive limit (LEL).
●● Any concentration between these limits can ignite or explode -- use extreme caution! Being
above the upper limit is not particularly safe, either. If a confined space is above the upper
flammable limit and is then ventilated or opened to an air source, the vapor will be diluted and
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the concentration can drop into the flammable limit range.
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It is preferable to understand that fire and flame are different. Flame needs presence of
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vapour, and flame exactly takes place only when the vapour concentration is within flammable limits.
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CLASSIFICATION OF FIRES, APPROPRIATE EXTINGUISHING AGENTS

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Classes of fire
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●● Fire classes vary according to the standard and country.

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●● ISO (International Organization for Standardization) standard recognises 5 classes of fire.

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Under ISO 3941 – 2007

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●● Class A Fires involving solid materials, usually of an organic nature, in which combustion normally
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takes place with the formation of glowing embers.

●● Class B Fires involving liquids or liquefiable solids.
●● Class C Fires involving gases.
●● Class D Fires involving metals.
●● Class F Fires involving cooking media (vegetable or animal oils and fats) in cooking appliances.
NFPA – (National Fire protection Association of America) – recognises 5 classes – but

there are differences when compared to ISO standard
●● Class A: Ordinary combustible materials, such as wood, cloth, paper, rubber and many plastics.
They burn with an ember and leave an ash.
●● Class B: Flammable liquids (burn at room temperature) and combustible liquids (require heat
to ignite). and flammable gases.
●● Class C: Fuels that would be A or B except that they involve energized electrical equipment.
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●● Class D: Combustible metals, such as magnesium, titanium, zirconium, sodium, lithium and
potassium.
●● Class K: Fires in cooking appliances that involve combustible cooking media (vegetable or
animal oils and fats).
FURTHER DISCUSSION WILL BE BASED ON ISO CLASSIFICATION

Class A :
Generally speaking, a class A fire is any fire in which the burning material leaves an ash.
Paper, wood, and cloth are examples of this, and are located throughout your ship. These solid fuels
must be heated to their ignition point before they will burn, and there must be enough oxygen to
support the fire.
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Removal of any one of the three elements of the fire triangle (heat, oxygen, and fuel) will extinguish
a fire. A common method of attacking class A fires is the application of water. The water cools the
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fuel below its ignition point, thereby removing heat from the fire triangle and thus extinguishing
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the fire.
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On larger fires of this type, aqueous film-forming foam (AFFF) will be more effective than seawater.
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In all such fires, other nearby combustibles (including unseen materials on the other side of that
bulkhead) must either be moved or kept cool to prevent further spread of the fire.
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Class B :
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A class B fire presents challenges not encountered in other types of fires. This is because they
can be fueled by any of the flammable liquids stored aboard ship, including fuels, liquid lubricants,
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and solvents. Class B fires may be extinguished with AFFF or a combination of agents. The single
most important step in combating this casualty is to secure the source of the fuel.
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One of the characteristics of a flammable liquid is known as flashpoint, which is the lowest
temperature at which the liquid will give off sufficient vapor to form what is known as an ignitable
mixture. When mixed with air at this minimum temperature, this vapor will ignite if an ignition source
is present.
Fuels and other liquids stored aboard ship are often pressurized (to pump them to other areas
of the ship), or may be stored under pressure to minimize the release of vapors. Leaks in these
pressurized fuel systems will tend to spray outward, and they often atomize, increasing the possibility
of coming into contact with an ignition source. As an example, the ignition source could be a heated
surface in an engine compartment or an electrical spark from a faulty electrical system or component.
When flammable liquids spill or leak from a pressurized source, they will cover a large area, release
a great amount of vapor, and produce a great amount of heat when ignited. One of the specifications
of flammable liquids is that they have a minimum flashpoint. Anytime a ship is refueled, the fuel it
receives is tested for both quality and for flashpoint.
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Class C:
Flammable gases such as hydrogen, coal gas, Liquefied Petroleum Gas (LPG) and Liquefied
Natural Gas (LNG). The most important fire fighting technique with these fires will be isolation of
fuel. Extinguishing the fire without controlling leakage will often make the situation more dangerous.
The best medium for extinguishing is DCP.
Class D:
Combustible metals and their alloys such as aluminium, sodium, and titanium. These fires are
best extinguished using DCP and similar inhibiting agents.
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Class F :
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Fires involving cooking media (vegetable or animal oils and fats) in cooking appliances. This are
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best fought by smothering. Wet chemical poweder fire extinguishers are commonly used to fight
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these fires.
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ELECTRICAL FIRES
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According to ISO there is no separate classification for electrical fires as electricity is not a fuel,
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but a source of ignition.

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ELECTRICAL CAUSES OF FIRE

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I. Fires due to use of electricity as a form of heat

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II. Fires caused due to overloading of wires and equipment
III. Fault in wiring
IV. Things stored below transmission line due to earth fault currents
Fires due to use of electricity as a form of heat
This group includes such fires as those due to pans of fat boiling over or material being dropped
over electric heaters. Leaving electric irons ‘on’ and then going to do some petty job and totally
forgetting about the iron has caused many fires.
Fires caused due to overloading of wires and equipment
Overloading leads to overheating which ultimately leads to fire. Fuses and miniature circuit
breakers (MCB’s) are meant to prevent overloading.
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Short Circuits
●● A short circuit is a fault which occurs when the current in a system deviates its normal path
and start flowing through an alternate low ressitance path.
●● Since the alternate path offers very low resistance, the current increases very much above the
normal value.
●● Short circuit level (SCL) is the maximum possible current that flows through a circuit
during a short circuit fault.
Methods adopted to prevent ill effects of short circuit fault
●● Protective relay installed in the system immediately trips and isolates the equipment during
a short circuit fault within a short time. This prevents the effects of high current flow through
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the circuit.
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●● The generators, cables, equipment, switch gears, etc. associated with the system are designed
to withstand the heavy current during short circuit fault for this short duration of time.
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PYROLYSIS :
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For a solid fuel to burn, it must be changed into a vapour state. This chemical action is known as
pyrolysis and is defined as a chemical decomposition due to the application of heat. This decomposition
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creates a fuel vapor, which, mixed with oxygen, produces a fire.

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Pyrophoric fires:
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The word “pyrophoric” is derived from the Greek for “fire-bearing”. According to Webster’s
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dictionary, “pyrophoric material” means “any material igniting spontaneously or burning spontaneously
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in air when rubbed, scratched, or struck, e.g. finely divided metals”.

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When the iron sulfide crystal is subsequently exposed to air, it is oxidized back to iron oxide and
either free sulfur or sulfur dioxide gas is formed. This reaction between iron sulfide and oxygen is
accompanied by the generation of a considerable amount of heat. In fact, so much heat is released
that individual particles of iron sulfide become incandescent.
BACK DRAUGHT:
A backdraft is caused by the sudden introduction of air into a fire that has depleted most of the
available oxygen in a room or building.
Backdraught is an often explosive consequence of admitting air into a compartment containing

a fire deficient in oxygen. It is an event of short duration burning of un-burnt gaseous flammables
which have accumulated in a compartment. If a fire breaks out in a confined space such as an
accommodation cabin, the oxygen gets used up quickly and the fire will smolder, and generate
flammable vapour. If the cabin door is opened, fresh air gets admitted and the fire will flareup.
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Flash over :
A transition phase in the development of a compartment fire in which surfaces exposed to thermal
radiation reach ignition temperature more or less simultaneously and fire spreads rapidly throughout
the space, resulting in full cabin involvement or total involvement of the compartment or enclosed
space.
BOIL OVER:
A Boilover type of fire refers to a extremely hazardous situation where a semi-enclosed oil or
petrochemical fuelled fire is being attempted to be extinguished with water. This situation is caused
by the relative density difference of oil/petrochemicals and water.
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As water is being pumped onto the surface of the fuel (where the flames are evident) it will quickly
sink below the fuel, to collect at the bottom of the container, doing little to extinguish the flames.
As the temperature of the fire slowly builds, descends down through the fuel, it will eventually reach
the water that has collected at the bottom of the container. The descending heatwave will have a
temperature sufficient to cause the water to vaporize into steam, expanding to more than 1700 times
its volume as compared to in its liquid state. The rapidly expanding steam expels the fuel upward
to boilover and out of the container discharging the, still ignited, fuel onto a large and uncontrolled
area outside of the container. Never pour water or direct a jet of water on an oil fire. A fine spray
or mist of water on the surface of the oil fire can however be effective.
BLEVE:
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BLEVE, is an acronym for “boiling liquid expanding vapour Explosion”.

This is a type of explosion that can occur when a vessel containing a pressurized liquid is ruptured.
Such explosions can be extremely hazardous. When the liquid is water, the explosion is usually called
a steam explosion.
A BLEVE can occur in a vessel that stores a substance that is usually a gas at atmospheric pressure
but is a liquid when pressurized (for example, liquefied petroleum gas). The substance will be
stored partly in liquid form, with a gaseous vapour above the liquid filling the remainder of the
container.
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EXPLOSION:
The ferocity of an explosion depends on the speed of the flame front. If the flame speed remains
lower than 340 m/s the explosion is called a deflagration. If this speed exceeds 340 m/s - and they
can reach up to 1800 to 2000 m/s - one calls it a detonation. In lay man’s terms, the differences are
defined in being faster or slower than the speed of sound, respectively supersonic and subsonic.
After the ignition the flame front passes upstream through the flammable mixture, propagated by the
volume expansion of the exothermic combustion reaction. This volume expansion causes a pressure
surge, which compresses the flammable mixture ahead of the flame front. Due to the high temperature
of the flame front, the radiation and compression cause the auto-ignition of the flammable mixture.
In the case of a detonation the pressure wave and the flame front coincide causing supersonic
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speeds to be reached. A real detonation in gas-clouds is rare, except for explosive substances
such as hydrogen or ethylene oxide. Hindering objects can however accelerate a deflagration to a
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1.1.2 AREAS OF FIRE HAZARD
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1. Causes for machinery space fires
A vesssel’s machinery space is considered a high risk area for fire. The combination of combustible
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materials and sources of ignition are the main cause of machinery space fires. The combustible
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material involved is in the majority of cases oil, i.e. fuel oil, lubricating oil, thermal oil or hydraulic
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oil. Plastic materials in electrical installations may also be combustible material causing outbreak
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of fires.
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There is a large variety of potential ignition sources and the most common are hot surfaces,
e.g. exhaust pipes and steam pipes, over-heating of machinery or ignition from electrical installations
due to short circuiting or sparks caused by operation of switchgear. Other frequent ignition sources
are those associated with human activities, e.g. smoking, welding and grinding
The insulation on cable conductors and motor windings can deteriorate over time. A breakdown
in cable insulation can lead to stray electrical currents and ultimate short-circuit arcing in a cable.
This can be a highly energetic event that can readily melt plastics and may completely evaporate
metal contacts and cable conductors resulting in the explosive ejection of molten metal providing
a source of ignition.
A breakdown in the insulation of motor windings can be a source of localised heating and fire.
It is essential, therefore, that a programme of routine insulation resistance testing of cables and
other equipment is maintained, and be aware that cable insulation can deteriorate from exposure
to UV light.
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The confluence of electrical cables in distribution boards necessitates a large number of terminal
connections to both cable conductors and overload protection devices such as circuit breakers.
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Inspections of terminal connections and, ideally temperature measurements of the same made
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by using an Infra-red temperature gun, should form part of shipboard inspection and maintenance
programmes. Where multi-stranded electrical conductors are connected to a terminal care should be
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taken to ensure that there are no stray strands that could inadvertently make contact with another
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part of the installation. It should be established that all switchgear is clean and circuit breakers are
in good condition. Fire stopping around cable glands should be in good condition to minimise the
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risk of a fire spreading from the distribution board to surrounding areas.

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PRODUCTS OF COMBUSTION
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During a fire heat and smoke are produced. Smoke is one of the most important characteristics of
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a fire. Smoke mainly consists of small un-burnt carbon particles. Because of the heat these particles
will rise upwards. The production of smoke depends on the combustible reaction. The better this
combustible process, the lesser the amount of smoke. Often smoke kills more people than the heat
of the fire.
Methods of containment, for the causes mentioned above
Watertigth doors and fire doors divide the spaces and prevent the spread of fire. Dampers
are provided in ventilation ducts and air inlet and exit to cut off the supply of fresh air into the
space. Water sprays and fixed mist or fog systems are also installed, as appropriate to contain and
extinguish the fire.
Detection methods are as follows:
Smoke detectors, high-temperature probes, rate-of-rise of temperature probes, Thermal imaging

cameras, patrols, CCTVs.
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Fire appliances are as follows:
Fixed systems, e.g. water, foam and carbon dioxide or equivalent aerosol fire-extinguishing system,
water spray and water mist or equivalent water based fire extinguishing systems.
Portable, e.g. water, foam, carbon dioxide and DCP (dry) mobile, e.g. foam, carbon dioxide and
powder foam applicator.
2. Causes for Accommodation Fires
The attacking of a cabin fire must be done with care, especially when the room shows signs of
high temperatures. Do not underestimate the risk of flashover and back draft. Always check the
door before deciding to open to attack the fire.
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CABIN AREAS
The water spray will give the team some protection in the event of an explosion (see flashover
and back draft), however due to the heavy inflexible hose line it is very important that it is in position
covering the door before opening.
The water spray must first be directed to the ceiling to cool the fire gases, shutting the door after
each application, the forming of steam in a closed space will help to inert the atmosphere.
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Heat Transport
Heat transport takes place by:
●● Radiation
●● Conduction
●● Convection
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Radiation is heat transport by energy waves. The radiation heat of a fire can be felt from a
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distance. 80% of the heat transport is by radiation. Conduction is heat transport via the material.
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In conducting materials like metals, heat is transported relatively quickly convention is heat transport
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due to the movement of air or fluid due to the movement of air or fluid due to difference in densities.
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The central heating in a house is based on this principle.

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Once the temperature has decreased then a more direct attack is possible. A beam of water will
provide a great striking force, but can also cause more water damage and destroy evidence required
for establishing the cause. Water spray will minimize water damage and keep the fire scene intact.
Class A type fires are notorious for re-igniting, unless the seat of fire is carefully turned over to
uncover smouldering hot spots. (bulls eyes)
COMBUSTIBLE MATERIALS
Matches and cigarette smoking, including careless disposal of burning cigarettes or ash.
Textiles adjacent to hot objects such as radiators (Fixed and portable heaters) and lamps.
Defective and overloaded electrical systems : Sockets should not be over loaded beyond
rated capacity. In a laundry, incorrect installation of a tumble drier or failure to keep it clean. Lithium
batteries (laptops, mobile phones etc.)
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Methods of containment
Fire doors and dampers : Doors can be operated from bridge and dampers can be operated
from Local or remote location also.
Sprinkler system : It is a automatic system with various temperature operated bulb arranged
in different locations as per temperature zones
Fire-retardant materials in construction : All materials are chosen as per Fire Safety system
code and tested as per Fire test procedures code
Fire-retardant deck coverings and Fire-retardant furnishings : All selected as per

Fire System code only
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Methods of detection: Detectors, Temperature probes, CCTVs, Patrols
Following fire appliances can be used: Fixed system, e.g. water hydrants and hoses fixed
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pressure water-spraying and water based fire extinguishing systems for cabin balconies on passenger
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ships portable, extinguishers e.g. water, powder, CO2 and DCP (dry)
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3 . Causes of Fires in the galley:

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Overheating of combustible liquids and fats overheating of deep-fat fryers, hot surfaces,
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defective electrical connections, greasy flues.

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Methods of containment: Fire doors, ventilation and flue dampers, fire blankets, including:
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patrols
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Fire appliances are fixed system, e.g. water hydrants and hoses portable, e.g. water (not for
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fat or oil fires), carbon dioxide and DCP

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4. Causes for Fires in the radio room or battery room and for electrical fires as follows:
Overloading and short circuits, defective insulation, fractured and loose connections, in battery
room, build-up of hydrogen (due to lack of ventilation) and its ignition, e.g. from smoking
Methods of containment : Fire doors methods of detection, observation Fire appliances,

including portable, e.g. carbon dioxide and powder
5. Causes for Fires in Holds, tanks, vehicle decks and in containers:
Cargoes liable to self-heating and spontaneous combustion (coal, copra), bulk cargoes liable to
emit flammable gas (coal, direct reduced Iron) Loss of integrity of packages containing explosive,
flammable or reactive substances, Collection of oily materials as a result of insufficient cleaning and
of leakage from tanks, Electrical equipment and wiring in ventilation ducts not of certified safe type
for use in explosive methane and air mixtures or explosive hydrogen and air mixtures in spaces
intended for carriage of motor vehicles.
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Methods of containment: Hatch covers, tween-decks and hull structure, use of dampers, inert
gas systems, devices (flame-arrester flame-screen, high velocity vent, pressure/vacuum valve, etc.)
to prevent the passage of flame into cargo tanks in tankers.
Remote control of extinguishing media

Methods of detection: Smoke detectors, fixed hydrocarbon gas detection systems on tankers
Portable compressed hydrogen / compressed natural gas detectors (ro-ro vehicle spaces)
Temperature probes, CCTVs
Fire appliances: Fixed systems, e.g. water spray / equivalent water based system, high expansion
foam, carbon dioxide and equivalent gas systems, portable, e.g. water, foam, DCP (dry) and carbon
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dioxide mobile, e.g. foam making equipment, mobile water monitors, water mist lance.
6. Fire precautions and hazards associated with the storage and handling of materials
(parts etc.) lists, for flammable ship’s stores:
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Potentially hazardous materials, which include: chemicals, paints and varnishes approved by an
Administration, lubricating oils, cleaning fluids, paint thinners, paraffin, fuel for motor lifeboats and
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emergency engines.
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Increase awareness of the potential fire and explosion hazards associated with the storage of
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flammable liquids;
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●● Give guidance on appropriate standards for plant and equipment;

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●● Advise on the need for appropriate fire precautions, maintenance, training and good housekeeping
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where flammable liquids are stored.

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Oxygen and acetylene cylinders, approved storage areas for such materials : Generally stored
in separate compartments, outside the engine room and accommodation Block - preferably kept in
Poop deck areas.
Locations where containers that contain (or have contained) flammable liquids are stored should
be suitable to prevent the dangerous accumulation of flammable vapours that might occur as a
result of leakage from the container. The ideal location is an unenclosed and uncongested site in the
open air at ground level that enables any vapours to rapidly disperse to safe levels. Where outdoor
storage of containers is not reasonably practicable, they may be kept indoors, provided there is
adequate ventilation to prevent the dangerous accumulation of flammable vapours that may arise as
a result of foreseeable leaks from the containers. Further guidance on this is given in the examples
of storage facilities detailed below.
Paint store / chemical locker, deck lockers, prohibited storage area for paints, oils, cleaning fluids,
e.g.: accommodation, machinery spaces.
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The storage facility should be designed, constructed and operated to minimise the risk of damage
to the containers, their deterioration, and adverse break-down of the flammable liquid/flammable
liquid product.
Approved methods of handling between shore and ship in order to avoid: spillage, ignition from
any cause, delay in transporting the materials from shore to storage.
Locations where flammable liquids are stored should have adequate means to prevent the
uncontrolled spread of any spillages or leaks beyond the confines of the storage area. Typically,
this is achieved by ensuring the base or floor of the storage area is impervious and enclosing this
with an impervious sill, low bund wall or drainage channel to contain a volume that is at least
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110% of the capacity of the largest container, where these are of metal construction. Plastic
containers are especially vulnerable in the event of a fire, with the potential for the entire inventory
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to fail within a period of perhaps only 10 minutes. Your spillage control arrangements should take
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this possibility into account.
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1.1.3 FIRE PRECAUTIONS
Structural fire-protection provisions division of the ship into main vertical zones by thermal and
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structural boundaries.
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STRUCTURAL PROVISIONS:
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Ships have zones divided as:

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Class A
An ‘A’ Class division is a bulkhead or part of a deck constructed of steel or other ‘equivalent
material’ and capable of preventing the passage of smoke and flame for a period not less than
60 minutes as defined in the regulations. Subject to any additional requirements for watertight
or load-bearing structure, the minimum scantlings required for steel and aluminium alloy
‘A’ Class divisions should be as per regulations
Insulations to be approved
Steel ‘A’ Class divisions A–60, A–30 or A–15 standard or aluminium alloy ‘A’ Class divisions A–60,
A–30 or A–15 standard are required to be insulated with non-combustible materials which have been
formally approved for that particular standard. The method of applying each such insulation to an
‘A’ Class division should be strictly in accordance with the conditions stated in the certificate of
approval.
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Class B
Every ‘B’ Class division, other than those constructed of steel or aluminium alloy must be
constructed of materials (or panels) which have been approved and they should be erected in
accordance with the conditions stated on the approval certificates.
Steel ‘B’ Class divisions of B-15 standard should be insulated to the same standard as steel
‘A’ Class divisions of A–15 standards and aluminium alloy ‘B’ Class divisions of B-15 and
B–0 should be insulated respectively to the same standards as aluminium alloy ‘A’ Class divisions
of A–15 and A–0 standards unless an approval certificate has been issued for the appropriate
‘B’ Class standard.
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Facings on ‘B’ Class division
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Class C
‘C’ Class divisions they should always be constructed of approved non-combustible materials
except that combustible materials may be used to the extent referred in regulations. Profiles used
in the construction of ‘C’ Class divisions should be of steel or aluminium alloy. Shipbuilders and
shipowners should be advised that the use of glass in ‘C’ Class bulkheads or partitions should be
kept to a minimum because of the hazards which could be created if such bulkheads or partitions
were to collapse or shatter during a fire or other emergency situation.
A ‘C’ Class bulkhead or lining should not penetrate an ‘A’ Class overdeck insulation incorporated
in an approved deck covering. The bottom profile of the bulkhead or lining should be attached to
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the expanded metal or equivalent fitted over the insulation by means of welding or steel fastenings
whichever is applicable
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STANDARD FIRE TEST:
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A standard fire test is one which specimens the relevant bulkheads and decks measuring not
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less than 4.65 m2, or atleast having one side length of not less than 2.44 m is exposed to test furnace,
to temperatures corresponding approximately to the standard time temperature curve.
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Time temperature curve specifications:
●● At the end of the first 05 minutes 556 OC
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The FTP Code provides international requirements for laboratory testing, type approval and
fire test procedures for the:
●● non-combustibility test;
●● smoke and toxicity test;
●● test for ‘’A’’, ‘’B’’ and ‘’F’’ class divisions;
●● test for fire door control systems;
●● test for surface flammability;
●● test for primary deck coverings;
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●● test for vertically supported textiles and films;
●● test for upholstered furniture; and
●● test for bedding components

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Inert gas protection on tankers :

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The purpose of inert gas in a crude oil / product tanker is three folds.
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1. prevention of fire by creating an inert atmosphere.

2. prevention of corrosion of the tank body, due to less oxygen.
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3. to maintain a positive pressure in the tank all the time.

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Hydrocarbon gas normally encountered in petroleum tankers cannot burn in an atmosphere

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containing less than approximately 11% oxygen by volume. One way to provide protection against
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fire or explosion in the vapour space of cargo tanks is to keep the oxygen level below that figure.
This is achieved by using a fixed piping arrangement to blow inert gas into each cargo tank in
order to reduce the air content, and hence the oxygen content, and render the tank atmosphere
non-flammable. The equipment used is usually a very large inert gas generator or using the flue
gases from the main engine which are cooled prior to entry into the tanks by passing through a water
scrubber. The acceptable standard of O2 content achieved must be below 8%. Inert gas displaces
air from a cargo tank and creates an inert atmosphere inside.
Fixed hydrocarbon gas detection systems
Fixed hydro carbon detection systems fitted in pump room and Accommodation blower suction
pipes. A liquefied gas carrier has an extensive fixed gas detection system covering the major portions
of the vessel.
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Flame screens and other devices for preventing the passage of flame
Flame screen. A portable or fixed device incorporating one or more corrosion resistant wire woven
fabrics of very small mesh which is used for preventing sparks from entering a tank or vent opening
or, for a short time, preventing the passage of flames.
FLAME ARRESTER
A Flame Arrester also spelled arrestor is a device which allows gas to pass through it but
stops a flame in order to prevent a larger fire or explosion. There is an enormous variety of
situations in which flame arresters are applied. Anyone involved in selecting flame arresters needs
to understand how these products work and their performance limitations. For that purpose,
this article provides an introduction to the technology and terminology of flame arresters and the
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types of products available.
The use of steel

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Fire protecting structural steelwork. Passive fire protection materials insulate steel structures
from the effects of the high temperatures that may be generated in fire.
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Provisions with respect to the main diameter, pressure

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A fire-fighter connects a fire hose to the fire hydrant and releases a valve to get water from the
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water main. Most fire hydrants are designed to allow not less than 250 gallons (950 litres) of water
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to flow through the hydrant per minute.

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Specific requirements for fire mains, water service pipes and hydrants are contained in the
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regulations under the various classes of ships. Spacing of hydrants will be governed by the lengths
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of hoses provided. Hydrants in machinery spaces (SOLAS II-2 Reg.10.2.1.5.1) At least one hydrant
with hose, nozzle and coupling wrench should be provided in machinery spaces of category A.
Good housekeeping
●● Maintenance. The maintenance of ship machineries and equipment may be the most important
element of good housekeeping. ...
●● Dust and Dirt Removal. ...
●● Employee Facilities. ...
●● Surfaces. ...
●● Maintain Light Fixtures. ...
●● Aisles and Stairways. ...
●● Spill Control. ...
Tools and Equipment.
21
2. Fire-fighting equipment and systems for a passenger ship
Distribution and quantity of:
Fire-extinguishing gas, CO2 Last resort of fire fighting method using CO2 flooding system in the
engine room
Hydrants and fire hoses – Main fire lines are connected to all over the ship with isolation valves
and hydrant valve system.
Portable fire extinguishers – Different type of extinguishers are arranged in various locations of
ship covering all decks in accommodation and Engine room also.
Sprinklers – Automatic Sprinkler system or Hi–Fog Systems is water type fire extinguishing system
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in passengerships. One droplet is split up in to 8000 parts in Hi Fog system.
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One liter of water produces 1760 liters of steam and it smothers the fire to extinguish.
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2. Radiant heat blocking – water mist absorbing the heat very quickly and avoiding the heat to
radiate to the ceiling.
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3. Water evaporation rate is 400 times faster than the sprinkler system.
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Fire-fighter’s outfits arrangements for the supply of power and water, including emergency supplies
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Spaces subject to automatic fire detection – Various type of Fire detectors are arranged in many
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locations
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Provision of emergency controls

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3. Lists of operations required :
Maintaining cleanliness on board
Ensuring observance of smoking only in approved spaces. Onboard vessels designated smoking
areas usually include the officers’ and the crew smoking rooms, control areas such as bridge,
engine control room and cargo control room etc as per the policy of the company. However when
a vessel is in Oil, Chemicals and gas tanker terminals, the terminal will decide the allowed smoking
areas on the vessel.
Keeping doors closed is accommodation areas and other areas is one of the common fire safety
precautions. During port stay only one door of the accommodation will be in use That too cannot
be kept open.All other doors will be kept closed.
updating of the Fire Control Plan using IMO symbols.
22
Maintenance of fire appliances, isolating valves, including fire dampers as per the Fire and
maintenance manual.
Records to be maintained for all kinds of maintenance of fire fighting equipments.
Observance of approved fire-fighting methods.
Observance of regular fire drills and instructions : Fire Drills and instructions to the ship crew will
avoid Panic and shock during Fire emergencies.
Sub-zero temperatures care, maintenance and use of fire-fighting equipment.
Draining of fire main line and steam heating arrangements for the sea chest is required.
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4. Composes the organization and tasks of fire parties
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The composition of fire parties are largely decided by the company policy and practice. Most
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teams have specific leaders and members based on rank. Still it is appropriate that the vessel’s
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senior officers look at the composition with the view to making the best use of available personnel
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onboard. It is also necessary to be flexible in execution during an actual emergency. If a fire breaks
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out when the vessel is in port, all the regular members of a team may not be available. This flexibility
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has to be practiced during drills too, if it is to be effective.

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Personnel are to be trained to use different equipment. Members of a team should be capable of
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carrying out all the tasks of a team.Drill has to be conducted covering all locations in a ship.
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During a port stay, it is necessary to establish who is on board and available. A gangway register
will keep track of the crew who have gone ashore, as well as visitors.
Training is required in agreed method for establishing which members of fire parties are in
fire zone, during the drill.
The choosing of assembly points for fire parties:
The assembly point or mustering point is different from the site of fire. The site of a fire will not
be safe place for all to muster. Most vessels have an “emergency head quarters” as the mustering
point. Muster station has to be marked in a particular location in a correct language.
Safety, access to controls, closeness to site of fire are some of the considerations in choosing
suitable muster station / assembly station and alternate muster / assembly station. Communications
between assembly points and bridge or the command centre should be easy and quick.
23
Initial and subsequent actions of fire parties on hearing alarm:
Consider dangers of entering a space which is on fire. Fire extinguishing crew must know the
location of fire will be of toxic gases and oxygen deficient also. There may be restriction on the
use of certain fire-fighting media. Reactivity hazards has to be sorted out with MSDS sheet checks.
It is imperative to resolve conflict between the need for prompt action and the preventing of wrong
action. It is easier said than done. However the ability to remain calm and act fast is an essential
attribute of a successful fire fighter and an organisation.
Has a full knowledge of the muster list.
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5. Procedures when a ship is in a dockyard / repair berth for repairs
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A drydock or repair yard is a location where the risk of fire will be high if proper precautions
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are not taken. Many repair activities will be going on and quite a few may involve gas cutting and
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welding. Shore personnel, unfamiliar with the vessel will be working onboard. As the jobs have
to completed according to strict time schedules, work pressure is high. In addition fire fighting
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arrangments may be limited in availability due to maintenance. In a drydock, water for fighting fire
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has to come from shore.

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Hot work in tanks will be carried out only after thorough gas freeing done. Yard will require their
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own safety department to verify the safe condition of the tanks. All paint and thinner drums covers
must be closed correctly and store in a rack and securing bars must be put back after use.
Transfer of liquids internally are to be carefully planned. Aaprt from stability reasons, if the fluid
is flammable there are risks involved in overflow and resultant fires. Check list must be filled internal
transfers also and signed by competent authority.
Safety meeting with shore safety officer. Tool box meeting can be conducted daily in accordance
with job planning as per COSWP manual.
Safety procedures for dockyard personnel have to be strictly ensured. Responsibility for fire
fighting, control of testing, supervision (fire rounds). International shore coupling, fire main line
pressures, Standby hoses connections must be ensured by patrolling crew.
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1.1.4 TACTICS AND PROCEDURE OF FIRE CONTROL WHILE SHIP IS AT SEA
Ship AT SEA:
When the fire alarm is given, the fire procedures and the emergency stations procedure are put
into effect. Low Location Lighting (LLL) System on passenger ships placed at points of the escape
route to readily identify all routes of escape for the passengers when the normal emergency lighting
is less effective due to smoke OR Evacuation Guidance systems used as an alternative to low-location
lighting (LLL) systems.
The crew assembles at the designated fire stations as given on the muster and head count taken
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to account for all crew members.Trapped crew members use the EEBD for escape.
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The fire parties assemble, on orders from the bridge, and carry out their tasks aimed at containing
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the fire or evacuating trapped crew members. The ship’s course and speed are altered as necessary
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to assist in containing the fire. Other vessels in the vicinity will be warned.
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As per the vessel’s emergency and contingency plan, according to the location and type of fire,
with the correct procedure for fighting the fire will be executed.
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For engine-room fires, the ship is stopped and early preparations may be made to launch survival
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craft. In case of large engine room fires early use of the fixed fire fighting system may be the most
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successful method.
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When the fire is extinguished, a fire-watch is kept, the requirement for emergency stations is
cancelled and an investigation into the fire to be carried out.
1.1.5 TACTICS AND PROCEDURE OF FIRE CONTROL WHILE SHIP IS IN PORT
Ship in port
AT PORT:
●● Use the agreed emergency procedure and number to inform the port authorities.
●● Stop all cargo activities.
●● Check who is onboard.
●● Make preparation to leave the port under own power or under tow.
●● Evacuate Non Essential personnel.
●● Confirm with Harbor Master that the Shipmaster will remain in overall charge.
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●● Confirm with Harbour master that the fire brigade will take charge of the firefighting operations,
assisted by the ships crew as required.
●● Confirm with harbour master that he will keep the master informed of any hazards to the dock
installation and any actions required.
●● Meanwhile the Master and crew must contain the fire as per contingency plan till the shore fire
fighters arrive.
●● With present satellite communication, get expert advice from Owners, Classification society or
coast guards.
●● Classification society can assist in stability information and flooding/pumping sequence through
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their software.
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1.2 Use of water for fire-extinguishing, the effect on ship stability, precautions and
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corrective procedures:
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●● Stability is defined as the measure of a vessel’s ability to return to an upright position when
heeled by an external force.
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●● This is usually measured by the metacentric height.(GM).

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●● A rise in the Centre of Gravity (G) will result in a reduction of GM.

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●● Free Surface Effect (FSE) will reduce GM still further.

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●● GM may reduce to zero or even to negative - a capsizing condition.

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●● Water in large amounts, particularly in cargo hold, causes stability problem as free surface
effect of water will come into effect thereby reducing the GM of the ship. Draining of particular
cargo hold which is flooded to extinguish fire is absolutely important to avoid the free surface
effect of water. Addition of water in cargo hold carrying cargoes such as grain and paper,
pumping is risky as cargo swells which could cause rupture of shell plates and bulk head plates.
Addition of water for fighting fire in such cases is to be judicially monitored during the entire
firefighting operation.
Dewatering :
●● The best defence is to plan for eventualities.
●● When pre-fire planning estimate the amount of water to be used for a given scenario and its
potential effect on the vessel’s stability.
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●● Then plan how to dewater, preferably during fire fighting operations.
●● This may be done by using existing drains and scuppers, using fixed and portable pumps or
ejectors or by facilitating the flow either overside or to the lowest possible point in the ship.
When fire fighting in port, booms are usually rigged to minimize the environmental effect of
runoff water
●● Upper sea intakes are used more in port to prevent silt and debris entering so care must be
taken with runoff, especially if fuel or lubricating oils escape as they may be sucked into
machinery and could precipitate an even more disastrous situation
Estimating quantities:
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●● When planning emergency response to fire and damage control, stability must be considered.
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●● The effect due to FSE of a given compartment may be estimated by calculating the moment.
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●● FSE = ∑ i ρ / displacement , where i is the second moment of water plane area and ρ is the
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density of the slack liquid.

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●● The formula for the moment i = LB3 ÷ 12

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●● Be aware of the effects of flooding a hold. It has been done successfully, but may be a hazardous
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operation. Permeability, FSE, shear forces and bending stresses must be considered. All these
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may be estimated in advance.

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Listing:
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●● The intent is to avoid a situation where the Critical Angle of List is reached.
●● This is normally quite large but if GM is reduced due to FSE caused by fire fighting then the
vessel may easily be heeled over and capsize.
●● It must also be remembered that listing increases the draught
●● Furthermore, the vessel may lie aground either directly due to the list or as the tide falls.
●● This may cause a capsizing moment as she “takes the ground”.
The following table may give a suggestion to that effect.
The approximate discharges in m3/hour (which for practical purposes may be considered equivalent
to tonnes/hour) through well designed plain nozzles of 12mm, 16mm and 19mm for pressure drops
of 2.1, 2.5, 2.7 and 3.1 bars are given in the following table.
Quantity Discharge for Various Nozzle Diameters m3/hour.
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kPa 12 mm 16 mm 19 mm
210 9 14 20.5
250 10 15 22.5
270 10.5 16 23.5
310 11 17 25
1.3 COMMUNICATION AND COORDINATION DURING FIRE-FIGHTING

OPERATIONS:
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Communication and coordination during fire-fighting operations is two-fold, i.e internal
communication and co-ordination in the ship and external with the management representative of
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owner, classification society and coastal states for external assistance.
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Master is in charge of the entire fire-fighting operation. The bridge team keeps track of all the
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operations and ensures effective communication, internal and external.

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The internal communication with control station, site of fire are critical in successful fire fighting.
Master should adhere to the contingency plan.
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Walkie-talkie and ship’s internal telephone systems are vital in developing internal communication
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in addition to direct communication by messengers.

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External communication links should be documented in contingency plan, including links to

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shipowner, classification society and port or nearby coastal states.

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Communication equipment used for fire fighting is of two types: internal and external
communications.
Internal communications:
●● communication by voice, messenger and loud hailer
●● two-way communications with radio hand sets
●● portable radios including rescue boats and lifeboat radio equipment
●● public address systems
●● intercoms and fixed telephone systems
External communication equipment
●● DSC on VHF, MF and HF
●● lnmarsat A/C
●● all other terrestrial and GMDSS systems
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1.4 VENTILATION CONTROL, INCLUDING SMOKE EXTRACTION CONTROL OF
FUEL AND ELECTRICAL SYSTEMS:
Ventilation system is the weakest spot in zonal system of passenger and crew accommodation
and should be controlled so that fires do not propagate from one zone/compartment to the adjacent
one through ventilation ducts. Respective ventilator flaps and draught stops should be closed to
avoid spread of fire to adjacent compartments.
●● Accommodation A.C. blower suction flaps should be closed during accommodation fire.
●● Cargo hold ventilation flaps should be closed in the hold affected by fire.
●● Engine-room ventilation flaps should be closed in case of engine-room fire.
Smoke extractor and smoke sampling devices are used for large ro-ro and passenger ships
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carrying more than 36 passengers. Smoke extractor systems should be used only at the discretion
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of the Master to evacuate passengers and facilitate fire fighting thereafter. Capacity of the smoke
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extractor should be one change of air in 10 minutes.
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The smoke detector sections in vehicle, special category and ro-ro spaces may be provided with
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an arrangement, (e.g. a timer) for disconnecting detector sections during loading and unloading of
vehicles to avoid “false” alarms. The time of disconnection should be adapted to the time of loading/
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unloading. The central unit should indicate whether the detector sections are disconnected or not.
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However, manual call points should not be capable of being disconnected by the arrangements
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referred to above.
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The fire dampers should be easily accessible as well as prominently and permanently marked.
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Where they are placed behind ceilings or linings, these latter should be provided with an inspection
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door on which a plate reporting the identification number of the fire damper. Such plate and
identification number should be placed also on any remote control required. The indicator may be
located behind panel. The indication should be true indication.
Control of air supply and flammable liquid to the space
Closing appliances and stopping devices of ventilation
The main inlets and outlets of all ventilation systems shall be capable of being closed from outside
the spaces being ventilated. The means of closing shall be easily accessible as well as prominently
and permanently marked and shall indicate whether the shut-off is open or closed.
Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and
machinery spaces shall be capable of being stopped from an easily accessible position outside
the space being served. This position shall not be readily cut off in the event of a fire in the spaces
served.
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In passenger ships carrying more than 36 passengers, power ventilation, except machinery space
and cargo space ventilation and any alternative system which may be required under regulation 8.2,
shall be fitted with controls so grouped that all fans may be stopped from either of two separate
positions which shall be situated as far apart as practicable. Fans serving power ventilation systems
to cargo spaces shall be capable of being stopped from a safe position outside such spaces.
Means of control in machinery spaces
Means of control shall be provided for opening and closure of skylights, closure of openings in
funnels which normally allow exhaust ventilation and closure of ventilator dampers.
Means of control shall be provided for stopping ventilating fans. Controls provided for the power
ventilation serving machinery spaces shall be grouped so as to be operable from two positions,
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one of which shall be outside such spaces. The means provided for stopping the power ventilation
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of the machinery spaces shall be entirely separate from the means provided for stopping ventilation
of other spaces.
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Means of control shall be provided for stopping forced and induced draught fans, oil fuel transfer
pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and oil
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separators (purifiers).
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Additional requirements for means of control in periodically unattended machinery spaces.

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For periodically unattended machinery spaces, the Administration shall give special consideration
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to maintaining the fire integrity of the machinery spaces, the location and centralization of the
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fire-extinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel
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pumps, etc.) and that additional fire-extinguishing appliances and other fire-fighting equipment and
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breathing apparatus may be required.
In passenger ships, these requirements shall be at least equivalent to those of machinery spaces
normally attended.
Release of smoke from machinery spaces
The provisions of this paragraph shall apply to machinery spaces of category A and, where the
Administration considers desirable, to other machinery spaces.
Suitable arrangements shall be made to permit the release of smoke, in the event of fire, from
the space to be protected, subject to the provisions of regulation 9.5.2.1 The normal ventilation
systems may be acceptable for this purpose.
Means of control shall be provided for permitting the release of smoke and such controls shall
be located outside the space concerned so that they will not be cut off in the event of fire from the
space they serve.
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In passenger ships, the controls required by paragraph 3.3 shall be situated at one control position
or grouped in as few positions as possible to the satisfaction of the Administration. Such positions
shall have a safe access from the open deck.
1.5 CONTROL OF FUEL & ELECTRICAL SYSTEM
●● Shut off the fuel supply from settling tanks. Quick closing valve arrangements from Fire control
station
●● Shutting off the fuel supply to main engine and aux engines must be remotely possible.
●● Emergency stops to activate from Fire control station.
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●● Fuel transfer pumps and separators must be shut off in an engine room fire – Emergency stops
for the pumps to activate from Fire control station.
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●● Electrical systems must be isolated in accommodation, Engine Room, Pump Room or Cargo
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Spaces as required.
●● Cutting off Power supply from main switch board for engine room supply and power shut off
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switches in accommodation areas which is separate room.

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●● Hydraulic power pack system should have remote stopping arrangements incase of leak in the
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system. Oil mist detector must check regularly for correct operation in PP room.
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1.6 FIRE-FIGHTING PROCESS HAZARDS

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(dry distillation, chemical reactions, boiler uptake fires, etc.)

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1.6.1 DRY DISTILLATION
●● Dry distillation is a combustion process in which a flammable material burns with insufficient
oxygen to achieve in complete combustion of the material.
Example is Making of Charcoal
Sequence of Events on Board a Vessel:
●● Fire is in a closed space
●● Heat builds up but there is incomplete burning
●● The opening of an access introduces fresh air
●● The result is a flash towards the access opening
●● Persons in the process of entering will be injured or burned unless they are protected
31
Combating the dangers of Dry Distillation:
●● Boundary cooling
●● Entering the Compartment in crouched position behind a water screen
●● Directing the water towards the ceiling of the space on fire

Because of the events described above, DO NOT take any hurried action when you see smoke
emitting from a closed cabin
1.6.2 CHEMICAL REACTION:
●● chemical reactions as the effect of the addition of one or more of the following substances to
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a chemical
●● Certain Cargoes react violently with the addition of:

Water
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Heat
Steam
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Oil
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Foam
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Carbon dioxide
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Sand
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Oxidizing cargoes, such as some fertilizers, sustain a fire even if blanketed in an extinguishing
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gas. Cargoes spontaneously igniting in air, e.g. phosphorus when its packaging gets damaged.
Production of methane in coal cargoes to dangerous levels when ventilation is restricted.
2. Chemical reactions may result in:
●● Explosion from the development of flammable gas
●● Spontaneous combustion
●● Development of toxic fumes
●● Generation of smoke
●● Chemical reactions during fire fighting are more likely to occur with fires in cargoes and in
accommodation areas.
3. Chemical reactions during fire fighting are more likely to occur with fires in cargoes and in
accommodation areas.
32
4. Chemical reactions causing or exacerbating fires
●● The production of acetylene when calcium carbide comes into contact with water
●● The decomposition of steam when applied to coal fires
●● The production of hydrogen when Direct reduced iron (DRI) comes into contact with water
oxidizing cargoes, such as some fertilizers, sustaining a fire even if blanketed in an extinguishing
gas cargoes spontaneously igniting in air, e.g. phosphorus when its packaging gets damaged
●● Self heating of cargoes such as grain when wet
●● Production of methane in coal cargoes to dangerous levels when ventilation is restricted.
5. Correct response to fire in dangerous goods is given in the Emergency Procedures for Ships
Carrying Dangerous Goods.
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6. Correct response to fire in bulk materials possessing chemical hazards is given in the Emergency
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Schedules of the International Maritime Solid Bulk Cargoes Code.
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7. With the aid of the General Index of the IMDG Code, the UN No. and correspondingly from the
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DGL identifies the Emergency Procedures for ships carrying dangerous goods, and the response
action for a fire of a given substance.
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8. With the aid of the International Maritime Solid Bulk Cargoes Code, plan the response action for
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fire in a given bulk cargo.

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1.6.3 BOILER UPTAKE FIRES AND EXHAUST FIRES IN PRIME MOVERS AND AUXILIARY
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EXHAUSTS
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1. Boiler uptake fires as those occurring in: uptakes, economizers and air heaters for steamships.
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Exhaust pipes, economizers and waste heat boilers of ships propelled by internal combustion
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engines.
2. Cause of such fires is an accumulation of carbon deposits, with or without oil, which become
overheated and catch fire.
3. Difficulties and hazards of fighting these fires are: Inaccessibility of all sections of the uptake in
the upper section of the engine-room The possibility of explosion if access doors to the economizer
are opened. The possibility of the economizer tubes reaching a temperature of 700 OC, when the
following can take place:
●● The iron in the tubes will burn in steam

●● The reaction will be self-sustaining and will generate heat
●● The products of combustion will be black oxide of iron and free hydrogen
●● The burning of iron in steam will be independent of a supply of oxygen
●● The hydrogen produced will burn if air is introduced.
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EXPLOSION
4. Procedure for containing and extinguishing the fire is to:

Shut down the boiler and /or main engine; Spray the external surfaces in the way of the fire with
water to keep the temperature down; Close necessary dampers and boiler change valve to exclude
air from fire .Protect essential electrical and other equipment below the fire zone against water
damage; continue cooling, until it is considered safe to open the economizer for examination and
thorough cleaning on the fire side
On break out of an uptake fire the priority is to boundary cool to contain the fire and give cooling
effect. An uptake fire generally starts when the load on the boiler is reduced. This is due to the
quantity of excess air being very low at high loads. Should a fire break out then the possibility of
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speeding up and reducing the excess air should be considered.The amount of feed heating should be
reduced to lower the inlet feed temperature and aid with cooling parts.Where the possibility exists
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of damage to the superheater, then after first relieving pressure, it should be flooded.
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Disassociation
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Under certain conditions an extremely destructive fire, commonly known as a hydrogen or

‘rusting’ fire, may occur Under high temperatures water will tend to disassociate to hydrogen and
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oxygen. The percentage amount increases with increased temperature These will recombust again
liberating heat In a fire there is a danger that the use of superheated steam as an extinguishing agent
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(say soot blowers on an air heater fire) could in fact feed the fire and accelerate the growth.
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For example the displacement which occurs about 700 OC.

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Heat + Hot 3Fe + 12H2O → 3Fe2O3 + 12 H2

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Tackling this type of fire is very hazardous and consists mainly of boundary cooling and shutting
off water and air supplies as effectively as possible. Under no circumstances should steam smothering
be considered.
A typical scenario for this fire is a badly cleaned uptake igniting leading to tube failure.
One of the parameters that has a distinct influence in the soot fire is the gas velocity in the
boiler. It increases the tendency towards soot deposits. The influence of the water inlet velocity to
theboiler and the circulation water flow ratio (circulation water and steam production mass flow ratio),
also indicate an important influence on the occurrence of soot fires. Thus, the lower the water
inlet velocity to the boiler, and the lower the circulation water ratio, the higher is the likelihood
of soot fire problems. A sufficient circulation water flow rate is therefore important for avoiding
critical damage to exhaust gas boilers. This is because a low circulation water flow rate means
a high gas temperature on the tube surfaces, which in turn increases the risk of ignition of the soot
deposits.
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Tackling the fire
If a direct attack should be made on hot non-pressurised parts then the nozzle should be set to
solid jet and aimed at the seat of the fire. This should not be carried out on hot pressurised parts
due to the risk of a steam explosion. Dry powder is a suitable extinguishing medium.
1.6.4 FIRES IN WATER TUBE BOILERS

Causes
1. iron-in-steam fires can occur in water-tube boilers due to: shortage of water in the boiler causing
overheating of the tubes above the water level and undue delay in shutting down the boiler.
An uncontrollable soot fire in the furnace after a boiler has been shut down in a port.
1. If fire is discovered before the temperature of the tube has reached 700 OC, the preferred method
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of fire fighting as follows:
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To direct through burner aperture, or equivalent, the maximum amount of water available as
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solid jets and through feed pumps to the source of the fire, assuming boiler tubes have fractured
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or burned. To keep air casings and uptakes cool by hosing them with water
Avoid using fire spray nozzles, foam appliances or carbon dioxide directly on the fire.
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1.7 FIRE FIGHTING INVOLVING DANGEROUS GOODS:

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1.7.1 TACTICS AND PROCEDURE OF FIRE CONTROL WHILE SHIP IS CARRYING

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DANGEROUS GOODS
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Ship having cargo of dangerous goods

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●● Stowage plan must show position and class of Dangerous Goods

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●● The fire fighting plan must include the correct Media and Appliance to be used
●● The dangers and consequent risk to the crew must be assessed when loading cargo
●● Follow all procedures for ship at sea & port for fighting the fire
●● Beware of rushing into action unless you know the nature of the cargo
●● when the fire has been extinguished, a fire watch is kept, the requirement for emergency
stations is cancelled and an investigation into the fire, as indicated in competence.
DG Stowage & Segregation for Container ships
1. Particular caution is to be exercised when stowing dangerous cargo on boardthe vessel.
Any dangerous cargo presented for loading must be accompanied by aproper manifest and
declaration as required by international regulations.
1. Further this DG cargo must be acceptable for carriage as per IMDG code guidance. Reference here
is made to the list of UN numbers restricted/prohibited for carriageon board particular vessels.
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1. After confirming acceptability of the DG cargo, the plan must be checked forproper stowage and
segregation. Although terminal and central planners shouldprovide proper stow of DG cargo, the
final responsibility always lies with the Master.
1. Reference shall be made to vessels Document of Compliance with specialrequirements for ships
carrying dangerous goods for confirming that proposed DGclasses are acceptable for stowage in
planned locations on board.
Goods for transport
The International Maritime Organization has published a guide to be used for the safe transport
of dangerous goods. The present guide, the IMDG (International maritime Dangerous Goods Guide)
is in the form of 3 books, Volume 1, Volume 2 and the Supplement.
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Volume 1 forms the basis of how the consignment is put together, which includes design criteria
for packages and containers, consignment procedures, restrictions and segregation rules for safe
transport.
Volume 2 gives specific details about the materials in an easy to read table, the important
information in the event of a spillage or fire is given in the column named ‘Ems’. (Emergency schedule)
The supplement defines all the various Emergency Schedules and a section detailing Medical First
Aid Guide (MFAG).
36
Classification of DG
●● Hazard Classes and Divisions
●● Class 1 - Explosives;
●● Class 2 - Gases;
●● Class 3 - Flammable Liquids;
●● Class 4 - Flammable Solids;
●● Class 5 - Oxidising Substances and Organic Peroxides;
●● Class 6 - Toxic and Infectious Substances;
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●● Class 7 - Radioactive material;
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●● Class 8 - Corrosive Substances;
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●● Class 9 - Miscellaneous Dangerous Substances and
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Articles Marine Pollutants Dangerous goods are classified based on their properties.
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Hazardous materials used in normal operational use
Products that are used for operational use e.g. cleaning chemicals, water treatments; pose a
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hazard to health if there is a threat of spillage of fire.

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Law requires that all products that possess a risk to health must have a material safety data
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sheet available for easy reference in safe handling in normal use and or fire/spillage situations.
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Identification of these products may involve other means, such as supply labels.
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Key actions to control a spillage or fire
Only personnel who have the appropriate level of personal protection are allowed in the “dirty”
area. Strict segregation, clear demarcation of the dirty area, with a physical barrier if necessary to
enforce the controls, to prevent cross contamination of unaffected personnel. Setting up of the control
zone should be the first action, obviously in a suitable upwind location. Without a monitoring device
then try attaining 20m. Incidentally the IMDG does NOT provide data on MAC (Maximum Allowable
Concentration) or PEL (Permissible Exposure Limit) requiring the use of monitors. Once the safe
area is indicated, then selection of the correct personal protection is required, remembering that
most chemical suits are not fire resistant. The correct selection can be made using advise from the
EMS in the IMDG or a MSDS. Before any action is taken, it is important that several items are
addressed.
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Ensure that all precautionary measures are taken i.e. control of ignition sources, use of water,
correct fire extinguishing media if risk of fire etc. Briefing of the crew of the nature of the hazard, in
order the team has a good awareness of the dangers. Chemical suits only offer limited protection;
therefore teams should strive to limit their exposure. Decontamination of teams must be set up
prior to entry, in case the team must exit the area quickly. The response team must move with
caution, limiting their exposure, and protecting their suits from accidental damage. In a confined
situation a good means of escape must be maintained at all times. Confirm the situation with an
initial report to the command, before any work is started, in order to verify the products involved.
The initial report may have been made from a distance, whereas on closer inspection the leaking
product maybe from a different source than previously thought. The containing of the incident
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depends on the findings of the team and the information given in the Ems. All actions should not
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cause the product from contaminating a larger area i.e. sensible use of water if called for by the Ems.
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Methods of dealing with leakage may involve water to wash overboard or the use of a dry absorbent.
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The Ems may give conflicting information. The description of the product may indicate a reaction
with water, however to deal with the product it may require copious (large volume) quantities of
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water applied to dilute and wash overboard from as far away as possible. Read all the information
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before deciding on an action plan.

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Once the incident is under control, the decontamination of the response team is the next
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consideration for the command. The team’s suits must be cleaned sufficiently to enable safe
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undressing, avoiding further exposure from residue still remaining on the suit. Careful control and
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strict discipline by all involved is required to clean the affected area, the team’s suits, and any
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equipment used in the operation. Injured persons may also have to undergo a decontamination
process before an unprotected medical team gives treatment.
2. Fire fighting plan is prepared and displayed in prominent areas and dangers and risk behind the
cargoes will be discussed with crew members.
3. IMDG containers is planned to stow the containers at bottom two tiers on deck or above lashing
platforms.
4. Fire procedure will be followed as per the contingency plan by all crew members.
5. Fire fighting media to be found out from IMDG book and media is used accordingly. Incorrect
hurried action in selecting fire fighting media will lead to aggravate the fire itself.
6. Once fire is extinguished in proper manner, fire watch watch is kept and monitored. Investigation
of the fire is done followed by emergency station cancelled.
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1.7.2 TACTICS AND PROCEDURE OF FIRE CONTROL FOR OIL, CHEMICAL AND GAS
TANKERS
When the fire alarm is given, the fire procedure and the emergency procedure are followed as
per contingency plan.
Additional requirements for a tanker : Fixed Fire-extinguishing system in the pump room:
Either Fixed foam fire fighting system or CO2 flooding system
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Remotely controlled foam monitors on the deck : Low expansion foam extinguishing system.
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Emergency Fire Pump
This independent pump with its own prime mover, generally a diesel engine with own high flash
point fuel supply, must be situated outside of the engine room and connected into the fire main.
In the event of fire in the engine room and subsequent evacuation and sealing, the emergency fire
pump must be started and the engine room isolating valve in the fire main closed. The diagram
shows a completely independent emergency fire pump system. The centrifugal fire pump and
hydraulic motor would be completely submersible and irrespective of the height and draught of the
vessel the pump would not require a priming device as it would be below the water level. Such an
arrangement may also be used as a booster/priming device for a main fire pump situated on deck.
Emergency Fire Pump Foam Compound Injection System
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The diagram shows diagrammatically the compound injection system often found on tankers. Foam
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is drawn from the tank, air enters as the compound is drawn off as the atmospheric and compound
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valves are linked. Delivery of the compound is automatically to the regulator unit. The regulator
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controls the water to foam compound ratio for a wide range of foam spreaders. A fire pump delivers
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the solution to the foam monitors so that foam can reach any part of the deck, or be delivered to
the engine room spreaders. After use the system must be thoroughly flushed and recharged.
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Inert gas system for the cargo tanks
●● Inert gas displaces air from a cargo tank and creates an inert atmosphere inside.
●● Purpose of inert gas is three folds:
1. fire prevention
2. corrosion prevention
3. maintaining positive pressure to enable discharge of cargo.
●● Keep cargo tank and slop tanks inerted always.
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isolation valves fitted in the fire main at the poop front and at specified distances forward of the
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poop front to allow control of the water supply to the foam monitors in the event of damage to the
fire main; control of the water supply if the emergency fire pump is in use.
Strict segregation between cargo spaces and systems and machinery/accommodation spaces and
systems is one of the key steps in fire safety.
●● There is an A-60 deck between the accommodation and the machinery compartments, and the
accommodation and the bridge.
●● The A-60 bulkhead runs across the front of the accommodation and 3m down the port and
starboard sides. This ensures that the accommodation will not be affected by fire from either
the machinery compartments or the cargo deck.
●● The bridge is also protected from an accommodation fire : Water front nozzles are arranged in
pipe, so that bridge front is protected from fire.
When the fire has been extinguished, a fire watch is kept, the requirement for emergency stations
is cancelled and an investigation into the fire, will be carried out.
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Gas Tanker Fire Fighting System
The fixed fire fighting system for the deck of a liquefied gas tanker is the DCP systm. The picture
above depicts the sytem. There are two containers of DCP forward and aft. DCP is discharged
using nitrogen gas as propellent. Pilot bottes are fitted in hose boxes at various points on the deck.
When the hose is laid out and the pilot bottle is opened, the main bank is discharged and the branch
line valve to the particular hose is opened along with the main valve.
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1.8 FIRE PRECAUTIONS AND HAZARDS ASSOCIATED WITH THE STORAGE AND
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HANDLING OF MATERIALS (PAINTS, ETC.):
●● The paint Locker is fitted with a fixed Fire extinguishing system and must be tried out during
Fire drills.
●● In an accommodation area a storage space of max 0.4m2 can be provided without fixed systems
provided combustible materials are not stored within.
●● Lube oil drums must be stored on main deck to facilitate jettison in case of emergency.
●● Precautionary measures to be followed as per MSDS sheet while handling and transporting
these materials.
●● Engine room must be kept clean and oil should not be stored in engine room.
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1.9 MANAGEMENT AND CONTROL OF INJURED PERSONS:
1 The main hazards arising from fires for the health of personnel are asphyxiation, poisoning,
damaged tissues, burnt skin , pain, secondary shock.
2 Asphyxiation may be the result of: Fires causing oxygen shortage and extinguishing gas replacing
Oxygen Air poisoning may be caused by carbon monoxide, which is produced in most fires and
toxic combustion products of fire. Plastics produce many harmful chemicals upon combustion.
Damaged tissue may lead to: loss of function of parts of the body, infection, mutilation/scarring/
disfigurement burnt skin may interfere with its breathing function, which may cause death.
Secondary shock is a serious condition, caused by the collection of body fluids in blisters, and
should always be suspected except with minor bums.
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First-aid measures or Medical First Aid Guidance (MFAG) needs to be followed up with specialized
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medical treatment at an hospital. ai
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First – Aid for Asphyxiation & Poisoning:
●● Place in recovery position

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●● Artificial respiration
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●● CPR
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BURNS
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FIRST AID IN CASE OF BURNS:

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FIRST AID BURN TREATMENT

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First step of skin burn treatment is that you have to stop the burning process and take the victim
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away from the source of heat. You can use water to douse the flames or smother with a blanket
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or roll the victim over the ground. Rescuers must take care of themselves. Remove the clothing as
soon as possible as it may retain heat, even in case of burns due to hot water or steam. Clothing
of adherent material like nylon should be immediately removed. Do remember that you should
never use an ice cube over the burned skin in order to cool the burn, because this will just make
it worst.
First Degree Burns:
For first degree burn treatment, soak the burn in cold water followed by applying an antibiotic
ointment. To protect the burned area, apply a loose bandage which does not self adhere to your
skin over the burn. This will ensure that the burn does not come in contact with the air or any
potential harm. You can also take over-the-counter painkillers to help with the pain. The first aid
burn treatment in this case is just required to relieve the pain while the burn heals.
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Second-Degree Burns:
Run cool water over it for about 15-20 minutes. If the burned area is small then you can place cool
wet cotton cloths over it every day for about 15 minutes. Wash your hands and apply an antibiotic
skin cream. Avoid applying a lotion of any type if the blisters have broken; it will lead to infection.
Cover the burned skin with a dry nonstick dressing; this has to be changed everyday except if the
burnt area is very small. Check the burned skin daily for any indications of increased pain, swelling,
infection, redness or pus. Also, do not break any blisters formed over the skin to avoid further
infection. The itching of burned skin is common while it heals.
Third-Degree Burns:
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As mentioned above these burns are major and need immediate medical attention, hence,
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take the victim to the hospital right away. Don’t try taking off clothing stuck to the burn and don’t
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even soak the burned skin in water. Avoid application of any type of ointment. You can just cover
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the burned skin area with the help of a clean cloth or sterile bandage till you get any medical
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assistance.
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1.10 PROCEDURES FOR COORDINATION WITH SHORE-BASED FIRE FIGHTERS:

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Fire in port
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Reporting of fires on board whilst in port is compulsory; the arrangements will depend on the
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port authority.
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Equally the attendance of the shore based fire service or port fire department will also be
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obligatory, because the functioning of the port, shipping lanes and the surrounding community are
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threatened by the incident.

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Each port will have its own guidelines regarding the procedures during a fire situation, especially
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for high-risk cargo, such as chemical or crude oil tankers, where protection off the terminal has a
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high priority. In such a case alternative arrangements such as a fire-fighting berth may be available.
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In order to speed up the response, it is advisable to greet and guide a fire officer to the bridge,
to be briefed by the master. The fire safety plan should be taken along and used as the basis of
the briefing.
Ensure there is a clear and effective communications link with the shore side command post.
Most fire departments will operate within a pre-planned incident command system, designed to
break the responsibilities in to key functions.
Shore fire-fighters should be informed in case of fire in port. Master and ship staff should take
immediate action to control fire as per contingency plan till the shore fire-fighters arrive.
It is possible to get expert advice from the management representatives, owners, classification
society and neighbouring countries in case of fire at sea. The present day satellite communication
system Is very prompt in such emergencies. The shore-based help may be available in major fires
by helicopter landing of experts from nearest land.
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Stability information and flooding/pumping sequence can be obtained from classification
societies through their computer software. It is difficult to resolve problems in stability calculation,
so informations given to the Classification society and they could give good solutions to resolve
stability problems.
In the event of a fire, it may be possible to summon the help from shore based fire fighting teams,
which in well developed parts of the world could involve vast resources and manpower. How ever,
dealing with other agencies will give the ships crew additional communication challenges
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CHAPTER 2
ORGANISING AND TRAINING FIRE PARTIES
2.1 PREPARATION OF CONTINGENCY PLANS:
●● Central control station will be on the bridge

●● The Master will be in charge
●● Other officers will report to the bridge and receive instructions
Central control station requires logging the followings events
The time at which the fire alarm was given. The position and nature of the fire. Confirmation that
fire parties are at their assembly points and that the fire-fighter’s outfits are available. Confirmation
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that the fire main is pressurized. Report on initial attempts to extinguish fire using portable
extinguishers. Report on effect of fire on services, e.g. lighting .Report on persons present or trapped
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in compartments or unaccounted for
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Information related with drawings and other materials should be available on the
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bridge,
●● Arrangement drawings, in a convenient size, of ship, engine-room and accommodation
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●● Details of accesses and escapes from the different zones of the ship and location of EEBDs
●● Details of fire-extinguishing equipment, both fixed and portable, for the entire ship, Personnel
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protection equipment, including storage position of refills

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●● Stability information
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●● Details of survival equipment and where it is stored

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●● Stowage plans
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●● Emergency docket on bridge containing the stow positions and corresponding EmS information
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on dangerous goods
Following communication coordination methods should be available in bridge.
Telephones, loud hailers, direct speech, e.g. bridge to machinery control room, radio telephones,
hand-held radios and -messengers
Methods of damage control and containment of fires as follows.

●● Bridge-operated closing of watertight doors and release of fire doors to their shut position
●● Stopping of ventilation fans and closing of dampers on funnel and other places
●● Closing of all windows and portholes in accommodation, galley and other spaces
●● Turning ship to give best position relative to wind direction for fighting the fire.
●● Cooling boundary bulkheads
●● Using fire blankets as necessary
●● Keeping crew away from the fire in cases of explosive dangerous cargoes after setting the
fire hoses trained on the container in question / cooling of nearby dangerous cargo.
●● Maintaining fire watch after fire is extinguished
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The stability of the ship is monitored and controlled, due to use of water for fire
extinguishing
●● Calculating the change in GM caused by the weight of the extinguishing water and as free
surface effect
●● Arranging pumping or draining of firefighting water from affected spaces, including cutting holes
in ship’s side
●● For cargo fires, calculating the effect of having to move cargo to attack a fire
●● assessing the effect of any damage which causes spaces to be flooded by seawater
●● Considering possibilities of moving vessel to shallow water or even allowing it to ground
●● Dangerous cargoes information.
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2.2. COMPOSITION AND ALLOCATION OF PERSONNEL TO FIRE PARTIES
2.2.1 COMPOSITION AND ALLOCATION OF PERSONNEL TO FIRE PARTIES

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Fire fighting organization parties, as follows :
●● How each fire party is identified
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●● How each member of a fire party is identified

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●● What are the safeguards are for keeping in contact with each
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●● person and knowing his position

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●● The duties of each fire party as follows

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The fire coordinator at site and the reconnaissance team, equipped with SCBAs and portable
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fire extinguishers / Fire hose.

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The support team supplying additional fire-fighting equipment, shutting vents and boundary
cooling.
The help, search and first-aid team
The technical team for checking lifts, closing fire dampers, controlling ventilation fans and
fuel shut-off valves, electrical isolation of power, starting emergency generator and emergency
fire pump and for refilling used extinguishers as required and preparing for gas flooding.
2.2.2 TRAINING OF SEAFARERS IN FIRE-FIGHTING:

Upon joining ship, all crew given instruction on emergency procedures and trained in use of fire
appliances and its equipment, namely:
●● Location & use of portable fire extinguisher. (water,foam,powder & CO2)

●● Location & use of mobile fire extinguisher. (foam,powder & CO2)
●● Location and use of fixed fire extinguishing appliances, e.g.
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fire hydrants, hoses & nozzles
water sprays & sprinklers
foam system
carbon dioxide system
water mist lance
Mobile water monitors
●● Location and use of fireman’s outfit as follows
learning how to don the protective clothing quickly individually or along with the chemical
protective suit
Knowing where the personal equipment is stowed and what it comprises
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Checking and using the approved breathing apparatus
Replacing consumed SCBA bottles with charged ones
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Checking and using the fireproof lifeline and being familiar with the signaling codes
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●● The location and use of EEBDs
The location and use of mobile water monitors
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●● The location and use of water mist lance and in particular:

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Puncturing / drilling a hole in a container where the water mist lance will subsequently be
put into
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●● The location and use of Portable gas detectors for gas fuel-compressed hydrogen/ natural gas
for spaces intended for carriage of motor vehicles
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Strategies and tactics for control of fires in various parts of the ship and for crew training, should
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be realistic, safe and should be held in various areas of the ship as follows.
General functions, covering:

●● starting emergency generators,
●● starting emergency fire & bilge pumps,
●● operating of valves for fire-fighting or discharging bilges & flooding holds
●● operation of various emergency controls.
●● Practice personal safety.
●● Moving and finding the spaces with restricted visibility.
●● Moving through small apertures (Casualties search & evacuation.)
●● Finding and removing casualties
●● Safe & correct use of SCBA and lifeline.
●● Ventilation control and smoke extractor.
●● Control of fuel & electrical system.
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Machinery spaces
●● fire on diesel generator exhaust pipe due to fuel/lub-oil leak,
●● bilge and tank-top fire,
●● M/E turbocharger fire due to lub-oil leak,
●● boiler furnace fire due to blow-back,
●● switchboard electrical fire,due to loose connection
●● economiser/boiler uptake soot fire.
Accommodation spaces - Mock fires e.g.

●● fire in cabin due to carelessness in smoking,due to portable electrica l equipment
●● fire in crew lounge due to electrical defect,
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●● fire in galley hot plate due to oil spilled cooking fat
●● fire in deep-fat fryer
Fire in deck container

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●● fire in deck container refrigeration unit or improper stowage of DG
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●● cargo hold fire due to careless smoking,

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●● dangerous cargo leak from container.
Fire parties members are trained and instructed in:

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●● Duties/instruction of the fire parties members are assigned to.

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●● Duties/instruction of each of the members of the fire parties.

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●● Exercises to make each fire party proficient including first aid.

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Fire patrol members are trained and instructed on arrangement of ship,

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location & operation of equipment including:

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●● Manually operated call points.

●● Telephones.
●● Portable fire extinguishers (& limitations).
●● Hydrants, hoses & nozzles.
Fire in crew lounge due to defective electrical connection

●● Fire in galley, including:
Fire on top of stove due to spilled cooking fat
Fire in deep-fat fryer
●● Fire in deck container, e.g.:
Fire due to defect in integral refrigeration unit / improper stowage of DG
Fire in cargo spaces, taking into account cargo on board, e.g.:
in holds, ‘tween deck or containers involving dangerous goods ventilation control and
smoke extractor.
52
Control of fuel and electrical systems
Members of fire parties are given training, which includes: instruction in the duties of each
fire party to which a crew member may be assigned.
Instruction in the duties of each member of a fire party and how these duties are allocated,
e.g. by number or otherwise.
Exercises to make each fire party proficient, including first aid.
Crew members who operate a fire patrol system will be trained to ensure that they are familiar
with the arrangements of the ship as well as the location and operation of equipment as follows.
●● Manually operated call points
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●● Fixed fire-detection and alarm systems
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●● Telephones ai
●● Portable fire extinguishers and their limitations
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●● Hydrants, hoses and nozzles

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Recharging, repairs and maintenance of portable fire extinguishers.

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2.3 STRATEGIES AND TACTICS FOR CONTROL OF FIRES IN VARIOUS PARTS OF

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THE SHIP
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2.3.1 FIRE CONTROL PLANS

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●● Fire control plan to be checked periodically to ensure legiblity and up-to-date with IMO symbols.
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●● Duplicate set of fire control plan available for external fire fighting personnel similarly checked
for good condition
●● Guide signs to these duplicate plans are intact and distinct.
●● the details and arrangements that the Engineering Services Department would review include
the following:
●● Control stations
●● Particulars of the fire detection and alarm systems
●● Particulars of the sprinkler installation
●● Particulars of the fire-extinguishing appliances
●● Ventilating system including particulars of the fan control positions and identification numbers
of the ventilating fans serving each section.
53
2.3.2 ORGANISATION OF FIRE AND ABANDON SHIP DRILLS
1. Drills should be conducted in a realistic manner as far as practical.
2. Every crew member to participate in each drill at least once every month.
3. Fire drills Procedures
Drills for the operating of watertight doors, sidescuttles, valves and closing mechanisms of scuppers,
ash-chutes and rubbish-chutes shall take place weekly. In ships in which the voyage exceeds one
week in duration a complete drill shall be held before leaving port, and others thereafter at least
once a week during the voyage.
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. Fire drills shall be conducted
and recorded in accordance with the provisions of regulations
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Fire drills:
Planned to practice on various emergencies likely to occur for ship type & cargo. Certain procedures
to be followed during fire drills.
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●● Reporting to muster stations and preparation as per muster list.
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●● Starting fire pump to give at least 2 required jets of water.

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●● Operation and use of fire-extinguishing appliances.

●● Proper use of fire fighter’s outfit and personal safety/rescue equipment.
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●● Proper use of communication equipment.

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●● Operation of watertight & fire doors and fire dampers and ventilation systems
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●● Abandoning ship arrangements to be checked

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4. Equipment used during drills must be brought back to fully operational conditions.
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5. any faults and defects discovered during the drills should be remedied as soon possible.
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6. Abandon ship drills:

Procedures to be followed:
●● raising alarm/public addressing, Passengers must be familiar with Fire alarms
●● reporting to stations and prepare as per muster list,
●● suitably dressed
●● lifejackets correctly donned,
●● lowering of at least one lifeboat,
●● start & operate lifeboat engine
●● launching method of life raft explained,
●● search & rescue of missing crew exercise,
●● instruction on use of radio and life-saving appliances.
●● Different lifeboats should be lowered at successive drills.
●● Rescue boat to be launched onto water each month with assigned crew and manoeuvred.
●● Emergency lighting for mustering and abandoning is tested during drill.
54
2.3.3 STRATEGIES AND TACTICS FOR CONTROL OF FIRES IN VARIOUS PARTS OF THE
SHIP
1. Fire can occur in engine-room, accommodation, galley, storerooms & cargo spaces.
2. Contingency plans for every type of emergencies onboard including fire and abandon ship.
●● Integrated approach to contingency planning
●● Tactics & strategies differs for each type of fire.
●● E/R fire involves management & techniques for hot oil and exhaust gases.
●● Accommodation fire is control by Class A 60 bulkhead and cutting off ventilation.
●● Cargo space fires are complex and involves special training if oil, chemical or gas is carried
●● SOLAS Chap 11-2, IMSBC Code, IBC and IGC Codes and EMS for Dangerous Cargoes contain
data for use in contingency plans.
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●● Composition and organisation of fire control parties ensure prompt and effective implementation
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of emergency plans and procedures
Machinery Spaces:
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Causes:
●● Combustible Liquids
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●● Oil Soaked insulation

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●● Hot Surfaces
●● Defective lagging
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●● Hot Work
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●● Auto-ignition
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Methods of Containment:
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●● Watertight doors
●● Fire doors
●● Dampers
●● Water-sprays and screens
Methods of detection:
●● Smoke detectors
●● High Temperature probes
●● rate-of-rise of Temp Probes
●● Fire Patrols
Fire Appliances:
●● Fixed system
●● Portable system
●● Mobile system
55
Accommodation:
Causes:
●● Combustible materials
●● Matches and cigarettes
●● Textiles
●● Defective and overloaded electrical system
●● Laundry
Methods of containment:
●● Fire doors and dampers
●● Sprinkler system
●● Fire-retardant material
●● Fire-retardant deck coverings
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●● Fire-retardant furnishings
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●● Smoke detectors ai
●● Temperature probes
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●● Sprinkler System
●● Fire Patrols
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Fire Appliances:
●● Water Hydrants
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●● Portable Extinguishers
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●● Fixed System
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Galley Fires:
Causes:
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●● Overheating
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●● Hot surfaces
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●● Defective electrical connections

●● greasy flues
Method of Containment:
●● Fire doors
●● Ventilation
●● Flue dampers
●● Fire blankets
●● Fire Patrol
Fire Appliances:
●● Fixed system
●● Water Hydrants
●● Portable Water (Not on Oil fires)
●● Portable CO2
●● Portable dry powder
56
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Radio, Battery, Electrical Room:

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Causes:
●● overloading and short circuits
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●● defective insulation
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●● fractured and loose connections

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●● in battery room, build up of hydrogen (due to lack of ventilation) and its ignition, e.g. from
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smoking
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●● Fire Doors
●● Observation
●● Regular Rounds
Fire appliances:
●● Portable extinguisher
●● carbon dioxide and
●● dry powder
Fires in Holds and Containers
Causes:
●● cargoes liable to self heating and spontaneous combustion (coal, copra)
●● bulk cargoes liable to emit flammable gas (coal, direct reduced iron)
●● loss of integrity of packages containing explosive, flammable or reactive substances
●● collection of oily materials as a result of insufficient cleaning and of leakage from tanks
57
●● hatch covers, ‘tween decks and hull structure
●● use of dampers
●● remote control of extinguishing media
●● smoke detectors
●● temperature probes
Fire Appliances:
●● fixed systems, e.g. water spray, high expansion foam and carbon dioxide
●● portable, e.g. water, foam, powder and carbon dioxide
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●● mobile, e.g. foam making equipment
Ships Stores:
Potentially hazardous materials:
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●● Paints and varnishes
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●● Lubricating oils
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●● Cleaning fluids, paint thinners, paraffin

●● Fuel for motor lifeboats and emergency engines
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●● Oxygen & acetylene cylinders

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Approved storage areas

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●● Paint store
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●● Deck lockers
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●● Acetylene & O2
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Acetylene & O2 rooms

Prohibited storage area for paints, oils, cleaning fluids
●● Accommodation
●● Machinery spaces
Approved Methods of Handling:
Avoid
●● Spillage
●● Ignition from any cause
●● Delay in transporting the materials from shore to ship.
●● Acetylene cylinders always handled and stored in Acetylene & O2 rooms
vertical position.
●● Away from direct sunlight and hot source.
58
CHAPTER 3
INSPECTION AND SERVICE OF FIRE-DETECTION AND

FIRE-EXTINGUISHING SYSTEMS AND EQUIPMENT
3.1 FIRE-DETECTION SYSTEMS; FIXED FIRE-EXTINGUISHING SYSTEMS;

PORTABLE AND MOBILE
fire-extinguishing equipment, including appliances, pumps and rescue, salvage, lifesupport,

personal protective and communication equipment.
3.1.1 FIRE ALARMS
1. Fire alarms and the actuating switches:
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Schedule should be prepared that shows dates when surveys, Inspections, maintenance and
testing should be carried out
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Record should be kept of defects found and of repairs carried out; the manufacturer’s instruction
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manuals should be used as a basis for the schedule of maintenance and testing also
●● Inspection for damage or omissions in wiring and equipment cleaning of electrical contacts and
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switches
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●● testing of the system and proving that all equipment operates correctly
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●● Weekly:
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●● Testing of the system and proving that all equipment operates correctly.
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●● Weekly testing and inspections Fixed fire detection and alarm systems
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Verify all fire detection and fire alarm control panel indicators are functional by operating the
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lamp/indicator test switch.

Annually :
Fixed fire detection and fire alarm systems.
1. test all fire detection systems and fire detection systems used to automatically release
fire-extinguishing systems for proper operation, as appropriate;
1. visually inspect all accessible detectors for evidence of tampering obstruction, etc., so that all
detectors are inspected within one year; and
1. test emergency power supply switchover.
Inspect and clean insulators and conductors as with circuit breakers. Tighten connections
in accordance with manufacturer’s specifications. Do not over-tighten as this may result in damage
to connectors. If cleaning solvents are used, ensure that they are as recommended by the
manufacturer. Where abnormal environmental conditions exist, more frequent inspection and
cleaning may be required.
59
A typical Analogue Addressables Fire Alarm
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FIRE DETECTION AND ALARMS:

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SOLAS AND FSS CODE REQUIREMENTS:

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General requirements
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A fixed fire detection and fire alarm system shall be provided in accordance with the provisions
of this regulation.
A fixed fire detection and fire alarm system and a sample extraction smoke detection system
required in this regulation and other regulations in this part shall be of an approved type and comply
with the Fire Safety Systems Code.
Where a fixed fire detection and fire alarm system is required for the protection of spaces, at
least one detector complying with the Fire Safety Systems Code shall be installed in each such space.
Manually operated call points

Manually operated call points complying with the Fire Safety Systems Code shall be installed
throughout the accommodation spaces, service spaces and control stations. One manually operated
call point shall be located at each exit. Manually operated call points shall be readily accessible in
the corridors of each deck such that no part of the corridor is more than 20 m from a manually
operated call point.
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Zone address identification capability
Fixed fire detection and fire alarm systems with a zone address identification capability shall be
so arranged that:
1. means are provided to ensure that any fault (e.g. power break, short circuit, earth, etc.) occurring
in the loop will not render the whole loop ineffective;
1. all arrangements are made to enable the initial configuration of the system to be restored in the
event of failure (e.g. electrical, electronic, informatics, etc.);
1. the first initiated fire alarm will not prevent any other detector from initiating further fire alarms; and
1. no loop will pass through a space twice. When this is not practical (e.g. for large public spaces),
the part of the loop which by necessity passes through the space for a second time shall be
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installed at the maximum possible distance from the other parts of the loop.
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3.1.2 FIRE DETECTION EQUIPMENT: ai
1. Scheme for fire detection equipment should be prepared and operated
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1. Maintenance schedule should be prepared:

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Testing the correct operation of each head or probe, as appropriate

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●● Smoke (ion) detectors

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●● Flame detectors (infrared or ultraviolet rays from the flames)

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●● Heat detectors (thermal contact)

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●● Rate of change of temperature detector

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●● Bursting temperature of sprinkler bulb in a sprinkler system

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●● Cleaning and checking of contacts and other components In the control box and ensuring that
connection to the fire alarm
DETECTORS
Detectors shall be operated by heat, smoke or other products of combustion, flame, or any
combination of these factors. Detectors operated by other factors indicative of incipient fires may
be considered by the Administration provided that they are no less sensitive than such detectors.
Flame detectors shall only be used in addition to smoke or heat detectors.
Smoke detectors required in all stairways, corridors and escape routes within accommodation
spaces shall be certified to operate before the smoke density exceeds 12.5% obscuration per metre,
but not until the smoke density exceeds 2% obscuration per metre. Smoke detectors to be installed
in other spaces shall operate within sensitivity limits to the satisfaction of the Administration having
regard to the avoidance of detector insensitivity or oversensitivity.
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Heat detectors shall be certified to operate before the temperature exceeds 78°C but not until the
temperature exceeds 54°C, when the temperature is raised to those limits at a rate less than 1°C
per minute. At higher rates of temperature rise, the heat detector shall operate within temperature
limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity
or oversensitivity.
The operation temperature of heat detectors in drying rooms and similar spaces of a normal high
ambient temperature may be up to 130°C, and up to 140°C in saunas.
All detectors shall be of a type such that they can be tested for correct operation and restored
to normal surveillance without the renewal of any component.
Positioning of detectors
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Detectors shall be located for optimum performance. Positions near beams and ventilation ducts
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or other positions where patterns of air flow could adversely affect performance and positions where
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impact or physical damage is likely shall be avoided. Detectors which are located on the overhead
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shall be a minimum distance of 0.5 m away from bulkheads, except in corridors, lockers and stairways.
The maximum spacing of detectors shall be in accordance with the table below:
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Maximum Maximum Maximum

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Type of
Floor Area per Distance Apart Distance Away
Detector
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Detector between Centres from Bulkheads

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Heat 37 m2 9m 4.5 m
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Smoke 74 m2 11 m 5.5 m
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The Administration may require or permit different spacing to that specified in the above table
if based upon test data which demonstrate the characteristics of the detectors.
Testing
Suitable instructions and component spares for testing and maintenance shall be provided.
3.1.3 FIXED FIRE-EXTINGUISHING SYSTEMS:
Scheme for fixed fire extinguishing systems should be prepared and operated for each type of
fixed fire-extinguishing equipment
Maintenance schedule for a sprinkler system to be checked as follows
1. Verify proper operation of all water mist, water-spray and sprinkler systems using the test valves
for each section.
62
1. Visually inspect all accessible components for proper condition
1. Externally examine all high pressure cylinders for evidence of damage or corrosion
1. Check the hydrostatic test date of all high pressure cylinders
1. Functionally test all fixed system audible and visual alarms
1. Flow test all pumps for proper pressure and capacity
1. Test all antifreeze systems for adequate freeze protection
1. Test all system cross connections to other sources of water supply for proper operation;
1. Verify all pump relief valves, if provided, are properly set;
1. Examine all filters/strainers to verify they are free of debris and contamination;
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1. Verify all control/section valves are in the correct position;
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1. Blow dry compressed air or nitrogen through the discharge piping of dry pipe systems, or otherwise
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confirm the pipework and nozzles are clear of any obstructions. This may require the removal of
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nozzles, if applicable;
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1. Test emergency power supply switchover, where applicable;
1. Visually inspect all sprinklers focusing in areas where sprinklers are subject to aggressive
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atmosphere (like saunas, spas, kitchen areas) and subject to physical damage (like luggage handling
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areas, gyms, play rooms, etc.) so that all sprinklers are inspected within one year. Sprinklers with
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obvious external damage, including paint, should be replaced and not included in the number of
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sprinklers tested in subparagraph.

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1. Check for any changes that may affect the system such as obstructions by ventilation ducts,
pipes, etc.;
1. Test a minimum of one section in each open head water mist system by flowing water through
the nozzles. The sections tested should be chosen so that all sections are tested within a
five-year period;
1. Test automatic sprinklers and automatic water mist nozzles:
Maintenance schedule for a carbon dioxide system to be prepared:
●● Testing the level of liquid gas In the cylinders by:
●● The isotope method
●● the weighing method
●● checking that the siren that gives warning that gas is about to be released operates correctly
●● Checking that the gas outlets in the spaces protected are unobstructed
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Monthly inspections
At least every 30 days a general visual inspection should be made of the overall system condition
for obvious signs of damage, and should include verification that:
1. all stop valves are in the closed position;
1. all releasing controls are in the proper position and readily accessible for immediate use;
1. all discharge piping and pneumatic tubing is intact and has not been damaged;
1. all high pressure cylinders are in place and properly secured; and
1. the alarm devices are in place and do not appear damaged.
In addition, on low pressure systems the inspections should verify that:
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1. the pressure gauge is reading in the normal range;
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1. the liquid level indicator is reading within the proper level;
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1. the manually operated storage tank main service valve is secured in the open position; and
1. the vapour supply line valve is secured in the open position.

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Annual inspections
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The following minimum level of maintenance and inspections should be carried out in accordance
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with the system manufacturer’s instructions and safety precautions:

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1. the boundaries of the protected space should be visually inspected to confirm that no modifications
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have been made to the enclosure that have created uncloseable openings that would render the
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system ineffective;
1. all storage containers should be visually inspected for any signs of damage, rust or loose mounting
hardware. Cylinders that are leaking, corroded, dented or bulging should be hydrostatically retested
or replaced;
1. system piping should be visually inspected to check for damage, loose supports and corrosion.
Nozzles should be inspected to ensure they have not been obstructed by the storage of spare
parts or a new installation of structure or machinery;
1. the manifold should be inspected to verify that all flexible discharge hoses and fittings are
properly tightened; and
1. all entrance doors to the protected space should close properly and should have warning signs,
which indicate that the space is protected by a fixed carbon dioxide system and that personnel
should evacuate immediately if the alarms sound. All remote releasing controls should be checked
for clear operating instructions and indication as to the space served.
64
Minimum recommended maintenance
At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each intermediate,

periodical or renewal survey* in cargo ships, the following maintenance should be carried out
(to assist in carrying out the recommended maintenance, examples of service charts are set out in
the appendix):
1. All high pressure cylinders and pilot cylinders should be weighed or have their contents verified
by other reliable means to confirm that the available charge in each is above 90% of the nominal
charge. Cylinders containing less than 90% of the nominal charge should be refilled. The liquid
level of low pressure storage tanks should be checked to verify that the required amount of
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carbon dioxide to protect the largest hazard is available;
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1. The hydrostatic test date of all storage containers should be checked. High pressure cylinders should
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be subjected to periodical tests at intervals not exceeding 10 years. At the 10-year inspection,
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at least 10% of the total number provided should be subjected to an internal inspection and
hydrostatic test**. If one or more cylinders fail, a total of 50% of the onboard cylinders should
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be tested. If further cylinders fail, all cylinders should be tested. Flexible hoses should be replaced
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at the intervals recommended by the manufacturer and not exceeding every 10 years; and
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1. The discharge piping and nozzles should be tested to verify that they are not blocked. The test
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should be performed by isolating the discharge piping from the system and flowing dry air or
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nitrogen from test cylinders or suitable means through the piping.

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At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal survey*
in cargo ships, the following maintenance should be carried out by service technicians/specialists
trained to standards accepted by the Administration:
1. Where possible, all activating heads should be removed from the cylinder valves and tested for
correct functioning by applying full working pressure through the pilot lines.
In cases where this is not possible, pilot lines should be disconnected from the cylinder valves
and blanked off or connected together and tested with full working pressure from the release
station and checked for leakage.
In both cases this should be carried out from one or more release stations when installed.
If manual pull cables operate the remote release controls, they should be checked to verify the
cables and corner pulleys are in good condition and freely move and do not require an excessive
amount of travel to activate the system;
65
1. All cable components should be cleaned and adjusted as necessary, and the cable connectors
should be properly tightened. If the remote release controls are operated by pneumatic pressure,
the tubing should be checked for leakage, and the proper charge of the remote releasing station
pilot gas cylinders should be verified. All controls and warning devices should function normally,
and the time delay, if fitted should prevent the discharge of gas for the required time period; and
1. After completion of the work, the system should be returned to service. All releasing controls
should be verified in the proper position and connected to the correct control valves. All pressure
switch interlocks should be reset and returned to service. All stop valves should be in the closed
position.
1. Maintenance schedule for a fixed pressure water spraying system / hyper mist system
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●● Checking that the nozzles are unobstructed
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●● Checking that the valves operate correctly
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1. Maintenance schedule for a foam system should also include:
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●● Checking (on tankers) that the deck monitors operate correctly

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●● Checking that for engine-room applications the foam outlets and spreaders are clear and that
the pipes are free of corrosion products
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1. Visually inspect all accessible components for proper condition;

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1. Functionally test all fixed system audible alarms;

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1. Flow test all water supply and foam pumps for proper pressure and capacity, and confirm flow
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at the required pressure in each section (Ensure all piping is thoroughly flushed with fresh water
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after service.);
1. Test all system cross connections to other sources of water supply for proper operation;
1. Verify all pump relief valves, if provided, are properly set;
1. Examine all filters/strainers to verify they are free of debris and contamination;
1. Verify all control/section valves are in the correct position;
1. Blow dry compressed air or nitrogen through the discharge piping or otherwise confirm the
pipework and nozzles of high expansion foam systems are clear of any obstructions, debris and
contamination. This may require the removal of nozzles, if applicable;
1. Take samples from all foam concentrates carried on board and subject them to the periodical
control tests (Note: Except for non-alcohol resistant foam, the first test need not be conducted
until 3 years after being supplied to the ship.); and
1. Test all fuel shut-off controls connected to fire-protection systems for proper operation.
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The pumps are electric centrifugal self-priming pumps. The main fire pumps draw sea-water
from a separate sea chest than the emergency pump. All the fire pumps can be started from the
following places:
i. Bridge
ii. Cargo and Engine Control room
iii. Fire Control Centre
iv. Pump side
A The fire main feeds hydrants in the engine room, and deck. At the accommodation the main
branches feed the port and starboard sides. There are two valves per deck, located at the entrances
to the accommodation. The fire main also runs down the cargo deck, feeding hydrants on the
port and starboard sides. There are hose reels placed throughout the ship.
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B The International shore connection can be found on the upper deck, port and starboard sides.
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This can also be a portable system available and normally kept in the fire locker or on the bridge.
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A water curtain is provided, running across the front of the bridge and the port and starboard
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sides. This provides protection against a cargo deck fire. A sprinkler system is also provided for the
chemical stores in the engine room and second deck, and the paint stores in the engine room and
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fore peak. All these sprinkler systems are manually operated.

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WATER MIST / WATER FOG SYSTEM:

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HI-FOG SYSTEM:
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The HI-FOG system is based on the use of pure water only. Special nozzles split the water into
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‘micro-droplets’, providing efficient cooling of the fire as well as oxygen depletion. By attacking the
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heat and the oxygen, two of the three elements required to maintain a fire (the third one being
fuel), HI-FOG is an efficient fire suppression system for all kind of fires and has proven its capability
to extinguish or suppress accommodation fires, as well as fuel pool and spray fires in tests.
HI-FOG is, by definition, a high pressure water mist system, operating in the 50 – 140 bar range.
Due to this high pressure, the HI-FOG system utilises very small droplet
sizes – the total cooling area of all droplets is an order of magnitude
larger than that achieved with low and medium pressure water mists,
for the same amount of water. Compared with a conventional sprinkler
system, this cooling area may be up to 400 times larger. The obvious
result of this is a much higher cooling effect and, consequently, a major
reduction in the amount of water needed. The high pressure also ensures
efficient penetration and distribution of the fog. HI-FOG is ejected at
high speed, distributing the fog over a large range. Test Fire in Engine Room – Extinguished by
HI-FOG in Five Seconds Using 20l of Water
69
CO2 has been the most common fixed fire protection system for machinery spaces; however,
CO2 has a major drawback – it will kill every one in the machinery at the time of its release.
It also requires a sealed space, in order to ensure that the gas does not escape. Studies have shown
that it takes an average 20 minutes from the moment a fire is detected in an engine room until the
space has been evacuated (that must be positively confirmed), all openings have been shut and
the ventilation has been closed down. During these 20 minutes, the fire is free to cause damage,
expand and develop toxic gases.
On the other hand, HI-FOG can be activated the second, a fire is detected. It will not harm
people in the space and will quickly knock down the fire, thus allowing people to leave the space
The efficiency of HI-FOG continues after the fire has been extinguished. When using gases,
it is not uncommon that re-ignition occurs, when a door is opened and new oxygen enters the
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room. This is prevented by continuing the application of HI-FOG. Due to its good cooling capability,
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the hot metal parts in the space are quickly cooled down to a temperature where re-ignition will
not occur. Several different HI-FOG systems are available for machinery spaces. They range from
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systems suitable for small engine rooms to systems approved for use in unlimited spaces. Some
systems operate without electrical power, to be used when the emergency switchboard does not
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have enough capacity to supply an electrical pump unit.
Smaller in size than the previously mentioned systems, but protecting critical spots on a ship,
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are the special HI-FOG systems for galley and laundry ducts, as well as deep fat fryers. These
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systems have been tested in accordance with the latest requirements and have been approved by
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the major classification societies.

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Drop Size Vaporisation

DROP SIZE COMPARISON No. of Drops
(avg. µm) Rate
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SPRINKLER > 1000 1 1
CLASS 2/3 MIST 300 10 40
HI-FOG 50 400 8000
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THE AREA COVERAGE:
●● The above table compares HI-FOG with typical low pressure mist technology and also
conventional sprinkler technology.
●● The considerably larger surface area of the HI-FOG drops per unit volume of water means that
vaporization rate is approximately 400 times greater than conventional sprinkler drops.
●● This vaporization rate directly effects the cooling and inerting capability of the system.
COOLING:
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●● Important property of water as a suppressant is its cooling capacity

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●● In vaporization, water can absorb energy over 2 MJ/kg

●● Superior to any other realistically conceivable suppressant.
●● Due to the very high evaporation rate, cooling of gases with HI-FOG is instantaneous.
●● Cooling of structures is less abrupt, the surfaces are intentionally cooled down very smoothly
to prevent any cracking of structures.
●● Cooling capacity is always optimized for the different applications.
OXYGEN DEPLETION (INERTING)

●● The vaporization also locally inerts the atmosphere, the volume of water expands to over
1700 times of the original volume in vaporization.
●● The inerting is truly a local effect: the oxygen concentration is lowest there where the temperature
is high. And highest temperatures are found in the flames and in their vicinity.
●● WATER-FOG systems generate water mist that effectively penetrates the flames and inerts the
atmosphere right there where the effect is most pronounced.
71
RADIANT HEAT BLOCKING
●● The third principal suppression
mechanism is not based on
vaporization but small droplets
as such effectively block radiative
heat.
●● With a WATER-FOG water mist
curtain in between, people can
stand next to an extensive fire
without feeling the heat.
●● This property helps fire fighters to
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approach the seat of the fire and
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is an effective protection against
structural damages.
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The Hi-Fog system reduces the flame height and extinguishes the fflame, and also reduces smoke
density
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●● One of the greatest advantages of WATER-FOG systems is that they are so versatile.
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●● They can replace almost any other suppression agent/system ranging from gaseous total flooding
systems to conventional water spraying or sprinkler systems.
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●● In many applications they are also the one and only conceivable system.
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WATER-FOG SPRAY HEAD

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●● The WATER-FOG spray head is similar to the WATER-FOG sprinkler but does not have an
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internal valve.
●● WATER-FOG spray heads comprise a mounting
adapter, spray head body, water filter and nozzles.
●● The WATER-FOG spray head is normally separate
from the mounting adapter. which comes in a variety
of different types to suit different ceiling types.
●● The precision-machined body is manufactured from
brass or stainless steel, depending on application,
and chrome plated.
●● Every WATER-FOG spray head has a high capacity
filter to ensure no contamination can clog the
nozzles.
●● Different WATER-FOG spray heads, using nozzles with specific flow rates are designed for use
with the different WATER-FOG pump and cylinder units depending on the application and hazard.
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SECTION VALVES
●● WATER-FOG Section Valves are made of brass and stainless steel.
●● Machinery Space Section Valves
are used where a machinery
space is divided into different
sections.
●● A dedicated valve for each
section will activate by electric
signal, or can be manually
overridden
●● WATER-FOG Section Valves are
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primarily used for determining
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in which section a fire occurs.
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●● They incorporate a flow monitor for signaling the start of high-pressure pumps.
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●● A test valve for simulating activation of a single WATER-FOG sprinkler

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High expansion foam in the machinery spaces / pump room etc
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HIGH EXPANSION FOAM SYSTEM:
A 1.5m long, 1m square generator could produce about 15 m3/min of foam which would completely
fill the average engine room in about 15 minutes. One litre of synthetic detergent foam concentrate
combines with 30 to 60 litres of water (supplied from the sea) to give30,000 to 60,000 litres of foam.
FOAM SPREADING INSTALLATIONS:
When fitted, permanently piped foam spreading installation, operated external to boiler or
machinery space, which supply foam to boiler and/or engine room tank tops, must have sufficient
capacity to give a depth of foam of a least 152mm over the whole tank top.
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CO2 FLOODING SYSTEM:
CO 2 cylinders are constructed from manganese steel and the working pressure in each
cylinder is generally about 52 bar, although the pressure at any time is a function of temperature.
The CO2 cylinders should be stored at a temperature less than 55°C. The sealing/bursting
disc fitted in each cylinder is designed to rupture spontaneously at 177 bar and this pressure
would be produced in the cylinder if the temperature of the contents reached approximately 63°C
CO2 gas is approximately one and a half times as dense as air the density at 1 bar and 21°C being
1.8 kg/m3 and this is the figure normally used to calculate the mass of CO2 required to flood any
particular space. The installation consists of a predetermined number of CO2 storage cylinders
(30% of free gas of volume of engine room) or (40% of volume to 1 metre above engine room or
boiler room which ever is the greater).
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The cylinder bank can be divided into two categories, slave and master cylinders. The master
cylinders are manually operated by means of a pull handle installed within the control box in the
engineers alleyway discharge of gas from master cylinders is routed by means of 15mm diameter
HP piping to a CO2 operating ram. The piston of the ram is connected by stainless steel cable to the
operating lever of each slave cylinder valve mechanism. Discharge of liquid CO2 is routed by way
of flexible loop connections from the cylinders to a high pressure steel manifold incorporating a
non-return valve at each inlet orifice. From the manifold CO2 is distributed by means of a fixed system
of high pressure piping to discharge nozzles installed in strategic positions and specially designed
to promote uniform discharge of gas without freezing of the nozzle apertures. The control box also
contains a pull handle wire connected to an isolating valve which interrupts the main discharge to
distribution piping.
A premature release valve on the master cylinder manifold prevents accidental discharge of slave
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cylinders. The locked control box access door is fitted with a micro-switch which is actuated when
the door is opened to sound alarm bells or klaxons CO2 cylinders should be recharged if there is a
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10% weight loss. It is a requirement that 85% of CO2 gas must be released into machinery space
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within two minutes and since such systems are one shot systems it is essential that all skylights
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and ventilators are closed and fans stopped before the gas is released. After CO2 flooding and fire
extinguishing the machinery space must be well ventilated before entry, for damage survey/inspection,
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since CO2 gas is heavier than air there is a danger of gas pockets under plates, in corners and in
any area in which air circulation may be difficult.
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BULK CARBON DIOXIDE SYSTEM:

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A bulk CO2 fire extinguishing system consists essentially of one or more pressure tanks, refrigerating
machinery and the appropriate network of pipes for distributing the gas around the machinery spaces.
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The pressure vessels are normally arranged as cylindrical tanks fabricated to class 1construction.
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Low temperature steels fully tested and stress relieved are used and the vessels are mounted on
supports capable of withstanding collision shocks.
The tank is heavily insulated and covered with metal cladding, the working temperature and
pressure being - 20°c and 21 bar. Internal cooling coils are connected to dual refrigerating units, the
latter being controlled automatically by pressure switches. One unit is sufficient to deal with the heat
ingress into the CO2 and is rated to operated for more than 18 hours per 24 hours when the ambient
temperature is +38½C. The other unit is standby. Either water or air cooling, can be arranged.
The duty from main to standby unit can be reversed to equalise running hours. The instrument panel
contains tank contents gauge, pressure gauge and alarms to indicate high or low liquid level, high
or low CO2 pressure and the refrigerator controls.
To ensure a dangerous high pressure condition does not exist if a serious refrigeration
fault develops, pressure relief valves are fitted, discharging directly to atmosphere. The valves are
mounted on a changeover valve and are set to discharge CO2 gas if the pressure in the vessel rises
above the design pressure of 23.8 bar. Each valve in turn can be isolated for removal and periodic
testing.
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The vessels are fitted with a capacitance type continuous indicator, together with a standby
liquid level indicator which ensures that the CO2 liquid level can always be checked approximately
by opening the standby liquid level indicator valve which will flood the pipe to the same level as the
pressure vessel. A frost line appears due to the low temperature of the liquid CO2. Closing the valve
will cause the CO2 to vaporise back into the pressure vessel. The filling and balance lines are normally
run to the main deck port and starboard sides for hose connections to be made to a road tanker.
The balance line is used to equalise pressure with the road tanker during the filling operation.
The liquid CO2 discharge is through a 150mm bore pipe fitted with an isolating valve but the quantity
of CO2 discharged into the various spaces is controlled by timed opening of a discharge valve.
A relief valve is fitted which will relieve excess pressure in the discharge pipe should the isolating
valve be closed with liquid CO2 trapped in the discharge. Automatic or remote operation can
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be achieved by utilising CO2 gas pressure from the top of the tank as the operating medium.
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Due to the considerably reduced amount of steel, the storage tank compared with cylinders
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gives and approximate 50% weight saving and because low pressure CO2 has a greater density than
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CO2 at ambient temperature, the volume it occupies is considerably less in terms of deck space.
Also, low pressure CO2 usually costs considerably less than CO2 supplied in cylinders.
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Apart from the incorporated alarm systems the tank and its instrument panel along with the
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refrigeration units should be examined regularly. Contents gauges should be checked to ensure
no leakage has taken place since the last inspection. The tightness of the relief valves are usually
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checked by means of rubber balloons secured over the ends of waste pipes, any inflation of balloons
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telling its own story. Two sets of relief valves are fitted, the LP set at 24.1 bar and HP set at
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26.5 bar. These valves are designed especially for use with CO2.
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3.1.4 FIRE MAIN, HYDRANTS, HOSES AND NOZZLES AND PUMPS
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Shown here is a typical system which may be found on most vessel. Of note are the large number
of fire main isolator valves. The system may be so arranged as to split the supply between port and
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stbd sides over all deck levels. Thereby in the event of damage on one side of the vessel a nearby
supply of water is ensured. In addition to the required main and emergency fire pumps, on this
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vessel a standy by pump capable of serving the fire main as well as the ballast and emergency bilge
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suction systems is available. (note that a special arrangement must be made to ensure that bilge
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water is not delivered through the fire main).

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Maintenance and periodic checks
Verify all fire hydrants, hose and nozzles are in place, properly arranged, and are in serviceable
condition; Operate all fire pumps to confirm that they continue to supply adequate pressure;
and Emergency fire pump fuel supply adequate, and heating system in satisfactory condition,
if applicable.
Checks for adequate spares of hand wheels, spindles, gaskets, coupling lugs,washers and valves.
Visually inspect all accessible components for proper condition; Flow test all fire pumps for proper
pressure and capacity. Test emergency fire pump with isolation valves closed;Test all hydrant valves
for proper operation; pressure test a sample of fire hoses at the maximum fire main pressure,
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so that all fire hoses are tested within five years;
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Verify all fire pump relief valves, if provided, are properly set;
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Examine all filters/strainers to verify they are free of debris and contamination; and Nozzle size/
type correct, maintained and working.
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Precautions in icy conditions

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Drain The Fire Line: Just like the FW line, drain the Fire Line on deck as well and leave the
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after most hydrant open so that entire water of the line is drained.
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Check Anchor Wash Valves: Recheck that Anchor wash valves are open as well. warning notices
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on the bridge to be posted that the fire main has been drained of water
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Try out the Steam Blow off valves: Try out the Steam Blow off valves fitted on the sea chest and
keep the steam pipe meant for the purpose near the sea chest. This valve is used very rarely and
that too in very low temperatures when the sea is actually frozen.
3.1.5 PORTABLE AND MOBILE FIRE-EXTINGUISHING EQUIPMENT:
Scheme for maintenance of portable and mobile fire extinguishing equipment should be
prepared and operated.
When a portable or mobile fire extinguisher has been discharged or gauge reads below
normal level it should be prepared for further use as follows:
On an extinguisher with a trigger handle depress the handle to ensure that the cylinder is
not pressurized.
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Remove the top cap, including the cartridge, and then:
●● clean the cylinder and inspect for any corrosion if the cylinder is made of steel
●● check when the cylinder is due for a pressure test, which is normally done by the suppliers
●● check that the discharge pipe and nozzles are clear
●● check the operation of the trigger valve to ensure it is fluid tight and operates freely
●● check the operation and tightness of other valves (if fitted)
●● reassemble the extinguisher, using the correct media and cartridge after the cap has been
fitted, fit the safety pin
●● write the date of refilling on a record label on the cylinder replace the extinguisher in its previous
position or put it in a store, as required by the chief mate
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At least one extinguisher of each type manufactured in the same year and kept on board a ship
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should be test discharged at five yearly intervals (as part of a fire drill)
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All extinguishers together with propellant cartridges should be hydraulically tested in accordance
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with the recognized standard or the manufacturerís instruction at intervals not exceeding ten years.
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Service and inspection should only be undertaken by, or under the supervision of, a person with
demonstrable competence, based on the inspection guide.
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Records of inspections should be maintained. The records should show the date of inspection,
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the type of maintenance carried out and whether or not a pressure test was performed.
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Extinguishers should be provided with a visual indication of discharge.

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Instructions for recharging extinguishers should be supplied by the manufacturer and be available
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for use on board.

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ANNUAL INSPECTION
Safety clip and indicating devices Check to see if the extinguisher may have been operated.
Pressure indicating device Where fitted, check to see that the pressure is within
limits. Check that dust covers on pressure indicating
devices and relief valves are in place.
External examination Inspect for corrosion, dents or damage which may affect
the safe operation of the extinguisher.
Weight Weigh the extinguisher and check the mass compared to

the fully charged extinguisher.
Hose and nozzle Check that hoses and nozzles are clear and undamaged.
Operating instructions Check that they are in place and legible.
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INSPECTION AFTER RECHARGE
Water and foam Replace the charge in accordance with the manufacturers
instructions
Reassemble Reassemble the extinguisher in accordance with the

manufacturers instructions
Maintenance label Fill in entry on maintenance label, including full weight.
Mounting of extinguishers Check the mounting bracket or stand.
Report Complete a report on the state of maintenance of the

extinguisher.
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INSPECTION AT FIVE AND TEN YEAR INTERVALS
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INSPECTION AFTER DISCHARGE TEST ai
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Air passages and Prove clear passage by blowing through vent holes and vent
operating mechanism devices in the cap. Check hose, nozzle strainer, discharge tube and
breather valve, as applicable. Check the operating and discharge
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control. Clean and lubricate as required.

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Operating mechanism Check that the safety pin is removable and that the lever is
undamaged
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Gas cartridge Examine for damage and corrosion. Weigh the cartridge to
ascertain that it is within prescribed limits.
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O-rings washers and Check O-rings and replace hose diaphragms if fitted.
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hose diaphragms
Water and foam bodies Inspect the interior. Check for corrosion and lining deterioration.
Check separate containers for leakage or damage
Powder body Examine the body and check internally for corrosion and lining
deterioration.
INSPECTION AT RECHARGE
Water and foam charges Remove the charge to a clean container if to be reused and check
if it is still suitable for further use. Check any charge container
Powder charges Examine the powder for reuse. Ensure that it is free flowing and
that there is no evidence of caking lumps or foreign bodies.
Gas cartridge Examine for damage and corrosion
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Wheeled (mobile) fire extinguishers
1. Perform periodical inspections in accordance with the manufacturer’s instructions;
1. Visually inspect all accessible components for proper condition;
1. Check the hydrostatic test date of each cylinder; and
1. For dry powder extinguishers, invert extinguisher to ensure powder is agitated.
1. Visually examine at least one extinguisher of each type manufactured in the same year and kept
on board. (5 Yearly)
1. All extinguishers together with propellant cartridges should be hydrostatically tested by specially
trained persons in accordance with recognized standards or the manufacturer’s instructions.
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(10 Yearly)
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3.1.6 FIRE-FIGHTER’S OUTFITS AND OTHER PERSONAL PROTECTIVE EQUIPMENT
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Inspection and maintenance of Fire
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fighters outfits and other protective

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equipment should be prepared.

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●● That all outfits are in their correct

stowage positions.
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●● That the personal equipment is

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not cut or torn, undamaged and

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complete.
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●● That the battery of the electric

safety lamp (hand lantern) is fully
charged.
●● That the intrinsically safe radios,

accessories and batteries are
checked functional.
●● Verify lockers providing storage

for fire-fighting equipment contain
their full inventory and equipment
is in serviceable condition.
(Monthly).
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FIRE MAN’S OUTFITS
1. Every ship having machinery spaces of category A should be provided with a fireman’s outfit.
1. A fireman’s outfit should consists of personal equipment comprising:
●● protective clothing of material to protect the skin from the heat radiating from the fire and
●● from burns and scalding by steam. The outer surface should be water-resistant;
1. boots and gloves of rubber or other electrically non-conducting material;
1. a rigid helmet providing effective protection against impact;
1. an electric safety lamp (hand lantern) of an approved type with a minimum burning period of
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three hour
1. an axe to the satisfaction of the Organization; and

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1. a breathing apparatus of an approved type.

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The breathing apparatus may be either:
1. a smoke helmet or smoke mask which should be provided with a suitable air pump and a length of
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air hose sufficient to reach from the open deck, well clear of hatch or doorway, to any part of the
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holds or machinery spaces. If in order to comply with this subparagraph, an air hose exceeding
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36 m in length would be necessary, a self contained breathing apparatus should be substituted

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or provided in addition as determined by the Organization; or

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1. a self-contained compressed-air-operated breathing apparatus, the volume of air contained in the

cylinders of which should be at least 1200l, or other self-contained breathing apparatus which
should be capable of functioning for at least 30 minutes.
1. A number of spare charges, suitable for use with the apparatus provided, should be available on
board to the satisfaction of the Organization.
1. For each breathing apparatus a fireproof lifeline of sufficient length and strength should be
provided capable of being attached by means of a snap hook to the harness of the apparatus
or to a separate belt in order to prevent the breathing apparatus becoming detached when the
lifeline is operated.
1. The Organization may require additional sets of personal equipment and breathing apparatus,
having due regard to the size and type of the ship.
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1. The fireman’s outfits or sets of personal equipment should be so stored as to be easily accessible
and ready for use and, where more than one fireman’s outfits or more than one set of personnel
equipment is carried, they should be stored in widely separated positions.
Fireman’s axe
Every ship should be provided with at least one fireman’s axe in an easily accessible location
outside the machinery, accommodation and service spaces.
SCBA
A Self Contained Breathing Apparatus, or SCBA, sometimes referred to as a Compressed
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Air Breathing Apparatus (CABA), air pack, or simply Breathing Apparatus (BA), is a device worn by
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rescue workers, firefighters, and others to provide breathable air in an IDLH (Immediate Danger to
Life and Health) Atmosphere.
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An SCBA typically has three main components: a high-pressure tank (15,280 to 31,000 kPa),
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a pressure regulator, and an inhalation connection (mouthpiece, mouth mask or face mask), connected
together and mounted to a carrying frame.
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A self-contained breathing apparatus may fall into two different categories. These are open
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circuit and closed circuit. Open circuit type is used for ship board use.
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Open-circuit industrial breathing sets are filled with filtered, compressed air, rather than pure
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oxygen. Typical open-circuit systems have two regulators; a first stage to reduce the pressure of
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air to allow it to be carried to the mask, and a second stage regulator to reduce it even further to a
level just above standard atmospheric pressure. This air is then fed to the mask via either a demand
valve (activating only on inhalation) or a continuous positive pressure valve (providing constant
airflow to the mask).
An open-circuit rescue or firefighter SCBA has a full face mask, regulator, air cylinder, cylinder
pressure gauge, and a harness with adjustable shoulder straps and waist belt which lets it be worn
on the back. The air cylinder usually comes in one of three standard sizes: 4 litre, 6 litre, or 6.8 litre.
The duration of the cylinder can be calculated to Size of cylinder X Pressure / by 40 and then less
10 minutes because of a safety margin, so a 6 litre cylinder, of 300 bar, is 6 X 300 / 40 - 10 =
35 minutes working duration The relative fitness, and especially the level of exertion of the wearer,
often results in variations of the actual usable time that the SCBA can provide air, often reducing
the working time by 25% to 50%.
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POSITIVE PRESSURE (PREVENTING INWARD LEAKING)
Open circuit SCBAs utilize either “positive pressure” or “negative pressure” operation.
●● A “negative pressure” SCBA may be used with a type of full face mask which could be used as
a gas mask (with a filter canister on the face piece’s air inlet) or with an open-circuit breathing
set connected to the air inlet. Air is delivered to the wearer when he breathes in, or in other
words, reduces the pressure in the mask to less than outside pressure, hence the name “negative
pressure”. The limitations of this are obvious, as any leaks in the device or the interface between
the mask and the face of the wearer (caused for example by small face skin wrinkles) would
reduce the protection offered.
●● “Positive pressure” SCBA addresses this limitation. By careful design, the device is set to maintain
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a small pressure in excess of the surrounding air pressure inside the face piece. Although the
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pressure drops when the wearer breathes in, the device always maintains a higher pressure
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inside the mask than outside of the mask. Thus, even if the mask leaks slightly, there is a flow of
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clean air out of the device, automatically preventing inward leakage under most circumstances.
Although the performance of both types of SCBA may be similar under optimum conditions,
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this “fail safe” behaviour makes a “Positive pressure” SCBA preferable for most applications.
As there is usually no air usage penalty in providing positive pressure, the older “Negative pressure”
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type is, in most cases, an obsolete configuration and is only seen with older equipment.
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However some users refuse to use this technology as in case of a damage or loss of the
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face piece the air will be released uncontrolled. The leakage rate can be so high that a fully
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charged SCBA will be drained in less than three minutes, a problem that does not happen with
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“negative pressure” SCBA systems.

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For fire fighting, the design emphasis is on heat and flame resistance above cost. SCBA designed
for fire fighting tend to be expensive because of the exotic materials used to provide the flame
resistance and to a lesser extent, to reduce the weight penalty on the fire fighter. In addition,
modern fire fighting SCBAs incorporate a PASS device (Personal Alert Safety System) or an ADSU
(Automatic Distress Signal Unit) into their design. These units emit distinctive high pitched alarm
tones to help locate firefighters in distress by automatically activating if movement is not sensed for
a certain length of time (typically between 15 and 30 seconds), also allowing for manual activation
should the need arise. In fire fighting use, the layout of his breathing set should not interfere with
ability to carry a rescued person over the firefighter’s shoulders.
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1. cylinder & Valve assembly

●● Full wrapped composite cylinder, lightweight, high strength, corrosion proof, long life.
2. back frame
●● Fiber glass reinforced, rugged, fire-retardant; its shape corresponds with the curve of body
and is comfortable for working.
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3. regulator
●● Equipped with an air saver/donning switch to prevent the rapid loss of air supply; mounts directly
to the face piece; high air flow; low breathing resistance; easy to mount; maintains positive
pressure in the facepiece to avoid contamination from hazardous gases.
4. Pressure gauge
●● Waterproof, shockproof, can be read in the darkness.
5. chest alarm Whistle
●● Integrated with pressure gauge and located on the chest after donning. Activated when the
pressure drops 5.5+ 0.5 Mp. Warns user of low air pressure and air depletion.
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6. lens
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●● No-shatter type poly-carbonate material; modified cone configuration; impact, abrasion and
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chemical resistant.
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7. nose cup
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●● Optimized design, excellent seal; minimizes exhaled air volume. Enhances voice transmission
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and minimize fogging of the lens.

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8. head harness
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●● Net hood, four-point suspension, fire retardant, durable, easy to adjust; compatible with Fire
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Helmet or Safety Helmet/Hard Hat

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Preparing BA-sets for storage
By preparing the BA-sets in the fire station the first step for a swift intervention is made.
By preparing in advance we can prevent loss of time for a BA-team to be ready.
The BA-team can assume that all the equipment is prepared and checked the cylinders are full.
When preparing the BA-sets it is important that a number of actions are made. First the cylinder,
backpack and mask must be checked for visual flaws. After this visual inspection the cylinder is
mounted on the backpack.
By opening the valve on the cylinder the pressure in the cylinder can be checked (pressure gauge)
and the system can be checked for leakages. When there are no problems the valve can be closed.
The system is still under pressure and the next test that can be executed is the testing of the
alarm signal (whistle). To do this the air in the system should be released very slowly.
86
SAFETY HAND LAMP
●● Rechargeable LED Hand Lamp

Charge battery for 12 hours.
●● Particular attention should be given
to evidence of terminal corrosion and
resultant acid droplets that might begin
to occur after 3-5 years on standby
charge.
●● battery pack utilises a two cell lead acid
system with a life of up to 500 charge/
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discharge cycles.
●● short circuit protection, deep discharge protection and mains charger failure illumination.
●● Ingress protection level: IP66
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●● Charging should be done regularly and checked periodically. Same checks must be recorded.
Gas Zone : 0, 1 and 2
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Dust Zone : 20, 21 and 22

Power : Rechargeable
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Light : LED
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3.1.7 RESCUE AND LIFE SUPPORT EQUIPMENT
1. the use of rescue equipment:
●● stretcher first aid kit : Patients can be shifted easily by 2 persons to hospital
●● self-contained breathing apparatus and its compressor
●● rescue equipment e.g. tripod arrangement, rescue harness with lifeline and safety hook
●● fire axe
●● fire suit
●● personal protective gear such as helmet, gloves and boots
●● Portable gas detectors for gas fuelcompressed hydrogen / natural gas for spaces intended
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for carriage of motor vehicles
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1. During Search and rescue of injured persons, rescue party should carry additional SCBA and a
resuscitator
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1. MFAG (Medical First Aid Guide for Use in Accidents Involving Dangerous Goods)
(IMDG Supplement) and first aid for bums and bleeding to a casualty
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1. Resuscitation
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1. Addition to a line, a guide line may also be rigged as a rescue aid

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A breathing apparatus wearer brings him or herself in potentially dangerous situations. Smoke
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and heat can make tasks difficult and they may also have to deal with stressful situations such as
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searching for casualties, which increase the problems. A BA-wearer must act decisivily but be able
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to recognise dangerous situations and act accordingly. Your own safety and the safety of your buddy
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is of the utmost importance.
In order to increase the safety it is important, when working with BA, to act and work according
to predefined and well trained procedures.
Procedure are developed for:
●● Donning of the face mask

●● The use and control of the face mask
●● Replacing the cylinder
We assume that these procedures are
known. In this chapter one can find the most
important guidelines to increase the safety
of persons wearing breathing apparatus.
88
Self Retractable Descender and Fall Arrest Block (SRL) 15 meter
The FPED15 offers 15 meters freedom of movement and lowers the user automatically due to
it’s integrated descent brake after a fall.
This unique fall arrester and descender combination is a very important feature in case both fall
arrest and self rescue functions are needed. FPED15 devices are available with galvanized steel
wire ropes.
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Speciﬁ cations FPED15:

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●● Modular automatic descent-brake

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●● Descent speed 1,3 m/s (100 kg)

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●● Modular quick-acting braking system

●● Very low examination & inspection costs
●● Very low fall arrest forces
●● Lightweight, robust alu housing & modules - powder coated (18.7 kg - 41.2 lbs)
●● Corrosion-resistant stainless steel & aluminium internal components
●● Swivable connection eye
●● Max. 15 m - 49 ft
●● Max. 150 kg - 331 lbs
●● Min. -40°C/F, max. 55°C - 130°F
●● Ergonomic Design-Handle available
●● Corrosion resistant internal parts only
●● Lightweight & robust Housing aluminium
●● fall arrest + rescue & evacuation
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3.1.8 SALVAGE EQUIPMENT
1. The working principles and operations of the following salvage equipment:
●● Fire and salvage tugs

●● Helicopters
●● Gas cutting set with oxy-acetylene torches
●● Collision mats
●● a large canvas or heavy rope mat used to close a hole made in a ship’s side (as by a collision
or explosion)
●● Signaling flags and Morse signaling lamps
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●● Rope ladder with boat hook rescue boat
●● Large capacity salvage pumps and ejector pumps fitted on fire boat and tugs
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●● Oxygen analyser and toxic gas analysers for entry into enclosed spaces
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●● Foam system fitted on fire-fighting tugs
●● Towing gear
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A professional response demands a great deal of preplanning by the Fire Department, thus poorer
countries may not have the funding to set up an Emergency response team for offshore work.
90
It is not straight forward to set up a team for ship firefighting, the selection of suitable personnel,
training of those personnel not just for ship fire fighting, but also helicopter operations and sea
survival will need to be funded, in most cases separately to local funding arrangements.
The funding is very often a grey area and the retrieval of costs involved in fighting fires can be
difficult due to the complexities of salvage claims.
Shore based fire fighters offer some obvious advantages over a ship’s crew, namely a greater
understanding and experience in fire and dealing with hazardous materials.
A professional fire team trains very regularly, in some cases every day and regularly performs
excercises, which demand the mobilization of a large amount of resources. Early notification is
essential in order that the shore-based service can assess the situation and plan a safe approach.
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The reluctance to call early for help whatever the reason, be it company policy, salvage claims
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or just lack of understanding of what is available, may incur serious delays which will affect the
success of the operation.
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Before boarding, the senior fire officer will carry out a dynamic risk assessment, to ensure the
safety of the team. Safe access and escape routes, together with the risks on board are their main
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concerns.
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TOOLS USED IN MARINE SALVAGE
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3.1.9 COMMUNICATION EQUIPMENT
1. communication equipment used for fire fighting is of two types: internal and external communications
1. discusses internal communications:
●● communication by voice, messenger and loud hailer

●● Two-way communications with radio handsets or those provided with helmet of fire-fighting
equipment
●● Portable radios including rescue boats and lifeboat radio equipment  public address systems
●● intercoms and fixed telephone systems
1. 3 Use of external communication equipment such as:
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●● DSC on VHF, MF and HF
●● Inmarsat-A/-C
●● All other terrestrial and GMDSS systems
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GMDSS COSOLE
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Communication Between team members
Because of the face mask, the helmet and surrounding sounds team members might not be able
to receive radio messages. The person transmitting the messages must therefore speak slowly and
with a clear voice. The message should be brief and to the point. The receiving party can hold his
breath to avoid disturbing noises from his BA-set.
Radio contact between the fire team and the OSC or bridge
Because of the above mentioned factors and the stress during the action messages from the
OSC or bridge must be short, to the point and sometimes in sections. If possible the message should
be repeated by the fire team to make sure that the team understands the message.
GMDSS
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The Global Maritime Distress & Safety System is a means of external communication using the
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Terrestrial Radio Path (MF / HF / VHF) & Satellite Radio Path (Inmarsat-C). Both systems have
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independent means of Alerting by using VHF/MF/HF Digital Selective Calling equipment (DSC)
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for initial distress alerting using the terrestrial communication network, followed by a voice call on
the dedicated distress frequency. The Satellite equipment Inmarsat-C allows users to send distress
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alerts & detailed distress message depending upon availability of time. In any case the secondary
means of alerting device is the Emergency Position Indicating Radio Beacon (EPIRB).
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3.2 REQUIREMENTS FOR STATUTORY AND CLASSIFICATION SURVEYS:

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Statutory requirements for fire prevention, protection, detection and extinction are contained in
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Chapter II/2 of SOLAS 74.

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Additional fire-fighting systems and equipment provided as per SOLAS for dangerous goods and
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the emergency procedures of the IMDG Code are to be followed.
Specialized fire-fighting systems, equipment and procedure for the carriage of fire-prone cargoes
in bulk are described in the IMSBC Code.
Chemical Hazard Notational Reference
Combustible solids CB
Self-heating solids SH
Solids that evolve flammable gas when wet WF
Solids that evolve toxic gas when wet WT WT
Corrosive solids CR
Other hazards OH
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Specialized fire-fighting systems, equipment and procedures for the Carriage of liquid. Chemicals
in bulk are described in the IBC/BCH Codes.
Specialized fire-fighting systems, equipment and procedures for the carriage of liquefied
gases in bulk are described in the IGC/GC Code.Fire protection bulkheads such as A-60,B-30 and
C/F class materials, fire proof materials and low flame spread materials are tested as per fire test
procedure code.
Administrations are required to follow the minimum IMO requirements and should also make
national rules. Classification societies’ rules are based on IMO requirements and their own particular
requirements. SOLAS 74 requirements and FSS Code are under constant review and updating like
portable water monitors and water mist lances.
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Additional medicines and equipment are to be provided as per the MFAG (IMDG Supplement).
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SOLAS 74 requirements are under constant review and updating and changes include:
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●● smoke detection and extraction system for passenger spaces
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●● helicopter deck
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●● fixed installation for paint lockers

●● fire-fighting arrangement for ro-ro spaces
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●● jacketing of fuel injection pipe for main and auxiliary engines

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●● definition of control station

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●● inerting ventilation and gas measurement for double hull space of oil tankers
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●● special requirements for ships carrying dangerous goods, location and separation of spaces
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Periodic tests and maintenance for CO2 systems

Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years:
(a) 5 yearly routines:
(i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must
be subjected to the tests described below.
(ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one
pilot cylinder. The battery must be uncoupled for the purpose.
(iii) The proper operation and correct connections to the cargo holds to be checked.
(iv) The entire installation to be checked to make sure that it is operational.
(v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm.
(vi) The alarm system must be tested to make sure that it functions properly.
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(b) 10 yearly routines:
(i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing
system, which can be shut off, must be tested with carbon dioxide or air at a minimum
pressure of 25kg/cm2.
(ii) All the tests described in “a” above.
(c) 15 yearly routines:
(i) The piping must be pressure tested as follows:
1) The high pressure section up to and including the engine room, boiler room or pump
room stopcock and up to and including the operating valves or cocks to the cargo holds:
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At a pressure of at least 190 kgf/cm2 using a suitable liquid.
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2) The medium pressure section (open ended pipes where they run through accommodation
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spaces, together with the section of the main supply line running to the engine room,
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boiler room or pump room between the stopcock and the room concerned): At a pressure
of at least 80 kgf/cm2 using a suitable liquid.
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3) Low pressure section (other pipes with open ends): With air at a pressure of at least
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6 kgf/cm2
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Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to
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deep tanks, which can be shut off, must be considered as part of the high-pressure system.
Pipe sections and valves tested hydraulically with water must be blown dry with air.
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(ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder.
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The battery must be uncoupled for the purpose;
(iii) The alarm system to be tested with the engine operating to full capacity;
(iv) The setting of the spring loaded safety valves at 180 kgf/cm2.
(v) The proper operation and correct connections to the cargo holds to be checked
(vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump
room to be checked by opening one or more cylinders of the battery or by using air at a
minimum pressure of 25 kgf/cm2;
(vii) The entire installation to be checked to make sure that it operational.
The high-pressure section that can be shut off, the stopcocks and the controls to be checked
for tightness under operational conditions by opening one cylinder of the battery. This check may
be omitted if the equipment is intended solely for the engine room and consists of not more than
15 cylinders.
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(d) Periodical Tests
When extensive repairs or modifications are carried out, the part of the carbon dioxide fire
extinguishing equipment involved must be subjected to the tests described in 15 yearly routines
above, in so far as they are applicable.
(e) Inspections:
At intervals of 24 months the whole installation must be inspected externally to the extent that
this is possible and blown through with air.
Before servicing shipping companies /service stations will apply to the respective MMD regarding
carrying out the periodical pressure testing of the CO2 system. The surveyors are required to witness
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the hydraulic pressure testing. The servicing of CO2 systems shall be carried out by the DGS approved
service stations/ Approved by Maritime Administration only.
Periodical Inspection of Carbon Dioxide Cylinders

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(a) Each carbon dioxide cylinder must be inspected internally at intervals of 10 years and tested at
the prescribed pressure. After 20 years the cylinders should be examined and tested at intervals
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of 5 years. The date of testing and stamp must be placed on the cylinder.
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(b) Carbon dioxide cylinders, which exhibit a permanent increase in volume after being pressure
tested, must be condemned.
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(c) Before refilling the riser tube must be inspected visually.

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(d) The valve must also be tested for gas-tightness and if appropriate ensure that it is movable.
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(e) Statement must be issued by the filling station to the effect that each cylinder is filled with the
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prescribed quantity of carbon -dioxide.
Before servicing Shipping Companies/service stations will inform/apply to the respective

MMD regarding carrying out hydraulic testing of cylinders. The servicing of CO2 bottles shall be
carried out by the DGS approved service stations only. The Chief Engineer of the approved service
station shall witness the hydraulic pressure testing and endorse the certificate, and submit a copy
to MMD. The surveyors are required to witness the hydraulic pressure testing in case the service
station is not approved by DGS.
Periodical check of the Gas Content of Carbon Dioxide Cylinders

(a) The gas content of such carbon dioxide cylinder must be checked at intervals of not more
than 2 years by weighing or in some other manner, a maximum weight reduction of 5 per cent
may be allowed, provided the total quantity of carbon dioxide is never less than the prescribed
minimum.
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(b) Equipment for weighing each cylinder must be available on board. If a level detector employing
radioactive radiation is used to deck check the cylinders, this equipment must be removed from
the ship before sailing.
The approved servicing station shall undertake the weighment of the CO2 cylinders only.
The company/service stations are required to submit an application to MMD, and the same is to
be witnessed by the surveyor of the department and certificate of weighment endorsed. In case of
non-availability of surveyor, Principal Officer may allow the servicing station to carry out the
weighment of the cylinders. In such cases the endorsement shall not be done by the MMD, however
during the safety equipment survey, the Company shall have the certificate of weighment endorsed
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by the attending surveyor. Prior to endorsement of the weighment certificate, surveyor may carry
out weighment of CO2 bottles on sample basis to his satisfaction. To avoid duplication of the work,
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company may plan the weighment during the annual/renewal of safety equipment survey.
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Guidelines for the maintenance and inspection of Fire-Protection systems and appliances.
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1. Application
These Guidelines apply to all ships; however it does not contain an exhaustive list of maintenance
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items and should be used as a recommendation only.

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2. Operational readiness
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All fire protection systems and appliances should at all times be in good order and available for
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immediate use while the ship is in service. If a fire protection system is under repair, then suitable
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arrangements should be made to ensure safety is not diminished.
3. Maintenance and testing
Instructions for on-board maintenance, not necessarily by the ship?s crew, and testing of active
and passive fire protection systems and appliances should be easily understood, illustrated wherever
possible, and, as appropriate, should include the following for each system or appliance:
1. maintenance and repair instructions;
1. schedule of periodic maintenance;
1. list of replaceable parts; and
1. log for records of inspections and maintenance, listing identified nonconformities and their
targeted completion dates.
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4. Weekly testing and inspections
1. all public address systems and general alarm systems are functioning properly; and
1. breathing apparatus cylinders do not present leakages.
5. Monthly testing and inspections

Monthly inspection should be earlier out to ensure that :
1. all fireman’s outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly
arranged, and are in proper condition;
1. all fixed fire-fighting system stop valves are in the proper open or closed position, dry pipe
sprinkler systems have appropriate pressures as indicated by gauges;
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1. sprinkler system pressure tanks have correct levels of water as indicated by glass gauges;
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1. all sprinkler system pumps automatically operate on reduction of pressure in the systems;
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1. all fire pumps are operated; and
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1. all fixed fire-extinguishing installation using extinguishing gas are free from leakage.
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6. Quarterly testing and inspections

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Quarterly inspection should be carried out to ensure that:

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1. all automatic alarms for the sprinkler system are tested using the test valves for each section;
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1. the international shore connection is in proper condition;

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1. lockers providing storage for fire-fighting equipment contain proper inventory and equipment
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is in-proper condition;
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1. all fire doors and fire dampers are tested for local operation; and
1. all CO2 bottle connections for cable operating system clips should be checked for tightness on
fixed fire-extinguishing installations.
7. Annual testing and inspections
Annual inspections should be carried out to ensure that:
1. all fire extinguishers are checked for proper location, charging pressure and condition;
1. fire detection systems are tested for proper operation, as appropriate;
1. all fire doors and dampers are tested for remote operation;
1. all foam-water and water-spray fixed fire-fighting systems are tested for operation;
1. all accessible components of fixed fire-fighting system are visually inspected for proper condition;
1. all fire pumps, including sprinkler system pumps, are flow tested for proper pressures and flows;
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1. all hydrants are tested for operation;
1. all antifreeze systems are tested for proper solution;
1. sprinkler system connections from the ships fire main are tested for operation.
1. all fire hoses are hydrostatically tested;
1. breathing apparatus air recharging systems checked for air quality;
1. control valves of fixed fir-fighting system should be inspected; and
1. air should be blown through the piping of extinguishing gas systems.
Five-year service
The following inspection and tests are also to be carried out at least once every five years.
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1. hydrostatic testing for all SCBA cylinders; and
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1. control valves of fixed fire-fighting systems should be internally inspected
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Maintenance, Inspection and Tests of Fire - Protection and Fire Fighting System on Board
Ships: Maintenance plan
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The maintenance plan should include, but not limited to the following fire protection systems and
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Fire appliances, where installed.

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(i) Fire mains, fire pumps and hydrants including hoses, nozzles and international shore connections.
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(ii) Fixed fire detection and fire alarm systems

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(iii) Fixed fire-extinguishing systems and other fire extinguishing appliances

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(iv) Automatic sprinkler, fire detection and fire alarm systems
(v) Ventilation systems including fire and smoke dampers, fans and their controls
(vi) Emergency shut down of fuel supply
(vii) Fire doors including their controls
(viii) General emergency alarm systems
(ix) Emergency Escape Breathing Devices (EEBD)
(x) Portable fire extinguishers including spare charges, and
(xi) Fire-fighter’s outfit.
Maintenance of Portable Fire Extinguishers are required to be carried out as specified in

IS 2190:1992. Every fire extinguisher on board ships shall be hydraulically pressure tested as per
the schedule given below. Extinguisher, which fails during the pressure testing shall be replaced:
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1. Schedule For Hydraulic Pressure Testing Of Fire Extinguishers.
The Hydraulic Pressure Testing Should Be Carried Out Such That At Least One Third (1/3)
Of The Extinguishers Are Year And The Pressure Testing Cycle Of All Extinguishers Are Completed
Every Three Years.
Sr.No. Type of Extinguisher Test Interval Test Pressure
1 Water type (gas cartridge) 3 years 1.75 MPa (17.5 kg/cm2)
2 Mechanical foam 3 years 1.75 MPa (17.5 kg/cm2)
3 Dry powder type 3 years 2.5 MPa (25 kg/cm2)
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2. Extinguishers To Be Refilled / Operated For Performance Test:
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EVERY YEAR EVERY THREE YEARS
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Portable/Non-portable Portable fire extinguisher, water type (gas cartridge)

fire extinguisher
Portable fire extinguisher, dry powder (cartridge)
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(mechanical foam type)

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Higher capacity dry power fire extinguisher (trolley mounted)

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EEBD
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The eebd meets following standards:
●● SOLAS 74, including amendments 2000, Regulations II-2/13, 3.4 and 13,4.3
●● MSC / Circular 849, IMO Resolution MSC 98(73).
●● Material: High pressure Nickel plated Brass with piston spring, building pre. rel. valve.
●● Design: 200 Bar with air supply of 35 ltr/min, start automatic when hood is pulled.
●● Filling: with standard in-build connection (no adapter needed) EN144-2 G5/8 200 bar.
The EEBD is composed of compressed air cylinder, pressure reducing valve, pressure gauge,
air hose, face hood, cylinder bag. The pressure gauge on the cylinder indicates the cylinder pressure.
The cylinder pressure is not indicated during storage or transportation. The hood is a flame resistant
head cover which completely covers the head, neck, and may cover portions of the shoulders
with a transparent window. It’s easy to use, simply open the cylinder valve and put the hood
on head.
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The EEBD is available in two models, 10’ and 15’ duration.
Type : THDF/10-1
Cylinder Volume (L) : 2.2
Working Pressure (Mpa) : 21
Air Stored (L) : > 400
Airflow (L/min) : >=35
Duration Period (Min) : >=10
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Weight : 6 Kg
Type : THDF/15-1
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Cylinder Volume (L) : 3.2
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Working Pressure (Mpa) : 21

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Air Stored (L) : >600

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Airflow (L/min) : >=35

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Duration Period (Min) : >=15

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Weight : 8 Kg
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CHAPTER 4
INVESTIGATION AND REPORTS ON INCIDENTS INVOLVING FIRE
4.1. ASSESSMENT OF CAUSE OF INCIDENTS INVOLVING FIRE:
4.1.1 FIRE INVESTIGATION AND REPORTING:
1. Investigation into the fire should include recording the following:

●● How the fire was discovered
●● The time the fire alarm is given
●● How the fire alarm is given
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●● How the fire alarm was given:
Call point
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Verbal ai
Walkie talkies etc
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●● The time which the master and the other officer were informed
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Investigate and compile reports on incidents involving fire:

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●● The position and the nature of the fire

Location
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Class of fire
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Size and intensity

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●● Who was first on the scene ?

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●● What actions were taken for the initial attempt to extinguish the fire?
●● How many fire fighters were involved?
●● How many wore SCBAs?
●● What appliances were used – both portable and fixed
●● What manpower is used
●● At what time the fire was extinguished
●● The number of casualties
Details of those injured
Nature of injuries
●● What damages were caused by the fire
Structure
Fittings
●● An estimate of the damage caused by the extinguishing media
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E.g. foam and water on electrical and electronic equipment
●● After the fire had been extinguished, how long was the fire watch maintained?
●● To what extent the ship, or any part of it, was immobilised because of the fire e.g. Engine room
●● An analysis of the fire
Materials that were burning
Source of ignition
Cause
●● Conclusion on the cause of the fire
●● Recommendations to avoid further occurrence
2. Investigation report consists of these details of the fire-fighting procedures:
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●● The occurrence and a timetable of the fire
●● The actions taken and the time of each action
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●● The facts concerning the fire, including its site, materials and ignition
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●● The fire-extinguishing appliances required for fighting the fire and the numbers of each type
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used
●● The number of crew and shore firemen (if appropriate) engaged in fighting the fire The number
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of fire-fighter’s outfits and CABA / SCBA and EEBDs used  the damage caused by the fire the
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damage caused by the fire-extinguishing media  the extent to which the ship or its services
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were immobilized by the fire

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Report should also contain conclusions from the facts established, including:
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●● An analysis and discussion of the facts

●● The conclusions reached from this analysis and discussion
●● Recommendations on the actions required to avoid a recurrence
●● Recommendations, if any, to improve fire prevention and fire-fighting procedures
4.1.2 TRAINEE’S EXPERIENCE

As an interactive session, trainees’ experiences, any , relating to fire incidents onboard vessels
can be shared. This should focus on the causes of the fire, the fire fighting procedures and the
conclusions can be discussed.
4.1.3 DOCUMENTED REPORTS OF FIRES ON SHIPS AND LESSONS

Students will be given details of the particulars of a ship, its cargo and how the fire was discovered.
Students will come out with the initial actions that must be taken. Then they can continue on to the
subsequent steps to be taken.
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Then the whole incident will be discussed and students’ responses compared with the actual
incident.
CASE STUDIES:
CASE STUDY 1:
On the afternoon of 26 September 2006, the passenger vessel Thomson Celebration prepared to
depart from St Peter Port, Guernsey. All passengers had been confirmed on board and the passenger
tenders were recalled for recovery. When Tender 15 was being positioned under its falls, close to
the side of the ship, the 1.5 knot tide affected the manoeuvre and the coxswain lost full control of
the boat. The tender was carried astern and against the ship’s side. A crew member had left his
station at Tender 15’s stern to try to prevent the davit hook from damaging the tender. He moved
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between the coach house and the ship’s side and became trapped. He received fatal crush injuries
to his upper chest.
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The onboard training given to Thomson Celebration’s passenger tender crews only covered the
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approach to the ship’s side in fine conditions; it did not include handling the tenders in tidal stream
conditions. Additionally, there had been problems with hydraulic oil loss from the steering system
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of Tender 15, which might have adversely affected the efficiency of the steering.
Thomson Celebration carried 16 lifeboats, 4 of which were designated as lifeboat/passenger
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tenders. These craft complied with international lifeboat regulations; they also met further
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requirements issued by the vessel’s classification society on behalf of the Flag State. The passenger
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tenders on Thomson Celebration were larger, faster and more manoeuvrable than the vessel’s
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other lifeboats and, when being operated as passenger tenders, could each carry a maximum of
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80 passengers, at speeds of up to 12 knots.

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The coxswain of Tender 15 was an AB/quartermaster and was qualified to command it by virtue of
his lifeboatman’s certificate. A passenger tender coxswain is not required to meet further international
competency standards, and no training criteria exist on which companies can base in-house tender
drivers’ courses. Nevertheless, the company had procedures in place for on board training and
certification of coxswains, but these were not well implemented, monitored or verified. There is no
evidence that the coxswain of Tender 15 at the time of the accident had completed the company’s
in-house course, and he did not hold a company tender drivers’ certificate.
The safety officer usually supervised the launching and recovery of the tenders. However, at the
time of the accident, there was no safety officer on board the vessel; his duties had been re-assigned
to the chief officer who, at the time of the accident, was on the forecastle preparing to heave up
the anchor. This effectively left supervision of the recovery of the tenders to the bosun, who had
been promoted to that rank only 6 days previously, although he had been bosun on other vessels,
including vessels under Columbia Ship Management control. There are no international standards
for the operation of lifeboats as passenger tenders.
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However, classification societies provide and administer guidelines on an ‘ad hoc’ basis.
The MAIB investigation into the accident identified safety issues relating to Thomson Celebration’s
safety management system. These include:
●● Inadequate shipboard supervision of the tender operations;

●● Manning levels on passenger tenders not in accordance with levels specified in the ship’s SMS;
●● Inconsistent application of the in-house passenger tender training scheme.
Recommendations have been made to:
●● Lloyd’s Register of Shipping to:

Develop within IACS agreed standards for the issuing of lifeboat/passenger tender certificates.
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The Maritime and Coastguard Agency to:
Take forward to IMO, through the most appropriate channels, competency requirements
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for passenger ship lifeboat/tender coxswains and crew for inclusion in a revision of STCW.
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●● Columbia Ship Management:
Concerning unauthorised maintenance being carried out on passenger tenders.
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CASE STUDY 2:
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The container vessel Maersk Doha sailed from Norfolk, Virginia, in the USA shortly after midnight
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on 2 October 2006. At 0030 an engine room alarm sounded indicating that pressure in the steam
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system was low. The crew investigated the cause of the alarm and discovered that steam was
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escaping from the auxiliary boiler air intake. They shut down the burner and opened the furnace
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door. Steam escaped, and when it had cleared they could see that the furnace tube was severely
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distorted and cracked.
There was some delay before the chief engineer was informed about the breakdown, and further
delay before the problem was reported to the master on the bridge. Although the vessel could have
anchored safely to investigate the situation, it was agreed that the main engine could continue to
run at low power, and the vessel proceeded to sea.
An Exhaust Gas Economiser (EGE) was fitted in the funnel uptakes to generate steam from the
waste heat contained in the main engine exhaust gases, using water circulated from the auxiliary
boiler. At about 0200, a rapid rise in the temperature of the EGE was noticed and the chief engineer
realised that there was a fire inside the EGE casing. The bridge was alerted at 0230 and the vessel’s
emergency alarm was activated. Radiant heat from the EGE ignited light fittings, cables and paint on
bulkheads in the funnel uptakes, and the crew attempted to fight the fire with a water hose and a
fire extinguisher. They were beaten back by the heat and smoke and the engine room was
evacuated.
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The crew were mustered and firefighters re-entered the funnel uptakes and began to cool the
EGE casing using water hoses; they were withdrawn when their team leader grew concerned that
the structure might collapse. The main engine room CO2 gas smothering system was activated,
but failed to discharge correctly and, in any case, would have had little effect on the fire. The fire
was contained using water hoses to cool its boundaries and was finally extinguished, following advice
received from the company head office, by drenching the EGE with water from the top of the funnel
and through doors in the EGE casing.
The most likely cause of the fire was a malfunction of the auxiliary boiler control mechanism,
which allowed the burner to keep firing with too little water in the boiler. This overheated the furnace,
causing the distortion and cracking of the fire tube. As feed water was lost through the crack,
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the supply of water to the EGE failed, causing it to overheat. Soot deposits, which had accumulated
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within the EGE, then ignited. It is likely that temperatures in the EGE rose sufficiently high for
hydrogen and iron fires to develop.
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Inappropriate techniques were used to fight the fire initially, because the crew did not understand
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enough about the construction of the EGE or how to deal with the fire effectively. The vessel had
an extensive Quality and Safety Management System, but it lacked sufficient detail to assist the
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crew in dealing with either the machinery breakdown, or the subsequent fire. Further problems
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became evident during the emergency when other equipment did not work correctly. The records
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of emergency drills and maintenance of machinery made it difficult for the vessel’s managers to
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assess the quality of the work being carried out onboard. Neither these systems, nor the quality
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and technical audits carried out on the vessel, had been able to detect the underlying condition of
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equipment which subsequently failed during the emergency.
The crew, with the exception of the chief engineer, were from Eastern European countries.
Despite meeting the requirements for gaining UK Certificates of Equivalent Competency and being
able to use the working language of the ship, there was a tendency for the majority of the crew
to revert to their shared native language. This had the effect of isolating the chief engineer and
hindered his ability to understand and control the response to the emergency.
The management company undertook an investigation immediately after the accident and then
promulgated to other managed vessels – in the form of safety and technical circulars – the lessons
learned. Further measures were instigated to change emergency procedures and improve whole
ship response.
In view of the action already taken, and in progress, no further recommendations are made as
a result of this investigation.
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CASE STUDY 3:
FIRE ALARM – EMERGENCY FIRE PUMP ROOM – FORE CASTLE OF A FPSO:
One of the VLCC was converted into an FPSO (Floating, Production, Storage and Offloading) vessel.
This vessel was secured in turret mooring in Atlantic off North West Africa. Normal oil processing
was going on.
On this incident day, around midnight, vessel’s abandon ship alarm sounded. Every body
mustered in the muster station, and it was announced that everything alright, and that it was a
false alarm.
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This alarm stops all activities through an abandon vessel shut down. All the running machinery
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to be restored. Emergency generator did not start and the FPSO had the emergency supply from
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the emergency battery.
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Once it was made known that alarm was false, engineers were busy in restoring the equipments.
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Within a few minutes, there was fire alarm coming from the emergency fire pump room located in
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forward. The diesel driven pump started automatically as it was kept on ‘auto’ mode and as soon
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as the power supply went off, it started automatically.

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Again all people mustered in the muster station and head count was taken. The reinstating
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operations were suspended. One of the fire teams was ordered to proceed to forward to assess the
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condition. They found the entire compartment, full of steam. 2/E stopped the fire pump engine by
closing the remote shut off for fuel.
Since no valves were opened in the fire main, the impeller started churning, and hence the pump
became overheated and the trapped water became steam. Due to the temperature rise, the pressure
increased, and in the line one of joints burst and the compartment got filled up with steam. There
was no relief valve fitted onto the fire main.
It was totally forgotten that the fire pump in the forward would start when the power supply fails.
The fire main had a relief valve earlier, and while converting, this was removed and was overlooked
to fit it back.
The AVSD unit was replaced with new one and also a new relief valve was fitted onto the fire
main to lift in such cases of exigencies.
108
CASE STUDY 4
FIRE IN THE CARGO HOLD:
Ship was a bulk carrier sailed from Vancouver to Mumbai. The cargo carried was sulphur and
sodium borate. Holds 1 and 3 had sulphur and 2,4,5 had sodium borate.
Ship discharged the cargo partly and was sent to outer anchorage. After 20 days, the ship was
called into inner anchorage for discharging the cargo.
Chief officer was at the station along with cadet, electrical officer and carpenter. When the
anchor was heaving up, after 2 or 3 shackles, the windlass stopped. While checking for the cause,
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noticed smoke coming from No. 3 hold. Mast house door was open. All holds were battened down.
Chief officer informed bridge to shut off power from engine room to forward, which was complied.
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The chief officer, wanted to have a quick check to assess the situation, took DCP portable
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extinguisher, and put on a SCBA and entered on tween deck. Electrical officer, cadet and carpenter
were kept at the entrance of the mast house. He could not find any flame or thick smoke.
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Cargo was not loaded on tween deck, but the sprayed out sulphur (while loading) had caught fire
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due to a short circuit in the electrical cable, which was passing through. The fire was extinguished
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with the portable extinguisher. Same time the SCBA whistle alarm came, hence the chief officer
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decided to leave the place. When he came up, to his surprise, he did not find any body there in
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the mast house entrance. All the three persons had vanished, assuming that the chief officer had
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already died.
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Master wanted him to give up the operation, since the vessel was on a time charter, the chief
officer felt he should rectify before going in. C/E and his colleagues could open up a junction box
nearby and isolate the circuit. After the smoke subsided (about ½ an hour), chief officer and electrical
officer re-entered the, tween deck and rectified the shorted cable.
Vessel was in time at the pilot station, picked up the pilot and reached the inner anchorage and
cargo discharge started without any time delay.
Points to be noted:
1. Fire alarm was not sounded.
2. Responsibility for personnel to be defined and allotted for enclosed space entry.
Without realising the situation, the persons ran off from the scene. This should be avoided, and
the personnel have to be educated
109
CASE STUDY 5:
AUTO IGNITION – DUE TO GARBAGE ACCUMULATION – SORT OF BACTERIAL FIRE:
Ship’s garbage which was stored on the deck was not transferred to shore receptacle for a long
time. Moreover the garbage was not segregated. The entire garbage including ER and galley wastes
were dumped in the space between engine funnel and accommodation superstructure. Accumulation
of this garbage has created congestion.
On a fine morning, there was a spontaneous ignition noticed by the galley staff around 0600 hrs.
The fire had then just started and reached the port hole of the galley. There was no fire sensor on
the aft side. The galley crew raised the alarm, and the fire was put out with portable extinguishers.
This was a real coincidence that it took place in the morning time. Had it been in the midnight or
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some other time where in the galley was remaining unattended, then it would have developed into
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a major fire and major loss. The company was informed about this incident and also made them
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aware about the disposal of garbage to the shore receptacle. Of course this incident took place just
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at the beginning of imposition of Annexe V and the management changed. The company agreed
and amendments made, and the ship started the garbage management programme and everything
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started going smooth.

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CASE STUDY 6:
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LACK OF AWARENESS OF FIRE PLAN LEADING TO DELAY IN FIGHTING THE FIRE:

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The vessel was fully loaded with Naphtha. Engine room under UMS condition.
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At 0200 hrs fire alarms from the various zones in the ER and M/E alarms sounded, the duty
engineer reported fire in ER. All parties mustered. After donning the fireman’s outfit, the first team
made entry to locate the fire. Fire generated so much smoke, the visibility became zero. 3 parties,
turn by turn took around 2 hrs to locate the fire. It was found in the bottom platform. 4th team
went and extinguished the fire. It was a lub oil fire, and some of the electrical cables were damaged
and they also contributed to fire.
It took more time, as the personnel were not aware of the availability of fire fighting equipments
in the bottom platform.
Lessons Learnt: The vessel was just taken over from a different national. The management
and also the ship board people were not aware of the fire plan. The fire plan was kept in
Master’s cabin and was not in its place. Copies were taken and it was kept properly on the port
and starboard sides. In fact, there was a provision for fire fighting from the bottom platform itself.
The time could have been saved and also the extent of damage could have been reduced.
110
CASE STUDY 7 :
FIRE IN CARGO HOLD DUE TO FORGETFULLNESS:

The incident happened on a multi purpose cargo vessel. Tween deck cargo hold 5 was loaded
with timber. Chief officer had asked the cadet to rig a cargo cluster in No 5 hatch to inspect the
same. Due to pre occupation with some other work, he totally forgot about the hold inspection.
Cadet dutifully rigged up the cargo cluster and left it on top of the timber, (covered with plastic)
and left hold 5 and he also forgot about the same. The bosun while winding up the day’s work, on
returning from forward was checking all the booby hatches (to see whether they are closed and
locked properly). All the other crew were given off for the day after their work. Bosun found fire in
No 5 hatch when he came near the hatch for inspection. He called the crew and the crew refused
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to turn up and neglected the call. Himself and the 3rd officer fought the fire (the fire was small),
and both of them removed the damaged parts.
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Lessons learnt: it is always better to keep a diary or notebook containing the day’s planned
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work and a way to check or tick the work completed, so that such things will not be forgotten.
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Also it will enable a senior officer, who has to plan lot of jobs in a day, to ascertain whether all jobs
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have been completed or not.

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CASE STUDY 8:
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FIRE IN GALLEY DUE TO IMROPER SAFETY AWARENESS:

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The ship was a general cargo ship, on her passage (delivery voyage) from a port in Male to
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Colombo. The weather was rough and ship was rolling about 10 to 15˚. The cook was frying fish
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in the galley. After putting the fish in to pan with hot oil, he left for fresh air in the poop deck.
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Due to rolling, the boiling oil spilled over the hot plate and the cable and wires caught fire.
The seaman who was walking by the side of the galley, noticed the fire and he threw gunny bags
to fight the fire !!!. Fire enlarged and he shouted for help. Fire alarm did not sound in the bridge
as the sensor was faulty. Engine room was phoned up and 2/E came and cut off the power supply,
and the fire was fought with proper extinguishers.
The ship was on a delivery voyage, and the people were yet to get accustomed to the ship.
The seaman lacked the training to fight the fire. No records were available regarding the
maintenance and testing of fire alarms.
Lessons learnt: no excuse can be given for lack of fire fighting knowledge. Throwing gunnies
on to the existing fire can not be accepted. The seamen to be trained on board properly.
It is advisable, that the ship board people to acquaint themselves at the earliest about the
fire fighting equipments available on board. It is imperative that the fire alarms are to be
tested and maintained at regular intervals.
111
CASE STUDY 9:
FIRE DUE TO IMPROPER HOUSE KEEPING:
Fire in the aft poop deck (break of accommodation):
In one of the ports, stores and provisions were received by ship’s staff. Due to hectic schedule,
ship staff could not store the cardboard boxes/wooden pallets/paper etc. properly. After sailing,
2nd officer noticed some smoke coming from the aft side. He gave a call to C/E to investigate.
When C/E went to the aft side, he noticed the combustible maerials like dunnage, paper etc, caught
fire and were smoking badly. The fire was fought immediately, and the situation was brought under
control. The fire was due to the funnel sparking.
Such incidents could have been avoided by taking little more pain in maintaining good house
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keeping. The cardboard, paper etc could have been placed in a metal container rather than throwing
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them around in a haphazard manner. Also it is equally important that the machinery is also maintained,
such that the sparks in the funnel can be avoided.
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112
CHAPTER 5
FSS AMENDMENTS
SCBA REGULATIONS
●● The 2014 amendments to SOLAS and the Fire Safety Systems (FSS) Code adopted by IMO
Resolutions MSC.338 (91) and MSC.339 (91) has entered into force already on 1 July, 2014.
●● Introducing revised and new requirements for fire-fighter’s outfit breathing apparatus and
two-way portable radiotelephone apparatuses.
Changes to SOLAS regulation II-2/10.10.1 and the FSS Code mean that:
●● Compressed air breathing apparatus shall be fitted with an audible alarm and a visual or other
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device which will alert the user before the volume of the air in the cylinder has been reduced
to no less than 200 litres.
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●● The Pressure warning device is acceptable as a Visual Device and it shall activate at a
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predetermined pressure (usually 55+/-5 bar) which will alert the user and comply with the
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requirement of AUDIBLE ALARM before the volume of the air in the cylinder has been reduced
to no less than 200 litres.
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●● This applies to ship’s constructed (keel laid) on or after 1 July, 2014. Ships constructed
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(keel laid) before 1 July, 2014 must comply no later than 1 July, 2019.
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●● New SOLAS regulation II-2/15.2.2.6, relating to ‘Onboard training and drills’ requires that:
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“An onboard means of recharging breathing apparatus cylinders used during drills shall be
provided or a suitable number of spare cylinders shall be carried on board to replace those
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used.” This applies to all ships on or after 1 July, 2014.

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WALKIE TALKIES
●● For ships constructed on or after 1 July 2014, a minimum of two pairs of two- way portable
radiotelephone apparatus for each fire party for fire- fighter’s communication shall be carried
on board.
●● Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or
intrinsically safe. Ships constructed before 1 July 2014 shall comply with the requirements of
this paragraph not later than the first survey after 1 July 2018.
MEANS OF ESCAPE
Escape from machinery control rooms in machinery spaces of category “A”
●● For ships constructed on or after 1 January 2016, two means of escape shall be provided from
the machinery control room located within a machinery space.
●● At least one of these escape routes shall provide a continuous fire shelter to a safe position
outside the machinery space.
113
Escape from main workshops in machinery spaces of category “A”
●● For ships constructed on or after 1 January 2016, two means of escape shall be provided from
the main workshop within a machinery space.
●● At least one of these escape routes shall provide a continuous fire shelter to a safe position
outside the machinery space.”
NEW CONTAINER SHIPS FROM 1.01.16
●● Firefighting for ships constructed on or after 1 January 2016 designed to carry containers on
or above the weather deck.
●● Ships shall carry, in addition to the equipment and arrangements required by paragraphs 1 and
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2, at least one water mist lance.
●● The water mist lance shall consist of a tube with a piercing nozzle which is capable of
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penetrating a container wall and producing water mist inside a confined space (container, etc.)
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when connected to the fire main.
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●● Ships designed to carry five or more tiers of containers on or above the weather deck shall
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carry, in addition to the requirements of paragraph 7.3.1, mobile water monitors* as follows:
●● ships with breadth less than 30 m: at least two mobile water monitors; or
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●● ships with breadth of 30 m or more: at least four mobile water monitors.

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●● The mobile water monitors, all necessary hoses, fittings and required fixing hardware shall
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be kept ready for use in a location outside the cargo space area not likely to be cut-off in the
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event of a fire in the cargo spaces.

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●● With nominal nozzle pressure of 4 bar,

the throwing distance is 40 m and the
monitor can protect up to 10 tiers of
containers, and even more at higher
pressure.
●● In case of fire in a container, the water
mist lance and the water monitor can
be used together or independently.
●● The water monitor is easy to carry and
assemble by one single person.
●● After assembly, the monitor can be placed on deck or other horizontal surface without any
straps or fastening devises.
●● It is however fitted with a strap that can be used if the ship is rolling or pitching in heavy seas.
114
MONITOR
●● Capacity : 80m3 / hr.

●● Throw Length : 40 m.
●● Nominal throwing height : 28 m @ nozzle pr. 4 bar.
●● The monitor is connected to the fire main with a standard
fire hose, and starts operating as soon as the hydrant valve
is opened.
●● The angle of the water jet is easily adjusted by a turning
wheel, from 0° to 90°, and the direction is set by turning
the monitor. WATER MONITOR
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●● The monitor stays stable by itself, and can operate as long as needed.
BATTERY OPERATED DRILL MACHINE

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●● Drill power = 18 volts

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●● Drill Size = 30
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●● Weight = 15 Kg
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WATER MIST LANCE
Length = 1180 mm; 25 lpm @ 4 bar; max pr. = 16
115
MSC 96
AMENDMENTS FOR SHIPS AFTER 01.01.2020
1. Foam type extinguisher required for boiler room Amendments to SOLAS II 2/10.5, not to require
foam-type extinguisher of at least 135L capacity in the boiler room which is protected by fixed
water-based local application fire-extinguishing systems were approved.
2. Fire fighting system requirements for helipads or landing area.
●● Foam fire fighting appliances for helidecks and helicopter landing area New chapter 17 of
FSS Code which provides specifications for foam fire fighting appliances for the protection of
helideck defined in SOLAS II-2/III and helicopter landing area (an area on a ship designated
for occasional or emergency landing of helicopter), and amendments to SOLAS II-2/18 to make
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the provisions mandatory were adopted.
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●● Further, the amendments to chapter 9 of the 2009 MODU Code (non-mandatory) were adopted
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with a view to incorporate requirements of amended FSS Code.
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●● Applied to : Ships constructed on or after 1 January 2020.

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●● Engineering specifications for helidecks and helicopter landing areas

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●● The system shall be capable of manual release, and may be arranged for automatic release.
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●● For helidecks the foam system shall contain at least two fixed foam monitors or deck integrated
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foam nozzles. In addition, at least two hose reels fitted with a foam-making branch pipe and
non-collapsible hose sufficient to reach any part of the helideck shall be provided.
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●● The minimum foam system discharge rate shall be determined by multiplying the D-value area
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by 6L/min/M2.
●● The minimum foam system discharge rate for deck integrated foam nozzle systems shall be
determined by multiplying the overall helideck area by 6L/min/m2.
●● Each monitor shall be capable of supplying at least 50% of the minimum foam system discharge
rate, but not less than 500L/min. The minimum discharge rate of each hose reel shall be at
least 400L/min. The quantity of foam concentrate shall be adequate to allow operation of all
connected discharge device for at least 5min.
116
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Himt - Advanced Fire Fighting (Aff) - 27115452

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Year : November, 2022

This book “Advanced Fire Fighting” is an effort to bridge the gap

used where appropriate.

requirement of STCW 78, as amended, but to serve as a ready reference to

of Fire fighting techniques.

I hope students who are studying for their various certificate of

CHAPTER................................................................................................................................... PAGE NO.

01. CONTROLLING FIRE-FIGHTING OPERATIONS ABOARD SHIP .............................. 1

04. INVESTIGATION AND REPORTS ON INCIDENTS INVOLVING FIRE..................... 103

05. FSS AMENDMENTS .................................................................................................. 113

CONTROLLING FIRE-FIGHTING OPERATIONS ABOARD SHIP

1.1 FIRE-FIGHTING PROCEDURES AT SEA AND IN PORT, WITH PARTICULAR

1.1.1 INTRODUCTION, SAFETY AND PRINCIPLES:

●● to Control fire-fighting operations aboard ships

Chief Trainer which should be adhered to during the course

Principle for survival in relation to fire:

●● Knowledge of theory of fire precautions

are determined in controlled tests.

Explosive Range (Flammable Range)

CLASSIFICATION OF FIRES, APPROPRIATE EXTINGUISHING AGENTS

●● Fire classes vary according to the standard and country.

●● ISO (International Organization for Standardization) standard recognises 5 classes of fire.

Under ISO 3941 – 2007

takes place with the formation of glowing embers.

NFPA – (National Fire protection Association of America) – recognises 5 classes – but

FURTHER DISCUSSION WILL BE BASED ON ISO CLASSIFICATION

but a source of ignition.

ELECTRICAL CAUSES OF FIRE

I. Fires due to use of electricity as a form of heat

II. Fires caused due to overloading of wires and equipment

III. Fault in wiring

Fires due to use of electricity as a form of heat

Fires caused due to overloading of wires and equipment

creates a fuel vapor, which, mixed with oxygen, produces a fire.

in air when rubbed, scratched, or struck, e.g. finely divided metals”.

Backdraught is an often explosive consequence of admitting air into a compartment containing

BLEVE, is an acronym for “boiling liquid expanding vapour Explosion”.

1. Causes for machinery space fires

risk of a fire spreading from the distribution board to surrounding areas.

Methods of containment, for the causes mentioned above

Detection methods are as follows:

Smoke detectors, high-temperature probes, rate-of-rise of temperature probes, Thermal imaging

2. Causes for Accommodation Fires

The central heating in a house is based on this principle.

Fire-retardant deck coverings and Fire-retardant furnishings : All selected as per

3 . Causes of Fires in the galley:

defective electrical connections, greasy flues.

fat or oil fires), carbon dioxide and DCP

Methods of containment : Fire doors methods of detection, observation Fire appliances,

5. Causes for Fires in Holds, tanks, vehicle decks and in containers:

Remote control of extinguishing media

●● Give guidance on appropriate standards for plant and equipment;

where flammable liquids are stored.

1.1.3 FIRE PRECAUTIONS

Ships have zones divided as:

Time temperature curve specifications:

●● At the end of the first 05 minutes 556 OC

●● At the end of the first 10 minutes 659 OC

●● At the end of the first 15 minutes 718 OC

●● At the end of the first 30 minutes 821 OC

●● At the end of the first 60 minutes 925 OC

●● smoke and toxicity test;