0222-STM-0 Samba - Ffe Manual Yo

SPRING MARINE
MANAGEMENT S.A.
F.F.E TRAINING MANUAL
M/T “SAMBA”
IMO NO. 9310305
SPRING MARINE MANAGEMENT S.A. M/T “SAMBA”
FIRE-FIGHTING EQUIPMENT TRAINING MANUAL Page 2 of 156
AMENDMENT RECORD
Amendment Amendment Approved

Description
Number Date by
Issue No. 1 Issue Date: 14/02/19 Revision No. 0 Revision Date: - Approved by: DPA
TABLE OF CONTENTS
PAGE
VESSEL’S PARTICULARS .......................................................................................... 7
1. INTRODUCTION .............................................................................................. 8
1.1 REGULATIONS ................................................................................................ 8
1.2 SCOPE ............................................................................................................. 8
1.3 DISTRIBUTION OF F.F.E TRAINING MANUAL ............................................... 9
1.4 TRAINING REQUIREMENTS ........................................................................... 9
2. THEORY OF FIRE EXPLOSION .................................................................... 10
2.1 EVAPORATION.............................................................................................. 10
2.2 COMBUSTION ............................................................................................... 10
2.4 EXPLOSION ................................................................................................... 13
2.5 FLASH POINT ................................................................................................ 13
2.6 THE AUTO-IGNITION TEMPERATURE......................................................... 13
2.7 EXPLOSIVE COMBUSTION OF GASES AND VAPOURS............................. 13
2.8 FIRE SPREADING ......................................................................................... 17
3. SOURCES OF IGNITION ............................................................................... 19
3.1 OPEN FIRE .................................................................................................... 19
3.2 HOT SURFACES............................................................................................ 19
3.3 MECHANICAL SPARKS ................................................................................. 19
3.4 ELECTRIC SPARKS AND STRAY CURRENTS............................................. 19
3.5 STATIC ELECTRICITY................................................................................... 20
3.6 SPACE HEATERS.......................................................................................... 21
3.7 STOWAGE ..................................................................................................... 21
3.8 UNSAFE BURNING AND WELDING PRACTICES ........................................ 22
4. TYPES OF FIRE AND EXTINCTION METHODS ........................................... 23
4.1 COMBUSTIBLE MATERIAL FIRES SURVIVAL.............................................. 23
4.2 LIQUID PETROLEUM FIRES ......................................................................... 23
4.3 LIQUID PETROLEUM GAS (LPG) FIRES ...................................................... 24
4.4 ELECTRICAL EQUIPMENT FIRES ................................................................ 24
4.5 CLASSIFICATION OF FIRES ......................................................................... 24
5. FIRE PRECAUTIONS..................................................................................... 27
5.1 AWARENESS................................................................................................. 27
5.2 SMOKING....................................................................................................... 27
5.3 MACHINERY .................................................................................................. 28
PAGE
5.4 ELECTRICAL ................................................................................................. 30
5.5 SPONTANEOUS COMBUSTION ................................................................... 32
5.6 GALLEY.......................................................................................................... 32
5.7 EXPLOSION PREVENTION ........................................................................... 33
5.8 HOUSEKEEPING ........................................................................................... 34
5.9 CARGO HANDLING OPERATIONS IN RELATION TO FIRE SAFETY .......... 35
5.10 OTHER FIRE PRECAUTIONS ....................................................................... 40
5.11 FIRE PRECAUTIONS WHEN VESSEL IS UNDER REPAIR .......................... 44
5.12 FIRE PRECAUTIONS TO BE TAKEN WHEN VESSEL IS NOT IN
COMMISSION ................................................................................................ 45
5.13 HOT WORK.................................................................................................... 45
5.14 GAS DETECTION .......................................................................................... 49
5.15 ENTRY INTO ENCLOSED SPACES .............................................................. 50
5.16 PERSONAL PROTECTIVE EQUIPMENT ...................................................... 52
6. ALARMS, FIRE DRILLS AND FIRE CONTROL PLANS ................................ 59
6.1 RAISING THE ALARM.................................................................................... 59
6.2 FIRE DRILLS .................................................................................................. 61
6.3 FIRE CONTROL PLANS ................................................................................ 63
7. ACTIONS IN THE EVENT OF FIRE ............................................................... 64
7.1 HIDDEN FIRES .............................................................................................. 65
7.2 DISCOVERY OF FIRE.................................................................................... 65
7.3 SIZE-UP ......................................................................................................... 70
7.4 FIRE CONTROL ............................................................................................. 70
7.5 FIRE APPROACH .......................................................................................... 72
7.6 PREVENTING FIRE SPREAD ........................................................................ 74
7.7 OVERHAUL .................................................................................................... 74
7.8 DEWATERING ............................................................................................... 74
7.9 WHEN THE FIRE IS OUT .............................................................................. 75
7.10 FIRES IN PORT ............................................................................................. 75
7.11 LEADERSHIP ................................................................................................. 76
7.12 COMMAND TEAM .......................................................................................... 76
8. FIRE EXTINGUISHING MEDIA ...................................................................... 77
8.1 COOLING AGENTS ....................................................................................... 77
8.2 CARBON DIOXIDE (CO2) .............................................................................. 77
8.3 DRY POWDER ............................................................................................... 78
PAGE
8.4 HALON SUBSTITUTES.................................................................................. 78
8.5 SMOTHERING AGENTS ................................................................................ 78
8.6 FLAME INHIBITORS ...................................................................................... 79
8.7 DRY CHEMICAL POWDER............................................................................ 79
8.8 FIRE EXTINGUISHING CHART ..................................................................... 80
8.9 FIRE BUCKETS.............................................................................................. 80
8.10 FIRE BLANKETS ............................................................................................ 80
9. FIRE EXTINGUISHERS & FIXED FIRE EXTINGUISHING SYSTEMS ........... 81
9.1 PORTABLE / SEMI PORTABLE FIRE EXTINGUISHERS .............................. 81
9.2 FIXED / WHEELED FIRE EXTINGUISHERS ................................................. 91
9.3 FIRE EXTINGUISHERS MARKING ................................................................ 92
9.4 FIXED FIRE ENXTINGUISHING SYSTEMS .................................................. 92
10. FIREMAN’S OUTFIT .................................................................................... 110
10.1 FIREMAN’S OUTFIT EQUIPMENT............................................................... 111
11. LIFE SUPPORT (BREATHING) DEVICES ................................................... 112
11.1 TYPES OF BREATHING DEVICES.............................................................. 112
11.2 MAINTENANCE............................................................................................ 121
11.3 AFTER USE ................................................................................................. 121
11.4 BREATHING APARRATUS ATTENDANT .................................................... 122
11.5 BREATHING APARRATUS CONTROLLER ................................................. 122
11.6 TRAINING .................................................................................................... 123
12. FIRE HOSES, HYDRANTS, NOZZLES AND INTERNAL SHORE FIRE
CONNECTION.............................................................................................. 124
12.1 FIRE HOSES AND HYDRANTS ................................................................... 124
12.2 FIRE HOSES NOZZLES............................................................................... 127
12.3 HOSES REELS ............................................................................................ 129
12.4 INTERNAL SHORE FIRE CONNECTION .................................................... 129
13. FIRE DOORS, FLAPS/DAMPERS, ELECTRICAL STOPS & QUICK
CLOSING DEVICES..................................................................................... 130
13.1 FIRE DOORS ............................................................................................... 130
13.2 FIRE FLAPS/DAMPERS............................................................................... 131
13.3 ELECTRICAL STOPS AND QUICK CLOSING DEVICES ............................ 132
13.4 FIRE PUMPS................................................................................................ 132
13.5 EMERGENCY FIRE PUMP .......................................................................... 133
13.6 EMERGENCY GENERATOR ....................................................................... 133
PAGE
14. MAINTENANCE OF FIRE-FIGHTING EQUIPMENT .................................... 138
15. VESSEL’S FIRE FIGHTING EQUIPMENT ................................................... 139
15.1 FIRE EXTINGUISHERS ONBOARD ............................................................ 139
15.2 FIXED EXTINGUISHING SYSTEM .............................................................. 140
15.3 FIREMA’S OUTFIT ....................................................................................... 145
15.4 SELF CONTAINED BREATHING APPARATUS........................................... 146
15.5 EMERGENCY ESCAPE BREATHING DEVICES (EEBD) ............................ 149
15.6 FIRE HOSES, HYDRANTS, NOZZLES AND INTERNATIONAL
SHORE FIRE CONNECTION ....................................................................... 151
15.7 ELECTRICAL STOPS AND QUICK CLOSING DEVICES ............................ 152
15.8 EMERGENCY FIRE PUMP .......................................................................... 153
15.9 EMERGENCY GENERATOR ....................................................................... 155
VESSEL’S PARTICULARS
Ship’s Name: SAMBA

Ship’s Type: Oil/Chemical Tanker
Flag: Panama
Port of Registry: Panama
Call Sign: 3EXV9
IMO Number: 9310305
Gross Tonnage: 11,118
Built by: Estaleiros Navais de Viana do Castelo S.A. - Viana do Castelo - Portugal
Year Built: 2005
Complement: 20P
1. INTRODUCTION
1.1 REGULATIONS
Current Fire-fighting Training Manual is to be read in conjunction with the latest

editions of following publications:
1. Company’s Safety Management System (SMS) Manual and fleet circulars (if
any) on the subjects of fire safety, safe operation of the ship and cargo handling
operations in relation to fire safety, crew’s responsibilities for the general fire
safety of the ship while loading and discharging cargo and while under way, fire
safety precautions for handling general cargoes.
2. SOLAS as amended.
3. International Code for Fire Safety Systems (FSS Code).
4. MARPOL as amended.
5. International Maritime Dangerous Goods Code (IMDG Code)
6. International Gas Carrier Code
7. Guide to Helicopter/Ship Operations.
8. Relevant Marine Notices issued by Flag Administration (if any).
1.2 SCOPE
The Fire-fighting Equipment Training Manual (F.F.E. Training Manual) has been
prepared in accordance with the requirements of Chapter II-2 Reg.15.2.3.4 of SOLAS
Convention and provides guidance for vessel’s Fire-fighting Equipment carried on
board.
The main fire safety objectives are to:

− Prevent the occurrence of fire and explosion.
− Reduce the risk to life caused by fire.
− Reduce the risk of damage caused by fire to the ship, its cargo and the
environment.
− Contain, control and suppress fire and explosion in the compartment of origin.
− Provide adequate and readily accessible means of escape for crew.
In order to attain the highest possible fire safety standards, apart from the adequate
and proper equipment and means, precondition is the participation of well-trained
crew.
According to SOLAS/Ch.II-2/Part E/Reg.15.2.3.4 and MSC/Circ.850 the training is the

most important parameter in the fire protection requires the provision of a training
manual in each crew mess room and re-creation room or in each crew cabin.
The booklet is written in English, which is the working language of the crew.
Fire-fighting equipment available to this vessel is contained to Section 15 together with

their relevant instructions, whilst its relevant maintenance is included into Section 14 of
the current Manual.
Furthermore, Cargo Operational information and instructions in relation to fire safety,
as required by SOLAS Ch. II-2 Reg.16.2, are set out in Section 5.9 of the current
Training Manual.
1.3 DISTRIBUTION OF F.F.E TRAINING MANUAL
This Manual should be available to all Officers and Crew. According to SOLAS/Ch.II-
2/Part. E/Reg 15.2.3 copies are to be kept at each crew mess room.
An extra copy is available in Master’s Office.
All newly joined crew should be instructed to familiarize themselves with the contents
as soon as possible after joining the ship.
It is pointed out that the reading of this Manual must be supplemented with practical,
thorough drills, familiarization by using the relevant means and equipment available on
board.
1.4 TRAINING REQUIREMENTS
Avoidance of fire accidents and successful response to an emergency situation is

entirely dependent on the level of training achieved and the Master is to personally
concern himself with all aspects of Shipboard training in fire safety procedures and in
the use of fire safety equipment.
Exercises and drills should be conducted in a realistic manner against imaginary or

simulated situations.
2. THEORY OF FIRE EXPLOSION
2.1 EVAPORATION
Evaporation is the process during which a substance or mixture turns from the liquid
state into the gaseous state (vapour). This change needs energy consumption. So, for
evaporation heat is necessary.
2.2 COMBUSTION
Combustion is the reaction of a combustible (inflammable) substance or mixture with

oxygen under development of fire and heat. Consequently, it is an exothermic reaction
whereby the inflammable substance combines with oxygen and other substances are
generated.
The combustion takes place on the interface of the inflammable substance and air,
mostly in the form of a flame. For maintaining the combustion a certain relation
between inflammable substance and oxygen is required. The quantity of energy or
heat, which is set free, varies. To start combustion, the inflammable substance must
be ignited. For this purpose a certain temperature is necessary (minimum ignition or
combustion temperature) as well as sufficient energy.
The three elements involved (fuel, heat and oxygen) are often shown as the three
sides of a triangle. These three components are inter-dependent on each other and
therefore if any one of the components is removed combustion cannot take place.
2.3 FIRE TRIANGLE
The fuel for a fire can be in the form of flammable solids, liquids or gases. Liquid fuels
burn more intensely than solid fuels because they are more easily vaporised. The
vapour from a liquid fuel is also heavier than air. It is extremely dangerous because it
will seek low places, dissipate slowly and travel to distant sources of ignition.
Flammable gases are already in the vapour state required for combustion or
explosion.
All they require for ignition is intermixing with oxygen and a source of heat. Air
contains the oxygen necessary for burning, and ignition heat is present in many forms
aboard vessels, including flame, spark, friction and spontaneous or internal
combustion.
2.3.1 Fire tetrahedron
There is a fourth ingredient necessary for fire,

however, and the "fire tetrahedron" more
accurately demonstrates the combustion process.
A tetrahedron is a solid figure with four triangular

faces. It shows the four things required for
combustion: fuel (to vaporise and burn), oxygen (to
combine with the fuel vapour), heat (to raise the
vapour to its ignition temperature) and the chain
reaction (the chemical reaction among the fuel,
oxygen and heat).
2.3.2 Destroying the fire tetrahedron
A fire can be put out by destroying the fire tetrahedron. If the fuel, oxygen or heat is
removed, the fire will die out, if the chain reactions is broken, the reduction in vapour
and heat will put out the fire, although cooling with water may be needed where
smouldering or reflash is a possibility.
.1 Removing the fuel

Theoretically, you could put out a fire by physically dragging the fuel away from the
source of the heat, like some one pulling a log out of a campfire. While this may be
rarely practical, it is often possible to move nearby sources of fuel so the fire cannot
expand beyond what is already being consumed.
In fire fuelled by liquids or gases, it may be possible to extinguish the fire by cutting off
the fuel supply. When a leaky hydraulic or diesel line is feeding a fire, for example,
closing the proper valve can put it out. If a pump is supplying liquid fuel to a fire in the
engine room, the pump can be shut down. Both ways the source of the fuel is
removed and the fire is extinguished.
Fire in a defective fuel burner can be brought under control and put out by closing the
supply valve. Fire involving acetylene or propane can often be put out by shutting the
valve on the cylinder.
.2 Removing the oxygen

A fire can be put out by removing its oxygen, or by lowering the oxygen level in the air
to less than 16%. For example, extinguishing agents like carbon dioxide or foam
smother a fire by depriving it of oxygen.
In open areas, smothering a fire is hard (but not impossible) because the smothering
agents are quickly scattered. Carbon dioxide is rapidly blown away from an open deck,
for example, especially if the vessel is underway. On the other hand, fire in a galley
trash can be snuffed out simply by placing a cover tightly over the can, thus blocking
the flow of air to the fire. As the fire consumes the oxygen in the can, it becomes
starved for oxygen and puts itself out.
To put out a fire in an enclosed compartment, engine room or cargo tanks, the space
can be flooded with carbon dioxide. When the carbon dioxide enters the space and
mixes with the air, the percentage of oxygen in the air is reduced below 16%, and the
fire goes out. For this method to work, however, the space must be completely sealed
to keep fresh air out.
.3 Removing the heat
The most common method of putting out fires is to remove the heat by attacking the
firebase with water. An excellent heat absorber, water destroys the ability of a fire to
sustain itself by cooling the fuel and by absorbing radiant heat from flame. The chain
reaction is indirectly attacked both on the fuel surface and at the flames. The
production of vapour and radiant heat is reduced and continued water rill control and
put out the fire.
.4 Stability hazard
The use of large quantities of water to fight fire may jeopardise the stability of the
vessel.
"Dewatering techniques", discussed later, must be commenced immediately when

large quantities of water are used.
When the fire is attacked with hose line, water must first be sprayed onto the main
body of the fire to achieve the quickest possible heat reduction, and water spray can
be a highly effective cooling agent. To put out the fire completely, water must then be
applied to the seat or base of the fire.
.5 Breaking the chain reaction

Breaking the chain reaction permits a fire to be put out rapidly. The extinguishing
agents most often used to attack the chain reaction and stop combustion are dry
chemicals and Halon substitutes. These agents attack the molecular structure of
compounds formed during the chain reaction and reduce the flame-producing
capability of the fire.
Keep in mind that these agents do not cool a smouldering fire or a liquid whose
container has been heated above the liquid's ignition temperature. In these cases, the
extinguishing agent must be maintained on the fire until the fuel has cooled down or
the fire will re-ignite. Otherwise, a cooling medium such as water must be used on the
smouldering embers or the sides of the container.
.6 Warning
The use of water on electrical fires is not recommended. On electrical fires, water
creates a shock hazard. On oil fires a solid stream will splash the oil, possible
spreading the fire. Water fog may be used on oil fires.
2.4 EXPLOSION
An explosion can be described as a sudden, violent event accompanied with noise,

fire and high pressure, which has a destructive effect as follows:
- Physical explosion:
a sudden expansion, mostly of a gas, whereby pressure increase can no longer
be contained by the closed drum (steam boiler explosion, explosion of a cylinder
with compressed oxygen etc).
- Chemical explosion:
a rapid, exothermic chemical reaction, mostly accompanied with temperature and
pressure increase and the setting free of gases, whereby energy is supplied by
the reaction itself.
2.5 FLASH POINT
Is the lowest temperature at which vapours given off by a volatile substance can be
ignited in air when exposed to a flame or spark. (The lower the flash point, the greater
the risk of fire). Thus for example, a liquid, which has a flash point of 35°C, is highly
flammable on a hot summer day or in a hot working environment when its vapours
come into contact with an open flame or spark. Two major test methods exist for the
determination of the flash point of an inflammable liquid (e.g. oil product), the closed-
cup method, (c.c), in other words near the surface of the liquid and the open cup
method.
As a rule the value obtained by the open-cup method is a few degrees higher than
obtained by the closed cup one.
2.6 THE AUTO-IGNITION TEMPERATURE
Indicates the temperature at which spontaneous combustion may occur in the

absence of any flame or spark. This datum should not be confused with the flash point
and there is no relationship between the flash point and the ignition temperature. The
closer the auto-ignition temperature is to ambient temperature, the greater the risk of
fire. In essence the auto-ignition temperature signifies the temperature at which
materials must be heated in order to cause them to explode or ignite. It is therefore
important to realize that ignition can be caused by hot surfaces such as cookers or
steam pipes in addition to an exposed flame, sparks or static electricity.
Therefore consideration to the presence of flammable material must be given before

any hot work (work requiring the use of welding, burning or soldering equipment, blow
torches, power-driven tools, portable electrical equipment etc.) is approved.
2.7 EXPLOSIVE COMBUSTION OF GASES AND VAPOURS
2.7.1 Explosive limits
As regards the explosion hazards of liquid petroleum or other flammable products in

bulk we are especially interested in the explosive reactions which may occur in gas
mixtures consisting of vapour (gas) and air.
When an inflammable gas (vapour) is mixed with air, an explosive mixture may
develop. However, this is not always the case. At very low vapour concentrations no
fast reaction will take place, although sufficient oxygen is present for this reaction. The
quantity of heat, which is developed, is so small that it cannot ignite the next gas zone.
This means that the reaction stops by itself and no explosion takes place: the mixture
is too “poor”. When the vapour concentration is increased, there will be an explosion
at a certain critical vapour/air ratio. This is the Lower Explosive Limit (LEL). The
lowest concentration at which a gas (vapour) can still just be brought to explosion.
At very high vapour concentrations (too “rich” mixtures) the quantity of oxygen will
be too small to maintain the combustion; the reaction cannot propagate through the
whole mixture.
Consequently, there are two explosion limits as follows:

- Upper Explosive Limit (UEL)
The concentration of a flammable gas (e.g hydrocarbon) in air above which there
is insufficient oxygen to support and propagate combustion. Sometimes referred
to as upper flammable limit (UFL).
- Lower Explosive Limit (LEL)

The concentration of a flammable gas (e.g hydrocarbon) in air below which there
is insufficient flammable gas to support and propagate combustion. Sometimes
referred to as lower flammable limit (LFL).
The explosive limits are usually expressed in volume per cents (%) in air or in gr
(of gas) per m3 air or in gr (of gas) per kg air.
From the (LEL) explosion is getting more violent as the gas concentration
increases, when the (UEL) is approached the violence of the explosion decreases.
It is noted that if the initial pressure is one atmosphere (1 atm) during the
explosion the pressure is 7-8 times more e.g. about 7-8 atm. Although at vapour
concentrations above the Upper Explosive Limit no explosions can take place,
special attention has to be paid to vapour/air mixtures of high concentrations. In
the first place, these will behave as an inflammable gas while, secondly, on the
supply of air a dilution develops, as a result of which the vapour concentration
may lie again within the explosive range.
Above a tank filled with an inflammable liquid, (e.g. crude oil), which is in open
contact with its surroundings, a situation will arise.
The explosive range in air of the various products is dependent on the chemical
properties of them, and in particular of:
1) The quantity of oxygen needed for combustion.

2) The energy of the source of ignition.
3) The energy set free on the reaction
EXPLOSIVE RANGE -100
INFLAMMABLE GAS
U. E. L. VOL % NFLAMMABLE GAS
EXPLOSION
L.E.L
SAFE -0
VAPOUR CONCENTRATIONS ABOVE A TANK
100 % AIR
UNDER L.E.L.
EXPLOSIVE RANGE
ABOVE U.E.L
SATURATED VAPOUR
LIQUID
2.8 FIRE SPREADING
If a fire is attacked quickly and effectively, it can usually be contained and

extinguished. If it is allowed to burn freely, however, it will generate great amounts of
heat that can spread throughout the vessel and ignite new fires wherever fuel and
oxygen are present.
Additionally, the heat, flame, smoke and gases associated with the pose many health
hazards. Crewmen fighting a fire should utilise all available protective clothing and
respiratory equipment, and should stay low and retreat to fresh air before they are
overcome.
Every fire has in effect six sides and may be spread by conduction, convection,
radiation or direct burning. Fire may also be spread via air-conditioning and heating
ducts, ceiling voids and circuits.
2.8.1 Conduction
Occurs most readily in solids. A steel bulkhead, for example, will readily conduct heat
and fire on one side may quickly ignite paint or other materials in contact with the
other side of the bulkhead.
2.8.2 Convection
Currents can circulate in liquids or gases due to density differences as a result of

heating.
In fire, convection currents can convey hot gases produced by combustion upwards
e.g., through liftshafts and stairwells.
2.8.3 Radiation
Radiation may be regarded as rays of heat travelling through space without

necessarily heating anything during their transmission until the rays are absorbed by
something that they strike e.g., the heating effect of the sun.
Prevention of fire spread can be achieved by any, or a combination of the following‫׃‬

a) Surrounding the firewater curtains. This technique is more applicable to fire in
large spaces or open locations.
b) Cooling the adjacent surfaces such as bulkheads, decks and deckheads.
c) Removing combustible materials from adjacent areas or compartments.
2.8.4 Direct burning
Occurs where combustible materials give off sufficient vapour to encourage

combustion to continue when coming into contact with naked flame e.g. mattress
being exposed to a lighted cigarette.
3. SOURCES OF IGNITION
For igniting a combustible material or a vapour/air mixture, so that an explosive

combustion starts, very little energy is needed. This energy must be supplied in a
suitable form from the outside and, besides, must have a certain temperature level.
The energy, which is needed, can be compared with the energy necessary to let a
small bicycle lamp burn during a fraction of a second.
3.1 OPEN FIRE
Examples of open fire:

• cigarette,
• matches,
• burners,
• stoves,
• flame,
• welding-sparks,
• glowing particles from exhaust pipes and chimneys
3.2 HOT SURFACES
An explosive mixture will ignite of itself when heated to the auto-ignition temperature.
For most products, this is 400-600 0C, however, for some this temperature is much
lower.
Sources: not insulated steam-pipes, electric bulbs, engine hot parts
3.3 MECHANICAL SPARKS
At the mutual dragging and rubbing of hard materials, but especially of metals, heat
and sparks develop, because small, hot metal parts spring loose. Examples: grinding,
tacks in shoes, metal to metal contact, metal to stone contact, steel doors, non-
sparkless tools, etc. With light metals (aluminium, magnesium) sparks will not easily
develop, as these metals are too soft. However, at the rubbing of such light metals
across rusty iron, very easily sparks with a big igniting power develop (also in case the
rusty steel is covered with aluminium paint). Sparkless material (copper alloys and
high alloy steel) can form so-called low-energetic sparks which do not have sufficient
igniting power; under certain circumstances they can strike sparks out of another
metal.
3.4 ELECTRIC SPARKS AND STRAY CURRENTS
During the closing or breaking of an electric circuit, sparks develop. Examples: switch,
loose lamp, breakage of cables, short-circuit, bad contacts, earthing, non-explosion
proof engines, lighting, etc. The breaking of connections in case of a so-called
impressed current for cathodic protection can involve the risk of sparks, while
uncontrolled electric stray currents can develop in the case of cathodic protection of
jetties or ship.
3.5 STATIC ELECTRICITY
When two different materials, suited for the purpose, are brought into contact with
each other in a certain way, an electric charge will develop in each of the materials.
These charges are of the same size, but one is positive and the other negative: so, the
sum of both charges is nil. These electric charges, which remain on the material, are
called static electrical charges, and we are dealing with the phenomenon of static
electricity. This in contrast with the best-known form of electricity, which expresses
itself in electric currents in conductive materials.
When the two materials, after having been statically charged, are separated, an
electric field develops between the positive material and the negative material. The
“accumulated” electricity will try to discharge itself in order to neutralize the electric
field. An electric field can also develop when an electrically charged material
approaches a non-charged material.
Discharge often takes place in the form of sparks, which, generally, have sufficient
energy to ignite explosive vapour/air mixtures.
3.5.1 Static charging in liquids

The principle of electrostatic charging also applies to liquids in motion. When a liquid
flows through a pipeline, this liquid can be charged (generally, positively) in respect of
pipeline. The effect depends on the electrical conductivity of the liquid. Moreover, the
effect depends on the nature of the liquid, the diameter in the material of the pipeline,
the flow velocity, etc. Sometimes antistatics are added which increase conductivity
and, therefore, reduce the chances of charging.
Other forms of motion of liquids can also lead to the generation of static electricity:
intensive stirring, falling jets of liquid (loading over top), etc. The presence of air
bubbles heightens the danger; when air bubbles escape from a liquid, fine drops
develop above this liquid, which drops can be charged. The motion of drops of water
in a liquid (generally, a fast movement of two liquids, which are not soluble in each
other, with respect to one another) increases the danger of electrostatic charging to a
high degree. This applies both to the pumping through pipelines and to the settling in a
tank.
Also at the settling of solid parts in a liquid (rust, sludge) an electric charge can
develop.
3.5.2 Static charging in gases

Although flowing, pure gases are not electrically active, the presence of fine droplets
(in fog) or small solid particles can lead to high energy electric fields.
E x a m p l e s :
- current beams;
- fast evaporation of liquids (e.g. liquid gases);
- compressed air with dust particles;
- sand-storms, hail, steel beams;
- solid CO2 particles in a carbon dioxide gas cloud.
3.5.3 Static charging of persons and objects.

By rubbing of badly conductive solid bodies across one another, an electrostatic
charging develops. The same applies to walking over a badly conductive surface.
Objects or persons can also get an electric charge when they are e.g. in a (charged)
mist or touch a charged, but insulated, conductive object.
When an uncharged, conductive material is present close to a charged object an

introduction of positive and negative charges will occur in the uncharged material by
so-called induction. Although the total charge is nil, one side will be negatively charged
and the other side positively charged. When this object is brought in the
neighbourhood of an insulated, conductive object, a spark over may occur. Charging
by induction may also take place in a metal, which is brought near a charged liquid
(dip-tape).
3.6 SPACE HEATERS
Open flame heating appliances should not be used. Electric heaters or radiators must
be secured against the motion of the vessel. Heating elements must be protected so
they cannot come into contact with clothing, curtains or other flammable material.
Clothing should not be left to dry unattended near a heater or stove.
3.7 STOWAGE
Space for stowage is always scarce aboard vessels, and scarcity produces another
Golden Rule: a place for everything and everything in its place. Proper stowage is a
key fire prevention measure, but only if the stowage area and method are safe to start
with. Combustible materials must be stowed away from sources of flame, arcing or
heat, and in well-ventilated areas. Combustible wastes should be discarded promptly.
Onboard stowage of paints, solvents and other highly flammable substances should
be kept to a minimum. Those carried aboard should be inspected frequently for
corrosion or damage to the containers that could produce leakage. Spaces used for
stowage of highly flammable liquids should be vented and should have direct access
only from open decks. Such spaces should be posted with No Smoking and No Open
Lights warnings, and no unnecessary wiring or electrical equipment should be
introduced.
Cylinders used to contain gas or other hazardous substances (whether full or empty)
should be stowed on open decks. Valves, pressure regulators and pipes leading from
the cylinders should be protected from damage.
Loose gear can rupture fuel lines, damage machinery and smash electrical equipment,
causing short-circuiting. In addition, it is difficult and dangerous to try regaining control
of heavy equipment that has come loose in heavy seas.
3.8 UNSAFE BURNING AND WELDING PRACTICES
The high temperatures, molten metal and sparks produced in welding and burning can
be a serious fire hazard. During these operations, vessel fires may be caused by:
1. Failure to keep watch in the work area, below the work area and on the other side
of a bulkhead that is being welded or burned.
2. Failure to move combustible materials (or to protect them if they cannot be
moved).
3. Burning near heavy concentrations of dust or of combustible vapours such as
those given off by fuel oil, lubricating oil and other flammable liquids.
4. Failure to remove flammable vapours, liquids or solids from a container, pipe or
similar work piece, or from a confined space such as a fuel tank, void, cofferdam
or tank.
5. Failure to have the proper type of fire extinguisher at the scene.
6. Failure to secure oxygen and gas cylinders in an upright position.
7. Failure to protect gas and oxygen hoses from mechanical damage, or damage
from flying sparks, slag and hot metal.
8. Failure to provide a gas shutoff valve outside a confined space.
9. Failure to remove hoses from confined spaces when the torches have been
disconnected.
Remember: You’ve got to keep watch on all sides of welding, burning or cutting
operations.
Many vessels use rigid polyurethane or other organic foam insulation because of their
excellent insulating properties. Such foams should be covered with a suitable flame
barrier, preferably metal lining, and should never be exposed to fire sources.
All foams can burn, and they give off toxic gases and black smoke. No welding and
cutting operations should be permitted on surfaces covered with rigid polyurethane
foam, and electrical circuitry used in and around foam should be enclosed in approved
conduit.
4. TYPES OF FIRE AND EXTINCTION METHODS
4.1 COMBUSTIBLE MATERIAL FIRES SURVIVAL
Examples are fires from bedding, clothing, furnishing, wood, canvas, rope and paper.
Cooling by large quantities of water, or the use of extinguishing agents containing a
large proportion of water, is of primary importance when fighting fires of such
combustible material. Cooling the source and surrounding area should continue long
enough to prevent any possibility of re-ignition.
4.2 LIQUID PETROLEUM FIRES
Foam is an efficient agent for extinguishing most liquid petroleum fires. It should be
applied so as to flow evenly and progressively over the burning surface, avoiding
undue agitation. This can best be achieved by directing the foam jet against
any vertical surface adjacent to the fire, both in order to break the force of the jet and
to build up an unbroken smothering blanket. If there is no vertical surface the jet
should be advanced in oscillating sweeps with the wind, taking care to avoid
plunging it into the liquid. Foam spray streams, while limited in range, are also
effective.
Volatile oil fires of limited size can be extinguished by water fog or water spray if the
whole of the burning surface is accessible. The surface of the liquid transfers its heat
rapidly to the water droplets, which present a very large cooling surface, and the flame
can be extinguished with advancing and oscillating sweeps of fog or spray across the
whole width of the fire.
Any oil fire, which has been burning for some time is more difficult to extinguish with
water, since the oil will have been heated to a progressively greater depth and cannot
readily be cooled to a point where it ceases to give off gas. Furthermore, the use of a
water jet may spread the burning oil by splashing or ever flow. Spreading can also
occur through agitation of the oil caused by violent boiling of the water.
Water should only be applied to oil fires as a spray or fog, although jets of water can
play a valuable role in cooling hot bulkheads and tank walls.
The best way of dealing with such fires in tanks is by means of a smothering agent,
such as foam, carbon dioxide, or in some cases dry chemical, coupled if possible with
sealing off the tank and cooling adjacent areas or spaces.
The risk of re-ignition of a liquid petroleum fire must be borne constantly in mind.
Having extinguished such as a fire, a watch should be maintained and fire-fighting
equipment and personnel kept in a state of immediate readiness.
4.3 LIQUID PETROLEUM GAS (LPG) FIRES
Fires involving escaping liquefied petroleum gas should, where possible, be

extinguished by stopping the gas flow. If the flow of gas cannot be stopped it may be
safer to allow the fire to continue the burn, at the same time using water spray to cool
and control the effect of radiant heat.
Extinguishing the flame may result in a wide spread of unignited gas and subsequent
wider spread of flame if it is re-ignited.
In order to reach and close the valve controlling the flow of gas it may be necessary to
extinguish flames from small leaks in its vicinity. In this case dry powder extinguishers
should be used.
Water jets should never be used directly into a liquefied petroleum gas fire. Foam will
not extinguish such fires.
4.4 ELECTRICAL EQUIPMENT FIRES
These may be caused by short circuit, over heating or the spreading of a fire from
elsewhere. The immediate action should be to isolate the equipment and non-
conductive agent, such us carbon dioxide or dry chemical, should then be used to
extinguish the fire.
4.5 CLASSIFICATION OF FIRES
To put out a fire successfully, you need to use the most suitable type of extinguishing
agent -one that will do the job in the least amount of time, cause the least amount of
damage and result in the least danger to crew members. The job of picking the proper
agent has been made easier by the classification of fires into four types, or classes,
lettered A through D. Within each class are all fires involving materials with similar
burning properties and requiring similar extinguishing agents. However, most fuels are
found in combinations, and electrical fires always involve some solid fuel. Thus, for
fire-fighting purposes, there are actually seven possible fire classes. Knowledge of
these classes is essential to fire-fighting, as well as knowing the burning
characteristics of materials found aboard vessels.
4.5.1 Class “A” Fires
Fires involving solid materials normally of an organic nature, in which combustion

generally occur with the formation of glowing embers.
Fires of common combustible solids such as wood, paper, cloth and plastic are best
put out by water or a cooling agent. Foam and certain dry chemicals, which act mainly
as smothering or chain breaking agents, may also be used.
4.5.2 Class "B” Fires
Fires involving liquids which produce flammable vapours such as paints, oils and
spirits, and includes liquefiable solids such as fats and waxes.
For oil, grease and gas fires, and other substances that give off large amounts of
flammable vapours, a smothering agent is best for the job. Water, dry chemical, foam
and carbon dioxide (CO2) may be used. However, if the fire is being supplied with fuel
by an open valve or a broken pipe, a valve on the supply side must be shut down to
stop the fuel supply. This may put the fire out by itself, or at least make it easier to put
out and allow the use of much less extinguishing agent.
In a gas fire, it is imperative to shut down the control valve before you extinguish the
fire. Attempting to put the fire out without shutting down the valve permits flammable
gas to continue escaping and creates an explosive hazard that is more dangerous
than the fire itself. It may be necessary to put out a gas fire before shutting down the
fuel supply in order to save a life or to reach the control valve, but these are the only
exceptions.
.1 Combination Class A and B fires

Water fog and foam may be used to smother fires involving both solid fuels and
flammable liquids or gases: These agents also have some cooling effect on the fire. In
closed spaces, carbon dioxide may also be used to put out such fires.
4.5.3 Class “C” Fires
Certain chemicals are included in this class of fire and many of these give off highly
toxic product of combustion. For fires involving energized electrical equipment,
conductors or appliances, no conducting extinguishing agents (CO2, Halon substitutes
and dry chemical) must be used, although dry chemical will ruin electronic equipment.
Always try to de-energise the circuit to remove the chance of shock and the source of
ignition.
.1 Combination Class A and C fires

Because energised electrical equipment is involved in these fires, no conducting
extinguishing agents must be used. Carbon dioxide, Halon substitutes and dry
chemicals are the best. Dioxide reduces the oxygen supply, while the others break
the chain reaction. Always try to de-energise the circuit.
.2 Combination Class B and C fires

No conducting agent is required. Fires involving flammable liquids or gases and
electrical equipment may be extinguished with Halon substitutes or dry chemical
acting as a chain reaction breaker. In closed spaces, they may be extinguished with
CO2.
4.5.4 Class “D” Fires
Fires involving metals. Sodium, potassium and magnesium are ignitable and burn
vigorously.
Electrical fires, do not constitute a class, since any fire involving or started by electrical
equipment must be class A, B or D. These fires may involve combustible metals such
as potassium, sodium, and their alloys, and magnesium, zinc, zirconium, titanium and
powdered aluminium. They burn on the metal surface at a very high temperature,
often with a brilliant flame.
Water should not be used on Class D fires. It may add to the intensity or cause the
molten metal to splatter. This, in turn, can extend the fire and inflict serious burns on
those near by.
Fires in combustible metals can be smothered and controlled with special agents
known as dry powders. Dry powders are not the same as dry chemicals, although
many people use the terms interchangeably. The agents are used on entirely different
types of fires: dry powders are used only to put out combustible-metal fires; dry
chemicals may be used on other fires, but not on Class D fires.
5. FIRE PRECAUTIONS
The prevention of the fire on board ship is of utmost importance. The instructions
regarding the fire precautions provided to this section are addressed to all crew
members.
5.1 AWARENESS
Constant awareness of the danger of fire is the responsibility of each and every
crewman. Stated differently, carelessness is a chief cause of vessel fires. Each
crewman should be alerted to common fire hazards and taught how to eliminate them.
Each crewman should be advised as to his duties in the event of fire, and should be
aware of all means of escape from interior spaces in case a fire occurs.
Some main areas of concern are the following:

- Bottom of lift shafts.
- Stores.
- Near incinerators.
- Laundries and drying rooms.
- Oil spills.
- Wastepaper baskets not emptied.
- Galley exhaust ducts.
- Combustible material near heat sources.
- Clothes hanging over cookers or heaters.
Most important
- Identify hazards to all concerned and know the safety and emergency
procedures associated with them.
- The Duty Officer or other person when carrying out rounds must be observant
and report suspicious smells, leaks from pipes or tanks, any electrical
machinery that appears to be overheating and any wrongly stowed flammables.
- Check for items wrongly stowed in places such as mast houses, funnel uptakes,
small machinery compartments and other convenient places.
- Report any fire-fighting or safety equipment that is missing.
5.2 SMOKING
Smoking must be prohibited throughout the ship whenever there is the probability of
high concentration of flammable gas in the vicinity of the accommodation areas. The
Master should give careful consideration to those places in which smoking is normally
permitted and exclude any with doors or ports which open directly onto or over a tank
deck.
There may however, be occasions when due to the nature of the cargo being
transferred or other factors, a total prohibition of smoking may be necessary.
The heat from a cigarette can cause decomposition of some chemical vapours and
produce vapour more harmful than the original. Smoking in bed is strictly forbidden.
All Officers and crew must strictly comply with Company’s Smoking policy.
Conspicuous warning notices should be displayed in every part of the ship where
smoking is forbidden (permanently or temporarily) and observance of them should be
strictly enforced. Ashtrays or other suitable containers should be provided.
Careless smoking is a key fire hazard. Cigarettes and matches must be properly
disposed of, in non-combustible receptacles. Ashtrays should be emptied into metal
containers with lids, not cardboard boxes used as trash containers.
Smoking in bed should be prohibited and used at places where smoking is authorized.
5.3 MACHINERY
The engine room is the area of greatest fire risk in any type of ship and a high level of
safety awareness is required of all engine room personnel.
All items, including those outside of the machinery spaces, must be regularly
inspected and maintained. Safety equipment such as fuel shut-offs, baffle plates,
overflow alarms, heat sensors, etc. must be kept in good order. Everyone must be
adhered to safety working practices.
Fire prevention measures will include the following:

a. Good housekeeping.
b. Smoking is prohibited except in the Control Room.
c. Frequent inspection of the Machinery Spaces for the purpose of removing fire
hazards.
d. Correct maintenance of machinery and fire-fighting equipment.
e. Keeping bilges clean and free from oil and water.
f. Keeping spaces well ventilated.
Any oil leakage is to be dealt with immediately as soon as it is located and any damage
is to be repaired as it constitutes a fire hazard, especially where exhaust pipes or other
hot surfaces are nearby. Waste oil is not to be allowed in the engine room or to
accumulate in bilges in the pump room. Remote controls for machinery, pumps and
settling tanks should be tested to ensure that they are functioning satisfactorily.
Ventilation flaps are also to be regularly tested for proper operation so that the air supply
is immediately stopped in the event of fire.
Unmanned machinery spaces are to be regularly inspected for possible fire hazards.
Any person alone in the machinery spaces should communicate with the bridge
regularly.
Wood, paint, spirits and tins of oil and generally explosive materials should not be
stowed in boiler flats, machinery spaces or the steering flat.
5.3.1 Remove Sources of Fuel
- Maintain tidy stores and keep combustible packaging to a minimum.

- Use metal waste-bins and keep these clear of other combustibles.
- Keep save alls free of oil accumulations and ensure scuppers are clear. Avoid
accumulations of cotton waste, rags etc.
- Maintain all lube oil and fuel lines in good condition and repair leaks
immediately. Do not make temporary leak collectors and scuppers.
- Keep purifier plate cleaning fluid receptacles covered.
5.3.2 Remove / Minimize sources of Ignition
- Ensure all exhaust systems are fully lagged, preferably clad externally with
metal sheet.
- Ensure all electrical connections/terminals are tight and properly made.
- Ensure contact surfaces of contactors/relays are well maintained, Repair faulty
equipment (e.g. heaters) promptly.
- Provide metal ashtrays in control rooms, and other areas where smoking is
permitted.
- Adopt a strictly enforced permit to work system for all "hot work", including
angle grinding.
5.3.3 Minimize Opportunity of Fire Spread
- Keep engine room tidy and prevent oil accumulations.

- Ensure all engine room door self-closers are operable and remove means of
permanently securing doors open.
- Keep all quick closing valves on fuel tanks "set" and in good working order. In
the event of an outbreak of fire involving oil, operate all valve trips to limit
opportunity for continuously feeding fire with oil.
- In the event of fire, stop forced ventilation and seal engine room boundaries.
- Properly maintain fire detection, and manual fire extinguishing and explosion
- suppression systems.
- Do not delay in using total flooding fire extinguishing system (e.g. CO2), when
it is clear portable appliances are not/will not be effective. Ensure engine room
is vacated.
- Protect spaces adjacent to engine room from ignition by conduction through
decks / bulkheads by careful observation and cooling where necessary.
Boundary cooling will not have any direct effect on the fire in the engine room.
- Maintain emergency fire pump and emergency generator and test regularly.
5.4 ELECTRICAL
5.4.1 Remove Sources of Fuel

For properly insulated and wired equipment, electricity is a safe and convenient source
of power. When electrical equipment wears out, is misused or is poorly wired,
electrical energy can turn to heat, and fire may be the result.
Especially in the harsh environment at sea, electrical equipment must be installed,

maintained, tested and repaired by qualified personnel. Standard home or industrial
electrical equipment has no place on the ocean. The salt air causes corrosion, and a
steel hull can cause erratic operation or short-circuiting. The result may be
overheating or arcing in equipment or wiring and the ignition of flammable materials
nearby.
Approved marine electrical equipment is specially made for shipboard use. Given the
right maintenance, it will withstand the hard life at sea. Thus, only approved equipment
and replacement parts should be used aboard your vessel, and only in the manner for
which they have been approved.
The insulation on electrical wiring, like that used for appliances, electric hand tools and
drop lights, does not last forever. With age and use, it can become brittle and crack.
Or, it may be rubbed-through or broken by abuse or vibration. No matter how it
happens, the result of damaged insulation is dangerous bare wire. A single exposed
wire can arc to any metal object. Two exposed wires can touch and cause a short
circuit. Either circumstance can produce enough heat to ignite the insulation on the
wiring or set fire to some other nearby material.
Further, if the fuse or circuit breaker is oversize, the circuit won't be broken. Instead,
an increased current will flow and the entire circuit will overheat. In time, the insulation
will begin to burn and ignite combustible material nearby.
This type of fire could be avoided by making frequent inspections and replacing wires
that are obviously defective, and by using only fuses and circuit breakers of the proper
size for their circuits. Crewmen should avoid "jury-rigging" electric outlets or circuits to
serve additional appliances, and should avoid overloading electric receptacles.
1. All electrical appliances should be firmly secured and equipped with permanent
connections whenever possible.
2. Flexible leads should be as short as practicable and so arranged as to prevent
their being chafed or cut in service.
3. Makeshift plugs, sockets and fuses should not be used.
4. Circuits should not be overloaded since this causes the wires to overheat,
destroying insulation and thus resulting in a possible short-circuit which could start
a fire. Notices should be displayed warning that approval should be obtained from
a responsible Officer to connect any personal electrical appliances to the ship’s
supply.
5. All portable electrical appliances, lights etc should have insulation readings taken
before initial use. If not in use appliances should be disconnected from the supply.
6. Electrical equipment, which is to be used in any cargo area, should be of an
approved design (intrinsically safe or explosion proof etc) and be properly
maintained.
7. It is important that all fixed electric heaters are fitted with suitable guards securely
attached to the heater and that the guards are maintained in position at all times.
Drying clothing on or above the heaters should not be permitted. Suitably
designed drying equipment should be supplied, at areas designated.
8. When using drying cabinets or similar appliances, the ventilation openings should
not be obstructed by overfilling of the drying space. Any screens or fine mesh
covers around the ventilation should be regularly inspected and cleaned, so that
they do not become blocked by accumulated fluff or lint from clothing.
9. The use of portable heaters should be avoided wherever possible. However, if
they are required while the ship is in port (as temporary heating during repairs and
as additional heating during severe weather), a protective sheet of a non-
combustible material should be provided to stand them on to protect wooden
floors or bulkheads, carpets or linoleum. Portable heaters should be provided with
suitable guards and should not be positioned close to furniture or other fittings.
These heaters should never be used for drying clothes etc.
10. Personal portable space-heating appliances of any sort should not be used at sea
and notices to this effect should be displayed.
11. The construction and installation of electric heaters should always be carried out
in accordance with the relevant regulations and instructions or guidance supplied
by the manufacturer.
5.4.2 Exposed light bulbs

An exposed light bulb can ignite combustible material by direct contact. Numerous
vessel fires have started when a crewmember left a lamp lit in unoccupied quarters.
As the snip rolled, curtains or other combustible material came in direct contact with
the hot bulb and ignited. Crewmen should use no unauthorised lighting on wandering
leads, and should utilise guards provided with drop lights.
Engine room lights should be covered by vapour globes and screens
5.4.3 Charging storage batteries

When storage batteries are being charged, they emit hydrogen, a highly flammable
gas. A mixture of air and between 4.1% to 74.2% hydrogen by volume can be
explosive. Hydrogen is lighter than air and will rise as it is produced. If ventilation is not
provided at the highest point in the battery charging space, the hydrogen will collect at
the overhead. Then, any source of ignition can cause an explosion and fire.
5.4.4 Electric motors

Faulty electric motors are prime causes of fire. Problems may result when a motor is
overloaded, isn't properly maintained or is used beyond its safe working life. Motors
require regular inspection, testing, lubrication, cleaning and ultimately replacement.
Sparks and arcing may result if a winding becomes short-circuited or grounded, or if
the brushes do not operate smoothly. If a spark or an arc is strong enough, it can
ignite nearby material. Lack of lubrication may cause the motor bearings to overheat,
with the same results.
5.4.5 Engine room

Engine rooms are full of fire hazards. Water dripping from ruptured sea water lines
can cause severe short-circuiting and arcing in electric motors, switchboards and other
exposed electrical equipment. This, in turn can ignite insulation and nearby
combustible materials. More serious are ruptured fuel and lubrication lines above and
near electrical equipment, or near hot engine exhausts. Not insulated engine exhausts
have also started fires where they come in contact with other combustible materials.
Care should be taken to prevent kinks in 'fuel and lubricating lines. Hard piping runs
should be used wherever possible in place of hose that will fail under high heat or
impact.
All connections should be tight. Pipes should be arranged so they don't rub against
structural members. Drip trays should be emptied frequently, and oil accumulation in
the bilges should be kept to a minimum.
Where hose must be used to accommodate vibration, it should be frequently
inspected and replaced if cracked brittle or otherwise damaged.
5.5 SPONTANEOUS COMBUSTION
Spontaneous ignition (commonly called "spontaneous combustion") is often

overlooked as a cause of fire aboard ship, yet it can occur within many common
materials. For example, a rag soaked with oil or paint and thrown into the comer of a
workshop, storage area or engine room is an excellent candidate for spontaneous
ignition.
In warm areas where there is no ventilation, the oil on the rag begins to "oxidise", to
react chemically with the oxygen in the warm air around it, which in turn produces
heat. The heat causes the oil to oxidise faster and produce still more heat. Since the
heat is not drawn away by ventilation, it builds up around the rag. Finally, the rag gets
hot enough to burst into flames. It then can ignite any nearby combustible substances
perhaps other rags or stored materials and a major fire becomes very possible. All of
this can and does occur without any outside source of heat.
1. Dirty waste, rags, sawdust and other rubbish, especially if contaminated with oil,
may generate heat spontaneously which may be sufficient to ignite flammable
mixtures or may set the rubbish itself on fire. Such waste and rubbish should
therefore be properly stored until can be safely disposed of.
2. Materials in ship’s stores, including linen, blankets and similar absorbent materials
are also liable to ignite by spontaneous combustion if damp or contaminated by
oil. Strict vigilance, careful stowage and suitable ventilation are necessary to
guard against such possibility. If such materials become damp, they should be
dried before being stowed away. If oil has soaked into them, they should be
cleaned and dried, or destroyed. They should not be stowed in close proximity to
oil or paints, or on near steam pipes.
Spontaneous combustion has also been known to occur when oil-stained towels or
boiler suits have been left in tumble dryers after completion of the drying cycle. These
machines must always be emptied before the laundry room is vacated
5.6 GALLEY
A ship's galley is a potentially dangerous place. The intense activity, the many people,
the long hours of operation and the basic hazards such as open flames, fuel lines,
rubbish and grease or soot build-up, all add to the danger of fire. For cooking, the
most common energy source aboard vessels is electricity. Diesel oil is used to a lesser
degree, and liquefied petroleum gas (LPG) is used on some smaller vessels. Electric
ranges are subject to the same hazards as other electrical equipment.
All stoves and exhaust ductwork should be well secured and insulated. When liquid
fuels are used for cooking, extreme care should be taken to avoid damage to fuel
lines. You should be constantly alert to leaks in fuel lines and fittings. In the event of a
leak, the fuel supply should be immediately shut off at the source, and repairs should
be made by competent personnel before the equipment is used again.
Everyone who uses the galley should know where the fuel line shut-off valves are, and
the valves must be easy to get at.
The galley provides plenty of opportunities for fires caused by carelessness. Thus,
good housekeeping is a must. Used boxes, bags, paper and even left-over food
should be placed in covered non-combustible refuse cans where they cannot catch fire
because of a carelessly thrown cigarette butt, or from being too close to a hot stove.
Grease or soot build-up in and around the range, hoods, filters and ductwork can fuel
a galley fire. If the ductwork becomes involved and there is a heavy build-up of grease
or soot, the fire can spread to other areas and decks. Thus cleanliness is a must, and
it doesn't mean just cleaning the stovetop. Fixed automatic extinguishing systems for
ductwork are extremely valuable for putting out grease fires (For deep-fat fries only
use extinguishers containing sodium bicarbonate or potassium bicarbonate dry
chemical).
1. Galleys and pantries present particular fire risks. Care should be taken in
particular to avoid overheating or spilling fat or oil and to ensure that burners or
heating plates are shut off when cooking is finished. Extractor flues, ranges filters
etc should always be kept clean.
2. Means to smother fat or cooking oil fires, such as a fire blanket, should be readily
available close to stoves. Remote cut-offs and stops should be conspicuously
marked and known to galley staff.
3. The electric hot plates should be switched off immediately after use. Defective
equipment is to be reported immediately and disconnected until repaired. All oil and
grease spills should be cleaned up promptly. Drying of cloths on stoves and
electrical equipment is forbidden.
4. Galleys should always be regarded as areas of high fire risk and deep-fryers must
never be left unattended when being used. Fires can spread readily through
grease-coated vent ducts and these must be cleaned at least once a week.
The Cook / Steward is responsible for ensuring that the Galley stove and other electrical
appliances are switched off before the Galley is vacated. He will also ensure that the
stoves, hot-plates and ventilation exhausts are kept free from accumulations of fat and
grease at all times.
5.7 EXPLOSION PREVENTION
Vessel carrying crude oil, its products, or in ballast after the discharge of such cargoes,
are at risk from the fire and / or explosion arising from the ignition and explosion of
vapours from the cargo or cargo residues. It should be noted that oil vapours may
penetrate all parts of the vessel. After tank washing and cleaning, pockets of gas may
exist in any part of the vessel, especially when navigating in warm climates where oil
evaporation is quicker.
Sparking or heat generation can be caused in many ways including:
a. Defective electric tools.

b. Tools being knocked together or dropped on metallic surfaces.
c. Motors and other equipment.
d. Spontaneous heating in oily waste, rags, etc.
e. Aluminium or one of the alloys knocked against rust. For this reason, aluminum
plant should not be used in cargo tanks, pump rooms and any space where
flammable gases may be present.
f. Dropping of anodes in tanks - therefore magnesium anodes should never be fitted
in cargo tanks
g. Discharge of static electricity generated within tanks. The discharge can happen
through ullage tapes, metal sample cans, metal sounding rods, ungrounded
portable washing machines, etc.
The use of boots and shoes with metallic studs or toe caps is prohibited unless these are
properly covered. The use of working clothes made of nylon or synthetic fibber is
prohibited as these can generate static electricity. Working cloths buttons should not be
of metallic type.
5.7.1 Elimination of sources of ignition
This is self-evident. Earth connections have to be applied wherever the risk of sparks
between metal surfaces or between a metal surface and earth exists. Earthlings and
other conductive bondings must also be applied in order to prevent the consequences
of static charging. As regards the latter, care should be taken that no danger exist of a
direct short-circuit of e.g. the insulating flanges. Ships equipped with insulated plain-
carbon steel or rustproof steel heating coils must have these heating coils earthed on
loading and discharging.
5.7.2 Explosive mixtures made non-flammable
Mixtures can be made non-flammable by adding an inert gas in substitution for oxygen
(nitrogen, carbon dioxide gas, steam: so-called extinguishers). Certain chlorinated
hydrocarbons are also to be considered. When hot water is sprayed during cleaning,
part of the air will be replaced by steam, and also there will be a non-explosive
mixture. When afterwards blowing dry with air takes place, the hazard exists that the
vapour/air mixture is again within the explosive range.
5.8 HOUSEKEEPING
From the fire prevention standpoint, good housekeeping means the elimination of
sources of fuel for fire that is, the elimination of fire "breeding grounds". Various
housekeeping problem areas are listed below. All of these can be eliminated with a
little effort.
a) Rubbish must not be allowed to accumulate. Waste bins, etc. are to be frequently
emptied. Bins must be made of incombustible material (not plastic), and fitted with
lids. Store room and similar spaces must be kept tidy with all useful items of
equipment securely stowed and any useless equipment or rubbish taken away.
When undergoing major repairs, arrangements must be made to clear waste
regularly.
b) Cleaning rags and flammable wastes should be stored in covered metal

containers.
c) Oil rags should be placed in covered metal cans and thrown away as soon as
possible.
d) Discarded packing materials should be disposed of immediately.
e) Flammables should not be stored in crew quarters.
f) Oil soaked clothing or other flammables should never be stored in crew lockers.
g) Paints, varnish and so forth should be stored in the paint locker when not in use,
even if you'll need them again the next day. Containers should be inspected
frequently for damage and leakage.
h) Leaks in fuel oil or lube oil piping, and spilled oil or grease, should be cleaned up
immediately. Oil in bilges or on floor plates should be kept to a minimum.
i) Kerosene and solvents should be stored in proper containers and in approved
spaces. The containers should be inspected frequently for damage and leakage.
j) Oil-soaked clothing should not be worn by crew members.
k) Grease filter and hoods over galley ranges should be cleaned regularly.
5.9 CARGO HANDLING OPERATIONS IN RELATION TO FIRE SAFETY
Once the vessel is secured at a berth and prior to any cargo operations the Master
must discuss fully with the Chief Officer and Shore Representatives the type of cargo
and associated fire hazards and dangers.
5.9.1 Dangerous cargoes
Whenever dangerous goods are stowed together, the documentation, packaging,

segregation, etc. of such dangerous goods must always be in accordance with
requirements of the International Maritime Dangerous Goods Code. This Code
contains many provisions to ensure the safe handling and carriage of dangerous
goods including requirements for electrical equipment and wiring, fire-fighting
equipment, ventilation, repair work, etc. It is important that reference should be made
to this information before dangerous goods are to be handled.
Dangerous substances should be loaded or unloaded under the supervision of a

responsible Officer. It must be noted that dangerous substances should not be loaded
other than in accordance with the regulations, i.e. in accordance with the
manufacturers instructions, product data sheets and the International Maritime
Dangerous Goods Code.
When seamen are required to handle consignments containing dangerous

substances, adequate information should be available as to the nature of such
substances, for the carriage and handling of the various types of substances and any
special precautions to be observed. It is also the Master's duty to ensure that all crew
follow the Code of Safe Working Practices for Merchant Seamen.
Suitable precautions, such as the provision of special lifting gear, should be taken to
prevent damage to receptacles containing dangerous substances.
In compartments containing cargo having an explosion or fire risk (e.g. explosives,
flammable liquids), all electrical circuits and equipment should meet the
recommendations of the International Maritime Dangerous Goods Code. When
loading or unloading such cargo, fire-fighting equipment should be rigged ready for
immediate use. Smoking should be prohibited while cargo handling is in progress,
except in authorised places.
Apart from regular fire patrols carried out onboard, over regular inspections, as
determined by the vessel’s cargo, shall be conducted on relevant spaces as
necessary and as decided by the Master.
The details and location of any hazardous cargo on board should be contained in a
suitable plan. This plan should be landed ashore, where necessary, and a copy should
be widely available on board.
All hazardous cargo reference material, including safety and emergency procedures,
should be held in a central location (e.g. the Ship's Office or on the Bridge). All crew
members should be allowed access to the information concerning any hazardous
cargoes.
Where necessary, seamen loading, unloading, or otherwise handling dangerous

substances, should wear appropriate protective clothing and personal protective
equipment.
Where there is any leakage or escape of dangerous gases or vapours from the cargo,
seamen should leave the dangerous area. The area should be ventilated and tested to
verify that the concentration of gases or vapours in the atmosphere is not high enough
to be dangerous, before personnel are allowed to enter the area again. Seamen
required to deal with spillages or to remove defective packages should be provided
with and wear suitable breathing apparatus and protective clothing as the
circumstances dictate. Suitable rescue and resuscitation equipment should be readily
available in case of an emergency.
Most paints contain high levels of solvents and other volatile materials. If paint drums are
left unsealed or become damaged, flammable vapours can readily accumulate.
The amount of paint and similar materials carried should be only that necessary for the
immediate maintenance needs. Such materials should be securely stowed away from
any source of ignition.
Smoking or the carriage of smoking materials into paint stores is prohibited.
5.9.2 Fires Involving Cargo
During cargo operations, fire hazards have to be taken into consideration in

accordance with the hazards of chemical cleaning agents and atmospheric conditions
of the tanks.
It is imperative therefore, that the specific conditions fo the operation should be

considered by the responsible Officer and crew involved in the operation. Precautions
to be taken are the wearing of safety clothing and equipment necessary to protect
from the specific fire hazards.
As with any fire the basic form of attack must be understood by all crew members.
The Master must ensure that on board training reflects this need.
The highest priority of action must be given to stopping the flow of cargo to limit the
amount of flammable liquid available, and contain the fire in as small an area as
possible.
Firefighters must wear protective clothing suitable for the specific cargo and self-
contained breathing apparatus. Tackling the fire must be done according to the
guidelines laid down on the MSDS for the specific cargo involved.
Where the application of water (including foam) is permitted, the efforts of the crew
must be directed towards cooling equipment and areas which are at risk within the
flammable and radiation zones. Isolation valves of the remote controlled type may
need cooling in order to operate. The open/close times of all remotely controlled
valves should be known on board.
After any fire has been extinguished, boundary cooling and the cooling of equipment
within the fire zone should continue to prevent re-ignition.
Water jets should not be directed at any burning pools since this could spread the fire.
All jet/spray nozzles should be left in the spray position when not in use, to avoid
producing a jet in the first few seconds of use.
Spray from hand held nozzles can be used to deflect vapour clouds from the normal
wind drift and thus protect vulnerable areas. Where a vapour is soluble, water sprays
can be used to knock down vapour clouds.
Especially when poisonous cargo is present, the hazards to life, which poisons
represent, are likely to be greatly increased in the event of fire, whether through heat
causing greater evaporation or from the production of decomposition material which is
toxic. It is therefore necessary that firefighters wear breathing apparatus
5.9.3 Fire precautions
Corrosive liquids should be regarded always as presenting a potential fire hazard

because of the danger from hydrogen that may be produced when the liquid is in
contact with metals.
All normal fire precautions should be taken and it is especially important that the
smoking and hot work requirements are strictly adhered to. In addition, pumprooms
and spaces around cargo tanks are to be kept properly ventilated. Strict precautions
must be taken when opening up spaces because of the possibility of water leaking into
corrosive liquids or corrosive liquids leaking into other spaces.
The prevention of fire in a cargo of dangerous goods is achieved by practising good

seamanship, observing in particular the following precautions:
Precautionary measures to be taken : By:

Keep combustible material away from ignition sources. Chief Officer
Protect a flammable substance by adequate packing. Chief Officer
Reject damaged or leaking packages. Master
Stow packages protected from accidental damage or heating. Chief Officer
Segregate packages from substances liable to start or spread fire. Chief Officer
Where appropriate and practicable, dangerous goods should be stowed in
an accessible position so that packages in the vicinity of a fire may be Chief Officer
protected.
Prohibition of smoking in dangerous areas should be enforced, and
clearly recognisable "No Smoking" notices or signs should be Master
displayed.
The dangers from short-circuits, earth leakages or sparking will be

apparent. Lighting and power cables should be maintained in good Chief
condition. Cables or equipment found to be unsafe should be Engineer
disconnected.
Where a bulkhead is required to be suitable for segregation
purposes, cables and conduit penetrations of the decks and Chief
bulkheads should be sealed against the passage of gas and Engineer
vapours.
When stowing dangerous goods on deck, the position and design of
auxiliary machinery, electrical equipment and cable runs should be Chief Officer
considered in order to avoid sources of ignition.
In case of fire in a cargo tank, the response procedures, which should be followed and
the allocation of duties are described in EMERGENCY RESPONSE PLAN of
Company’s Management System.
Because of the high risk of poisoning of unprotected personnel by fumes emitted by

some substances when involved in a fire, sets of protective clothing and self-contained
breathing apparatus should always be used with such substances.
In order to mitigate the consequences of fire and ensure the proper ship and cargo
handling operation in relation to fire safety, the crew shall have the necessary knowledge
and skills to handle fire emergency cases.
For this reason:
- All crew members shall receive instruction on fire safety onboard the ship.
- All crew members shall receive instructions on their assigned duties.
- The parties responsible for fire extinguishing shall be organised. These parties shall
have the capability to complete their duties at all times while the ship is in service.
- All crew members shall be trained to be familiar with the arrangements of the ship
as well as the location and operation of any fire-fighting systems and appliances
that they may be called upon to use.
- The training in the use of the emergency escape breathing devices shall be
considered as part of on-board training.
- The performance of crew members assigned fire-fighting duties shall be periodically
evaluated by conducting on-board training and drills to identify areas in need of
improvement, to ensure competency in fire-fighting skills is maintained, and to
ensure the operational readiness of the fire-fighting organisation.
- On board training in the use of the ship’s fire-extinguishing systems and appliances
shall be planned and conducted in accordance with the provisions of regulation
III/19.4.1.
- Detailed instructions and information on the fire safety practices and precautions as
well as on the operation and use of vessel’s fire-fighting systems and appliances are
contained in this training manual.
On some vessels it will be necessary for every member of the crew to be familiar with
all aspects of fire-fighting and the use of all the fire-fighting equipment provided on
board the ship. Instruction should not be limited to fire-fighting but should include
instruction in fire prevention particularly in cargo compartments. On board instruction
in fire-fighting is supplementary to the training available at fire-fighting courses ashore
and is primarily concerned with the particular equipment available on board and the
nature of on board fire hazards.
To cover all cargoes in this section would be impracticable and the Master and
Officers attention is drawn to the IMDG Code, and stability hazards.
Provisions for preventing fire spread to the cargo area due to ignition of
flammable vapours, including procedures for cargo tanks gas-purging and /
or gas-freeing.
5.9.4 Procedures for cargo tank purging and/or gas freeing
When the ship is provided with Inert gas system, the cargo tanks shall first be purged
in accordance with the provisions of SOLAS regulation 4 Para. 5.6, until the
concentration of hydrocarbon vapours in the cargo tanks has been reduced to less
than 2% by volume. Thereafter, gas-freeing may take place at the cargo tank deck
level.
5.9.5 Safety devices in venting systems
The venting system shall be provided with devices to prevent the passage of flame
into the cargo tanks. The design, testing and locating of these devices shall comply
with the requirements established by the Administration based on the guidelines
developed by the Organization 1. Ullage openings shall not be used for pressure
equalization. They shall be provided with self-closing and tightly sealing covers.
Flame arresters and screens are not permitted in these openings.
5.9.6 Vent outlets for cargo handling and ballasting
Vent outlets for cargo loading, discharging and ballasting shall:

• Permit the free flow of vapour mixtures; or
• Permit the throttling of the discharge of the vapour mixtures to achieve a velocity
of not less than 30 m/s;
• Be so arranged that the vapour mixture is discharged vertically upwards;
• where the method is by free flow of vapour mixtures, be such that the outlet shall
be not less than 6 m above the cargo tank deck or fore and aft gangway if
situated within 4 m of the gangway and located not less than 10m measured
horizontally from the nearest air intakes and openings to enclosed spaces
containing a source of ignition and from deck machinery, which may include
anchor windlass and chain locker openings, and equipment which may
constitute an ignition hazard; and where the method is by high-velocity
discharge, be located at a height not less than 2 m above the cargo tank deck
and not less than 10 m measured horizontally from the nearest air intakes and
openings to enclosed spaces containing a source of ignition and from deck
machinery, which may include anchor windlass and chain locker openings, and
equipment which may constitute an ignition hazard. These outlets shall be
provided with high-velocity devices of an approved type.
5.9.7 Fire-fighting equipment
While the vessel is berthed, the main fire line on deck should be kept under pressure.
Other fixed fire-fighting equipment should be kept in operational readiness. Portable
fire extinguishers should be positioned near the hose or loading arm connection. All
1
Refer to the Revised standards for the design, testing and locating of devices to prevent the passage
of flame into cargo tanks in tankers (MSC/Circ.677), as amended by MSC/Circ.1009, and to the
Revised factors to be taken into consideration when designing cargo tank venting and gas-freeing
arrangements (MSC/Circ.731).
ventilation intakes and exhausts to Engine Room, Pump Room and Accommodation
spaces shall be fitted with flame screens.
5.9.8 Extinguishing Agents
In addition to water there are three (3) main extinguishing mediums for use with cargo,
these are:
.1. Foams:
The IBC code call for the use of either alcohol resistant or regular foam. Alcohol
products will break down regular foam by absorbing the water contained within the
foam, while alcohol resistant foam is formulated to resist this effect. Generally both
types of foam need to be carried as alcohol foams may not be suitable for use on
some types of cargoes. There are also foam types available which use surfactants
which drop out of the foam after application and form a film over the surface of the
pool thus sealing it. Foam containers for different types of foam should be clearly
marked and stowed in different locations.
.2. Dry Powder:

Dry Powder, also known as Dry Chemical Powder, is a flame inhibitor. It is applied as
a free-flowing cloud and is effective in dealing initially with a fire resulting from a liquid
spill on deck or in a confined space. Certain types of dry powder can cause break-
down of a foam blanket and therefore only those labeled "foam compatible" must be
used in conjunction with foam.
.3. CO2:
Carbon Dioxide is an excellent medium for extinguishing fires, when used in
conditions where it will not be dispersed. It is therefore effective in enclosed spaces
such as pumprooms, machinery spaces, motor and compressor rooms. It is
comparatively ineffective when used on the open deck or in a jetty area.
Delicate equipment and machinery are largely unaffected by carbon dioxide and,
being a non-conductor, can be used safety in and around electrical equipment.
Carbon dioxide cannot be detected by smell and is also an asphyxiate. Personnel
should not enter enclosed spaces when carbon dioxide extinguishers have been used,
unless protective equipment is being worn and an Enclosed Spaces Action Plan has
been completed. Any compartment which has been flooded with carbon dioxide must
be fully ventilated before entry.
Due to the possibility of static generation, carbon dioxide should not be injected into
any space containing a flammable atmosphere which is not on fire.
As Carbon Dioxide liquids are a 'one shot' agent, these should be used as a last resort
5.10 OTHER FIRE PRECAUTIONS
5.10.1 Auto-Ignition
Many serious shipboard fires have occurred as a result of oil dripping or spraying onto
hot surfaces or lagged steam pipes in engine rooms.
These outbreaks of fire have usually been caused by lubricating or hydraulic oils which
have relatively low auto-ignition temperatures.
By comparison, many of the more volatile, low flash point oils have much higher auto-
ignition temperatures.
5.10.2 Electrical Storms (Lightning)
A number of serious fires and explosions have occurred as a result of lightning striking
ships and igniting cargo vapours.
Cargo, tank cleaning and gas freeing operations must be suspended when electrical
storms are in the vicinity. All openings to cargo tanks must be securely closed and cargo
tank vent by-pass valves closed.
Should an upriser fire occur during loading, ballasting or gas freeing, it is essential NOT
to stop the outward flow of gas through the riser as this could draw the flames into the
cargo tanks and result in an explosion. If possible, the fire should be extinguished by
inert gas or steam (if a suitable connection is fitted) while the riser and surrounding
areas are kept cool with water spray.
5.10.3 Impact Sparks
The risk of ignition of petroleum vapours from impact sparks created by hand tools is
only slight, however an incentive spark can be produced by impurities, such as sand or
grit, being present between the impacting surfaces.
Tools made of non-ferrous materials such as phosphor bronze can create dangerous
sparks because, due to the softness of the alloy, foreign particles become readily
imbedded. Use of such tools is prohibited.
Power tools such as pneumatic scaling hammers and wire brushes will, because of the
high energy output, create sparks of sufficient intensity to ignite flammable vapours.
Aluminium, magnesium and their alloys will readily produce sparks of high intensity if
struck by or against steel. These sparks are known as "Thermite" sparks and will readily
ignite flammable vapours.
Thermite sparks can also be produced if rust smeared with aluminium, or even
aluminium based paint, are struck. For this reason, care must be taken to avoid
dragging aluminium fittings, such as gangways, across steel decks. Similarly, the use of
aluminium based paints is prohibited anywhere outside of the engine room in Tankers.
Hammering, chipping, sandblasting or the use of power tools outside of the engine room
is only permitted if there is no tank cleaning or gas-freeing in progress and provided that
the area is gas-free throughout the period of work. Any holds or tanks that are not gas-
free must be inerted.
5.10.4 Friction
The overheating of cargo pump bearings and seals can cause pumproom fires.
Overgreasing can often be as dangerous as insufficient grease and the pump
manufacturers' recommendations should always be observed.
5.10.5 Pyrophoric Ignition
Rust in the ullage spaces of crude oil cargo tanks can react with the hydrogen sulphide
contained in "Sour" crudes to form a material that, on exposure to air, undergoes
pyrophoric oxidation. The material becomes incandescent during this process and if the
atmosphere in the ullage space lies within the flammable range, fire or explosion will
result.
5.10.6 Tumble Dryers
The accumulation of fluff in blocked tumble dryer filters can cause a serious fire hazard.
A routine for checking and cleaning these filters should be established and the following
notice must be posted in a suitable position.
5.10.7 Oxygen and Acetylene Cylinders
Oxygen and Acetylene cylinders must be stowed in the special lockers provided. Care must
be taken to ensure that the cylinders and fittings in these lockers are kept free of oil and
grease at all times.
5.10.8 Funnel Sparks
Sparks or hot soot from the funnel or from the funnel of a nearby ship may act as a
source of ignition. The risk can be reduced by blowing boiler tubes shortly before arrival
at port, However, Engineers should always request permission from the Bridge
Watchkeeping Officer before commencing this operation.
5.10.9 Masthead and vent stack fires
1. Cause of Masthead Fires

When hydrocarbon gas is vented to the atmosphere it is diluted as it mixes with the
air. Τhe degree and extent of this dilution depends upon the exit volume, velocity of
the gas and wind speed. However, at some point part of the gas plume / cloud will be
within the explosive range. If conditions are such that this explosive mixture is close to
a masthead or other vent outlet at the time of a lightning strike it will probably be
ignited. In this event the plume of gas will then act as fuel for the fire which will
continue to burn like a candle. It is important to understand that regardless of whether
or not a tank is inerted, the dilution factor means that when it is being vented to air, at
some point the atmosphere will be within the flammable range.
2. Potential Hazards
There are two major hazards that arise as a result of such a fire. Firstly, gas from
other outlets could, depending on the prevailing conditions, be directed into the fire
with the possibility of flash over to these sources of emission. Secondly, and probably
most dangerously, there is a risk of the fire flashing back into the mast and vent
system, and thence into the cargo tanks. Several major tanker explosions have been
caused by just this occurrence. The situation is less likely to occur with high velocity
vents. However, if they are not completely tight or are not operating correctly they may
be affected in a similar manner.
3. Loading Cargo
When a volatile hydrocarbon is loaded into a tank, there is a rapid evolution of gas that
forms a layer at the bottom of the tank. This layer quickly enters equilibrium and may
only be 1-2 metres deep depending upon factors such as the true vapour pressure of
the oil and the amount of turbulence as oil enters the tank.
The initial tank atmosphere is displaced and vented first. The concentration of
hydrocarbon gas depends on whether the tank has been washed, gas freed or
purged. It may be below the LFL in which case there is no risk of ignition or it may be
above the LFL. The gas will be diluted and a flammable mixture will form close to the
vent outlet. For a given velocity, the higher the hydrocarbon concentration, the further
from the outlet will be the flammable mixture.
In the latter stages of loading, as the more concentrated mixture is vented more
dilution is required and, for a given exit velocity, the flammable mixture will be further
above the vent outlet. However, it is normal to “top off” a tank at a reduced loading
rate, and in this case the exit velocity of the concentrated gas will be significantly
reduced, thereby resulting in the flammable mixture being closer to the outlet.
4. Response to Fire
If ignition occurs the flame will be above the vent outlet with the size of the flame and
its location being dependent upon exit velocity and hydrocarbon content. In such an
event:
- Don’t rush - stop, think and coordinate reduction of rate with tank closures.
- Shut down the loading of all tanks not connected to the affected vent.
- Reduce the rate in the other tanks to as low as is required to keep the flame above
the vent.
- Secure all ullage ports, vent valves and other openings on unaffected tanks.
- Direct water on to the vent outlet where the fire exists.
- Stop loading and immediately shut the vent valves to affected tanks.
- Continue drenching the vent with water until the fιre is extinguished.
Vessels fitted with high velocity vents should ensure that these are set in the operating
position. They must be allowed to operate automatically and must never be 'jacked'
open, as this will result in a reduced velocity emission.
5. At Sea Loaded
When at sea in the loaded condition, the volume of gas being given off will depend
upon the vapour pressure of the cargo, its temperature and ambient sea and air
temperatures. The P/V valves will control the venting of this gas and it will be relatively
low volume and low velocity. The flammable mixture will thus occur close to the vent
outlet and, because hydrocarbon gas is heavier than air, probably below it.
In this condition it is impossible to exercise any further control over the gas emission.
If ignition occurs water is the best method of extinguishing the flame as cooling of the
area is also essential to prevent re-ignition.
Vessels equipρed with IG may be able to extinguish the fire by purging the vent
system with good quality inert gas. However, it may take time to bring the plant on line
and, deρending on the systems, may have to be done through a single cargo tank. In
this latter case, it is imperative in order to reduce the risk of flashback, that the tank
vent valve is not opened until the IG pressure in the tank has been increased to at
least 200 mm wg. The vessel should be manoeuvred so that the relative wind directs
the flame away from other sensitive areas. Τhis situation is most likely to arise in the
first few days after loading a high temperature volatile cargo when light ends are being
released from the oil.
6. Cargo Discharge
During cargo discharge there will normally be no emissions from the masthead and
the risk of fire is not high. However, it must be appreciated that there may be
occasions when such emissions may occur. An example of this is the release of IG to
control pressure. In such a case there will almost always be some hydrocarbon vapour
entrained with the IG and this could be susceptible to ignition after dilution.
7. Ballasting Operation
Ballasting of a non-gas free tank presents precisely the same hazard as the early
stages of loading. Any ignition is thus likely to be located close to, but above, the vent
outlet. Α fιre in this situation should be dealt with in the same manner as during a
loading operation.
8. At Sea Ballasted
Τhere should be very little gas being emitted from any tanks other than that from
diurnal expansion. Τhis will be controlled by the tank P/V valves. In such a situation
vent outlet ignition is unlikely. However, if it does occur, the fire would probably be
located close to and below the vent outlet.
9. Flashback Prevention
Τhe major hazard in the event of a masthead fire is that of flashback into the cargo
tanks. The primary prevention against this situation is the integrity of the masthead
flame arrestors, high velocity outlets and vacuum relief intakes.
High velocity vent valves prevent the passage of flame by reason of the gas exit
velocity being greater than the speed at which a flame can travel. They must be
maintained so that when closed there is no leakage of gas through them as this could
prevent them operating properly and venting at high velocity. They must never be
manually opened except for short periods when specific depressurisation of the tank is
required.
Flame screens are made from metal gauze which prevents the passage of flame by
reason of the mesh being too small for flame to pass through it. They are rendered
ineffective if the mesh is ruptured or clogged. Masthead and vacuum relief exit
screens must therefore be cleaned regularly and replaced when any damage occurs
5.11 FIRE PRECAUTIONS WHEN VESSEL IS UNDER REPAIR
Where ships are undergoing major repair under contractors, fire precautions by
contractor’s labours are to be as detailed below:
5.11.1 Patrol System
Two fire patrolmen are to be provided by contractors to attend continuously for constant
patrolling of all spaces for fire hazard from commencement of work daily until two hours
following completion of work daily or on a twenty-four hour per day basis depending on
extent of work and as agreed by superintendent in charge of repairs (Inclusive of
subcontractors employed on owner’s direct order.) The vessel is to be thoroughly
inspected at that time jointly with the ship's Duty Officer who will endorse the fire
patrolman's daily record book to the effect that all is in order and that fire-fighting
equipment is available for the ship's duty officer as necessary during the night.
5.11.2 Time Clocks
Contractors are to provide time clocks with recording equipment and these are to be
placed at various locations throughout the vessel as instructed. Fire patrolmen will be
required to visit these spaces at given intervals and daily recording of time cards will be
handed to ships senior officer.
5.11.3 Hazardous Work
Where work is to be carried out involving burning, welding or of a hazardous nature the
personnel engaged in this work shall be supplemented by a fire precaution watcher who
will be fully equipped with all necessary fire-fighting equipment and especially detailed to
guard against fire outbreak. Individual fire hoses must be attached to the fire mains and
lead to the spaces in question, charged with water for immediate availability if required.
Where structural work, involving two or more tanks, is being carried out it may be
necessary to provide more than one fire prevention watcher for adequate protection.
5.11.4 Water Supply to Ship's Main
The vessels fire mains are to be connected to adequate shore supply at all times.
Where port regulations do not permit these hoses to be charged the necessary tools for
opening the supply cocks shall be available on a 24 hour basis, in the charge of the fire
patrolmen during their duty hours or owners Duty Officers during the night.
Special precautions must be taken where dismantling of any sections of the vessel's fire
mains is necessary during the course of repairs and alternative arrangements must be
made as necessary.
When it is essential to shut down the mains for repairs, etc. the ship's senior officer must
be kept fully informed along with the fire patrol staff.
5.12 FIRE PRECAUTIONS TO BE TAKEN WHEN VESSEL IS NOT IN

COMMISSION
On laid up vessels no naked lights are to be used in any part of the vessel. A boiler is to
be kept ready for lighting up. Fire hoses, buckets of water, portable chemical
extinguishers, smoke helmets should be ready for use. On the outbreak of fire being
discovered notice is to be passed immediately to the nearest shore fire service and to
the local agent.
5.13 HOT WORK
5.13.1 General
Hot work repairs to ships in service have been the cause of a number of major fires
and explosions often resulting in loss of life or serious injury and in several instances
leading to the total loss of the ship.
The safe conduct of hot work repairs while in operational service is feasible provided
that potential hazards are clearly defined, specific instructions issued, and the
operation is controlled and monitored by a responsible person on board.
5.13.2 Hazard appreciation
Ballast tanks, void spaces, duct keels and pipelines must always be considered to
contain residual pockets of hydrocarbon gas. Explosion hazards may also be present
in bulk carriers. The relatively high incidence of explosions in coal carriers serves as
an example of this.
Certain potential hazards are present in all ships and will require particular precautions
to be taken. Serious fires and explosions have resulted from:
- hot work in the vicinity of fuel tanks,
- hydrogen emission from cathodically protected ballast tanks, or in storage
batteries room,
- ignition of flammable materials of all types,
- ignition of flammable vapours in paint stores,
- conduction of heat through steel from safe unsafe areas.
5.13.3 General restrictions
Master’s approval must be obtained before any hot work is permitted outside the
engine room/accommodation block unless the ship has been fully gas freed.
No hot work is permitted anywhere during the loading or discharging of cargoes,

during ballasting, tank cleaning or gas freeing, or when the ship is alongside a terminal
or berth.
5.13.4 Responsibilities
The responsibility for ensuring that hot work is conducted safely rests with the Master.
He will personally ensure that the correct procedures are understood and followed by
all concerned.
The Chief Officer or Chief Engineer will normally be responsible to the Master for
executing the necessary tests and procedures.
The hot work permit’s duration is to be specified and must be renewed at maximum
every 8 hours.
Please refer to “Hot Work permit checklist” in the Company’s Safety

Management System which must be satisfactory completed before start of hot
work.
When work is being carried out over a period of days, the person in charge of the hot
work must obtain the Chief officer’s or Chief Engineer’s permission before each daily
commencement and must report to him on the completion of each day’s work.
Hot work within the machinery spaces will also be subject to the approval of the
Master. The Chief Officer or the Chief Engineer will personally satisfy himself that all
necessary safety precautions are being observed and inform the Master.
5.13.5 Special precautions
The following precautions must be observed on every occasion when hot work is
intended:
1. Fire-fighting equipment laid out ready for use. If welding or cutting on
compartment boundary, equipment to be in readiness on both sides.
2. Fire watchmen to be posted and briefed in their duties. Walkie-Talkie link to be
set up between fire watchmen and Bridge.
3. Area to be checked for cleanliness. All combustible material to be cleared from
area. (Both sides of boundary where applicable).
4. If hot work in or adjacent to any tank that has contained fuel, all grease or oil
impregnated residues to be removed.
5. Check that area adjacent compartments and tanks are gas free (Explosimeter
reading not to exceed).
6. Emergency plan drawn up and discussed.
7. No hot work is to commence until approval has been obtained from the Master.
5.13.6 Gas detection
The gas free status of an area or a compartment is only confirmed at the time of
testing and a zero reading obtained on a properly calibrated combustible gas indicator
or explosimeter.
Hydrocarbon gas is generally heavier than air and may be in pockets even in
compartments that have been ventilated for some time. It is therefore most important
that tests should be made throughout any compartment and at different levels.
5.13.7 General Precautions during Welding & Cutting Procedures
The welding, brazing and cutting processes require energy in form of high
temperature to melt or burn the materials being cut or welded. The electric arc welding
and the oxyacetylene flame produce a very high temperature, radiation, fumes and
gases. Thus, the application of these processes as well as the servicing and charging
of refrigeration system create many potentially serious hazards to the health and
safety of the user and bystander. Examples are:
1. A high pressure gas cylinder subjected to heat or surface damage may fail by
bursting causing considerable damage.
2. Oxygen, suddenly compressed to high pressure will combine very violently
(explode) with many common combustibles such as oil, grease, rubber, clothes
etc.
3. Argon and nitrogen along with refrigerant gas, normally considered can cause
death by asphyxiation of allowed to displace the oxygen containing air in poorly
ventilated area.
4. Acetylene is highly flammable gas and quite unstable as well. Since the mixture of
acetylene in air as low as 3% acetylene is flammable and above 4% explosive. It is
extremely important to prevent or eliminate all leaks. Under certain conditions
acetylene may react with metals such as cooper, silver and lead to form acetylines
which are very shock sensitive and explosive.
5. When using the oxygen cutting process on steel, large quantities of molten slag
are produced and blown about in the vicinity of the cutting. The gobbles of the slag
are capable of igniting combustibles such as grease, oil, rags, woods, etc.
6. Containers or storage tanks that have previously have contained flammable liquids
are extremely hazardous when subjected to any cutting or welding process. Many
lives have been lost as a result of explosions during welding or cutting tanks that
were thought to be free of combustible vapour.
7. Zinc coated steel or cadmium-bearing non ferrous alloys will emit dangerous or
fatally poisonous vapours if heated sufficiently by a welding torch. Serious
consequences, even death are possible. Brazing fluxes emit vapours upon heating
that are very corrosive and irritating.
8. Damaged or leaking hoses of fitting may result in an explosive atmosphere in a
poorly ventilated or confined working area. Oxygen leaking from hose close to a
person’s clothes may saturate the cloth and a spark may start an intense fire,
severely burning the person.
9. Electric welding sets for shipboard use should operate on direct current supply.
10. Where the direct current is obtained from rectified alternating current or where an
alternating current set has to be employed, a voltage reduction device should be
used to limit the idling voltage (before an arc is struck between electrode and
workpiece) to 42 volts or 25 volts respectively. The proper functioning of the
device (which may be affected by dust or humidity) should be checked each time
the set is used.
11. A ‘go and return’ system utilizing two cables from the welding set should be
adopted; the welding return cable should be firmly clamped to the workpiece, or as
close to it as practicable. The welding set must not be grounded.
12. The use of a single cable with hull return is not acceptable.
13. To avoid voltage drop in transmissions, the lead and return cables should be of
minimum length practicable for the job and of an appropriate cross section.
14. Cables should be inspected before use; if the insulation is impaired or conductivity
is reduced, they should not be used.
15. Any cable connectors should be fully insulated and so designed that live terminals
are not exposed on disconnection.
16. Electrode holders should be fully insulated so that no live part of the holder is
exposed to touch.
17. A local switching arrangement should be provided for isolating the holder when
electrodes are changed.
18. The operator should wear protective clothing, leather gloves and no-conducting
safety footwear, also a welding helmet with suitably coloured transparent eye
piece. Eye goggles or a hand-held shield may be suitable alternatives to the latter.
19. An assistant should be in attendance. He should be alert to the risk of accidental
shock to the welder, ready to cut off power instantly, raise the alarm and apply
artificial respiration without delay.
20. In restricted spaces the operator should be protected from contact with the ship’s
structure by the provision of dry insulating mats or boards.
21. Welding operations should be avoided in hot or humid conditions when body
sweat and damp clothing increase the risk of electric shock. Under no
circumstances should a welder work while standing in water or with any part of his
body immersed.
5.14 GAS DETECTION
Detection and measurement of certain gases is important for the safe conduct of
ship΄s operations and for the safety of personnel.
The main requirements are as follows:

- Checking safe oxygen levels in enclosed spaces.
- Measuring hydrocarbon levels for flammability.
- Checking for hydrocarbon gas prior to entering enclosed spaces.
- Detection and measurement of other toxic gases.
5.14.1 Instruments
A wide range of instruments, both fixed and portable, is available for shipboard use.
Individual units are usually calibrated for specific gases and some have a dual
function, for example, combustible gas and oxygen.
It is important to understand the limitations of the instruments as well as their function

and methods of use. Manufacturers’ handbooks should be consulted for full details.
5.14.2 Instrument calibration
Regular calibration and testing of gas detection equipment and oxygen analysers is
essential if readings are to be considered reliable. Fixed and portable instruments
must be properly checked before use and a record kept of these checks.
An adequate supply of calibration gas must be held on board for testing hydrocarbon
gas detection equipment and a supply of high purity nitrogen for checking oxygen
analysers
5.14.3 Oxygen analysers
A portable oxygen analyzer is supplied for the purpose of checking that the
atmosphere inside the tanks (or holds) remain below 8% by volume.
All ships will carry a portable oxygen analyzer for the purpose of checking oxygen
levels prior to entry into enclosed spaces.
5.14.4 Limits of flammability
The flammable ranges of hydrocarbon gases vary, but with most common petroleums
are considered to be between 1 and 10% by volume, referred as the Lower and the
Upper Flammable (or explosive) Limits respectively.
Below the Lower Flammable Limit (LFL) the mixture will be too weak to burn and
above the Upper Flammable Limit (UFL) it will be over rich.
A further limiting factor is the amount of oxygen present to support combustion.
5.14.5 Catalytic filament combustible gas indicator
This type of instrument, often referred to as an explosimeter, is used for measuring

concentrations of gas below the LFL.
The instrument has a scale from 0 to 100 which represents % LFL or % LEL, and
some models have a second scale reading 0 to 10% LFL to allow for more accurate
measurement of lower ranges.
Instruments of this type will only read accurately in the presence of fresh air.
5.14.6 Non-catalytic heated filament gas indicator
This type of instrument is a well-known example, measures hydrocarbon gas as %

volume. The presence of air is not a requirement and the instrument can therefore be
used in inert gas.
Its purpose is for determining that hydrocarbon gas levels have been reduced to below
the Critical Dilution Line to avoid passing through the flammable zone when gas
freeing.
5.15 ENTRY INTO ENCLOSED SPACES
The contents of this Section apply to all types of ships. It is of the utmost importance
that the precautions applying to entry into enclosed spaces are understood by every
member of the crew.
Enclosed spaces include cargo holds, ballast tanks, void spaces, peak tanks,
cofferdams, duct keels, bunker tanks, fresh water tanks and any spaces that are
normally kept closed. If in doubt, a compartment should be regarded as an enclosed
space.
Further information on safe entry into enclosed/confined spaces is contained in the

Code of Safe Working Practices for Merchant Seamen and the ICS/OCIMF ISGOTT
and in the ship’s Company Management System (CMS) Manual and in the Company’s
relevant circulars (if any).
5.15.1 Responsibilities
Responsibility for safety, both before entry into an enclosed or confined space and
during the entire operation, rests with the Master or a Responsible Officer. He must
undertake a proper assessment of risk prior to entry. He must also make sure that
adequate steps are taken to eliminate or control the hazards and that all personnel
understand the nature of any hazards, which remain and the precautions to be
followed. The responsibility covers conditions of work for shore based employees as
well as for members of the ship’s crew.
5.15.2 Oxygen deficiency
Lack of oxygen should always be suspected in tanks and other compartments that
have been closed for some time, particularly if they have been contained water or
have been subjected to damp or humid conditions.
Low levels of oxygen may also exist in cargo holds as a result of oxidation processes
in the cargo. Iron ore, particularly if damp, coal, grain and tapioca have all been known
to consume oxygen in the atmosphere or to displace it by the evolution of other gases.
5.15.3 Gas tests for entry
No entry will be permitted into any enclosed space unless the atmosphere inside has
been tested and found to contain sufficient oxygen and is free of hydrocarbon and
toxic gases where applicable.
The first test in all ships, will be to ensure that the atmosphere throughout the space
contains 21% oxygen by volume as determined by representative samples (at different
levels, where applicable) with a properly calibrated oxygen meter.
The second test will be to ensure that no hydrocarbon gases are present and zero
readings on properly calibrated explosimeter must be obtained throughout (at different
levels, where applicable).
5.15.4 Ventilation
Ventilation must be carried out before entry is permitted into any enclosed space and
continued throughout the period of entry. Ventilation should, however, be suspended
during pre-entry atmosphere sampling in order not to affect the readings obtained.
If forced ventilation is used at least four air-changes must take place before entry is
allowed. Where only natural ventilation is possible the space must be allowed to
‘breath’ for least 24 hours.
In certain spaces, such as double bottom tanks, the most effective way of ensuring full
ventilation may be to fill the compartment with clean sea water and then pump it out
allowing fresh air to be drawn in.
Regardless of the method employed no entry will be allowed until tests have shown
that a safe, breathable atmosphere exists.
Duct keels in bulk carriers are provided with fixed ventilation systems, which must be
in operation for at least 15 minutes before any entry is permitted.
5.15.5 Entry procedures
No one may enter enclosed space without the permission of the Officer in charge who
will first ensure that the necessary tests have been completed and that the
requirements of the ENCLOSED SPACE ENTRY CHECK LIST are complied with in
full.
Normally not more than one senior officer from any department will enter an enclosed
space at one time.
5.15.6 Enclosed space entry check list
The Check List will be completed by the officer in charge of entry and approved by the
Master. A separate Check List will be completed for each entry operation and will
include details of the following:
1. Spaces to be entered.
2. Reason for entry-inspection, maintenance, repairs etc.
3. Entry and exit points.
4. Results of atmosphere checks as applicable to type of ship and cargo.
5. Names of persons entering.
6. Times of entry and expected duration.
7. Method and frequency of communication, e.g. walkie-talkies.
8. Name of link man. It is important to position a man outside the entrance to the
space to act as a communications link.
9. The Officer on the Bridge (if ship at sea) will maintain communications with the
link man as he will be able to sound the emergency alarm without delay if a
problem occurs.
10. Details of ventilation methods and, where appropriate, checks that inert gas
has been isolated.
11. Use of personal oxygen meters is recommended & where used, their function
should be tested first.
12. Use of ELSA’s is recommended. Check condition and gauge before use.
13. At least one compressed air breathing apparatus with fully charged air cylinder
must be positioned outside the point of entry, together with resuscitation and
rescue equipment.
5.15.7 Opening up equipment and pipelines
There is always a risk that cargo liquid or vapour may be released when opening up
equipment and piping. The associated sections of the system should first be flushed
through with clean seawater, localized ventilation arranged as necessary. Breathing
apparatus or escape sets should be kept in the vicinity of the work continuous gas
monitoring conducted while opening up lines, valves or equipment.
5.15.8 Entry into non-gas free spaces
Entry into a space that is NOT GAS FREE OR DOES NOT CONTAIN 21% OXYGEN
WILL BE NOT PERMITTED.
The number of persons entering will be kept to a minimum but will not be less than
two, and each will wear a breathing apparatus and be connected by lifeline to handlers
outside the space. Under these circumstances entry will be considered an emergency
and rescue team fully equipped with breathing apparatus and with rescue equipment
will be standing by.
5.16 PERSONAL PROTECTIVE EQUIPMENT
Risks to the health and safety of crew must be identified and assessed. It will often not
be possible to remove all risks, but attention should be given to control measures
which make the working environment and working methods as safe as reasonably
practicable.
Personal protective equipment should be provided for protection against the risks that
are not practicable to be removed. This is chiefly because personal protective
equipment does nothing to reduce the hazard. It can only protect the person wearing
it, leaving others vulnerable.
It should be noted that the use of personal protective equipment might in itself cause a
hazard-for example, through reduced field of vision, loss of quickness or easy
movement.
5.16.1 Master’s and officers’ duties
Master should ensure that crew members are provided with suitable personal
protective equipment where it is needed. Furthermore, the Master should ensure that
the users of personal protective equipment are familiar with checking and maintaining
of their personal equipment.
Master or responsible officer should assess the equipment required to ensure that it is
suitable and effective for the task in question, and meets the necessary standards of
design and manufacture.
All crew members who may be required to use protective equipment must be properly
trained in its use. This should include being advised of its limitations. A record should
be kept of who has received training.
Suitable equipment should:

- be appropriate for the risks involved, and the task being performed, without itself
leading to any significant increased risk;
- correspond to existing conditions at the workplace;
- take account of ergonomic requirements and the worker’s state of health;
- fit the crew member correctly after any necessary adjustment.
Defective or ineffective protective equipment provides no defence. It is therefore

essential that the correct items of equipment are selected and that they are properly
maintained at all times. The manufacturer’s instructions should be kept safe with the
relevant apparatus and if necessary referred to before use and when maintenance is
carried out. Personal protective equipment should be kept clean and should be
disinfected as and when necessary for health reasons.
5.16.2 Crew member duties
Crew members must wear the protective equipment or clothing supplied when they
are carrying out a task for which it is provided, and follow appropriate instructions for
use.
Personal protective equipment should always be checked by the wearer each time
before use. Crew should comply with the training they have received in the use of
protective items, and follow the manufacturer’s instructions for use.
5.16.3 Routes of exposure
The way a hazardous substance expresses its effects on the body is, in part,
determined by the route of exposure. A brief description of the potential routes of
exposure of personnel during response operations is thus warranted.
There are four ways a hazardous substance can enter the body:
- inhalation: this is the route of entry for gases (e.g. hydrogen sulphide, chlorine
vapours (e.g. acetone and trichloromethane vapours) and particulate matter (e.g.
coal dust, asbestos, silica). Exposure via this route can lead to an irritation of the
respiratory tract lining, causing lesions in the flung tissues. It can also lead to the
absorption of the substance into the systematic system via the alveoli, causing
damage to other parts of the body which are at a distance from the point of entry.
- dermal contact: this is the lowest route of entry into the body but is a common
problem encountered during response to hazardous chemical spills. Some
substances can pass through the skin into the bloodstream causing internal
damage (e.g. aniline, phenol). Others can cause surface damage on contact due
to their corrosivity (e.g. caustic soda, hydrofluoric acid). In this regard the eyes
deserve special mention due to their particular vulnerability to damage from
corrosive and toxic vapours or gases.
- ingestion: this is the route of entry for substances which are present in food and
liquids. Once a toxic substance is absorbed through the digestive system, it is
usually stored in the liver where it may be detoxified. Damage to the liver cells can
however take place, if the concentration of the substance reaches a certain
threshold limit. Provided that proper protective clothing is worn and good
decontamination practices are followed to prevent secondary contamination, this
route of exposure should not be a major concern for response personnel.
- injection: the last route of entry is when the skin is punctured or broken (e.g.
cuts, lesions, wounds) by objects contaminated with the toxic material. Once this
has taken place, the systemic system will deliver the substance to other parts of
the body.
The concentration (or dilution) of the substances together with the length of exposure
are two other factors which determine the extent of damage which an individual
experience on exposure to a particular hazardous substance. To this end, all response
personnel who use protective equipment should be familiar with both its use and its
limitations.
5.16.4 Types of equipment
Overalls, gloves and suitable footwear are the proper working dress for most work
about ship but these may not give adequate protection against particular hazards in
particular jobs. Specific recommendations for the use of special personal protective
equipment will also be available on board. But there will be other occasions when the
need for such special protection will be identified by the risk assessment carried out by
the officer in charge at that particular time. Personal protective equipment must always
be selected according to the hazard being faced and the kind of work being
undertaken.
Personal protective equipment can be classified as follows:
Type Examples
Head protection Safety helmets, bump caps hair protection
Hearing protection Ear muffs, ear plugs
Face and eye protection Goggles and spectacles, facial shields
Respiratory protective equipment Dust masks, respirators, breathing apparatus
Hand and foot protection Gloves, safety boots and safety shoes
Body protection Safety suits, safety belts, harnesses, aprons
high visibility clothing.
Protection against drowning Lifejackets, buoyancy aids and lifebuoys
Protection against hypothermia Immersion suits and anti-exposure suits
5.16.5 Head protection
Safety helmets are most commonly provided as protection against falling objects.
They can also protect against crushing or a sideways blow, and chemical splashes.
Since the hazards may vary, it will be appreciated that no one type of helmet would be
ideal as protection in every case. Design details are normally decided by the
manufacturer whose primary consideration will be compliance with an appropriate
standard.
The shell of a helmet should be of one piece seamless construction designed to resist
impact. The harness or suspension when properly adjusted forms a cradle for
supporting the protector on the wearer’s head. The crown straps help absorb the force
of impact. They are designed to permit a clearance of approximately 25mm between
the shell and the skull of the wearer. The harness or suspension should be properly
adjusted before a helmet is worn. Safety equipment should be used in accordance
with manufacturer’s instructions.
.1 Bump caps
A bump cap is simply an ordinary cap with hard penetration resistant shell. They are
useful as protection against bruising and abrasion when working in confined spaces
such as a main engine crankcase or a double bottom tank. They do not, however,
afford the same protection as safety helmets and are intended only to protect against
minor knocks.
.2 Hairnets and safety caps

Personnel working on or near to moving machinery have always to be on their guard
against the possibility of their hair becoming entangled in the machinery. Long hair
should always be covered by a hair net or safety cap when working with or near
moving machinery.
5.16.6 Hearing protection
All persons exposed to high levels of noise, eg in machinery spaces, should wear ear
protection of a type recommended as suitable for the particular circumstances.
Protectors are for three types-ear plugs, disposable or permanent, and ear muffs.
The simplest form of ear protection is the earplug. This type however has the
disadvantage of limited capability of noise level reduction. Ear plugs of rubber or
plastic also have only limited effect, in that extremes of high or low frequency cause
the plug to vibrate in the ear canal causing a consequential loss in protection. It may
be difficult to keep re-useable earplugs clean on a ship, and disposable earplugs are
recommended. Earplugs should never be used by anyone with ear-trouble, without
medical advice.
In general, earmuffs provide a more effective form of hearing protection. They consist
of a pair of rigid cups designed to completely envelope the ears, fitted with soft sealing
rings to fit closely against the head around the ears. The ear cups are connected by a
spring loaded headband (or neck band) which ensures that the sound seals around
the ears are maintained. Different types are available and provision should be made
according to the circumstances of use and expert advice.
5.16.7 Face and eye protection
The main causes of eye injury are:

1. infra-red rays-gas welding;
2. ultra-violet rays-electric welding;
3. exposure to chemicals; exposure to particles and foreign bodies.
Protectors are available in a wide variety, designed to international standard

specifications, to protect against these different types of hazard.
Ordinary prescription (corrective) spectacles, unless manufactured to a safety

standard, do not afford protection. Certain box-type goggles are designed so that they
can be worn over ordinary spectacles.
5.16.8 Respiratory protective equipment
Respiratory protective equipment is essential for protection when work has to be done
in conditions of irritating, dangerous or poisonous dust, fumes or gases.
There are two main types of equipment which perform different functions:
1. a respirator filters the air before it is inhaled;
2. breathing apparatus supplies air or oxygen from an uncontaminated source.
Advice on selection, use and maintenance of the equipment is contained in the

relevant Standard. This should be available to all those concerned with the use of
respiratory protective equipment on board ship.
It is most important that the face-piece of respirators and breathing apparatus is fitted
correctly to avoid leakage. The wearing of spectacles, unless adequately designed for
that purpose, or of beards is likely to adversely affect the face seal. This is a
particularly important consideration in emergency situations.
The respirator selected must be of a type designed to protect against the hazards
being met.
1. The dust respirator gives protection against dusts and aerosol sprays but not
against gases. There are many types of dust respirator available but they are
generally of the ori-nasal type, i.e. half-masks covering the nose and the mouth.
Many types of light, simple face masks are also available and are extremely useful
for protecting against dust nuisance and non-toxic sprays but should never be
used in place of proper protection against harmful dust or sprays.
2. The positive pressure powered dust respirator incorporates a battery-powered
blower unit, connected by a tube to the face-mask to create a positive pressure in
the face-piece. This makes breathing easier and reduces face-seal leakage.
3. The cartridge-type of respirator consists of a full face-piece or half mask
connected to a replaceable cartridge containing absorbent or adsorbent material
and a particulate filter. It is designed to provide protection against low
concentrations of certain relatively non-toxic gases and vapours.
4. The canister-type of respirator incorporates a full face-piece connected to an

absorbent material contained in a replaceable canister carried in a sling on the
back or side of the wearer. This type gives considerably more protection than the
cartridge type.
The filters, canisters and cartridges incorporated in respirators are designed to provide
protection against certain specified dusts or gases. Different types are available to
provide protection against different hazards and it is therefore important that the
appropriate type is selected for the particular circumstances or conditions being
encountered. It must be remembered, however, that they have limited effective life
and must be replaced or renewed at intervals in accordance with manufacturer’s
instructions.
Respirators Provide No Protection Against Oxygen Deficient Atmosphere.
They should never be used to provide protection in confined spaces such as tanks,
cofferdams, double bottoms or other similar spaces against dangerous fumes, gases
or vapours. Only breathing apparatus (self-contained or airline) is capable of giving
protection in such circumstances.
6. ALARMS, FIRE DRILLS AND FIRE CONTROL PLANS
6.1 RAISING THE ALARM
Taking the correct initial actions in the early stages of a fire, whilst is still small, will
maximise the chances of successfully extinguishing it. Remember, even the biggest
fires started as a single flame. Large fires will probably have once been small, but
grew because they were not tackled, or were not tackled correctly, in the early stages.
No person on board should be in any doubt about the following:

- Action to be taken on discovering a fire.
- Action to be taken on hearing the alarm.
- Knowing where fire-fighting equipment is kept.
- Knowing how to use it effectively.
- Awareness of your own and others’ safety during fire-fighting.
Very often it is the actions of the person discovering a fire that can make the
difference between a small blaze quickly extinguished and a catastrophic fire, which
could lead to the loss of the ship, or even to loss of life.
“Fires always happen to others, never to me”, is a very common misconception.
The first reaction when discovering a fire is usually one of shock or disbelief. Without
training this can lead to actions which are instinctive and other incorrect.
Common instinctive actions are to:

- Run away leaving doors open.
- Run into the compartment without fire-fighting equipment and attempt to stamp out
the burning material.
If the discoverer becomes a casualty, effectively no one has discovered the fire, which
will continue to grow and spread unchecked until someone else responds in a correct
manner.
You may discover a fire anywhere by seeing, smelling or hearing it. If you do find a fire:
1. think about the correct procedure for raising the alarm.
2. stay calm.
3. shout “FIRE, FIRE, FIRE” and give its location.
4. bang on doors in case people are asleep, but do not open them as this may
allow smoke in unnecessarily.
5. operate a near-by Fire Alarm Call-Point.
6. if available use an internal telephone to inform the bridge or other control centre.
Panic will affect your ability to act effectively and may frighten others unnecessarily.
When informing control centre state:

• The fire location.
• The type of fire.
• The size of fire.
• Details of casualties.
• What actions, if any, are being taken.
Do not attempt to fight the fire until others have been informed.
When another person appears one should carry on raising the alarm whilst the other,
providing it is safe to do so, commences first-aid fire-fighting.
6.1.1 Manually Operated Call Points
Alarms can be raised by means of manually operated call

points, automatic smoke detectors and a wide range of heat
detectors.
A manually operated device which upon breaking causes a circuit to be made or

broken signalling a fire alarm. There are two basic types each containing a breakable
front plate of either glass or plastic. The call point for use in open circuit systems
contains contacts held open by the pressure of the front plate. Breaking the plate
closes the contacts and initiates an alarm. Call points for closed circuit systems
operate in the reverse manner, the contacts being held in the closed position and open
upon the breaking of the Front plate. Alarm testing facilities are normally provided for
open circuit points. Closed circuit points do not necessarily require this facility since
the circuits are continuously under test. Flameproof call points are available, also
handle operated points for use in areas where broken
glass may cause a hazard. In certain instances internal
telephone systems may be used.
The break glass call point is a device to enable personnel

to raise the alarm in the event of a fire, by simply breaking
a frangible element and thus activating the alarm system.
The following notes give guidance for the correct sitting
and positioning of break glass call points:
1. Break glass call points should be located on exit routes and in particular on the
floor landings of staircases and at all exits to the open air.
2. Break glass call points should be located so that no person needs travel more
than 30 m from any position within the premises in order to raise the alarm.
3. Generally, call points should be fixed at a height of 1.4 m above the floor, at
easily accessible, well-illuminated and conspicuous positions free from
obstruction.
4. The method of operation of all call points in an installation should be identical
unless there is a special reason for differentiation.
Manual and automatic devices may be installed on the same system although it may
be advisable to install the manual call points on separate zones for speed of
identification.
6.1.2 If the fire is behind closed doors
If smoke is seen coming from behind a closed door there is no indication of the size or
type of fire.
• DO NOT OPEN THE DOOR
• Raise the alarm in the way previously described.
• DO NOT TACKLE THE FIRE.
• Prepare fire-fighting equipment.
• When the Fire Attack Party arrives, advise the leader about what you have
observed and what you know about the situation.
6.1.3 If the door of the compartment on fire is open
• Raise the alarm as described above.

• If you are fully clothed, and it is safe to do so, attack the fire using appropriate
first-aid appliances.
- Keep low.
- Do not let the fire or smoke get between you and your way of escape.
• If you are beaten back CLOSE THE DOOR.
• Start preparing fire-fighting equipment, ready for the Fire Attack Party.
• Move casualties to a place of safety.
• Consider ways of preventing the fire from spreading, e.g.
- Boundary cooling.
- Removing flammable items from the path of the fire.
- Isolate local ventilation.
• Switch off local electrical circuits.
Stay in the vicinity of fire, but at a safe distance, to brief whoever is in charge. The
information required is:
- Where the fire is situated.
- What is burning.
- Any hazardous substances.
- Number and position of casualties.
- What has already happened (e.g. hoses prepared).
- Details of ventilation and electrical circuits already isolated.
Any training must ensure that all personnel know the location of the nearest
extinguisher to their place of work and their accommodation. They must also know
how to use the extinguisher and be aware of any limitations that it might have.
Remember the correct type of extinguisher should have been sited with regard to the
type of risk in any particular area of the vessel.
Familiarity with all fire-fighting equipment, and its effective and safe use in a real
emergency will save vital minutes and seconds, which can make the difference
between an incident and a tragedy.
F - Find F - Find
I - Inform I - Inform
or
R - Restrict R - Restrict
E - Extinguish E - Escape
6.2 FIRE DRILLS
Fire drills should, as far as possible, be conducted with a degree of realism but not of
course to the extent that there is danger of injury to any person or the vessel.
The purpose of conducting fire drills includes the following:

• To provide the equipment
- What is available?
- Where is it stowed?
- How is it used?
- Does it work?
• To test the organisation
- Does everyone know what to do?
- Can it actually be done?
- Is it flexible?
- What happens if various persons are removed (e.g. through injury)?
• To build confidence
- In the equipment and in the system.
- Learn leadership skills.
- Develop an understanding of problems that might be encountered.
- To enable commanders and party leaders to manage the “whole” situation.
The training in the practical aspects of fire-fighting should be supplemented by giving

instructions concerning fire theory, fire prevention, details about the design and use
individual items of equipment, organisational considerations, matters peculiar to the
particular vessel, etc.
The following should constitute drill action elements as a minimum.

1. Efficient fire-fighting needs the full co-operation of personnel in all departments of
the ship. A fire drill should be held simultaneously with the first stage of the
abandon ship drill. Fire-fighting parties should assemble at their designated
stations. Engine room personnel should start the fire pumps in machinery spaces
and see that full pressure is put on fire mains. Any emergency pump situated
outside machinery spaces should also be started; all members of the crew should
know how to start and operate the emergency fire pump.
2. The fire parties should be sent from their designated stations to the selected site
of the supposed fire, taking with them emergency equipment such as axes,
lamps, and breathing apparatus. The locations should be changed in successive
drills to give practice in differing conditions and in dealing with different types of
fire so that accommodation, machinery spaces store rooms, galleys and cargo
tanks or areas of high fire hazard are all covered from time to time.
3. An adequate number of hoses to deal with the assumed fire should be realistically
deployed. At some stage in the drill, they should be tested by bringing them into
use, firstly with water provided by the machinery space pump and secondly with
water provided by the emergency pump alone.
4. The drill should extend, where practicable, to the testing and demonstration of the
remote controls (closing) for ventilating fans, fuel pumps and fuel tank valves, and
the appropriate isolation of electrical equipment.
5. Fixed fire extinguishing installations should be demonstrated and, tested to the
extent practicable.
6. Portable fire extinguishers should be available for demonstration of the manner of
their use. They should include the different types applicable to different kinds of
fire. At each drill, one extinguisher or more should be operated by a member of
the fire party, a different member in each occasion. Extinguishers so used should
be recharged before being returned to their normal location or, sufficient spares
should otherwise be carried for demonstration purposes.
7. Breathing apparatus should be worn by members of the fire-fighting parties so
each member in turn has experience of its use. Search and rescue exercises
should be undertaken in various parts of the ship. The apparatus should be
cleaned and verified to be in good order before it is stowed; cylinders of self-
contained breathing apparatus should be recharged or sufficient spare cylinders
otherwise carried for this purpose.
8. In addition to the statutory inspection, fire appliances, fire and watertight doors,
other closing appliances, and fire detection and alarm systems which have not
been included in the drill should be inspected, either at the time of the drill or
immediately afterwards.
9. Upon completion of drills all equipment should be returned to the designated

position and/or placed in a stand-by mode as applicable.
6.2.1 Contingency Plans
Assessment of and reaction to a fire situation may be more effective if some

preplanning has taken place:
- Know where chemicals (cleaning fluids, boiler chemicals, etc), paints and
compressed gases are stowed.
- Pre-determine the preferred entry route for various compartments and various
situations.
- In a given situation will you attack the fire, batten down and contain the fire, or use
a fixed flooding system?
- Do not develop plans that rely on a single person completing a specific act.
6.2.2 Muster
At muster all persons must be accounted for. Thereafter each group leader must, at all
times, be aware of the safe situation of each member of his team.
6.3 FIRE CONTROL PLANS
Fire control plans are often General Arrangement type drawings, permanently
exhibited for the guidance of the ship’s Officers and on which is clearly showing the:
- Fire control stations.

- Fire sections enclosed by “A” class division.
- Fire sections enclosed by “B” class divisions.
- Location of the fire detectors and alarms.
- Location of fire detector control panels and sprinkler control panels.
- Location of fire extinguishing equipment.
- Means of access to different compartments and decks.
- Ventilating system including fan control positions.
- Position of dampers and identification numbers of the ventilating fans
serving each section.
- Position of EEBD.
As an alternative to a displayed drawing some administrations may allow the required

information to be set out in a booklet. In this case a copy of the booklet is to be
supplied to each Officer and one copy is to be readily available onboard.
Plans and booklets shall be kept up to date and any alterations being recorded as
soon as practicable.
Copies of the plan must be permanently kept in a weathertight enclosure outside of

the accommodation. The enclosure is to be coloured red, clearly marked, easily
opened and located where it will not be easily cut off in the event of a fire. This copy of
the fire control plan is for the use of shore side fire-fighting personnel, should be ever
be required onboard. Often it will be positioned close to the gangway, but if not, there
must be signs directing the shore side fire-fighting crew to its location. An updated
crew list should also be stored in the same red boxes.
7. ACTIONS IN THE EVENT OF FIRE
The risk of fire breaking out on board a ship cannot be fully eliminated but its effects
can be much reduced.
Training in fire-fighting procedures and maintenance of equipment should be assured

by regular drills. Access to fire-fighting equipment should be kept clear at all times and
emergency escapes and passageways should never be obstructed.
A fire can usually be put out most easily in the first few minutes. Prompt and correct
action is essential.
The alarm should be raised (following the procedure described in the previous section)
and the bridge informed immediately. If the ship is in port, the local fire authority or the
port/terminal authority should be called. If possible, an attempt should be made to
extinguish or limit the fire, by any appropriate means readily available. This can be
done by either using suitable portable extinguishers or by smothering the fire as in the
instance of a fat or oil fire in the galley.
The different types of portable fire extinguishers on board are appropriate to different
types of fire. Water extinguishers should not be used on oil or electric fires.
Openings to the space should be shut to reduce the supply of air to the fire and to
prevent it spreading. Any fuel lines feeding the fire or threatened by it should be
isolated. If practicable combustible materials adjacent to the fire should be removed.
If a space is filled with smoke and fumes, any personnel not properly equipped with
breathing apparatus should get out of the space without delay; if necessary, escape
should be effected by crawling on hands and knees because air close to deck level is
likely to be more clear and clean.
After the fire has been extinguished, precautions should be taken against its
spontaneous re-ignition.
Personnel should not re-enter a space in which a fire has occurred without wearing
breathing apparatus, until it has been fully ventilated
7.1 HIDDEN FIRES
Before a compartment or bulkhead door is opened to check for fire, the door should
be examined.
If flames can be seen, the location of the fire is obvious. However, if only smoke is
evident, the fire may be hidden behind a bulkhead or a compartment door. If so,
certain precautions must be taken.
Discoloured or blistered paint indicates fire directly behind the door. Smoke puffing
from cracks at door seals or where wiring passes through the bulkhead is also an
indication of fire. The bulkhead or door should be touched with the back of a bare
hand. If it is hotter than normal, it is probably hiding a fire.
Do not open a door hiding a fire until help and a charged hose line are at hand.
A fire burning in a closed compartment consumes the oxygen within that space.
Opening the door will feed additional oxygen to the fire, and usually means that the
fire will grow in size with explosive force.
Flames and superheated gases are then forced out through the door, and anyone
standing in the path could be severely burned. Therefore, before opening it, cool the
door with water and have everyone stand clear.
7.2 DISCOVERY OF FIRE
Most fires are small to start with and can often be extinguished by rapid application of
a portable extinguisher or other appliance. Where it is possible to do this without risk
of becoming trapped by flames or smoke, the person discovering the fire should take
such action while sending someone else to raise the alarm.
Greater caution is necessary where smoke is seen passing a closed door. Opening
the door could cause the fire to flare up and spread rapidly making it impossible to
close the door again. This action should therefore be avoided unless it is believed that
there may be someone trapped inside. In this case the door should only be opened,
very carefully, after first feeling it to make sure it is not hot. If the compartment is
thought to be unoccupied or if the door is hot, it is much safer to keep it closed until
the Fire party is ready with the charged hoses.
7.2.1 Accommodation Fire
Accommodation fires may present some serious problems. In most vessels deckhead
and bulkhead voids, which carry electrical cables and plumbing services, provide a
channel for an unrestricted air supply, which may feed a fire. Additionally, each cabin
and compartment may have a ventilation trunk linking it with other compartments and
providing a mean of air supply and smoke distribution. Alleyways, stairwells and lift
shafts promote the spread of fire, smoke, fumes and heat to areas remote from their
source.
The use of plastics and other synthetic materials in furniture, curtains, bulkhead
panels and other décor may, in a short space of time and from even a small fire,
produce large volumes of toxic fumes and thick smoke. These are life threatening to
anyone in the vicinity or connected via a conduit or ventilation route. Even large areas
may quickly become smokes filled.
The fire may be contained by boundary cooling and boundary starvation. Give careful
consideration to ventilation control and seek to remove heat, smoke and fumes
without feeding air to the fire. Check remote areas for the spread of heat, smoke and
fumes via ventilation ducts, voids and liftshafts, etc.
Except in storerooms, water spray is often effective in tackling accommodation fires,

but care must be taken with respect to the isolation of electrical circuits and stability.
The following must be considered by the Fire Party when tackling an Accommodation,
Storeroom or Galley fire:
1. The speed with which the fire is tackled is of the utmost importance.
2. The accommodation will probably fill with smoke; breathing apparatus will be
necessary, as will protective clothing.
3. Dual purpose nozzles will be used to provide water spray and/or jets.
4. Knowledge of the accommodation layout is essential; the fire fighters will be
operating “blind”.
5. Ventilation fans should be stopped and fire flaps closed in the immediate area of
the fire.
6. Electrical currents should be isolated to avoid the danger of water acting as a
conductor on “live” circuits.
7. Fire fighters will always operate in pairs.
8. Remember every fire has six sides, close observation of these sides must be
carried out, hoses prepared and boundary cooling carried out as necessary.
The Chief Officer will keep the Master informed of the situation and of progress in
fighting the fire.
7.2.2 Engine Room Fire
Engine rooms are full of fire hazards. Water dripping from ruptured sea water lines
can cause severe short-circuiting and arcing in electric motors, switch-boards and
other exposed electrical equipment. This, in turn can ignite insulation and nearby
combustible materials. More serious are ruptured fuel and lubrication lines above and
near electrical equipment, or near hot engine exhausts. Not insulated engine exhausts
have also started fires where they come in contact with other combustible materials.
Care should be taken to prevent kinks in fuel and lubricating lines. Hard piping runs
should be used wherever possible in place of hose that will fail under high heat or
impact.
All connections should be tight. Pipes should be arranged so they don't rub against
structural members. Drip trays should be emptied frequently, and oil accumulation in
the bilge should be kept to a minimum.
Where hose must be used to accommodate vibration, it should be frequently

inspected and replaced if cracked, brittle or otherwise damaged.
Generally, situations that may give rise to a fire in the machinery space include
fractured fuel lines, overheated bearings, boiler flash backs, crankcase explosions,
electrical faults and overloads, negligence and human error.
The main dangers in machinery spaces are those posed by oils (CLASS B), often
under pressure, in close proximity to heat, machinery running at high temperatures
and turning at high speeds, a multitude of electrically driven items, switchboards and
generators.
The effect of an oil fire in a machinery space enclosed with metal bulkheads is that
there is often a rapid rise in temperature which presents a situation where controlled
venting may be required to remove heat and humidity.
Fixed extinguishing installations of CO2, halon replacement, foam or water sprays are
usually available for fire-fighting in machinery spaces. The decision as the when to use
such a system will be taken by the Master. Considerations concerning its use include:
- Are there any persons in the compartment and will use of the system be harmful
or fatal to them?
- Is it possible to use the fixed system partially only (e.g. a partial gas discharge into
the fuel separator area only)?
- Does the system have one-shot only? Are we prepared to have no cover until it is
recharged (possibly many days sailing away)?
- Having used the fixed system for how long will we be without engine power and
manoeuvrability?
- A fixed gaseous system has no cooling effect. After its use will we be able to
reduce the temperature in the space so there is no danger of re-ignition when the
space is opened up?
Foam is the best fire-fighting medium to fight an oil fire and the Fire Party will proceed
to the scene of a fire in the Engine Room with the portable foam making equipment (if
onboard).
If an outbreak of fire occurs when the engine room is manned the person discovering
it should, after raising the alarm, try and extinguish it using the nearest portable
appliance.
If, however, the fire is too large to be tackled in this way, personnel in the engine room
should first assemble in the way of Control Room, where the senior Officer will decide
whether an attempt should be made to tackle the fire with hoses and foam or whether
the engine room should be evacuated. He will also contact the bridge by telephone.
Needless to say such decisions and necessary actions must be taken quickly.
If a fire is indicated in the engine room when it is in the unmanned condition the Duty
Engineer must on no account proceed there on his own. Instead he will report to the
Chief Engineer. The fire-fighting team will be formed by members of the Fire Party
under the direction of the Second Engineer.
The Chief Officer will take charge of supporting operations such as:
- arranging the supply of additional equipment and foam compound, and
- taking such actions as are necessary to prevent the spread of fire outside of the
machinery spaces, and
- arranging the evacuation of any casualties.
The Chief Engineer will have overall charge of the situation and will keep the Master
closely informed. He will assess whether the fire can be contained by means of
portable appliances or whether activation of the fixed system is necessary, and will
advise the Master accordingly.
The Chief Engineer will also ensure that emergency stops, fuel trips etc. have been
activated as the situation may require, and that emergency power and fire pump have
been started.
7.2.3 Engine room lagging fires
Small fires in Engine Rooms are most frequently caused by oil-soaked lagging being
heated by the hot pipes underneath until it reaches Spontaneous Ignition Temperature
(S.I.T.) and bursts into flames. The more viscous the oil, the more it is affected in this
fashion, and for this reason most lagging fires result from the absorption by the lagging
of some lubricating oil.
When a lagging fire occurs, the usual action is to “Blow it Out” with a CO2 extinguisher.
Invariably it starts again almost immediately because CO2 has scarcely any cooling
effect and the oil temperature remains above its S.I.T.
The most effective way of dealing with a lagging fire is to shut off the steam supply to the
pipe and use a small quantity of water to lower the temperature of the lagging and the
absorbed oil.
Smothering of such fires is ineffective because it does not lower the temperature, so that
as soon as a break occurs in the smothering blanket, air is able to return and ignition
recurs.
7.2.4 Pump room fires
The fixed fire extinguishing system must be released without delay.
Due to the probable presence of oil in the pump room bilges there is always a risk that
an explosion may occur before a fire. There is nothing that can be done about an
explosion once it has started but the foam or CO2 should be released after a pump room
explosion assuming that this is possible to smother any subsequent fire.
The possibility of the pump room to engine room bulkhead being ruptured as the result
of a pump room explosion must be considered before releasing the foam / CO2. A
simple guide should be that if the explosion was fairly violent, this is a distinct possibility,
it will be advisable to warn the engine room personnel to keep well clear of the ruptured
bulkhead area.
However, there must be as little delay as possible in releasing the CO2 or putting the
foam system into operation even if the engine room bulkhead is ruptured to prevent the
spread of fire to the engine room. Boundary cooling of the engine room bulkhead is
important and should be commenced without delay.
Very violent explosions do not usually occur in the pump room due mainly to the large
space available for the gas to expand in relation to the relatively small surface area at
the bottom of the pump room and the amount of gas available to explode.
Before the CO2 is released into the pump room is it essential that the space should be
completely battened down, checked for survivors, and all ventilation stopped.
7.2.5 Manifold fire / tank overflow
With either type of fire, the first action must be to cut off the supply of fuel to the area.
When the vessel is discharging this can only be done by stopping the ship’s pumps or
closing a valve between the pump and the spillage. When the vessel is loading, the
shore installation must stop cargo operations immediately.
Whether or not the spillage has resulted in fire, the Officer of the Watch should
operate the emergency stops to the Bridge or emergency headquarters. The First
Mate should direct operations. The spilled oil will flow down the deck towards the after
end if the vessel is trimmed by the stern. The large surface area created will result in
the rapid evolution of gas, and if a source of ignition is present, the resulting fire may
be too large to be extinguished by the Emergency team.
The Chief Officer must ensure that all possible sources of ignition are isolated or
removed and that the spillage area is covered with foam as soon as possible before
cleaning up operations are commenced.
An oil spillage is an emergency which requires the Emergency Organization to be

brought into operation.
7.2.6 Petroleum oil fires
The best method of fighting an oil fire is to exclude air by smothering the surface of
the oil and its surroundings with foam. Water can be used in a fire spray to cool the
surface of a small oil fire and extinguish it, but a reflash is possible as the spray will
not stop the vapours from being given off. Foam should be applied continuously by
directing it against a convenient bulkhead or projection and allowing it to flow over the
burning oil surface and blanket it. Immediate reduction of the flame area is not always
apparent and perseverance is necessary, as well as an uninterrupted supply of foam.
If the application of foam is uninterrupted, the fire may cause the foam to “cake” and
dry out, so allowing oxygen to reach the flames again.
Never use a water jet on an oil fire as it will cause the fire to spread.
7.2.7 Galley fires and oil
Cooking oils can be readily heated to their ignition temperatures and serious fires can
result. Water must never be used when tackling such fires as a violent boil over will
result.
Preferred methods of extinguishments are smothering with a fire blanket or the
application of dry powder.
The flammable vapours given off by overheated cooking oils and fat are readily ignited
and the danger will persist until the material has cooled to below its ignition
temperature.
Galleys should always be regarded as areas of high fire risk and deep-fryers must
never be left unattended when being used. Fires can be spread readily through
grease-coated vent ducts. These must be cleaned at least once a week.
7.3 SIZE-UP
Size-up is the evaluation of the fire situation. The on scene leader should determine:
1) The class of fire: what combustible materials are burning?

2) The appropriate extinguishing agent.
3) The appropriate method of attack.
4) How to keep the fire from spreading.
5) The required man power and fire-fighting assignments.
A small fire might be extinguished by the first few crewmembers to arrive. Larger fires
require a co-ordinated attack and efficient use of manpower and equipment. During
size-up, or as soon thereafter as possible, communications and a staging area should
be set up.
.1 Communication
Communications should be established by intercom or messenger. Communications
with fire-fighting teams must be established and maintained.
.2 Staging area
The staging area should be established in a smoke-free area, as near as possible to
the fire. An open-deck location, windward of the fire, is ideal. However, if the fire is
below deck deep within the vessel, the staging area should be located below deck. A
location near an intercom, if feasible, would be helpful in maintaining communications.
However, the staging area should not be located where it will be endangered by fire.
All supplies needed to support the fire-fighting effort should be brought to the staging
area.
7.4 FIRE CONTROL
7.4.1 Boundary cooling
Decks and bulkheads must be wetted – having first isolated any electrical circuits – in
order to prevent the fire spreading by conducted heat. Only apply the minimum
amount of cooling water and do not leave the cooling hoses unattended. If the area
stays wet then it is not necessary to do more than monitor the situation. If heat dries
the wet surfaces then cooling must be continued. Take care that there is not a build
up of free surface water and consider exhausting the compartment to remove steam.
7.4.2 Boundary starvation
Boundary starvation will involve lifting carpets, removing clothes from lockers and
drawers, removing cardboard, furniture and any combustible material, including
chemicals, cleaning fluids and compressed gases. It may be necessary to remove
bulkhead and deckhead panelling and other fixtures.
7.4.3 Ventilation
Ventilation is the action taken to release combustion products trapped within the
vessel and vent them outside the ship. Most fire fatalities result from asphyxiation by
combustion gases or lack of oxygen rather than burning. However, ventilation is only
used when a direct attack is made on a fire. During an indirect attack the fire area
must be kept as airtight as possible to keep oxygen out and the extinguishing agent in.
The control of ventilation in a fire situation gives rise to two potential difficulties:
1. To continue ventilation may allow air to perpetuate and even increase the fire
2. To close off the ventilation will trap heat and smoke, possibly in increasing
amounts
To ventilate or not must be carefully considered. Generally, if no persons are in the

space afire it may be completely sealed and containment achieved as described
above. Initially, if the seat of the fire is not known, it may be prudent to keep the
compartment closed and all ventilation stopped and make a search wearing breathing
apparatus.
When a space has been completely closed down, it may, after boundary cooling, be
decided that fire fighters should re-enter. A low re-entry point may be the most
comfortable to avoid the accumulated heat, smoke and gases, but fire-fighting
upwards’ is difficult and energy consuming. In this situation it is necessary to carefully
weight the advantages and disadvantages of various re-entry points, the difficulties
that each present to the fire fighters, and the effect on them of providing through
ventilation to carry away heat, smoke and steam.
When determining the amount of ventilation and its nature, the following
considerations may apply:
- What would be the natural flow of gases in the compartment on fire?
- What effect would open apertures and forced ventilation have on the flow?
- Can the hot gases be blow back at the fire fighters?
- Will the venting of hot gases cause the fire to spread or obscure vision elsewhere?
The left picture shows when there is a fire in a closed compartment (e.g. an engine
room) the build-up of smoke and heat will back-up into connected areas such as the
escape trunk. In order to tackle the firemen will be required to make a hazardous
entry through the smoke and heat exhausting via the escape trunk. The second
picture shows that opening the engine room skylights or high level ventilators may
permit the fire-fighters a more comfortable entry.
7.5 FIRE APPROACH
Often the direction of approach to a fire is determined by its location and the layout of
the vessel. If there are alternative approaches that may be made, then the fire
fighters must be aware of the limitations of each.
7.5.1 Fire-fighting on the same level
This is the preferred route as equipment is easier to handle and access is usually the
most convenient.
1. The pre-arranged team is formed.

- Hoses fully charged.
- Nozzles at ‘water wall’.
- Ready to open door.
- Lanyard attached to door if appropriate
2. Unclips door – hinged side first.

- Last door clip to release is the lowest on the opposite side to hinges.
3. In a controlled manner the door is opened sufficiently to allow one ‘water wall’ to
seal the opening.
4. The entire team crouch low.

- Opens the door.
- Both nozzles on ‘water wall’.
5. Try to identify the seat of the fire.

- One nozzle set to spray.
- The other nozzle on ‘water wall’.
- Team ready to advance and fight the fire.
7.5.2 Fire-fighting from above
If access from the same level is not practical the next consideration should be access
from above. However, the fire fighters will encounter an
uncomfortable layer of smoke and heat which must be
penetrated during entry.
A. Hatch entry – non-oil fire
1. Set nozzles to “water wall” and “on”. Place them at

the two corners of the hatch on the opposite side to
the hinges.
2. Open the hatch sufficiently for ‘water walls’ to seal
the opening. Ensure that the hatch cover is
securely clipped back.
3. Hose 1 is lowered halfway to the lower deck and
swung around to maximize coverage.
4. Hose 2 is lowered until it just touches

the deck.
5. One man descends through the ‘water
wall’ to the bottom of the ladder.
Whether the ladder is vertical or
slopping descend one rung at a time
gripping the stringers with the
forearms.
6. At the bottom of the ladder the fire
fighter takes a brief moment to orientate himself and takes
hold of the hose, directing the ‘water wall’ to the front.
7. He then steps to one side of the ladder (which side has
been pre-arranged). Crouching low the awaits the arrival
of other team member(s).
8. A second fire-fighter prepares to descend. When
shoulders are level with hatch he raises his arm.
9. The hose is passed over his shoulder and back under
his armpit so that the ‘water wall’ is at his back. The
fire-fighter grips the hose his arm and descends.
10. The descending fire fighter is protected by his own
‘water wall’.
11. At the bottom of the ladder the second fire fighter takes
a brief moment to orientate himself and re-arranges his
hose with the nozzle to his front. The second fire fighter has now
joined the first.
12. If available a third person prepares to descend without a hose.
He orientates himself at the bottom of the ladder and positions
himself behind and between the other two fire fighters.
13. The two or three fire fighters stay together working towards the
seat of the fire. One nozzle will be on spray and the other on
‘water wall’.
B. Hatch entry – oil fire
1. Prepare and charge two hoses to deliver water and prepare another to deliver
foam. Set the water nozzles to “water wall” and “on”. Place them at the two
corners of the hatch on the opposite side to the hinges.
2. Open the hatch sufficiently for ‘water walls’ to seal the opening. Ensure that the
hatch cover is securely clipped back.
3. Commence production of foam away from the fire, then fight the fire through the
‘water walls’.
4. A fire fighter prepares to descend. When shoulders are level with hatch coaming
he raises his arm. The hose is passed over his shoulder and back under his
armpit so that the ‘water wall’ is at his back. The fire fighter grips the hose with his
arm and descends through the ‘water wall’ and protected by his own ‘water wall’
also.
5. At the bottom of the ladder the fire fighter takes a brief moment to orientate
himself and takes hold of the hose, directing the ‘water wall’ to the front.
6. He then steps to one side of the ladder (which side has been pre-arranged).
Crouching low he awaits the arrival of other team members.
7. A second fire fighter descends in a similar manner with the foam branch pipe
gripped under his arm and pointed downwards.
8. At the foot of the ladder he joints the first fire fighter. If a third fire fighter is to
enter the incident the first two await his arrival.
9. If available a third person prepares to descend through the ‘water wall’, but
without a hose. At the foot of the ladder he orientates himself and joins the others.
Maintaining contact with the other two, and positioning himself behind and
between them, the third fire fighter directs the second to deliver foam through the
‘water wall’ of the first.
7.5.3 Fire-fighting from below
The least favourable option is to approach a fire from below. Although it may be the
coolest and most smoke free route access through hatches is often awkward and
movement of equipment upwards is often difficult and energy consuming.
7.6 PREVENTING FIRE SPREAD
If a fire can be prevented from spreading beyond the space in which it originated, it
can usually be controlled and extinguished without extensive damage. To do this, the
fire must be virtually surrounded on six sides. Fire fighters with hose tines or portable
extinguishers must be positioned to cover the flanks and the spaces above and below
the fire. The possibility of the fire travelling through the venting system must also be
considered.
7.7 OVERHAUL
Overhaul is to begin after the main body of the fire is out. It is actually a combination
of two procedures: examination and cleanup.
The purpose of the examination is to find and extinguish hidden fire and hot embers,
and to determine if the fire has spread to other parts of the vessel. At the same time
debris, should be cleaned up and free water removed. Any unsafe condition should be
corrected. For example, hanging lagging should be removed, hanging wires should be
secured, and all debris should be removed to make the fire area as safe as possible.
7.8 DEWATERING
Free water can impair the stability of a vessel. Every effort should be made to limit the
accumulation of water in large compartments. The efforts should begin with the use of
water in methods, which produce maximum cooling with minimum quantities of water,
for example, preference should be given to water spray over solid streams. As soon as
water is used for extinguishment, dewatering procedures should commence.
7.9 WHEN THE FIRE IS OUT
Before a fire can be considered out, the on-scene leader must ensure that certain
essential steps have been taken.
These include:
1) A thorough examination of the fire area to ensure that all potential paths of fire
spread have been examined.
2) All smoke and combustion gases have been removed through ventilation.
3) A reflash watch has been established. Crewmembers must be assigned to do
nothing but check for re-ignition, and to sound the alarm if it occurs.
4) An examination has been made to see if the vessel has been damaged by the
fire. High temperatures can cause decks, bulkheads and other structural
members to warp or become structurally unsound.
5) Any necessary dewatering procedures have been started.
6) A muster has been conducted to account for all personnel.
7.10 FIRES IN PORT
A fire onboard whilst the vessel is in port may pose some additional difficulties, but
may also mean that the services of a local fire brigade is readily available.
Additional difficulties may include the fact that not all members of all fire-fighting teams
are onboard; the exact number of crew ashore may not be known and the number of
shore representatives and visitors onboard may be difficult to determine. Any non-
ship personnel onboard may not be familiar with the vessel, its sound signals and its
procedures. Tallies of crew ashore and visitors onboard will help to minimise the
additional in-port problems. The number crew permitted shore leave should be
consistent with maintaining adequate emergency cover onboard.
7.10.1 Local fire brigades
Any fire onboard when in port should be immediately reported to the local fire brigade,
even if the fire is small.
When attending onboard the Senior Fire Officer may ask to see a copy of the Fire
Control Plan. The senior ship’s Officer should brief the Fire Officer and include the
following information:
- The location of the fire.
- What is burning.
- How long has it been burning.
- How did it start,
- What are the access options.
- What are the adjacent risks.
- What other risks are there onboard (e.g. cargo).
- Is there anyone missing.
- What is the stability situation and is there a risk to stability if hoses are used.
- What action has already been taken concerning:
a) evaluation of personnel;
b) electrical circuits isolated;
c) ventilation in use;
- What fixed fire-fighting systems are available.
- How are the vessels fire zones arranged.
Although the local fire brigade may be present the ship’s Master is still responsible for
the safety of the vessel and its crew. The fire brigade Officer will liaise with the Master
but will not hand over control of his personnel. In most incidents it has to be
recognised that the local brigade are the expert fire fighters whilst the ship’s crew have
more detailed knowledge concerning the layout of the vessel; it will therefore be
necessary for each party to co-operate with the other in order to overcome the
incident.
7.11 LEADERSHIP
1. Take charge of the situation.

2. Keep the whole picture in mind. Do not focus over-intently on one aspect or
detail.
3. Give orders in a clear and concise manner, but without hysteria or panic.
4. Listen to advice, but do not allow argument.
5. Be flexible and continually reassess the situation, but do not allow this to be
interpreted as indecisiveness.
6. The organisation must be such that it allows for a leader becoming a casualty.
Key person substitutes must be clearly identified beforehand, and suitably
trained.
7. Leadership of individual parties may vary with the circumstance. An engineer
may lead a fire attack party in a machinery space, whilst a deck Officer may
lead the party in other situations.
8. Delegate specific duties as may be required e.g. “You close fire dampers 2 and
4”.
9. The overall commander or team leader must not take on tasks which inhibit
their ability to keep in view the whole picture, or which limit their ability to “lead”.
10. When it is necessary for the commander to give directions these should be
routed through the team leader and not directly to the team members.
7.12 COMMAND TEAM
The responsibilities of the Command Team mean that ideally it will comprise a number
of persons, but because of limited manpower this is often not possible. Each vessel
must decide on an appropriate allocation of persons to satisfy the various fire-fighting
roles that must be filled. In some circumstances the Control team may be formed by
only one or two people.
Responsibilities of the Command team include:
- Keeping overall control of the various parties.
- Monitoring the event and assessing the effectiveness of the fire attack.
- Accounting for the whereabouts of all persons onboard.
- Recording times, events and communications.
- Manoeuvring the vessel’s stability and assessing the free surface effect of any
water used.
- Collating and disseminating information from and to all concerned parties.
- Communicating with other vessels and the rescue services.
Contingency must be made for an alternative venue from which the Command Team
may operate, should the chosen position be inaccessible.
8. FIRE EXTINGUISHING MEDIA
8.1 COOLING AGENTS
8.1.1 Water
Water is the most common cooling agent. This is because water possesses very good
heat absorbing qualities and is available in ample quantities at terminals and in ships.
A water jet, although excellent for fighting fires involving combustible materials, should
not be used on burning oil, or on burning cooking oil or fat in galleys, because of the
danger of spreading the fire.
Water spray and water fog may be used effectively against oil fires and for making a
screen between the fire fighter and the fire.
Owing to the danger of electrical shock, water should not be directed towards any
electrical equipment. A wetting agent may be added to water when it is to be used on
tightly packed combustible materials. This has the effect of lowering its surface tension
and thus increasing its effective penetration.
Advantages Disadvantages
1. Readily available at sea 1. The possible effect on stability
2. Large capacity to absorb heat 2. Liquid fires may be spread through use
of water
3. Versatile 3. Not suitable for fires involving
- jet for penetration electronics or if live cables are adjacent
- spray for cooling large areas of 4. Reacts with certain substances to produce
boundary cooling toxic fumes
5. Causes some cargoes to swell
8.1.2 Foam
Foam smothers a fire by forming an airtight seal. Foam also has the property of
preventing vapours escaping through the blanket, thus inhibiting a fire igniting above the
foam blanket. Foam has some cooling effect, but it must not be used on electrical
equipment.
Foam has a limited heat absorbing effect and should not normally be used for cooling.
Different types of foam are described to the Section 10 of current Manual.
8.2 CARBON DIOXIDE (CO2)
A medium that “smothers” the fire, thus displacing the air (with its oxygen content).
1. Inert 1. Only a limited supply will be available
2. Relatively cheap 2. No cooling effect
3. Does not harm cargo 3. Danger of asphyxiation
4. Does not form toxic or explosive
gases when in contact with most
substances
8.3 DRY POWDER
Commonly dry powder is Sodium Bicarbonate with various additives to improve flow,
foam compatibility, water resistance and shelf life. Other powders include
monoammonium phosphate, potassium bicarbonate, potassium chloride, etc. Modern dry
powder extinguishers fire mainly by interference although with some there is also
smothering effect. Dry powder gives fast flame knock-down but no cooling effect.
8.4 HALON SUBSTITUTES
The prohibition on the supply of new halon fire extinguishers and systems has led
manufacturers to try various alternatives. They fall into three broad categories:
.1 Halocarbons
Halocarbons are clean (like halon), non-conductive gases which extinguish through
the anticatalytic effect of breaking the chemical chain reaction which sustains a fire.
Required concentrations are low, although not as low as halon 1301, and
extinguishing is swift. Storage capacity required to protect a given volume is nearly
twice that of halon 1301.
.2 Inert gases
Argon and inert argon compound gases require a storage volume ten times that of
halon 1301 and about 60% that of CO2. The extinguishing time for a total flood
system is in excess of one minute.
.3 Water mist
These systems are similar to water spray systems but are engineered to produce
very fine water droplets which extinguish fires because of their capacity to absorb
large quantities of heat.
8.5 SMOTHERING AGENTS
8.5.1 Foam
Foam is an aggregation of small bubbles of lower specific gravity than oil or water, which
flows across the surface of a burning liquid and forms a coherent smothering blanket. It
will also reduce the surface temperature of the liquid by the absorption of some heat.
Foam applicators should be directed away from liquid petroleum fires until any water in
the system has been flushed clear.
Foam should not come into contact with any electrical equipment.
Foam concentrates may deteriorate with time depending on the storage conditions.
Storage at high temperatures and in contact with air will cause sludge and sediment to
form. This may affect the extinguishing ability of the expanded foam. Samples of the
foam concentrate should therefore be returned periodically to the manufacturer for testing
and evaluation.
8.5.2 Carbon Dioxide
Carbon dioxide is an excellent smothering agent for extinguishing fires, when used in
conditions where it will not be widely diffused. Carbon dioxide is therefore effective in
enclosed areas such as machinery spaces and electrical switch rooms where it can
penetrate into places that cannot be reached by other means. On an open deck or jetty
area carbon dioxide is comparatively ineffective.
Carbon dioxide does not damage delicate machinery or instruments and, being a non-
conductor, can be used safely on or around electrical equipment.
Due to the possibility of static electricity generation, carbon dioxide should not be injected
into any space containing a flammable atmosphere, which is not on fire.
Carbon dioxide is asphyxiating and cannot be detected by sight or smell. No one should
enter confined or partially confined spaces when carbon dioxide has been injected. The
space must be fully ventilated before entry without breathing apparatus.
8.5.3 Steam
Steam is inefficient as a smothering agent because of the substantial delay that may
occur before sufficient air is displaced to render the atmosphere incapable of supporting
combustion. Steam should not be injected into any space containing an unignited
flammable atmosphere due to the possibility of static electricity generation.
8.5.4 Sand
Sand is relatively ineffective as an extinguishing agent and is only useful on small fires on
hard surface. Its basic use is to dry up small spills.
8.6 FLAME INHIBITORS
Flame inhibitors are materials, which interfere chemically with the combustion process,
and thereby extinguish the flames. However, cooling or removal of fuel is necessary if re-
ignition is to be prevented.
8.7 DRY CHEMICAL POWDER
Dry chemical powder is discharged from an extinguisher as a free flowing cloud. It is

most effective in dealing initially with a fire resulting from an oil spill on a jetty or on the
deck of tanker but can also be used in confined spaces. It is especially useful on burning
liquids escaping from leaking pipelines and joints. It is a non-conductor and therefore
suitable for dealing with electrical fires. It must be directed into flames.
Dry chemical powder has a negligible cooling effect and affords no protection against re-
ignition arising, for example, from the presence of hot metal surfaces.
Certain types of dry chemical powder can cause a breakdown of a foam blanket and only
those labelled “foam compatible” should be used in conjunction with foam.
Dry Chemical Powder is difficult to be removed from equipment with many moving parts
or sensitive parts after the fire has been extinguished.
8.8 FIRE EXTINGUISHING CHART
The suitable and most suitable fire extinguishing media for each classification of fire is
included to the below table:
Fire Extinguishing Media

Classification of Fires Chemical
Water Foam AFFF CO 2
Powder
Class “A” Fires
Paper, wood, fabrics etc.
Class “B” Fires
Flammable liquids
Class “C” Fires
Flammable Gases
Class “D” Fires
Metals
Class “E” Fires
Electrical Hazards
Not suitable Suitable Most suitable
8.9 FIRE BUCKETS
Where fire buckets are provided, they should be painted red and clearly marked “FIRE”.
Fire buckets should be filled with sand or water. They should be approximately nine litre
capacity, easy to handle and made of a material which is not readily flammable.
8.10 FIRE BLANKETS
Fire blankets are often found in galleys and pantries and are suitable for contained fat
fires (e.g. chip pan), contained liquid fires, and other small fires.
If the fire blanket does not have specific protected hand holds, fold back the top edge
over the hands to protect them. Allow the blanket to afford protection by letting it hang in
front of you. This is achieved by holding your hands up and apart. Hold the blanket so as
to keep heat and flame off your face and body, but do not obscure your vision.
Advance and lay the blanket over the fire. If it is a liquid fire, make sure that blanket is
stretched so that it does not dip into the liquid. Do not throw the blanket down, as this
may drive air into the fire and cause it to be more intense or cause a plume of flame.
Once the fire has been extinguished do not remove the blanket until the previously
burning item has had time to cool. Removing the blanket too soon may allow re-ignition.
A person with burning clothes should be laid on the floor and wrapped in the blanket, but
do not leave them within the blanket as this may trap heat and so cause more injury
9. FIRE EXTINGUISHERS & FIXED FIRE EXTINGUISHING SYSTEMS
A fire extinguisher is a pressurised vessel designed to attack a fire in the early stage.
Pressure inside the extinguisher is used to expel the extinguishant, which will either
smother, cool or chemically interfere with the fire; or fight the fire by combining two or
more of these effects.
Taking into account the requirements provided by SOLAS or national regulations the ship
depending from its type, size etc. must be fitted with both portable and fixed fire
extinguishing apparatus.
9.1 PORTABLE / SEMI PORTABLE FIRE EXTINGUISHERS
Portable extinguishers can be carried to the fire area for a fast attack, but they contain a
limited supply of extinguishing agent. The agent is quickly used up, and continuous
application can exhaust the extinguisher in as little as 8 seconds. For this reason, it is
important to back up the lead extinguisher with additional extinguishers of a hose line.
Then, if the first extinguisher fails or does not have enough agents to put the fire out
completely, the additional extinguishers of the hose line can be used to finish the job.
A crewmember using an extinguisher cannot advance a hose line at the same time. The
first step in fighting a fire is to sound the alarm and alert the Captain and crew so the fire
can be fought as a team. Vessels have been lost because someone tried to fight a fire by
himself without sounding the alarm. By the time the rest of the crew knew what was
happening, the fire was out of control.
There is a right way to use a portable fire extinguisher, and there are wrong ways.
Untrained crewmen often waste extinguishing agent through improper application. At the
same time, untrained personnel tend to overestimate their ability to put out fires. Training,
including practice with the types of extinguishers carried on board, is the best insurance
against inefficient use of this equipment. Extinguishers that are due to be emptied and
recharged are put to excellent use in training sessions.
All crew members are required to become familiar with every type of portable fire
extinguisher carried on board the vessel, which are listed below. The Master should also
ensure that all crew members receive the appropriate training in the operation of each
type of extinguisher on board.
9.1.1 Portable / Semi portable fire extinguishers colour coding
Fire extinguishers may be colour coded to indicate the extinguishing medium they
contain. Older extinguishers may have the entire body of the extinguisher appropriately
coloured; more recent extinguishers will be red with a block of colour placed above the
operating instructions. Some vessels may have extinguishers that are red without any
colour coding; in this case it is necessary to read the instructions to determine the
extinguisher contents. In addition to fire extinguishers normally having some form of
colour coding to indicate their contents, modern fire extinguishers will also bear graphic
symbols to show the types of fire for which the contents are suitable. The symbol for
electrical hazard will be shown on those extinguishers whose contents are safe to use on
fires involving all types of electrical equipment.
Fire Extinguisher Colour Coding

Water RED
Dry Powder BLUE
CO2 BLACK
Halon substitutes GREEN
Foam YELLOW
9.1.2 Inspection of portable extinguishers
.1 External Inspection
a) Ensure that the safety pin is in place and operating freely.
b) Examine the exterior, including the base for signs of corrosion.
c) Ensure that all instructions are legible and in appropriate languages.
d) If the unit is of the stored pressure type and has a gauge, ensure that it is
showing an acceptable reading.
e) Examine the hose and/or horn and their securing clips for signs of cracking or
damage.
f) Inspect the bracket for damage and ensure that it is securely attached.
g) Ensure that the appropriate sings and instructions are displayed adjacent to
the extinguisher.
h) Stored pressure units should be weighed and this compared against the
weight stamped into the extinguisher body (solid drawn cylinders) or marked
on the service label. If there has been a loss of more than 10% of the content
weight the cylinder should be recharged by a competent person. Note that
some manufacturers recommend that only authorised service engineers
recharge their stored pressure extinguishers.
i) It is not practicable to recharge CO2 onboard. If there are found to have lost
more than 10% of their content weight, they should be replaced and returned
to an appropriate recharging facility
.2 Internal Inspection
j) Discharge or empty the cylinder completely.
k) Internal inspection of dry powder extinguishers must not be undertaken in a
damp or moist atmosphere.
l) Remove the cap slowly and carefully to vent any residual pressure.
m) Empty the contents in to a clean bucket. Water (from Water or Foam
extinguishers) should be clean and shown no signs of colour through rusting.
Powder must be kept dry. If there is any sign of caking, lumps, foreign matter,
or the free-flow of the powder is inhibited, it should be disposed of.
n) Use an inspection light to check for internal corrosion or deterioration of any
protective lining.
o) Remove the CO2 cartridge and check its condition and date. If date expired it
should be replaced. If in-date check the weight against the full weight as
marked on the cartridge: if there has been a weight loss of more than 10% of
the contents the cartridge should be replaced. Note that the weight loss of
10% refers to the contents not to the total weight.
p) Check the operating mechanism.
q) Ensure that hoses, siphon tubes, pressure relief ports and other orifices are
not obstructed.
r) Check that all washers, ‘O’ rings and seals are in good condition.
s) Refill and reassemble the extinguisher. Lightly lubricate threads.
t) Some dry powder extinguishers have a burst disc fitted in the discharge hose
to prevent moisture entering and affecting the extinguisher contents.
Extinguishers must be hydraulically tested at intervals acceptable to the flag authority of

the vessel.
9.1.3 Testing of portable extinguishers
It is recommended that all extinguishers are test discharged at the intervals indicated
below:
• Carbon Dioxide – After ten years and subsequently after ten years. Thereafter
every five years
• Water, Foam and Dry Powder – Every four years.
If every year 25% of the water, foam and dry powder extinguishers and 10% of the CO2
extinguishers are test discharged on a rotation basis, then all extinguishers will be test
discharged over the required period.
9.1.4 Classes of portable / semi portable fire extinguishers
Every portable and semi-portable extinguisher is classified in two ways, with one or more
letters and a numeral. The letter or letters indicate the classes of fires on which it may be
used. These letters correspond to the four classes of fires. For example, Class A
extinguishers may be used only on Class A fires - those involving common combustible
materials. Class A & B extinguishers may be used on fires involving wood, diesel oil or
both.
The numeral indicates the relative size or efficiency of the extinguisher. For example, a 4-
A extinguisher will extinguish twice, as much Class A fire as a 2-A model.
The Coast Guard has its own classification system, which uses Roman numerals to
indicate the sizes of portable and semi portable extinguishers. The numeral I indicates
the smallest size and V the largest. Thus, a B-III Coast Guard rating indicates a medium-
size extinguisher good for fires involving flammable liquids and gases.
The most appropriate extinguisher should be found near any risk, but this may not always
be the case, especially where there is more than one risk in the same area. For instance,
in a Control Room there may be hydraulics, computers and other electrical equipment,
papers and books. If the wrong type of extinguisher is used on a fire the already serious
situation may be made considerably worse. Using a water extinguisher on a chip-pan fire
could result in a contained, controllable situation becoming a catastrophe, as the effect of
directing water into burning hot fat is to cause the fire to spread. It is important that every
crew member is familiar with the advantages and limitations of each fire extinguishing
medium.
9.1.5 Location of portable / semi portable fire extinguishers
Normally, extinguishers should be located in conspicuous positions on brackets or stands

where they will be readily seen by persons following an escape route. The carrying
handle of larger, heavier extinguishers should be about 1m from the deck but smaller
extinguishers handles should be about 1,5m from the deck. Sitting positions near to
room exits, alleyways, stairways, lobbies and landings are most suitable. Attention
should be drawn to the position by photoluminescent signs. The extinguishers, type and
size, should be shown on the vessel’s fire plan, or in the case of smaller craft, on some
other suitably arranged diagram.
9.1.6 Accessibility of portable / semi portable fire extinguishers
Extinguishers should be available for immediate use at all times. The number of
extinguishers required will vary depending on the type of vessel and the risk.
Typically:
On cargo vessels and tankers: One extinguisher should be provided in each of
the spaces given above.
Additionally there will be a minimum number of extinguishers required and portable and
semi portable extinguishers are also required in machinery spaces, ro-ro spaces and ro-
ro space accesses. Where possible it is advisable to side extinguishers at similar
positions on each deck. It is not advisable to place extinguishers in positions in rooms or
alleyways away from exit points unless they are necessary to cover a particular hazard.
Extinguishers should not be placed in concealed positions, behind doors, in cupboards or
deep recesses, unless their position is indicated by a suitable photoluminescent sign.
They should not be in positions where they might cause obstruction to exit routes or be
damaged by general movement around the vessel, or be close to heating appliances.
9.1.7 Proximity to special fire risks
Extinguishers provided to deal with special risks should be sited near the risk concerned,
but not so near as to be inaccessible or place the operation in unnecessary danger in
case of fire. If the risk is in a confined space it is generally advisable to position the
extinguisher immediately outside that space.
9.1.8 Avoidance of exposure and corrosion
Extinguishers should not be exposed to storage temperatures outside of the designed

range. Neither should they, unless specially treated by the manufacturer or protected by
a specific housing, be located in places where they may be exposed to a corrosive
atmosphere or corrosive fluids. Extinguishers, which stand on the deck where dampness
may cause corrosion, should be of a suitable type and carefully monitored as to their
condition.
9.1.9 Operation and maintenance of portable / semi portable fire extinguishers
Extinguishers containing water, foam or dry

powder will be similar in appearance, except
that they may be colour coded so that the
content may be easily identified, and they all
operate on the same principal. In each case the
medium is stored in a welded container. When
the valve is opened CO2 gas exerts a downward
pressure on the water, foam or dry powder,
forcing it up a siphon tube and out through the
delivery hose. The discharge will be controlled
by either squeezing and releasing the operating
head valve or by a control lever at the end of the
discharge hose.
Stored pressure or cartridge operated
The CO2 used to expel the medium may either be applying permanent pressure within
the extinguisher or stored in a small cartridge found inside the extinguisher and
connected to the operating head. In the latter case when the operating head is
depressed CO2 from the cartridge fills the main body of the extinguisher in order to expel
the medium.
When the medium is itself CO2 the gas is stored as a liquid under pressure. Because of
the pressures involved CO2 extinguishers are not welded containers but solid draw.
Upon discharge the liquid expands into CO2 gas.
.1 Water fire extinguishers
a) Operation of water fire extinguishers

Direct the jet into the heart of the fire and low down. Start at the base of the fire nearest
you and using a horizontal sweeping action work upwards and away from yourself.
If possible break up the burning material to dissipate the heat and make sure that it is
thoroughly wetted.
.2 Carbon dioxide fire extinguishers
a) Operation of carbon dioxide fire extinguishers

The extinguisher is carried to the fire in an upright position. Its short range means that the
operator must get fairly close to the fire.
• The extinguisher placed on the deck, and the locking pin is removed.
• The discharge is controlled either opening a valve or by squeezing two handles
together.
• The operator must grasp the hose and not the discharge horn. The CO2 expands
and cools very quickly as it leaves the extinguisher. The horn gets cold enough to
frost over and cause severe frostbite.
Remember that CO2 displaces oxygen. When a CO2 extinguisher is used in a confined
space, the operator must guard against suffocation by wearing breathing apparatus, or
by immediate evacuation.
b) Class “B” fires

The horn should be aimed first at the base of the fire nearest the operator. The discharge
should be moved slowly back and forth across the fire, being careful not to disturb the
liquid. At the same time, the operator should move forward as quickly as his safety
permits.
The result should be a "sweeping" of the flames off the burning surface, with some
carbon dioxide "snow" left behind. You've got to sweep all of the flame away or the fire
will simply re-ignite itself as soon as your extinguishing agent runs out. Always beware of
the possibility of reflash and the need to maintain an escape route. The fire is your enemy
-never turn your back on it. When your extinguisher runs out or you are forced to retreat,
back away quickly and carefully, always keeping your eyes on the fire.
Warning: a liquid fire can flank an operator who moves in too fast, or reflash around an
operator who is too close.
Whenever possible, a fire on a weather deck should be attacked from the windward side.
This will allow the wind to blow the heat away from the operator and to carry the CO2 to
the fire. Generally, CO2 extinguishers do not perform well in the wind. The blanket of CO2
gas does not remain on the fire long enough to permit the fuel to cool down.
Fighting a fire successfully with portable extinguishers depends largely on how fast you
can get to the scene, and how aggressively you attack it. At the same time, you've got to
keep in mind the need for teamwork and adequate backup. It doesn't do any good to rush
into a fire by yourself and expend your extinguisher if the fire is simply going to re-ignite
itself the instant you're done.
c) Class “C” fires

The discharge should be aimed at the source of a fire that involves electrical equipment.
There are no fire extinguishers rated only for Class C fires; all are also rated for Class A
or B.
d) Maintenance of carbon dioxide fire extinguishers
CO2 extinguishers need not be protected against freezing. However, they should be
stowed at temperatures below 130ºF to keep internal pressure at a safe level. Regularly,
CO2 extinguishers should be checked for damage and to ensure that they are not empty.
At annual inspections, these extinguishers should be weighed. Any extinguisher that has
lost more than 10% of its CO2 weight should be recharged by the manufacturer. A CO2
extinguisher should also be recharged after each use, even if it has been only partly
discharged.
o Hold only the insulated parts of the discharge hose and horn. With the
expansion and evaporation of the CO2 there are cooling processes and a danger
of frost burn if the discharge horn is not correctly held.
o If using a CO2 extinguisher in an explosive atmosphere stand it on the ground to
ensure any electrostatic charge is dissipated.
o Do not use without a discharge horn as the discharge will then entrain air and
cause an increase in the intensity of the fire.
o Do not remain in the area after the discharge as CO2 is asphyxiating.
.3 Dry chemical fire extinguishers
a) Cartridge-operated Dry Chemical Extinguishers

Portable cartridge-operated dry chemical extinguishers range in size from 2-30 Ibs; semi-
portable models contain up to 50 Ibs. of extinguishing agent. A small cylinder of inert gas
is used as the propellant. Cartridge-operated dry chemical extinguishers have a range of
10-30 feet. Units under 10 Ibs. have a discharge duration of 8-10 seconds, while the
larger extinguishers provide up to 30 seconds of discharge.
b) Operation of dry chemical fire extinguishers

The Extinguisher is carried and used at an angle slightly forward of the vertical. The ring
pin is removed, and the puncturing lever is depressed with a blow from the palm of the
hand.
Be sure the screw cap at the top of the extinguisher is pointed away from you when you
activate the extinguisher. In case it has been improperly secured, it could blow up in your
face.
Depressing the puncturing lever releases the propellant gas, which forces the
extinguishing agent up to the nozzle. The flow of dry chemical is controlled with the
squeeze-grip On/Off nozzle at the end of the hose. Test the discharge momentarily
before you approach the fire -extinguishers don't always work. Stay low and direct the
discharge at the seat of the fire, starting at the near edge. The stream should be moved
from side to side with rapid motion, to sweep the fire off the fuel. On a weather deck, the
fire should be approached from the windward side if at all possible.
Don't shoot the initial discharge directly onto the fire from close range (3-8 feet) because
the force of the stream may scatter burning material or splash a burning liquid. The agent
may be applied in short bursts by opening and closing the nozzle with the squeeze grips.
If the propellant gas cylinder is punctured but the extinguisher is not put into use or is
only partially discharged, the remaining gas may leak away in a few hours. Thus, the
extinguisher must be recharged attar each use or activation.
Dry chemical extinguishers put out Class B fires by breaking the chain reaction, with little
or no cooling. Thus, a reflash is possible if the surrounding surfaces are hot. More dry
chemical or another appropriate extinguishing agent must be ready as a backup, until all
sources of ignition are removed.
Dry chemical may be used along with water. Some dry chemical extinguishers are filled
with an extinguishing agent that can be used with foam
c) Stored-pressured Dry Chemical Extinguishers

Stored-pressure dry chemical extinguishers come in the same sizes as cartridge-
operated types. They have the same ranges and duration’s of discharge and are used in
the same way. The only differences are that the propellant gas is mixed in with the dry
chemical in the stored-pressure type, and the extinguisher is controlled with a squeeze-
grip trigger on the top of the container. A pressure gauge indicates the condition of the
charge.
d) Class A - extinguishment using ABC Dry Chemical

Only one dry chemical-extinguishing agent, mono-ammonium phosphate, is approved for
use on Class A fires. This agent puts fires out by chain breaking, as do the other dry
chemical agents. In addition, it clings to the surfaces of burning materials to form a
coating that deprives the fuel of air. As with the other agents, this dry chemical should be
directed at the seat of the fire and swept from side to side to knock down the flames.
However, once the fire has been knocked down, you should move close to the burning
debris. Then all fuel surfaces should be thoroughly coated with the chemical agent using
short, intermittent bursts.
e) Class B - extinguishment using BC or ABC Dry Chemical

A flammable-liquid fire should be attacked as noted above. The agent should first be
directed at the edge nearest the operator. The nozzle should be moved from side to side
with a wrist action to cover the width of the fire. The operator should maintain the
maximum continuous discharge rate, remembering that the extinguisher has a range of
from 10-30 feet.
The operator must be very cautious and move in toward the fire very slowly. Remember,
a liquid fire can flank an operator who moves in too fast, or reflash around an operator
who is too close. When all the flames are out, the operator should back away from the
fire very slowly, remaining alert for possible reflash. A hot spot that is missed can reflash
and recreate the original fire. When you fight this type of fire, always have backup units
on hand and ready to assist.
If you must use dry chemical to approach a pressure gas fire in order to close off the fuel
flow, the heat shield afforded by the dry chemical should be maintained in front of your
face. Water fog may also be used to provide an effective heat shield. When you are
ready to put the fire out, the dry chemical stream must be directed into the gas stream
nearly parallel to the gas flow, at about 10 degrees to the right or left of entry. If dry
chemicals are directed into the stream at too great an angle, the dry chemical will not
penetrate the full stream and won't put out the fire. On the other hand, if the chemical
stream does not have a slight right or left angle, the dry chemical will be deflected by the
gas pipe.
Once the gas is shut off or the fire is out, the operator should slowly back away always
keeping an eye on the fire
f) Class C - extinguishment using BC or ABC Dry Chemical

When electrical equipment is involved in a fire, the stream of dry chemical should be aimed
at the source of the flames. If the fire involves e.g. an electrical panel, you may have to
direct the extinguisher behind the panel to reach the source. In small spaces, the cloud
produced by the dry chemical will limit visibility and may cause choking.
If at all possible, electrical equipment that may be involved in a fire should be de-
energised at the source before any attempt is made to put the fire out. Dry chemical
extinguishing agents leave a coating or residue that must be cleaned off of electrical
equipment before it can be used. Monoammonium phosphate (ABC) dry chemical leaves
a sticky coating that is very hard to remove. This coating also enters and sticks to circuit
breakers and switching components, making them almost useless. For that reason, ABC
dry chemical should not be used on electrical fires if there is any other alternative.
Dry chemical agents that contain sodium can contaminate or corrode brass and copper
electrical fittings. Electric fires are best put out with carbon dioxide and Halon
substitutes, which are "clean" extinguishing agents.
g) Maintenance of dry chemical fire extinguishers

Dry chemical agents and their propellants are unaffected by temperature extremes and
may be stored anywhere aboard the vessel. They do not break down or evaporate, so
periodic recharging is not needed. However, the cartridges in cartridge-operated
extinguishers should be inspected and weighed every six months. Cartridges that are
punctured or weigh 1/4 oz. less than the indicated weight should be replaced: At the
same time, hoses and nozzles should be checked to ensure that they are not clogged.
Stored-pressure extinguishers have pressure gauges that show whether the internal
pressure is within the operating range. These should be checked visually at frequent
intervals. Stored-pressure extinguishers should be inverted and shaken frequently.
Otherwise, the extinguishing agent may cake at the bottom of the extinguisher, especially
after heavy pounding at sea.
If you can't feel the extinguishing agent move when you invert the cylinder and shake it,
the extinguisher may be useless.
.4 Foam fire extinguishers
Foam produces a blanket of bubbles that smothers a fire. The bubbles are formed by
mixing water and foam concentrate. The various foam solutions are lighter than
flammable oils and form a blanket on the surface that interrupts the supply of oxygen to
the fire, while it prevents flammable vapours from escaping. The water in foam also has a
cooling effect. Because they contain water, foams should not be used on live electrical
equipment.
The most common foam extinguishers carry NFPA ratings of 2A: 4B. They can thus be
used on both Class A and Class B fires, with ranges of 30-40 feet and discharge
duration’s of slightly less than a minute. The extinguisher is charged by filling it with two
solutions that are kept separate until it is to be used.
a) Operation of foam fire extinguishers
Foam extinguishers are carried to the fire right side up, then inverted to mix the solution
and form liquid foam plus CO2 gas. The CO2 acts as the propellant and fills the foam
bubbles, and the liquid foam expands to about 8 times its original volume. To avoid
scattering the foam or the liquid, foam should be applied gently on burning liquids by
"bouncing" it off a nearby surface and allowing it to run down onto the liquid until the
entire surface is covered. If the fire involves ordinary combustibles, apply the foam as a
blanket, or use the force of the stream to cover the seat of the fire.
Do not use on fires where there is live electricity in the vicinity.
9.2 FIXED / WHEELED FIRE EXTINGUISHERS
Machinery spaces may be provided with larger fire extinguishers. These may be fixed or
wheeled of either Foam, Dry Powder or CO2. The principal differences between these
extinguishers and fully portable units is that they contain much more of the extinguishing
medium but they are eight fixed at one location or with a limited portability.
On the Foam (and Powder) units the pressuring CO2 used to expel the extinguishant is
contained in a cylinder mounted on outside.
Fire Extinguishant Capacity

Foam 45 or 135 litres
Powder 23 – 75 kg
CO2 9 – 45 kg
9.2.1 Inspection of foam and powder units
a) Check the trolley or frame for damage or corrosion.

b) Ensure that the safety pin and seal are in place.
c) Disconnect the CO2 cylinder – if it is corroded or more than 10% below
content weight it must be changed.
d) Disconnect the discharge hose and horn and carefully inspect them.
e) Ensure any nozzle operates freely.
f) Slowly unscrew the headcap, not more than two turns. If any residual
pressure begins to escape allow the unit to slowly depressurise before
completely removing the headcap.
g) Ensure any pressure relief holes in the headcap and pressure relief valve are
clear.
h) Examine all washers and seals. Replace if necessary.
i) Use a thin smear of petroleum jelly on any threads.
j) In foam extinguishers check the level of the solution.
k) In powder extinguishers take sample scoops of powder; ensure any lumps
break up immediately when lightly pressed. If the powder is caking the entire
contents should be replaced.
l) Restore the unit to a ready-use condition.
Every five years the units should be subject to discharge test. This should be followed by
a thorough inspection, including internal inspection and recharge all according to the
manufacturer’s instructions.
9.2.2 Inspection of CO2 units
a) Ensure that the safety pins and seals are in place.

b) Examine the hose and horn assembly.
c) Remove the cylinder(s) and weight them. If the content weight has fallen by
more than 10% the cylinder must be recharged or replaced.
d) Check the trolley or frame for corrosion and its general condition. Grease
wheel hubs as necessary.
If CO2 extinguisher has not been used it should be hydraulically tested not more than
twenty years from the date of manufacturer. If the extinguisher has been used after it is
ten years old it must be hydraulically tested before refilling.
9.3 FIRE EXTINGUISHERS MARKING
Each extinguisher should be clearly marked with the following minimum information:
a) Name of the manufacturer
b) Types of the fire and rating for which the extinguisher is suitable
c) Type and quantity of extinguishing medium
d) Approval details
e) Instructions for the use and recharge (it is recommended that operating
instructions be given in pictorial form, in addition to explanatory text in language
understand by the likely user)
f) Years of manufacture
g) Temperature range over which the extinguisher will operate satisfactorily, and
h) Test pressure
9.4 FIXED FIRE ENXTINGUISHING SYSTEMS
Spaces that are usually protected by fixed systems are Engine Room spaces or other
high risk spaces. A description of how to operate the above systems on board and a plan
for each system should be posted by the release points.
All Officers are required to become fully conversant with the operation procedures for
fixed fire extinguishing systems to Engine Room.
9.4.1 Gas fixed fire extinguishing systems
Fixed gas fire extinguishing systems are used to protect large high risk areas such as
machinery spaces and cargo holds and small specific risks such as paint stores and
galley exhaust ducts. Any gas used must not evolve toxic vapours. It is conveyed to the
risk through fixed piping and nozzles sized and arranged to give a uniform distribution of
the gas within the required discharge time. Where the extinguishing gas is stored outside
of the protected space the conveying pipes are to be fitted with isolating valves clearly
marked to indicate the space to which the pipe leads.
If the space protected is accessible to personnel there is to be an automatic audible

warning of the imminent release of the extinguishant. In order to give time to commence
evacuation there is, because of the sequence of operation, a short delay between the
alarm sounding and release of the extinguishing gas. Some systems incorporate a more
positive time delay in the discharge sequence, although this is not permitted by all
administrations.
Locally automatically operated fixed systems using Halon or Halon substitutes are
permitted in enclosed areas of high fire risk within machinery spaces (e.g. a purifier
room).
Carbon dioxide is always stored outside of the protected space. Some other gases such
as Halon 1301 and FM200 may be stored outside or inside the space.
Extinguishing Type Extinguishing Exting. Storage Relative

concentration time pressure storage volume
(Sec) (Bar) (assuming
Halon=1)
Carbon Dioxide Inert Gas 30% 120 52 17
Halon 1301 5% 10 25 1
FM200 Halocarbon 7% 7 25 1.7
FE13 Halocarbon 16% 5 42 1.7
Argon Inert Gas 42% 75 164 10
Argonite Inert Gas 40% 100 15 10
Inergen Inert Gas 30% 60 150 10
All figures given above are approximate only.
Flooding concentration for machinery spaces and pump

rooms of chemical tankers and gas carriers are excess
of those shown above.
a) Central bank systems

Where an extinguishing system comprises a number of gas
cylinders located outside of the protected space they must be
stored in a dedicated compartment, which has direct access
to the open deck. The system locally consist of a battery of
cylinders filled with liquefied CO2 or other extinguishant, each
connected to a discharge manifold. The manifold
incorporates a non-return valve at each cylinder connection
so that any cylinder may be disconnected without impairing
the integrity of the systems and so that when released
extinguishing gas will not feed back into empty cylinders.
Other components that may be found in the system
include a pressure relief valve vented to atmosphere, a
pressure switch to activate audible warning of gas
pressure on the manifold and shut down ventilation
fans, an air line connection for checking that the lines
and nozzles are clear, main compartment isolating
valves (which may include an electrical connection to
give audible warning and shut down fans when opened) and a release system. There will
also be a means of preventing accidental or inadvertent discharge to the protected space
particularly when the system is be3ing serviced.
If the system is used to protect more than one space it is only

necessary to have available the quantity of gas required to
flood the largest space. The smaller spaces are protected by
using an appropriate proportion of the extinguishant. The
disadvantage of this arrangement is that if the system were
used to flood the largest space there would not be any
remaining protection for the smaller spaces. If a proportion of
the gas were used to extinguish a fire in one of the smaller
spaces then there would be insufficient gas left for full
protection of the largest space.
Release of the extinguishant to a space afire is often by use of CO2 or nitrogen gas from small
pilot cylinders. Opening the locker containing the pilot gas cylinders will active the warning
alarms; release of the pilot gas will cause the main compartment isolating valve and the requisite
number of cylinders to open. The system must be capable of manual operation from the
cylinder stowage position in case of malfunction of the pilot gas system. There may also be a
remote release position at any distance from the cylinder bank provided the pilot gas tube run
does not exceed the pilot gas volume.
Smaller systems may use a manual valve and pull-wire release as might some older
systems. Larger older systems sometimes use pilot gas taken from one of the
extinguishing gas (CO2) cylinders and/or a drop-weight and wire pull system.
b) Small systems
Systems comprising only one or two cylinders, such as may be used for the protection of
a paint store or galley exhaust duct, may not require a dedicated stowage compartment
but may be located directly adjacent to the risk and operated by manual release only.
c) Modular systems
Cylinders containing Halon 1301 and some halon substitutes
(e.g. FM200) may be stored within the space protected
provided they are individually distributed throughout the
space. Each modular cylinder would be fitted with a short
length of distribution pipe and a maximum of two discharge
nozzles. An alarm system is provided to indicate if the
cylinders have lost pressure due to leakage or discharge and
the cylinders themselves are fitted with an over-pressure
release device which, in the event of fire and the system not
being operated, will discharge the extinguishant into the
protected space.
Manually operated power releases (e.g. pneumatic, hydraulic

or electric) with duplicate sources of power, are to be located
outside of the space protected. The release systems are to
be so arranged that in the event of a single point failure at
least two-thirds of the extinguishant can still be released. The
release systems are to be monitored for fault or loss of power
and alarms provided to indicate this.
d) Low pressure carbon dioxide systems

With this type of system the CO2 extinguishant is contained within one or two insulated,
refrigerated bulk storage tanks instead of in pressurised cylinders. Each of two
refrigeration units must be able to maintain the liquid CO2 at the appropriate operating
temperature and pressure (about 20 bar). Thus, should one refrigeration unit fail the
integrity of the system is not impaired. There are two relief valves with a three-way
change over valve in the system so that either relief valve may be isolated for inspection
and maintenance. There is a continuous readout of the contents level in the tank and a
back-up system to determining the tank contents. Alarms indicate a fall of 2% in the
contents of the tank.
Other components of the system include a pressure switch, main compartment isolating
valves, discharge warning alarms, etc all similar to the component parts of a central bank
cylinder system.
e) Steam smothering systems
In general steam smothering installations are not allowed in newer buildings but may still
be found in older vessels. Where some administrations still permit steam smothering to
be fitted it is only to be in addition to the required fixed fire-fighting system and providing
that the ship’s boilers can develop a specific quantity of steam within a given time.
Where such systems are found in older ships the steam is to be always immediately
available and in sufficient quantities. If blank flanges are used to isolate a hold pipe (and
so prevent accidental damage to cargo or if the compartment is used as a passenger
space) then a ‘spectacle- type flange is required so that is use may be easily seen.
In tankers, the steam smothering gas is to be distributed over the surface of the cargo. In
other cargo spaces, except coal spaces, the pipe outlets shall be low down in the space.
Explosives should never be carried in a compartment fitted with steam fire smothering.
Steam smothering is not as effective as other gas extinguishants. If used the space must
be kept securely closed to some considerable time to ensure that there is no flash-over
when opening up.
f) Combined carbon dioxide extinguishing

It is usual to combine an extraction smoke detection system for cargo holds with the CO2
flooding system. When smoke has been detected and ventilators closed and the hold
secured, operation of a three-way valve, found at the inspection cabinet or in the CO2
cylinder room, isolates the smoke sampling line from the sight
For CO2 fixed fire extinguishing systems, certain precautions should be followed.
1. Locate the activation device outside of the protected space.

2. Evacuate the space before activating the system. Coast Guard regulations require
that CO2 systems include a minimum 20 seconds delay between activation of the
system and the release of the gas to enable crewmen to escape.
3. Close the space tightly, it is essential to curtail the flow of oxygen to the space,
and to contain the extinguishing agent by closing doors, ventilators and exhausts.
If there are no closures on ventilators or exhausts, you may have to seal them
with blankets, pillows, mattresses or other materials.
4. Shut off main and auxiliary machinery and allow them to wind down before the
system is triggered, or the gas may be expelled through the exhaust system and
rendered ineffective. If the system is triggered automatically by a heat or smoke
sensor, be sure the sensors are adjusted so that the vessel's fire alarm sounds
before the fixed fire extinguishing system is activated. Otherwise, the gas may be
expelled before you are aware of the fire and have had a chance to isolate the
space and shut off the machinery.
5. Don't reopen sealed compartments prematurely. The fire must be permitted to
cool sufficiently to prevent reflash, or you may find yourself with a new fire and no
more extinguishing agent. Monitor the temperatures of adjacent bulkheads for at
least half-an-hour before reopening or restarting machinery. If bulkhead
temperatures haven't dropped substantially, don't reopen. If necessary, request a
tow and leave the compartment sealed until you have reached port and help has
arrived.
6. Before entering a space that has been flooded with CO2, be sure it has been
ventilated sufficiently to prevent asphyxiation.
Fixed CO2 extinguishing systems should be tested annually by a qualified service facility.
CO2 cylinders should be recharged if weight loss exceeds 10 percent of the weight of the
charge. In addition, alarms, release mechanisms and automatic shutdowns should be
tested and all flexible connections should be pressure tested.
CO2 displaces oxygen and would rapidly suffocate anyone remaining in the space after
release.
9.4.2 Fixed foam fire extinguishing system
a) Deck fixed foam system
It is a requirement that tankers of over 4000 tonnes are provided with a fixed deck foam
system capable of delivering foam to the entire cargo tanks deckhand into any cargo tank
the deck of which has been ruptured. The foam is to be applied at a specified rate per
square meter of deck but at not less than 1250 litres per minute.
On oil tankers, there is to be sufficient foam concentrate to ensure that least twenty
minutes of foam generation and should there still be any vessels without an inert gas
system then thirty minutes foam generation is required.
Oil tankers
The rate of supply of foam to the cargo tank deck should not be less than the greatest
of the following
0.6 litre/min per m2 of cargo tanks deck area.
6 litre/min per m2 of the horizontal sectional area of the tank having the largest such
area.
3 litres/min per m2 of the (forward) area protected by the largest monitor.
1250 litres/min.
Duration – not less than 20 minutes.
The foam concentrate is contained within a tank and usually introduced into the system
by means of a foam pump and venturi proportioner. Water is pumped through the
proportioner which containers a venturi restriction. The pressure drop caused by the
venturi draws the correct amount of foam compound into the system. The water and
foam compound is termed the foam solution. At the discharge monitor or branch pipe or
nozzles air is entrained to expand the solution into foam.
An alternative arrangement is to provide separate foam concentrate and water lines to

each monitor together with a proportioner at each monitor together with a proportioner at
each monitor.
There are to be foam monitors and foam hose connections both port and starboard at the
forward end of the poop or accommodation spaces facing the cargo tank decks.
The rest of the cargo tank deck is normally provided with monitors situated along the
centreline. Vessels with stern and bow loading / discharge arrangements are to have
suitable foam protection in those areas.
Each monitor will be provided with an

isolating/control valve and in the foam main line
immediately forward of each monitor there will be a
valve to isolate damaged sections of the main.
Foam monitors are normally manually operated by

lever or geared hand wheel, but may be remotely
controlled either electrically or hydraulically.
The discharge rate may be up to 12,000 litres per minute and the expansion ration not
more than 12:1.
The system will include hand held foam applications and hoses and foam hydrants.
The number of and position of these must allow for at least two applicators to direct foam
at any part of the cargo tank deck area; but there must not be less than four applicators
and hoses.
Vessels of less than 4000 tonnes may be provided with a foam system that uses
applicators only.
The type of foam used in the system must be effective for the type of cargo carried.
Larger monitors of up to 30,000 litres per minute are available to meet the requirements
of Fire Fighter vessels.
Sometimes these are arranged on telescopic masts so as to enable Fire Fighter vessels
to raise their monitors above the deck level of a larger casualty vessel and to extend the
range of the monitors.
Typical arrangement of a tanker deck foam system
b) High expansion foam systems for machinery space

Fixed high expansion foam systems for machinery spaces may have an expansion ration
of up to 1000:1. The foam is to be delivered through fixed ducting and outlets at a rate of
at least one meter depth per minute and the quantity of foam concentrate required must
be sufficient to produce a volume equal to at least five times the volume of the largest
space to be protected.
The high expansion foam generators are installed outside of the protected space. The
foam concentrate is mixed with water by means of inductors and driven by a fan through
trunking to the protected space.
High expansion foam takes a long time to clear and thus could immobilise a vessel for an
extended period.
c) Low expansion foam systems for machinery spaces

Low expansion foam systems are permitted in machinery spaces put only in addition to a
fixed gas, high expansion foam, or water spray system. It is not permitted to rely solely
on a low expansion foam system for the protection of a machinery space. The foam
must be delivered through fixed outlets, and should cover the protected area to a depth
of 150mm in five minutes.
Typically, low expansion foam systems are directed at save-alls in the region of the boiler
front, purifiers, diesel generators, etc. although it is emphasised that such save-alls
cannot guarantee to prevent fire spreading (e.g. oil spraying from a pipe fracture). So in
determining the quantity of foam required and nozzle distribution the area protected by
the installation must include the adjacent flats and tank top.
Induction / Proportioner Systems

The application rate to the largest single protected area is, as stated above, 150mm in
five minutes. But there must be sufficient foam compound carried to cover all protected
areas and the application rate to cover all protected areas in 150mm in ten minutes.
Pre-mix systems
In pre-mix systems water/foam solution is contained within a tank which, when
pressurised by a gas, is distributed to be protected areas.
The initial foam charge (water/foam solution) need only be sufficient to cover the largest
protected area to a depth of 150mm in five minutes. But there must be sufficient foam
compound onboard to cover all remaining areas to a depth of 150mm. The size of the
foam solution storage tank must be the required for the protection of the largest single
area or that required for the protection of all remaining areas, whichever is larger. There
are to be sufficient spare gas cylinders so that the second charge (for all remaining
areas) may be effected in five minutes. Recharging the system must be through
permanent fittings and not take more than fifteen minutes.
9.4.3 Fixed powder fire extinguishing system
Vessels carrying liquefied gases in bulk must be provided with a dry chemical powder
system for the fire protection of the cargo deck area and any bow and stern loading
areas. It must be possible to deliver powder to any part of the cargo deck from at least
two monitors and/or hand held hose/pistols. An inert gas, usually nitrogen, stored in
pressurised cylinders located adjacent to the powder storage, is used to energise the
system. There are to be at least two independent, self-container powder units, each with
their own controls, pressurizing gas, piping monitors and hand hoses/pistols. Vessels of
under 1000m3 cargo capacity require only one unit.
A monitor is required to protect the areas

around the loading and discharge
manifolds. It is must e capable of being
operated locally and remotely, although
remote aiming is not required if the entire
area is covered from its fixed position. At
least one hand hose line and pistol or
monitor should be situated at the after
end of the cargo area. All hand hose lines and monitors should be capable of actuation
at the hose storage reel or monitor.
The minimum permitted discharge rate for monitors is 10 kg/second and for hand hoses
3.5 kg/second.
The required capacity is increased with the distance each monitor is required to cover:
Capacity (kg/second) Maximum distance of coverage (m)

10 10
25 30
45 40
Each container is to have sufficient powder to provide 45 seconds of discharge for all
monitors and hand hoses fed by it.
9.4.4 Fixed water fire extinguishing systems
Water is a cheap readily available fire-fighting medium that has a large capacity to
absorb heat. Water systems are not usually complex; they are relatively simple to install
and maintain, and are immediately available.
As an extinguishing agent, water's chief effectiveness is in its ability to cool burning
material. Water initially absorbs heat as it is heated towards its boiling point. As water
reaches its boiling point, a big increase in heat input is necessary to cause the water to
flash to steam. The ability to absorb huge amounts of heat and the ready availability of
water at sea make it an ideal extinguishing agent for use aboard ship.
There are some additional side-benefits that water has as an extinguishing-agent. When
water flashes to steam it expands approximately 1,700 times its original liquid volume.
The expanding steam acts to reduce the oxygen content in the flame area. This steam
smothering effect is temporary since the velocity of the gases in the flame area tend to
pull the steam upward with the escaping gases.
Water also has the ability of being able to soak and quench material, and when it is
applied as a solid stream, water has the ability to penetrate and break-up solid
substances.
Water can be used as a protection against the heat of the flame. By spraying the water in
a fine mist in a circular pattern in front of the fire fighters, a heat shield can be formed.
The mist of water will fall back on the fire fighters and cool them off, while it absorbs
much of the heat coming from the fire. Even a deck wash-down hose, with the spray
formed by holding your finger over the end, can be an effective fire-fighting tool.
Water is normally considered as being rated for Class A and B fires. For Class A fire-
fighting, water is used as a solid stream to penetrate and break up the material as well as
to cool and soak.
For class B fires, water is used as a fog or high-volume spray and the action is one of
cooling the fire below its flash point.
a) Sprinkler systems
Ideally automatic sprinkler systems detect, control and extinguish a
fire in its early stages. The system consists of a permanently
pressurised network of water pipes terminating in several sprinkler
heads. The sprinkler head, which comprises a glass bulb filled with
a liquid seals the end of the water pipe. When heated to a pre-
determined temperature the liquid expands and so shatters the
bulb. The pipe is now open-ended and thus extinguishing water is
allowed to flow. A sensor detects the charge in water pressure and
activates the necessary alarms and pumps.
The sprinkler head is fitted with a deflector plate so that the water
is distributed in small droplets evenly over the fire area. The fire-
fighting is selective in that water will only be emitted from pipes in
the fire area where the sealing bulb has shattered, and so water
damage to surrounding area not affected by fire is avoided.
The temperature at which a sprinkler bulb will shatter will be dependant on the normal
ambient and maximum temperatures of the compartment. Normally it will be
approximately 30°C above the maximum ambient temperature. Sprinkler heads may be
fitted with bulbs of various operating temperatures. So, the branch of a system protecting
a drying-room would be fitted with bulb activated at a higher temperature than those fitted
in accommodation alleyways. The operating temperature of the bulb is indicated by the

colour of the liquid it contains.
Normally fixed automatic sprinkler systems are of the
‘wet pipe’ type. That is the pipes feeding each sprinkler
cutlet are permanently charged with water. Some
small sections, e.g. where it may be impossible to
insulate against freezing, may be of the ‘dry pipe’ type.
The system is kept continuously under pressure so as
to be always ready for immediate use and must
function immediately without it being necessary for a
crew member to activate the system. Alarms are given
whenever any sprinkler comes into operation or when
there is a fault in the system. In passenger ships the
alarm must also indicate the area in which the system
has been activated. Sprinkler systems are arranged in
zones with a maximum of 200 sprinkler heads to each
zone. An isolation stop-valve is provided for each zone.
The system is served from a fresh water tank
pressurised with air, and it must be possible to
replenish the tank with fresh water and air pressure.
The water pumps for the sprinkler system are
dedicated for use with the system and must not be used for any other purpose. It is
brought into action automatically by the pressure drop in the system. It takes its supply
from the sea. The water pumps for the sprinkler system are dedicated for use with the
system and must not be used for any other purpose. It is brought into action
automatically by the pressure drop in the system. It
takes its supply from the sea.
The sprinkler system will have a connection to the
ship’s fire main which is protected by a stop valve and
non-return valve, and possibly, a coupling suitable for
connecting to a shore supply.
The pressure tank containing fresh water must be twice
the size of the required capacity. The minimum area
that must be allowed for is 280m2 and the discharge
rate is to be at least 5 litres per m2 per minute.
Therefore the minimum permitted tank size is:
280 x 5 x 2 = 2800 litres.
Once a bulb has shattered pressurised water is sprayed into the area of the fire. Initially
the extinguishing water is expelled because of the gas pressure being maintained on the
system, but immediate loss of water pressure caused by the breaking sprinkler bulb is
detected by a sensor which is used start the water pump and flow switches which are
used to operate the alarms. The pump delivers water from the storage tank to the
sprinkler outlets. Should the fire require more water than is available from the fresh
water storage tank there is an automatic charge over to allow the system to take filtered
sea water through a sea suction and deliver it via a strainer to the sprinkler system.
The water supply to any ‘dry’ section in the system is hold back by an isolating valve and
the pipework downstream of this is filled with compressed air. If a sprinkler shatters and
opens the line the drop in air pressure is detected by a sensor, which is used to open the
isolating valve and so allow water to the sprinkler heads. After use the system must be
reinstated to its full protective working order.
1. Stop the pump.
2. Drain down any sea water or unclean water that has been introduced to the system.
Ensure that the system is clean.
3. Replace spent sprinkler heads by new heads of the same temperature rating.
4. Charge the system and fill the pressure tank to the correct level.
5. Pressurize the system.
Typical arrangement of a sprinkler system
b) Deluge systems
Deluge systems are similar to sprinkler systems except that the
pipes terminate in open nozzles. In the event of a fire the nozzles
distribute large quantities of water over the entire protected area,
not just in a confined location as occurs when the bulb of a sprinkler
systems shatters. The water application is uniformly distributed
throughout the risk area. Areas that may be protected by deluge
systems are ro-ro car decks and tank decks on gas and chemical
tankers. The deluge systems are usually arranged in a manner very
similar to that described above for the sprinkler system. The
system is charged with clean fresh water, kept under pressure, up
to the main stop valve known as the deluge valve. The pipework downstream of the
deluge valve is dry. The deluge valve may be opened automatically when detectors
indicate a fire or it may be opened manually. When the deluge valve is opened the fall in
water pressure is detected and system pumps activated. There is a pressurised storage
tank and a pump connected to a sea suction similar to the arrangement described for the
sprinkler system.
On ships carrying liquefied gases in bulk a water spray system for cooling, fire prevention
and crew protection in installed to cover:
- Exposed cargo tank domes and exposed parts cargo tanks.
- Exposed on deck flammable or toxic product storage containers.
- Cargo discharge manifolds and the area of their control valves and the area of the
other control valves.
- Boundaries of the following area facing the cargo area – superstructure and
deckhouses normally manned, cargo compressor rooms, storerooms containing
high risk fire items, cargo control rooms.
The system on ships carrying liquefied gases in bulk is to uniformly distribute water spray
on horizontal surfaces at a rate of at least 10 l/m2 per minute and on vertical surfaces at
rate of at least 4 l/m2 per minute. The system may comprise two or more completely
independent sections or it must be provided with valves for isolating damaged sections.
Pumps and normally close valves are to be operated remotely from a suitable position
outside of the cargo area
c) Water mist systems
The fire extinguishing ability of water can be enhanced by decreasing the size of the
water droplets. Fire water spray systems, known as water mist reduce the water droplet
size and the total quantity of water required. When compared to standard sprinkler and
deluge systems a water mist system has the following advantages:
- Small pipe sizes give ease of pipe run, minimum weight
and reduced cost.
- Pump size reduced.
- Minimal secondary damage caused by the use of water.
- Less adverse effect on stability.
The superior effectiveness of a water system using filter

droplets is a result of the ratio of the droplet surface area to its
mass. As this ratio increases the area through which heat
transfer can occur (for a given volume of water) also increases.
In simpler terms, small water droplets absorb heat faster than
big droplets and so the cooling effect in the fire area is greater.
However if the droplets are too small they may not meet their
target because they are not heavy enough to overcome the hot air currents of the fire.
Water mist systems also have a suffocating effect in that they reduce the concentration
of oxygen in the air. However even in enclosed spaces this effect is limited both in its
duration and the area affected. The suffocation effect is greatest when the droplets are
extremely fine and the fire has a high heat content. Consequently a large amount of
vapour is formed in a short time. In practice water mist systems extinguish primarily
through cooling.
Water mist systems have to be carefully designed, give even coverage of the protected
area and, when protecting a specific item, arranged so as to be as close as possible to
the risk. The general design is a previously described for a (wet) sprinkler system,
except that it works on a higher pressure – say 40 bars – and uses specially designed
nozzles to produce the required droplet size. Another advantage of water mist systems is
that they give excellent protection for people as the fine droplets reflect radiated heat and
bind smoke gasses, thus allowing personnel engaged in fire-fighting and rescue to get
closer to the seat of the fire.
10. FIREMAN’S OUTFIT
Fireman’s protective clothing is designed to protect the skin from heat radiating from a
fire, from burns and scalding by steam. They are manufactured from material which is
flameproof, water resistant and easy to clean.
Usually the suit will be a two piece (jacket and trousers) although one piece garments
are sometimes found.
The complete set will consist of:

a) Personal equipment comprising
− Trousers (with braces) – worn outside of the boots.
− Jacket. Elasticised at the wrists and worn over the trousers.
− Safety helmet with chin strap and full face visor and neck curtain. The neck
curtain is to be worn outside of the jacket collar.
− Gloves (heat resisting) – worn outside of the jacket sleeves.
− Gloves (rubber). Electrically non-conducting to a specified voltage.
− Boots (rubber). Electrically non-conducting with toe caps.
b) A self-contained compressed-air-operated breathing apparatus (BA). The volume

of air contained in the cylinders shall be at least 1,200 litres and capable of
functioning for at least 30 minutes. Two spare cylinders for each set shall be
carried.
c) For each BA a fireproof lifeline capable of being attached to the safety belt
(harness) by means of a snap hook.
d) Separate safety harness.
The clothing should be reasonably comfortable and allow the fire fighter freedom of
movement. The wearer’s ears are not covered so that he may remain partially
sensitive to the ambient heat.
These suits are for use in close proximity to a fire. They are NOT Fire Entry suits.
Firemen’s equipment should be stored where it is accessible but in positions which are
not likely to be cut off in the event of a fire. Where more than one set of equipment is
carried they should be stored in widely separated positions.
In passenger ships at least two fireman’s outfits and one set of personal equipment
shall be available at any one position. At least two fireman’s outfits shall be stored in
each main vertical zone.
The Safety Officer, by regular monthly inspections shall ensure that the correct
number of outfits is carried and that they are ready for immediate use.
10.1 FIREMAN’S OUTFIT EQUIPMENT
10.1.1 Axes
Fireman’s axes have a short wooden or insulated handle. One
side of the head has a cutting edge and the other side a spike.
A belt and pouch, allows a fire fighter to carry the axe and keep
both hands free.
Long handled axes (felling axes) may also be provided, but are
not usually a statutory requirement.
10.1.2 Safety Lamp

Fireman’s lamps are battery operated and must have
duration of not less than three hours. They may be either
of the hand-held type or cap mounted. Hand-held lamps
must have a belt clip or other suitable hands-free carrying
method. The batteries should be of the re-chargeable
type.
The lamps are divided into classes as described below.
Class I For use in any vessel, including those where flammable gases or vapours
may occur. Lamps of this class are suitable for use on oil tankers but may
not be suitable for all flammable cargoes. Any lamp supplied to a particular
vessel must be suitable for use with the cargoes carried.
Class II For use in vessels where there is no risk of flammable gas or vapour.
Lamps of Class II already accepted may remain, but no further lamps will
be accepted in this class.
Class I lamps will normally be provided, except that Class II may be accepted in some
older ships. Safety lamps of all Classes should be suitable for use in atmospheres
where mixtures of air and flammable gases may occur.
11. LIFE SUPPORT (BREATHING) DEVICES
11.1 TYPES OF BREATHING DEVICES
Air may be used in several different ways to provide life support and consequently
breathing, rescue and resuscitation equipment is available in many different forms
depending on the particular requirement, and is produced by a number of
manufacturers.
The main basic types may be listed as follows:

a) self-contained compressed air breathing apparatus, both demand and positive
pressure types,
b) air line breathing equipment served by cylinder pack,
c) air line equipment from ship’s air main supply,
d) short duration escape breathing apparatus,
e) emergency life apparatus,
f) filter canisters,
g) resuscitation equipment.
11.1.1 Breathing apparatus
Breathing apparatus may be of the Smoke Helmet type or of the Self-contained type.
Correct and efficient use of this apparatus requires a degree of practice and familiarity
on the part of the user, so it is important that adequate training is provided. When the
apparatus is used, either in training or in an emergency, the recommendations of the
Code of Safe Working Practices should be followed.
As with other Firemen’s equipment the breathing apparatus must be stored in readily
accessible positions which are not likely to be out off in the event of fire. They should
also be stowed in widely separated positions, except that in passenger vessels two
fireman’s outfits are to be available at each storage position.
Breathing apparatus will be needed to fight a fire in an enclosed space and in an open
space when toxic or suffocating fumes are present. The equipment may also be
needed to search for a missing person subsequent to a fire or other incident.
11.1.2 Smoke helmet
A smoke helmet or smoke mask consists of a sealed helmet or mask, a suitable pump
and a length of air hose sufficient to reach from the open deck, well removed from the
hatch or doorway, to any part of the vessel. The pump (bellows) is used to manually
pump air through the hose to the mask. The complete set of equipment will consist of:
− A helmet or mask which forms an airtight seal around the face, and which
incorporates a speech diaphragm and some design feature to prevent misting.
− A flexible tube extending from the mask to the harness worn by the fire fighter.
− A safety harness incorporating attachments for the lifeline and air hose. The
attachment of the lifeline must be arranged so that it may be easily removed by
the wearer. Any snap hooks should be made of materials resistant to sparking
on impact.
− An air hose of 19mm internal diameter with

a smooth bore lining. The hose is so
constructed that it does not collapse.
Where lengths of hose are coupled
together, and at the connections to the
bellows and harness, sealing washers are
used. The hose must be long enough to
reach from the open deck to any part of the
vessel. However, it will not normally be
permitted to provide an air hose of less than
18m, nor required to provide an air hose in
excess of 36m.
− A lifeline of flexible galvanised steel wire
covered in plaited rope. The lifeline must be
3m longer than the air hose.
− Double action foot bellows. The double
action ensures that air is supplied to the fire
fighter on both the up stoke and down stoke
of the bellows. There will be a filter
arrangement to prevent foreign bodies
being transmitted along the air line.
− Two signal plates are provided: one
screwed to the bellows and one attached to
the harness. It is anticipated that communication between the wearer and the
bellows operator will be giving short, sharp pulls on the lifeline. For example:
1 pull = more air required
2 pulls = give more slack on lifeline
3 pulls = help me out immediately / come out immediately.
All members of the fire-fighting parties should be thoroughly familiar with the
signals.
− A safety helmet. This is often part of the fireman’s protective clothing.
− The entire apparatus should be carefully stowed in a suitably sized container.
The smoke mask wearer, witnessed by his attendant, must ensure that the mask is
properly sealed around the face.
− Before donning the mask clean air must be pumped through the hose to clear
any debris and stale air.
− Don the facemask and adjust it correctly whilst the operator is still pumping.
− Breathe deeply to ensure that the demand and exhalation valves are working
correctly and that the hose is clear.
− Take and hold a deep breath, then tell the operator to stop pumping.
− Try to resume breathing. Check the air cannot be drawn in from around the face
seal.
− Signal for the operator to resume pumping
1. No time limit 1. At least two men required
2. Cool in use 2. Distance from bellows limited
3. Minimal training required 3. Air tube may be heavy to drag
4. Air tube lifeline and hoses liable to
4. Easy to maintain and test entangle
5. Positive pressure providing pumping
rate sufficient 5. Air line may get trapped or damaged.
.1 Smoke helmet maintenance

All equipment must be inspected at regular intervals, and always after use in practice
or in an emergency. It should never be stowed, when wet or dirty.
− The mask must be cleaned according to the manufacturer’s instruction. This will
usually be with warm soapy water, and disinfected. Check that the fastenings are
in good order.
− The safety harness and attachments must not be damaged or scuffed. Adjusting
buckles must run freely and lock securely.
− The lifeline should be treated in the same manner as other ropes and wires.
Ensure that the outer covering is in good order and that there are no signs of
deformity.
− The air hose must not be crushed. Frequently connect the hose to the bellows
and blow through to remove dust or insects that may have accumulated. Make
sure that the seals between hose sections are in good order.
If the bellows are made of leather a suitable lubricant must be applied every six
months or when the leathers appear dry. Lightly apply and allow the lubricant to soak
into the leather. If the leather is allowed to dry it will harden and crack, and may cause
the pins securing the leather to shear.
11.1.3 Self-contained compressed air breathing apparatus (Cba Or Scba)
The self-contained breathing apparatus is the most versatile and commonly used item
of safety equipment found aboard ship. It comprises a facemask assembly, a frame
(backplate) and harness assembly, an air cylinder and valve, a high pressure reducing
valve, a warning whistle and a pressure gauge. The face mask, which forms an air-
tight seal around the face, has an exhalation valve, a demand valve, a voice
diaphragm and some method of preventing misting. The demand valve permits the
use of the equipment as a positive pressure set.
This ensures that the air pressure inside the face mask is higher than atmospheric
pressure and so any leaks in the seals are outwards. That is, smoke or foul air cannot
be drawn into the mask. The backplate is attached to the harness and includes a
method of securing the air cylinders. There may be provision to enable an alternative
air supply to be connected.
Each cylinder is to contain not less than 1200 litres of fresh breathing air. The supply
of air to the wearer is via an automatic regulator, but there will be a means of by-
passing or over-riding the regulator to increase the volume of air available to the
wearer should the need arise. Some sets are additionally capable of being fed by an
air line thus enabling the wearer to work for longer periods while having the security of
a reserve air supply in his own cylinder should things go wrong.
It is required that spare charged breathing air cylinders are also carried.
A pressure gauge enables the wearer to ascertain the pressure of air remaining in the
cylinder at any time.
A warning whistle indicates to the wearer that the cylinder capacity is low and that he
should remove himself from any unsafe atmosphere.
A lifeline of flexible galvanised steel wire is plaited rope is also provided. The lifeline
must be at least 3m longer than is required to reach from the open deck in clean air to
any part of the vessel.
The weight of the apparatus must not exceed 16kg (excluding the lifeline).
.1 Working duration of self-contained breathing apparatus

The work duration of a self-contained breathing apparatus will vary considerably from
one wearer to another and will also depend on the amount of effort being expended.
As a rough guide, it can be assumed that a trained wearer in fit condition and working
reasonably hard will consume about 40 litres of free air per minute;
Compressed air cylinders are of various sizes, usually of either 9 or 6 litres water
capacity. Twin cylinder often have 4 litre cylinders, totalling 8 litre water capacity.
The fully charged pressure of cylinders also varies. Some types are charged as high
as 300 bars (4500 psi) but 200 bars / atmospheres / kg/cm2 is more common for
shipboard use. The maximum charging pressure is always stamped on either the neck
or the shoulder of a cylinder.
To obtain the approximate quantity of free air a cylinder simply multiply the water
capacity in litres by the pressure in either bars, atmospheres or Kg/cm2. For example,
a 6 litres cylinder charged to 200 bars.
6 X 200= 1200 litres (approximately)
On the basis of a consumption of 40 litres/minute the rated total duration of such a

cylinder would be 1200 / 40 = 30 min.
However, the working duration normally allows for a safety reserve of approximately
10 minutes and in this case it will therefore be approximately 20 minutes.
Using the same simple calculation, the working duration of 9 litre and twin 4 litre 200
bar cylinders will be found to be approximately 35 minutes and 30 minutes
respectively.
It must, however, be stressed that these times should be regarded as guidelines only
and individuals should obtain an assessment of their own endurance capabilities by
practicing under differing conditions.
Every set of self-contained breathing apparatus must be provided with spares

cylinders having a total free air capacity of 2400 litres. In practice this usually means
that each set has two spare charged cylinders. There are however two exceptions:
1) in ships with five or more sets the total spare capacity (for the whole ship) need
not exceed 9600 litres.
2) If the ship is able to re-charge the air cylinders with suitable breathing air, then it
is necessary to carry only 1200 litres of spare breathing air per set; however the
total spare storage capacity of free air provided (for the whole ship) need not
exceed 4800 litres.
Where ultra lightweight cylinders are carried there are restrictions concerning who
may recharge the cylinders, the moisture content of the air used to recharge them,
and the attention that must be given to the external cylinder protection and its
condition.
In order to minimise the amount of air used:
- Train frequently, including wearing the mask in difficult circumstances.
- Be very familiar with the use of the equipment.
- Control breathing so that it is steady. Panting and ‘panic’ breathing will reduce the
available time.
- Use clean shaven personnel as a beard will often inhibit a good seal around the
mask.
- Do not use air unnecessarily (e.g. while waiting to enter a compartment).
- Be familiar with the area to be entered.

Other factors affecting the amount of air consumed include age, fitness, state of
health, smoke/non-smoker, state of mind and overall work rate.
.2 Demand type of self-contained breathing apparatus

In most types of CBA, the air passes from the cylinder to a pressure reducer where
the pressure is reduced to about 10 bars (varies with type and maker) before passing
to the demand regulator which is attached to the facemask. These sets are often
referred to as twin-stage.
In some other types, the air is led at full cylinder pressure direct to the demand
regulator. These sets are known as single-stage. Essentially, from the wearer’s point
of view, both types meet the same requirements though the single-stage sets are
perhaps simpler to maintain.
The air supply hose is attached to a demand regulator, which is often attached or
screwed direct into the facemask. The flow into the mask is controlled by a tilt valve,
which is actuated by a diaphragm in the demand regulator. When the wearer is not
breathing, no air flows into the mask. When inhaling, however, a slight vacuum is
created in the mask causing inward movement of the diaphragm, which pushes
against and opens the tilt valve resulting in air supply mask. During exhalation, the
diaphragm returns to its normal position and the tilt valve closes.
The exhaled air exhausts to atmosphere through a separate non-return exhalation

valve.
Correct wearing of the facemask is very important. An incorrect fitted mask will allow
outside atmosphere to be drawn in during the vacuum stage; a similar danger exists if
the wearer has a beard or heavy side burns. Spectacles should not be worn wearing a
facemask for the same reason.
.3 Positive pressure of self-contained breathing apparatus

This type of breathing apparatus is usually twin-stage though single stage sets are
being developed by some manufacturers.
The equipment is designed to ensure that a positive pressure (i.e., above

atmospheric) is maintained in the facemask at all times. The essential difference from
the Demand Type lies in the demand regulator and in the exhalation valve.
The demand regulator is fitted with a simple spring-loaded piston, usually controlled by
an ON/OFF switch on the front of the regulator. When switched ON, the piston is
released and in the spring causes it to push against the diaphragm, which in turn
opens the tilt valve allowing air to flow into the mask. In order to maintain slight
positive pressure in the mask the exhale valve is also spring-loaded and only opens
when the wearer further increases the pressure by breathing out.
The additional pressure during exhalation also pushes out the diaphragm temporarily
stopping the air supply.
In the case of a badly fitted face mask or beard air, will leak outwards thus providing
protection at all times. It must, however, be stressed that in any of these eventualities
the loss of air would reduce the normal working duration of the set.
Spectacles should never be worn, as the loss of air would be prohibitive to the wearer.
The fitting of an ON/OFF switch is to enable the face mask to be properly adjusted
without loss of air and must not be regarded as providing optional modes of use. Not
all positive pressure sets are fitted with this switch. Because of the increased
resistance in the exhalation valve breathing difficulties and consequent loss of
efficiency will result if the positive pressure switch is not put in the ON position for use.
POSITIVE PRESSURE SWITCH MUST ALWAYS BE “ON” WHEN IN USE.
Positive pressure CBA offers much greater protection particularly when operating in a
toxic environment, and is recommended for tanker vessels. Contrary to popular
supposition, it does not result in increased air consumption; in fact tests have shown
that, as breathing is easier, consumption is slightly more economical
.4 Face masks
Most modern face masks are made of neoprene or similar durable and chemical
resistant materials. There are, however, a good many in existence which are made of
rubber based materials.
Regardless of type, face masks should always be washed in soapy (not detergent)
water after use and then rinsed in clean fresh water, wiped with a clean cloth and
allowed to dry gently. Rubber based masks should periodically be treated with
paraffin wax to prevent perishing.
Visors should be protected against scratching. Minor scratched and marks are
sometimes unavoidable but most can be easily removed by gently polishing with brass
polish.
Exhale valves, which are allowed to become dirty, will not seal properly and toxic
atmosphere may then enter the mask. Rubber valves found in the Demand type sets
will become stretched or perished after a while and it is important to renew them in
accordance with the manufacturer’s instructions.
Many masks are fitted with an inner or ori-nasal mask, the purpose of which is two-
fold. All exhaled air is confined to the space in this inner mask before it is exhausted to
atmosphere. This not only reduces the possibility of a build-up of CO2 within the mask
as a whole but it effectively minimizes misting of the visor.
.5 CABA face seal checks

The CABA wearer, witnessed by his attendant, must ensure that the mask is properly
sealed around the face.
- Don the facemask and adjust it correctly.
- Choose positive pressure mode (if both positive and negative options available).
- Breath deeply to ensure that the demand and exhalation valves are working
correctly.
- Observe the pressure gauge, close the cylinder valve and then open it a half
turn. Take and hold a deep breath, then close the valve.
- Check that the pressure gauge reading does not drop by more than 5 bar in 10
seconds. Open the cylinder valve fully.
.6 Air compressor
Special air compressors intended solely for recharging compressed breathing air
cylinders may be carried. They may be either portable or fixed. The air intakes must
be sited so that the ingress of water or noxious fumes is avoided, even in the most
adverse circumstances.
.7 Pressure gauge
Every CBA is fitted with a pressure gauge so positioned that it can be easily read by
the user when wearing the face mask.
Pressure is usually indicated in one of the following units:

Atmospheres: 1 → 14.7 P.S.I
Atmosphere
Bars: 1 Bar → 14.5 P.S.I
kg/cm2: 1 kg/cm2 → 14.2 P.S.I
.8 Low pressure warning

All breathing sets, whether of the Demand type or Positive Pressure is required to
have a device, which gives adequate warning when the cylinder pressure is getting
low.
Most devices are designed to give approximately 10 minutes warning based on a

consumption of 40 litres / minute but the time interval must be relied upon and the
prudent wearer will always check the pressure gauge regularly.
There are three main types of warning devices:

- whistle
- bell or gong
- reserve air valve
The type of device is often dictated by the National Flag Administration. For example,
the British Department of Trade insist on an approved audible alarm whereas some
Scandinavian countries argue that this might not always be heard and insist on an
alternative such as the reserve air valve.
The latter device operates by markedly reducing the airflow when the pressure
reaches a certain minimum level. Normal flow is restored by the wearer pulling a
toggle or pushing a button.
 WHICHEVER IS FITTED NEVER DEPEND SOLELY UPON IT.
 CHECK THE REMAINING SUPPLY REGULARLY AND OFTEN AND

ENSURE SUFFICIENT AIR REMAINS TO RETURN TO A FRESH AIR
ATMOSPHERE.
.9 Air line cylinder pack

Basic versions usually comprise either 2 or 4 cylinders mounted on a trolley or suitable
carrying frame. Cylinders are normally of the larger 1800 litre size but can vary.
The air pressure is reduced to about 100 psi (about 7 Bars) and then fed to the
operator through an air hose, generally between 60 and 120 metres in length and
stowed on a reel. The air supply can be taken either direct to the demand regulator of
a face mask or to the belt manifold connection of CBA. In the former case, it is
advisable that the operator has a back-up life support system (CABA with belt
manifold), particularly if he is penetrating the compartment to any depth. This is, of
course, a precaution against failure of the air supply.
Air cylinder packs are fitted with both high and low pressure gauges and low pressure
warning devices, and it is possible to change empty cylinders for full ones while the
equipment is in use. The unit must always be tended by a trained and competent
person
.10 Self-contained breathing apparatus wearer test
Before using a self-contained breathing apparatus the following tests should be
carried out by the wearer:
• Open cylinder valve and listen for audible leaks (with positive pressure sets,
the positive pressure switch to be OFF).
• Check pressure gauge and ensure air cylinder full.
• Close cylinder valve and observe pressure gauge; pressure should not drop
by more than 10 atmospheres (or bars) in one minute.
• Slowly bleed off air pressure and check that low level warning device
operates at correct gauge pressure.
• Re-open cylinder valve and put on face mask.
• Close cylinder valve and breathe normally until air is exhausted from the
system. Face mask should then pull onto the face, indicating that the seal is
effective.
• If all correct, reopen cylinder valve and proceed.
• If a Positive Pressure type apparatus is used ensure that the positive
pressure switch is in the ON position.
11.1.4 Air line filter unit (AFU)
The AFU supplies air to the wearer in the same way as the cylinder pack but the
source of air is the ship’s compressed air main. As the air is usually wet and
contaminated with oil and other impurities it is passed through a system of water traps
and filters before entering the water’s air line.
Maintenance of the equipment is simple but important if the right quality of air is to be
produced and the maker’s instructions should be carefully observed.
Two pressure gauges are normally fitted, one for inlet air and one indicating the supply
pressure to the wearer. If the system is in good working order there should be little
difference between the readings of both gauges but a pressure drop of 10% or more
will usually indicate that filters should be changed.
As with the cylinder pack, the wearer should be provided with a back-up air supply in
the form of a CBA.
It is important the air filters are kept in a good clean condition, and that the purity of
the delivered air is regularly checked. Air line breathing systems should not be used
when there is a fire in the machinery space or in other circumstances that may affect
the air supply.
11.1.5 Distress signal unit

BA wearers may have clipped to the harness, a Distress Signal Unit (SDW). The unit
is battery operated and in its simplest form may be used by a BA wearer to indicate
the immediate assistance is required.
Before entering an incident the wearer primes the unit by turning and removing a key;
this key is placed at the appropriate position on the BA control board, outside of the
incident. Should the wearer experience difficulty and require immediate evacuation he
presses the audible alarm button on the DSU. The penetrating alarm emitted by the
unit may only be silence by inserting the key held by the BA control party.
Thus once activated assistance must be rendered in order to silence the alarm.
Distress signal units are also available in more elaSAMBAte forms and may include
some or all of the following features:
- Location flashes which enhance the visibility of BA wearers to each other and to
rescuers.
- Movement or non-movement detection gives a pre-alarm, which the wearer may
cancel by movement, after about thirty seconds and a full alarm should the wearer
become immobile for a longer period.
- Duration timer to give a timed warning in addition to the BA low pressure alarm.
- Evacuation whistle which is initiated from outside of the incident or by another
BA wearer to command evacuation.
- Low battery warning light.
Temperature sensor monitors the internal temperature of the DSU and tracks the
short term exposure of DSU circuits to hotsports of long term exposure to excessive
temperatures.
11.1.6 Emergency escape breathing devices (EEBD)
This equipment is more commonly found aboard gas and chemical tankers where
spillage or escape of cargo could result in a large quantity of toxic vapour being
evolved. It is pointed out that according to SOLAS/Ch.II-2/Reg.13 as recently entirely
amended such equipment shall be carried within accommodation and machinery
spaces in all ships.
Sets normally have a total duration of at least 15 minutes to meet IMO requirements
and, as they will be worn until either the air has been exhausted or the wearer is clear
of the dangerous area, warning whistles are not always fitted.
The pressure gauge is normally fitted to the cylinder in order to register continuously
thus enabling easy checking of sets in storage without having to open the cylinder
valve.
11.1.7 Emergency life support apparatus
This equipment comprises either a small (240 or 400 litres) air cylinder which is
contained in a specially designed jerkin. On opening the cylinder valve, air is supplied
to a clear polythene hood, which the wearer puts over his head. Air is supplied at a
constant flow of 40 litres/minute thus giving a total duration of either 6 minutes or 10
minutes. When not in use, the hood is stowed in a pouch in front of the jerkin.
The equipment is designed for use in enclosed spaces, which have been tested and
are believed to be gas free and containing 21% oxygen. Such testing cannot,
however, guarantee the atmosphere in some remote parts of tanks and double
bottoms. A pouch for an oxygen alarm is incorporated in the jerkin.
11.1.8 Filter respirators
Filter canisters are available for a wide range of chemical and noxious substances and
are generally used in conjunction with either or half face masks.
In most cases, protection is only offered against lower concentrations of vapours and
manufacturers’ instructions should always be consulted before use.
Canisters are supplied sealed at both ends and have a shelf life expiry date marked on
them. Once the seals have been broken the life of the filter is immediately reduced,
normally to about 6 months, even if it is not exposed to a contaminant.
Filter canisters offer no real protection against some chemicals, which have threshold
limit values, which are lower than the limits of smell as the first indication of filter expiry
is, in most cases, when the contaminant can be smelled in the mask.
Filter canisters afford no protection against oxygen deficiency and must therefore
never be worn in enclosed spaces.
11.1.9 Resuscitation equipment
Resuscitation equipment is available in various forms ranging from a simple hand-

operated bellows pump to sophisticated equipment that will give automatic
resuscitation for periods of 30 minutes and upwards and which will function even when
a victim is in the process of being hoisted out of a compartment.
The media being used for resuscitation are either oxygen or air. If oxygen is used, the
resuscitation equipment must not be taken into a potentially flammable atmosphere
unless it is approved for that purpose-oxygen escaping under pressure can cause a
spontaneous explosion in such conditions.
Air has the advantage of being readily available and where the equipment is fed by
cylinders these can be readily recharged if there is a medical air compressor on board
or, alternatively, can be charged by decanting from a larger cylinder.
11.2 MAINTENANCE
It is clearly of utmost importance that breathing and resuscitation equipment be

maintained in efficient working condition at all times. It should be checked by a
responsible Officer at least once a month and after every occasion when it has been
used. Annual servicing should be carried out by the manufacturers or by some other
competent person. A record should be kept of all servicing and renewal of parts. Only
the manufacturers’ spares should be used.
Cylinders should be inspected for scratches or other breakdown of the painted surface
and repainted as necessary. They are required to be hydraulically tested and re-
certificated every five years. Cylinders should not be left empty with their valves open
as this allow moist air to enter and corrosion of the internal walls result.
11.3 AFTER USE
After each use of BA set it is necessary to ensure that it is stowed in a condition

whereby it is ready again for immediate use. Follow the detailed instructions given by
the manufacturer; they will generally include the following:
− Clean the set thoroughly.
− Clean the face mask and harness (this may be in warm soapy water).
− Inspect the complete set for damage and any loose fittings.
− Fit a fully charged cylinder.
− Complete high pressure and low pressure tests.
− Disinfect the facemask.
Re-stow the equipment in a ready-to-use condition and complete all use and test
records.
11.4 BREATHING APARRATUS ATTENDANT
The BA wearer must recognise that he is responsible for his own safety and that of
others. The following guidelines must be followed to minimise any risk:
- Do not commence with a CABA cylinder which is less than 80% full, unless
permitted to do so by the BA Controller (this would only be to complete a
simple task).
- The set must be donned in fresh air.
- BA wearers should work in teams of not less than two: if one has to withdraw
he must be accompanied out of the space by another BA wearer.
- All BA wearers not engaged in vital work should proceed towards the sound of
a Distress Signal Unit to render assistance.
- Helmets are always worn with BA sets.
- On entering an incident tallies must be left with the BA controller and collected
on return.
Note: When air line breathing apparatus is used there is no duration limit to the
provision of air, but there will be a limit to the time that the wearer is able to endure the
effects of heat, humidity and toil.
Each BA wearer should have an attendant to check the set is properly donned and
tested before entry. The attendant also tends the lifeline. Because of limited
personnel it may be necessary that one person attends two BA wearers.
Checks to be completed by the Attendant:

- Is the facemask correctly fitted and adjusted? Use the prescribed procedure to
check the face mask is sealing properly.
- Does the CABA low pressure alarm operate correctly?
- Does the personal distress signal unit (if supplied) operate correctly?
- Is the CABA wearer able to read his gauge?
- Does the wearer have lamp, axe, hard hat, signal card, suitable clothing and
footwear, gloves, visor, neck-curtain, radio communication (if appropriate), fire
extinguisher or hose?
- REMIND the wearer to keep low, read his gauge, come out when the
whistle sounds.
State the mission “locate the fire and report”, “locate and attaché the fire”, “search for
and retrieve missing persons”, limit to the extent of penetration.
11.5 BREATHING APARRATUS CONTROLLER
The BA Controller plays an important part in overseeing the safety of the BA wearers.
He must be fully conversant with the use and limitations of BA equipment. On vessels
with limited crew he may also be acting as the BA attendant whose duties are detailed
above.
The BA Controller must:

- Assist with the donning of the set.
- Observe the operational and face seal checks.
- Make entries on the control board and ensure that the tally system is being
correctly operated.
- Determine the point of securing any guide line (if used).
- Listen for any signal from a distress signal unit (if used) or other possible signs
of the BA wearers experiencing difficult.
- On vessels with sufficient crew and BA sets have men standing by for relief, at
least five minutes before the due time.
- When a wearer has not returned at the appointed time inform the Officer in
command and initiate the emergency recovery plan.
- On vessels with sufficient crew and BA sets have at least two BA wearers
standing by in case of emergency.
- Keep the commander fully informed of the situation.
11.6 TRAINING
Effective and efficient use of breathing apparatus may only be achieved by frequent
regular training in its use and care. It is important that any crew member designed to
wear the breathing apparatus is confident and comfortable with its use.
12. FIRE HOSES, HYDRANTS, NOZZLES AND INTERNAL SHORE FIRE

CONNECTION
12.1 FIRE HOSES AND HYDRANTS
Standard Fire Hoses are constructed from woven polyester internally lined with a
synthetic rubber to give a smooth, low friction bore. This type of hose may be
polyurethane coated to provide additional abrasion resistance. Other higher quality
hoses comprise an all-synthetic woven textile reinforcement encased in a PVC/Nitrile
rubber, which forms a unified lining and outer cover.
Cargo ships of over 1000 gross tonnes must have one hose for each 30m length of
the vessel, plus one spare, but not less than five hoses (this number does not include
any hoses that are required in the engine room or boiler room). In some cases the
Authority may increase the number of hoses required. The number of hoses required
in vessels of less than 1000 gross tonnes will be determined by the Administration.
12.1.1 Stowage of fire hoses and hydrants
Hoses may be stowed:

• rolled
• dutch rolled (i.e. rolled from the centre with both couplings accessible) or
• flaked
12.1.2 Care of fire hoses and hydrants
Hoses may chafe due to vibration; therefore they should be stowed with minimum
contact with the locker interiors. Ideally their storage should be in dry, well ventilated
conditions. They may also kink, especially adjacent to the hydrant. Careful leads
should be made so that kinking, which reduces water flow, is avoided and the hose
must be protected by being wrapped in rags or similar where it passes over sharp
edges such as door sills, hatch coamings, etc. When avoidable do not drag charged
hoses over rough surfaces.
Avoid subjecting hoses to sudden shock loads by opening valves and hydrants slowly.
Similarly avoid sudden closure of nozzles. After contact with oils and grease and after
use with foam hoses should be washed and flushed through.
Drain and wipe down before stowing. To drain the hose, lay it flat along the deck and
“under-run” it at shoulder height.
If a hose is kept flaked the position of the folds should be shifted when restowing.
12.1.3 Pressure testing of fire hoses and hydrants
Each hose assembly should be tested according to the manufacturer instructions.
Typically, this will be annually at 50% above the working pressure.
Damaged and suspect hoses must be removed from service until an efficient repair
can be effected.
12.1.4 Hose couplings of fire hoses
Fire-fighting hoses are joined together and connected to the hydrants by coupling.
There are many different types of coupling all of which are incompatible unless a
suitable adapter is available.
Size Dm Df
38 mm 45 48
65 mm 70 75
Most commonly on British vessels are found 2½ inch (65mm) Instantaneous

couplings. Instantaneous couplings are also available in 50, 70 and 100mm.
Size ka C
25 (D) 31 55
32 44 68
38 52 78
45 59 88
52 (C) 66 98
65 81 118
75 (B) 89 126
On other European vessels, Storz couplings are mainly used. Storz ‘C’ is a commonly
used size. Other sized are shown in the adjacent table.
Couplings of the same size may have different diameter tails to suit various hose sized
(e.g. a 2½ inch instantaneous coupling may be provided with 25, 38, 45, 50 or 65mm
tails).
Some couplings consist of a male and female section of different on compatible

designs. With this type of coupling each hose would have a male coupling at one end
and a female coupling at the other. Couplings that have male and female parts that
are identical are known as Hermaphrodite couplings.
12.1.5 Use of hoses
Crew members who may be called upon to handle fire hoses should be instructed in
the use of and practice working and moving with, a fully charged hose. They must also
be familiar with the various water patterns which may be delivered by adjustable
nozzles. It is recommended that three people are designated for each hose however
this may prove difficult in vessels with small crews. Ideally one will handle and control
the nozzle; a second will be positioned immediately behind the first and assist by
taking the weight of the hose; the third person will handle the bight of the hose. At
least the first two members of the team should be wearing firemen’s outfits, and if
appropriate, breathing apparatus. When bringing a hose into use the spray pattern
should be set to Water well and directed downwards before giving the order to open
the hydrant. Once the flow is established the fire fighter may change the discharge
stream to that required and direct it as appropriate. Broader streams produce more
water droplets and thus a grater cooling effect, but they also reduce the range.
12.1.6 Water wall / full shield
This shields the fire fighters from radiant heat by

producing a water curtain immediately before them. The
water wall may be used in combination with other means
of attack e.g. another hose set to spray or jet, or foam.
When using a water wall in close proximity to the fire
some caution must be exercised, for if the water wall is
too close the flames may be ‘sucked’ towards the nozzle.
12.1.7 Wide spray

producing a water curtain immediately before them.
The water wall may be used in combination with other
means of attack e.g. another hose set to spray or jet,
or foam. When using a water wall in close proximity to
the fire some caution must be exercised, for if the
water wall is too close the flames may be ‘sucked’
towards the nozzle.
12.1.8 Narrow spray

or foam. When using a water wall in close proximity
to the fire some caution must be exercised, for if the
towards the nozzle.
12.1.9 Broken spray

towards the nozzle.
12.1.10 Jet

towards the nozzle.
12.1.11 Inspection and maintenance
- After use flush with clean fresh water.

- Inspect after use or at intervals of not greater than one month.
- Check any release mechanism (e.g. the lugs on instantaneous couplings) for
free movement.
- Inspect the sealing rings.
- Use lubricants as recommended by the manufacturer. For the bolt and spring
in an instantaneous connection this may be lithium grease.
The Master shall ensure that the vessel has the correct number on board and ready
for immediate use at all times.
Every fire hose on board must be inspected and tested under pressure at regular
intervals and a record of each inspection/test maintained as provided in the CMS.
Similar tests inspections and record keeping is required for spare hoses and
couplings.
12.2 FIRE HOSES NOZZLES
When in use the discharge end of the hose will be fitted with a nozzle so that the
operator may control the manner in which water is projected at a fire. Standard nozzle
sizes are 12mm, 16mm and 19mm.
Spray nozzles must be capable of producing a plain jet without spread and have a
throw of at least 12m. The spray must produce a reasonably fine spray, which can
form a curtain, from behind which it is possible to approach a fire. The spray pattern
would have a diameter of, say 5m at a distance of 2m from the nozzle.
Every hose/hydrant shall be fitted with a three positions type nozzle. All crew members
are required to be familiar with the use of this type of nozzle and drilled in the
application of fit.
12.2.1 Discharge rates
When large volumes of water are used for fire-fighting consideration must be given to
the stability of the vessel.
Pressure drop Discharge rate at m3/hour = approx. tonnes/hour

bar 12mm 16mm 19mm
2.1 9 14 20.5
2.5 10 15 22.5
2.7 10.5 16 23.5
3.1 11 17 25
12.2.2 Type of nozzles
.1 Diffuser nozzle
A standard type of nozzle, which by a twist-grip
operation, is able to shut off the hose discharge or
deliver it as a jet or spray, according to the operator’s
desire. Some diffuser nozzles also have a water curtain
capability.
.2 Ball valve nozzle

As the name suggests these are controlled by a lever operated ball valve. Again, they
may be with or without the water curtain facility.

.3 Turbo nozzle
A jet/fog nozzle with spinning teeth. The flow rate is selected by means of a lever.
.4 High performance nozzle

A spray, jet shut-off nozzle with ‘teeth’ in the discharge and to give a good spray
pattern.
.5 Fog applicator or lance nozzle

These are often found on vehicle carrying vessels as the long reach enables them to
be used to extinguish fires beneath vehicles.
12.2.3 Care of nozzles
Nozzles should not be dragged along the deck or subjected to knocks and blows, and
they must be stowed in a manner that prevents movement. Mechanisms should be
lightly greased according to the manufacturers instructions, always ensuring that the
operation of the nozzle does not become impaired by a build up of old grease.
The Safety Officer shall ensure that each hose has the appropriate coupling to ensure
that all nozzles and hoses are compatible with one another.
12.3 HOSES REELS
Hose reel units may be found through the accommodation alleyways and in some
service spaces. They may be fixed or hinged (swinging). Often they are recessed in to
alleyway bulkhead and may be concealed behind a door. In any event their locations
should be clearly identified by the appropriate signs.
The water supply to the hose may be automatic or manual. In the automatic version
the water supply valve is opened as the hose is withdrawn from the reel and the
delivery controlled by use of the nozzle. Hoses are 19mm or 25mm bore and may be
from 20-50m in length.
12.3.1 Inspection
Hose reel units must be inspected according to the manufacturer’s instructions. The
inspection of hose reels should be carried out as per the below procedure:
- Ensure the water supply to the hose is turned off.
- Completely run out the hose and check its general condition.
- Check that all couplings are tight.
- Turn on the water and open the nozzle. Check that its operation is free. All nozzle
modes (e.g. spray and jet) must be checked.
- Close the nozzle so that the hose is subject to the full line pressure and check
couplings, pipe work and valves for leaks. Turn off the water and restow the hose.
- For automatic hose reels turn the water on again after showing.
On automatic models follow the manufacturers’ instructions when inspecting the

automatic valve.
12.4 INTERNAL SHORE FIRE CONNECTION
Vessels of over 500 tons must carry at least one International Shore Connection to
enable water to be supplied from another vessel, or from the shore, to the fire main. It
must be possible to use the connection on either side of the vessel.
The international shore connection has a flat face flange on one side, whilst the other
side consists of a coupling that will fit the ship’s hydrant and hose.
Description Dimension
Outside diameter: 178 mm
Inside diameter: 64 mm
Bolt circle diameter: 132 mm
Slots in flange: Four holes 19mm in diameter, spaced equidistantly on a
bolt circle of the above diameter, slotted to the flange
periphery
Flange thickness: 14,5mm minimum
Bolts and nuts: Four. Each of 16mm diameter, 50mm in length
A suitable gasket, four 16mm x 50mm long bolts, and eight washers are required to be
kept with each International shore connection.
13. FIRE DOORS, FLAPS/DAMPERS, ELECTRICAL STOPS & QUICK CLOSING

DEVICES
13.1 FIRE DOORS
In order to restrict the spread of fire the bulkhead and decks of a vessel are
constructed to a particular standard. Various standards apply depending on the type
of vessel and the nature of the space surrounded. Generally the fire resistance of a
bulkhead is expressed as A, B or C followed by a number indicating the time that the
division will prevent a specified temperature rise.
.1 Class “A”
A division constructed of steel or equivalent and capable of preventing the passage of
smoke or flame for one hour (according to a standard test). Class “A” division
bulkheads should be insulated with non-combustible materials so that on the side
opposite to a fire the average temperature will not rise more than 140ºC above the
original temperature, nor more than 180ºC at any one point.
Class “A-60” - must prevent the stated temperature rises for at least 60 minutes
.2 Class “B”
A division capable of preventing the passage of flame for the first half an hour of the
standard test. The insulation should be such that on the side opposite to a fire the
average temperature will not rise more 140ºC above the original temperature, nor
more than 225ºC at any one point.
Class “B-15” - must prevent the stated temperature rises for at least 15 minutes
Class “B-0” - must prevent the stated temperature rises for at least 0 minutes.
A Class “B” division must be constructed of approved non-combustible materials

except that combustible materials may be permitted provided they meet certain other
requirements.
.3 Class “C”
These divisions are constructed of approved non-combustible materials. They do not
need to meet the requirements for limiting the passage of smoke and flame nor
limitations relative to temperature rise. Combustible veneers are permitted provided
they meet other requirements.
Fire resistance of doors and doorframes fitted to bulkheads and decks is to be, as far
as is practicable, at least equivalent to the bulkhead or deck in which they are fitted.
Watertight doors need not to be insulated.
13.1.1 Doors in fire-resisting divisions
- In “A” class divisions must be constructed of steel and doors in “B” class divisions
must be non-combustible.
- In boundaries of category “A” machinery spaces are to be self-closing and
reasonably gas-tight.
- Self-closing doors are not to be fitted with any hold back device, unless it is
capable of remote release and of the fail-safe type.
- Ventilation is permitted through the lower part or beneath a door that leads
between a corridor and a public space or cabin.
- Watertight doors are not required to be insulated.
13.2 FIRE FLAPS/DAMPERS
Fire dampers are provided in ventilation ducts and air intakes in order that in the event
of a fire sections may be sealed and isolated and so prohibit the passage of the heat
and smoke.
In this simplest form the damper will consist of a solid

metal (steel) plate located inside an air duct. In its open
position the damper allows the free flow of air through a
duct and in its closed position it completely prevents the
passage of air, smoke and heat through the duct.
All dampers are required to be manually operated by

means of a handle connected directly to the damper blade.
Remote control is not permitted as there is no guarantee
that a remote button or switch would operate correctly.
However, automatic closure is permitted

and in some cases is a requirement.
Automatic operation is usually by means of
a fusible link, which is activated at
temperatures between 68º and 70º, except
that in exhaust ducts serving spaces with
high ambient temperatures (such as
galleys or drying rooms) the temperature at
which the fusible link (or other system)
activates may be increased. But it may not
be increased to more than 30º above the
maximum deckhead temperature. Any
automatic system used in controlling the fire dampers must close and damper in the
event of a failure in any part of the system. Automatic damper closing systems must
be capable of being manually overridden.
Each damper must have a visible indication to show if it is open or closed. The
indicator, which is to be connected directly to the damper blade, may not be reliant on
an electrical or pneumatic system. The manually operated handle connected directly
to the damper blade is often used as the open/closed indicator. There are to be clear
and permanent ‘open’ and ‘closed’ indications so that the position of the damper may
be readily determined.
The position from which any damper is operated must be readily accessible and
marked in a red ‘luminous’ colour. If any damper is located behind a deckhead panel
or other lining the access through the deck head or lining must be marked ‘FIRE
DAMPER’. There should also be a notation by which the particular damper may be
identified.
13.2.1 Training
All Officers are required to be familiar with the instructions detailing which flaps and/or
dampers must be closed in the event of fire in specified compartments or zones.
13.2.2 Inspections / maintenance
All fire flaps and dampers shall be operated at maximum intervals of one month and
their maintenance is incorporated into the vessel’s maintenance system.
13.3 ELECTRICAL STOPS AND QUICK CLOSING DEVICES
All Officers are required to be familiar with the location and purpose of these devices.
The crew must be given appropriate training in this regard and warned of the effects of
unauthorized operation.
13.4 FIRE PUMPS
13.4.1 Pumps accepted as fire pumps
Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps,
provided that they are not normally used for pumping oil and that if they are subject to
occasionally duty for the transfer or pumping of oil fuel, suitable change – over
arrangements are fitted.
13.4.2 Arrangement of as fire pumps and fire mains
The arrangement of sea connections, fire pumps and their sources of power shall be
as to ensure that if a fire in any one compartment could put all the pumps out of
action, there shall be alternative means consisting of an emergency fire pump
complying with the provisions of the Fire Safety Systems Code (FSS) with its source of
power and sea connection located outside the space where the main fire pumps or
their sources of power are located.
13.4.3 Required capacity of each fire pump
Each of the required fire pumps shall have a capacity not less than 80% of the total
required capacity divided by the minimum number of required fire pumps, but in any
case, not less than 25 m3/h, and each such pump shall in any event be capable of
delivering at least the two required jets of water.
These fire pumps shall be capable of supplying the fire main system under the
required conditions, where more pumps than the minimum of required pumps are
installed, such additional pumps shall have a capacity of at least 25 m3/h and shall be
capable of delivering at least the two jets of water required.
13.5 EMERGENCY FIRE PUMP
All Officers are required to be familiar with the location and purpose of these devices.
The crew must be given appropriate training in this regard and warned of the effects of
unauthorized operation.
13.5.1 Requirements for the space containing the emergency fire pump
.1 Location of the Space

The space containing the fire pump shall not be continuous to the boundaries of
machinery spaces of category A or those spaces containing main fire pumps. Where
this is not practicable, the common bulkhead between the two spaces shall be
insulated to a standard of structural fire protection equivalent to that required for a
control station.
.2 Access to the emergency fire pump.

No direct access shall be permitted between the machinery space and the space
containing the emergency fire pump and its source of power. When this is
impracticable, the administration may accept an arrangement where the access is by
means of an airlock with the door of the machinery space being of “A-60” class
standard and the other door being at least steel, both reasonably gastight, self-closing
and without any hold-back arrangements. Alternatively, the access may be through a
watertight door capable of being operated from a space remote from the machinery
space and the space containing the emergency fire pump and unlikely to be cut off in
the event of fire in those spaces. In such cases, a second means of access to the
space containing the emergency fire pump and its source of power shall be provided.
.3 Ventilation of the emergency fire pump space

Ventilation arrangements to the space containing the independent source of power for
the emergency fire pump shall be such as to preclude, as far as practicable, the
possibility of smoke from a machinery space fire entering or being drawn into that
space.
.4 Additional pumps for cargo ships

In addition, in cargo ships where other pumps, such as general service, bilge and
ballast, etc., are fitted in a machinery space, arrangements shall be made to ensure
that at least one of these pumps, having the capacity and pressure of providing water
to the fire main.
13.6 EMERGENCY GENERATOR
All crew members are required to be familiar with the starting and operating
procedures for the Emergency Generator. Procedures, including appropriate diagrams
must be posted in the Emergency Generator Room.
The Emergency Generator must be tested every week to check that it operates
satisfactorily including load test at certain time intervals. Records of tests should be
maintained.
13.6.1 Emergency source of electrical power
A self-contained emergency source of electrical power shall be provided:
- The emergency source of electrical power, associated transforming equipment, if

any, transitional source of emergency power, emergency switchboard and
emergency lighting switchboard shall be located above the uppermost continuous
deck and shall be readily accessible from the open deck. They shall not be located
forward of the collision bulkhead, except where permitted by the administration in
exceptional circumstances.
- The location of the emergency source of electrical power, associated transforming

equipment, if any, the transitional source of emergency power, the emergency
switchboard and the emergency lighting switchboard in relation to the main source
of electrical power, associated transforming equipment, if any, and the main
switchboard shall be such as to ensure to the satisfaction of the Administration that
a fire or other casualty in the space containing the main source of electrical power,
associated transforming equipment, if any, and the main switchboard, or in any
machinery space of category “A” will not interfere with the supply, control and
distribution of emergency electrical power. As far as practicable the space
containing the emergency source of electrical power, associated transforming
equipment, if any, the transitional source of emergency electrical power and the
emergency switchboard shall not be contiguous to the boundaries of machinery
spaces of category “A” or those spaces containing the main source of electrical
power, associated transforming equipment, if any, and the main switchboard.
- Provided that suitable measures are taken for safeguarding independent

emergency operation under all circumstances, the emergency generator may be
used, exceptionally, and for short periods, to supply non-emergency circuits.
For a period of 3 hours, emergency lighting at every muster and embarkation station
and over the sides.
For a period of 18 hours, emergency lighting:

- In all service and accommodation alleyways, stairways and exits.
- In the machinery spaces and main generating stations including their control
positions.
- In all control stations, machinery control rooms, and at each main and emergency
switchboard.
- At all stowage positions for firemen’s outfits.
- At the steering gear.
- At the fire pump, at the sprinkler pump, if any, and at the emergency bilge pump, if
any, and at the starting positions of their motors, and
- In all cargo pump-rooms of tankers constructed on or after 1st July 2002.
For a period of 18 hours:

- The navigation lights and other lights required by the International Regulations for
preventing Collisions at Sea in force.
- On ships constructed on or after 1st February 1995 the VHF radio installation
required by the regulations, and if applicable :
i. The MF radio installation required by the regulations.
ii. The ship earth station required by the regulations.
iii. The MF/HF radio installation required by the regulations.
For a period of 18 hours:

- All internal communication equipment as required in an emergency.
- The shipborne navigational equipment as required by SOLAS regulation V/12,
where such provision is unreasonable or impracticable the Administration may
waive this requirements for ships of less than 5.000 gross tonnage.
- The fire detection and fire alarm system, and
- Intermittent operation of the daylight signaling lamp, the ship’s whistle, the manually
operated call points and all internal signal that are required in an emergency.
Unless such service has an independent supply for the period of 18hours from an
accumulator battery suitably located for use in an emergency.
For a period of 18 hours one of the fire pumps required by SOLAS regulation if
dependent upon the emergency generator for its source of power.
For the period of time required by SOLAS regulations, the steering gear where it is
required to be so supplied by that regulation.
The emergency source of electrical power may be either a generator or an

accumulator battery, which shall comply with the following:
- Driven by suitable prime mover with an independent supply of fuel, having a
flashpoint (closed cup test) of not less than 43ºC.
- Started automatically upon failure of the main source of electrical power supply
unless a transitional source of emergency electrical power is provided. Where the
emergency generator is automatically started, it shall be automatically connected to
the emergency switchboard, those services shall then be connected automatically
to the emergency generator, and unless a second independent means of starting
the emergency generator is provided the single source of stored energy shall be
protected to preclude its complete depletion by the automatic starting system, and
- Provided with a transitional source of emergency electrical power, unless an
emergency generator is provided capable both of supplying the services mentioned
in that paragraph and of being automatically started and supplying the required
load as quickly as is safe and practicable subject to a maximum of 45 seconds.
Where the emergency source of electrical power is an accumulator battery it shall be

capable of:
- Carrying the emergency electrical load without recharging while maintaining the
voltage of the battery throughout the discharge period within 12% above or below
its normal voltage.
- Automatically connecting to the emergency switchboard in the event of failure of
the main source of electrical power.
For the ships constructed on or after 1st July 1998, where electrical power is necessary
to restore propulsion the capacity shall be sufficient to restore propulsion to the ship in
conjunction with other machinery, as appropriate, from a deal ship condition within 30
min. after blackout.
The transitional source of emergency electrical power shall consist of an accumulator

battery suitably located for use in an emergency which shall operate without
recharging while maintaining the voltage of the battery throughout the discharge
period within 12% above or below its nominal voltage and be of sufficient capacity and
shall be so arranged as to supply automatically in the event of failure of either the
main or the emergency source of electrical power for half an hour at least the following
services if they depend upon an electrical source for their operation :
- The lighting required. For this transitional phase, the required emergency electric
lighting, in respect of the machinery space and accommodation and service spaces
may be provided by permanently fixed, individual, automatically charged, relay
operated accumulator lamps, and
- All services required, unless such services have an independent supply for the
period specified from an accumulator battery suitably located for use in an
emergency.
The emergency switchboard shall be installed as near as is practicable to the

emergency source of electrical power.
Where the emergency source of electrical power is a generator, the emergency
switchboard shall be located in the same space unless the operation of the emergency
switchboard would thereby be impaired.
No accumulator battery fitted in accordance with this regulation shall be installed in the
same as the emergency switchboard. An indicator shall be mounted in a suitable place
on the main switchboard or in the machinery control room to indicate when the
batteries constituting either the emergency source of electrical power or the
transitional source of electrical power are being discharged.
The emergency switchboard shall be supplied during normal operation from the main
switchboard by an interconnector feeder which is to be adequately protected at the
main switchboard against overload and short circuit and which is to be disconnected
automatically at the emergency switchboard upon failure of the main source of
electrical power. Where the system is arranged for feedback operation, the
interconnector feeder is also to be protected at the emergency switchboard at least
against short circuit.
In order to ensure ready availability of the emergency source of electrical power,
arrangements shall be made where necessary to disconnect automatically non-
emergency circuits from the emergency switchboard to ensure that electrical power
shall be available automatically to the emergency circuits.
The emergency generator and its prime mover and any emergency accumulator
battery shall be so designed and arranged as to ensure that they will function at full
rated power when the ship is upright and when inclined at any angle of list up to 22.5º
or when inclined up to 10º either in the fore or aft direction, or is in any combination of
angles within those limits.
Provision shall be made for the periodic testing of the complete emergency system
and shall include the testing of automatic starting arrangements
13.6.2 Starting arrangements for emergency generating sets
Emergency generating sets shall be capable of being readily started in their cold
condition at a temperature of 0ºC. if this is impracticable, or if lower temperatures are
likely to be encountered, provision acceptable to the Administration shall be made for
the maintenance of heating arrangements, to ensure ready starting of the generating
sets.
Each emergency generating set arranged to be automatically started shall be

equipped with starting devices approved by the Administration with a stored energy
capability of at least three consecutive starts. A second source of energy shall be
provided for an additional three starts within 30 min. unless manual starting can be
demonstrated to be effective.
Ships constructed on or after 1st October 1994, shall comply with the following
requirements:
The source of stored energy shall be protected to preclude critical depletion by the
automatic starting system, unless a second independent means of starting is provided.
In addition, a second source of energy shall be provided for an additional three starts
within 30 min. unless manual starting can be demonstrated to be effective.
The stored energy shall be maintained at all times, as follows:

- Electrical and hydraulic starting systems shall be maintained from the emergency
switchboard.
- Compressed air starting systems may be maintained by the main or auxiliary
compressed air receivers through a suitable non-return valve or by an emergency
air compressor which, if electrically driven, is supplied from the emergency
switchboard.
- All of these starting, charging and energy storing devices shall be located in the
emergency generator space, these devices are not to be used for any purpose
other than the operation of the emergency generating set. This does not preclude
the supply to the air receiver of the emergency generating set from the main or
auxiliary compressed air system through the non-return valve fitted in the
emergency generator space.
Where automatic starting is not required, manual starting is permissible, such as

manual cracking, inertia starters, manually charged hydraulic accumulators, or powder
charge cartridges, where they can be demonstrated as being effective.
14. MAINTENANCE OF FIRE-FIGHTING EQUIPMENT
All procedures related to the maintenance of vessel’s fire-fighting equipment are

defined in detail in the relevant Form of Company’s Safety Management System
Manual.
Furthermore, all the records evidencing the regular inspections/testing as well as the
operational efficiency of vessel’s fire-fighting equipment are kept both onboard and in
the Company premises.
15. VESSEL’S FIRE FIGHTING EQUIPMENT
15.1 FIRE EXTINGUISHERS ONBOARD
15.1.1 Particulars of Fire Extinguishers
The following list includes the types of fire extinguishers onboard, the number of each
type and their location.
Type of
No. onboard Location Manufacturer
extinguisher
Generator Room, Incinerator
Foam 40 liters 3
Room, Poop Deck
Bridge, Accommodation, Galley, Minimax
Dry Powder 6 kg 13 IG Room, Forecastle Deck, ECR Gmbh
Minimax
Dry Powder 9 kg 1 Bow Thruster Room
Gmbh
E/R, Pump Room, Forecastle Minimax
Dry Powder 12 kg 14
Deck, Steering Gear Room Gmbh
Minimax
Dry Powder 25 kg 3 E/R
Gmbh
Minimax
Dry Powder 50 kg 1 E/R
Gmbh
Bridge, CCR, ECR, Em’cy
CO2 5 kg 4
Generator Room
Fire Blankets 1 Galley
15.2 FIXED EXTINGUISHING SYSTEM
15.2.1 Particulars of Fixed Extinguishing System
1. CO2 fixed fire extinguishing systems

Engine Room, Steering Gear Room,
Spaces protected by fixed systems: Incinerator Room, Pump Room, Paint Locker,
IG Room, Em’cy Generator Room
Location of release points: Main Deck
Description of alarms sounded
Short continuous sound
before release:
2. Fixed foam fire extinguishing system

Spaces protected by fixed systems: Main Deck
Location of release points: Main Deck (in Accommodation)
before release:
3. Water fixed fire extinguishing system

Spaces protected by fixed systems: Sample Store
Location of release points: Main Deck
Long continuous Sound
before release:
4. Hyper Mist fire extinguishing system

Spaces protected by fixed systems: E/R
Location of release points: Main Deck (in Accommodation)
before release:
15.2.2 Operating Instructions of Fixed Extinguishing System
.1 C O 2 fire fixed Extinguishing System Operating Instruction
.2 Fixed Foam fire Extinguishing System Operating Instruction
.3 W a t e r fixed fire Extinguishing System Operating Instruction
.4 Hyper Mist fire Extinguishing System Operating Instruction
15.3 FIREMAN’S OUTFIT
15.3.1 Particulars of Fireman’s Outfit
There is a total of 4 fireman's outfit on board.
Fireman’s outfits are stowed on board in the following locations:
Location Number
Main Deck 2
Poop Deck 2
15.4 SELF CONTAINED BREATHING APPARATUS
15.4.1 Particulars of Self Contained Breathing Apparatus
Total number of breathing apparatus: 21
Manufacturer: Scott Health and Safety Limited

Type: Sabre
Location Number
Main Deck 11
Poop Deck 10
15.4.2 Operating Instructions of Self Contained Breathing Apparatus
15.5 EMERGENCY ESCAPE BREATHING DEVICES (EEBD)
15.5.1 Particulars of Emergency Escape Breathing Devices
Total number of Emergency escape bre athing devices: 26

Manufacturer / Model: Ocenco / M-20.2
Location: Crew Cabins, ECR, Workshop Engine Room, Pump Room, CCR
15.6 FIRE HOSES, HYDRANTS, NOZZLES AND INTERNATIONAL SHORE

FIRE CONNECTION
15.6.1 Particulars of Fire Hoses, Hydrants, Nozzles and International Shore Fire
Connection
1. Hydrants
Number of hydrants on board: 32

Size of hydrants: 38.1 mm, 63.5 mm
Number of hoses on board: 32
Size of hoses: 38.1 mm, 63.5 mm
Type of coupling:
2. Fire hose nozzles
Total number of fire nozzles on board:
Number Manufacturer / Type

Jet spray and shut-off nozzles: 32 Nakajima
Jet spray nozzles:
Fog nozzles:
Foam branch applicators: 4 Nakajima
Gallons of foam compound:
3. International shore fire connection
Number of International Shore Fire Connections

2
on board:
Stowage position: Main Deck (P&S)
15.7 ELECTRICAL STOPS AND QUICK CLOSING DEVICES
15.7.1 Particulars of Electrical Stops and Quick Closing Devices
Location of the devices on board: All around the vessel
15.8 EMERGENCY FIRE PUMP
15.8.1 Particulars of Emergency Fire Pump
Location of emergency fire pump: Emergency Fire Pump Room

Details: Capacity:50m3/h, 9 Bar, 2,940 rpm
15.8.2 Operating Instructions of Emergency Fire Pump
15.9 EMERGENCY GENERATOR
15.9.1 Particulars of Emergency Generator
Location of Em’cy Generator: Emerg. Gen Room (Poop Deck, Stbd side)
Engine manufacturer: MAN Nutzfahrzeuge AG
Engine details: Rated Power: 259 kW * 24 h
Generator manufacturer: Uljanik Tesu d.d. PC Agregati
Generator details: Rated Power: 300 kVA * 24 hrs / Rate Volt: 3 * 400 V
15.9.2 Operating Instructions of Emergency Generator
INTRODUCTION
Emergency diesel generator is started every week during 10 minutes and every 3 months
minimum loading times 4 hours.
- Before starting. Check: Sump oil level, cooling liquid level, level of diesel oil tankm
check if no leakage.
- During running, check: voltage of 3 phases, pressure and temperature.
TO START ENGINE
1. select the MANUAL-OFF-AUTO switch on MANUAL position

2. press MANUAL START push button, engine will start.
TO STOP ENGINE
1. press STOP push button at panel, engine will stop after 2 minutes
2. set the MANUAL-OFF-AUTO switch on AUTO position
TO START ENGINE WITH HYDRAULIC STARTING SYSTEM
1. check hydraulic pressure between 275 – 345 bar. If no, use the hand pump
2. pull the relay valve operating lever until resistance is felt, about 45º
3. then movement until the lever has reached its stop (the relay valve lever operates a two-
stage valve, and should not be snatched or jerked.
4. when engine starts, the lever is released to return to its normal position
BEFORE LEAVING EMERGENCY DIESEL LOCAL
1. check AUTO position for: MANUAL-OFF-AUTO switch

2. check hydraulic pressure between 300 – 345 bar, if no, use hand pump
3. check voltage and current of battery charger
4. fill the diesel oil tank at full
Issue No. 1 Issue Date:14/02/19 Revision No. 0 Revision Date: - Approved by: DPA

0222-STM-0 Samba - Ffe Manual Yo

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

0222-STM-0 Samba - Ffe Manual Yo

Uploaded by

Copyright:

Available Formats

SPRING MARINE

Amendment Amendment Approved

Ship’s Name: SAMBA

Current Fire-fighting Training Manual is to be read in conjunction with the latest

The main fire safety objectives are to:

According to SOLAS/Ch.II-2/Part E/Reg.15.2.3.4 and MSC/Circ.850 the training is the

Fire-fighting equipment available to this vessel is contained to Section 15 together with

1.3 DISTRIBUTION OF F.F.E TRAINING MANUAL

1.4 TRAINING REQUIREMENTS

Avoidance of fire accidents and successful response to an emergency situation is

Exercises and drills should be conducted in a realistic manner against imaginary or

2. THEORY OF FIRE EXPLOSION

Combustion is the reaction of a combustible (inflammable) substance or mixture with

2.3 FIRE TRIANGLE

2.3.1 Fire tetrahedron

There is a fourth ingredient necessary for fire,

A tetrahedron is a solid figure with four triangular

2.3.2 Destroying the fire tetrahedron

.1 Removing the fuel

.2 Removing the oxygen

"Dewatering techniques", discussed later, must be commenced immediately when

.5 Breaking the chain reaction

An explosion can be described as a sudden, violent event accompanied with noise,

2.5 FLASH POINT

2.6 THE AUTO-IGNITION TEMPERATURE

Indicates the temperature at which spontaneous combustion may occur in the

Therefore consideration to the presence of flammable material must be given before

2.7 EXPLOSIVE COMBUSTION OF GASES AND VAPOURS

2.7.1 Explosive limits

As regards the explosion hazards of liquid petroleum or other flammable products in

Consequently, there are two explosion limits as follows:

- Lower Explosive Limit (LEL)

1) The quantity of oxygen needed for combustion.

EXPLOSIVE RANGE -100

U. E. L. VOL % NFLAMMABLE GAS

VAPOUR CONCENTRATIONS ABOVE A TANK

2.8 FIRE SPREADING

If a fire is attacked quickly and effectively, it can usually be contained and

Currents can circulate in liquids or gases due to density differences as a result of

Radiation may be regarded as rays of heat travelling through space without

Prevention of fire spread can be achieved by any, or a combination of the following‫׃‬

2.8.4 Direct burning

Occurs where combustible materials give off sufficient vapour to encourage

For igniting a combustible material or a vapour/air mixture, so that an explosive

3.1 OPEN FIRE

Examples of open fire:

3.2 HOT SURFACES

Sources: not insulated steam-pipes, electric bulbs, engine hot parts

3.3 MECHANICAL SPARKS

3.4 ELECTRIC SPARKS AND STRAY CURRENTS

3.5 STATIC ELECTRICITY

3.5.1 Static charging in liquids

3.5.2 Static charging in gases

3.5.3 Static charging of persons and objects.

When an uncharged, conductive material is present close to a charged object an

3.6 SPACE HEATERS

3.8 UNSAFE BURNING AND WELDING PRACTICES

4. TYPES OF FIRE AND EXTINCTION METHODS

4.1 COMBUSTIBLE MATERIAL FIRES SURVIVAL

4.2 LIQUID PETROLEUM FIRES

4.3 LIQUID PETROLEUM GAS (LPG) FIRES

Fires involving escaping liquefied petroleum gas should, where possible, be

4.4 ELECTRICAL EQUIPMENT FIRES