EMERGENCY RESPONSE PROCEDURES

“FIRE”

NOTES BY:
CAPT. PARVINDER SINGH
BHATIA
UPDATED: 11 MAY 2021

HIGHLIGHTED IN BLUE: ORALS

 ORAL NOTES - SOLAS Fire Training Manual

• 1. Regulatory Reference: FSS Code, SOLAS Chapter II-2.

• 2. SOLAS Chapter II-2 requires that all ships should be provided with a Fire Safety Operational
Booklet / Fire Training Manual detailing all training and to provide guidance and operational use of
all the Fire Safety equipment/systems onboard.
• Manual is developed in line with IMO Requirements and Approval by the Administration or a
Recognised Organisation (RO) on behalf of the Administration is NOT mandatory, however Manual is
always subject to PSC inspection.
• Explosion proof (XP):
• It is a protection technology that guarantees the housing or enclosure has been designed and
constructed in such a way that it is capable of containing, controlling and venting any possible flash or
explosion.
• Enclosures of this kind are typically made of stainless steel or cast aluminum and are of an
appropriate mass and strength that they will safely contain an explosion if flammable gases or vapors
should penetrate the housing and the internal electrical components or wiring should cause an
ignition.
• Intrinsically safe (IS):
• It is an explosion protection technique that ensures that the electrical circuit and its wiring is
engineered in such a way that it is not capable of releasing enough energy, or producing a high
enough temperature under any condition and thus is not able to cause an ignition of itself or the
surrounding area.
• This specifically designed equipment does not require a special enclosure or housing.
• Instead, the amount of power the device has is typically controlled through the use of intrinsic safety
barriers and as a result, this type of equipment can be used only for very low power applications.
 ORALS-FIXED FOAM SYSTEMS

• Foam is produced by the combination of three materials:

• 1.Water.
• 2. Air.
• 3. Foam making agent.
• Foam is formed by first mixing the foam-making agent (foam concentrate) with
water to create a foam solution.
• The actual foam bubbles are created by introducing air into the foam solution
through an appropriate aerating device.
• The correctly chosen foam concentrate, when properly proportioned with water and
expanded with air through an application device, will form a finished foam.
• The foam concentrate is required to be thoroughly mixed with water at a particular
concentration to produce the foam solution needed to create the desired foam.
• Two of the most common concentrations are 3% and 6% foams.
• These values are the percentages of the concentrate to be used in making the foam
solution.
• Thus, if 3% concentrate is used, three (3)parts of concentrate must be mixed with 97
parts of water to make 100 parts of foam solution.
• If 6% concentrate is used, six (6 )parts of concentrate must be mixed with 94 parts of
water.
 ORALS - FOAM CATAGORIES

• 1) Low expansion foam:

• Low expansion foams are considered to be those foams with an expansion ratio of 12:1 when
mixed with air.
• That is one volume of foam concentrate will create 12 volumes of foam.
• Low expansion foams are effective in controlling and extinguishing most flammable liquid (Class
“B”) fires.
• Foams typically used on tanker deck foam systems are of the low expansion foam type.
• 2) Mid low expansion foam:
• Mid expansion foams refer to those foams with an expansion ratio of between about 20:1 to
100:1.
• Few applications of mid expansion foams are found in shipboard applications.
• 3) High expansion foam:
• High-expansion foams are those that expand in ratios of over 100:1.
• Most systems produce expansion ratios of from 400:1 to 1000:1.
• Unlike conventional foam, which provides a blanket a few inches over the burning surface, high-
expansion foam is truly three dimensional; it is measured in length, width, height, and cubic feet.
• High-expansion foam is designed for fires in confined spaces.
• Proportionator :
• Is mixing valve or inductor which mixes the foam solution with water in right proportion. There
are two kinds for high expansion, one which uses the air from the space to produce foam as it
comes out. The other utilizes air before and creates the foam before delivery.
 FOAM FIRE EXTINGISHING SYSTEM

• Following precautions and checks need to carried out once the foam fixed fire fighting system is
used for fire extinguishing purpose:
• 1. The place will be acquired with plenty of drainage which is a mixture of water and foam. Use
pumps to remove the drain mixture.
• 2. Ensure there are no gases present in the room and pumps are in good working condition before
using as it may lead to secondary accidents such as explosion or electrical shocks.
• 3. Use fresh water mist while cleaning the foam from the room.
• 4. Keep checking the gas content in the room as during cleaning, foam may contain poisonous
gases which was produced during the fire.
• 5. The electric machinery and systems covered with foam should be wiped out using cloth.
• 6. All the machinery to be inspected prior cleaning is finished. If internal electric parts or panels are
still moist, use hot air blow to clean the same.
• 7. After complete use of foam system, drain out foam solution lines and liquid lines by air blow.
• 8. Check the level of the foam liquid tank and refill it to the required level.
• 9. Check the foam discharge nozzle in the fire area and foam generator for any fire damages.
• 10. Check all the valves involved in the discharging of foam are set to normal ready-to-use position.
If the foam discharged is done manually, set the manual button to normal ready-to-use position.
• 11. The above points are required to ensure the affected space is checked and cleaned, and the
machinery in that space is ready for further usage. The foam system needs to be made normal as
soon as possible to ensure it is ready for any other emergency situation in near future.
 ORALS - CO2 FIRE EXTINGISHING SYSTEM
• Q. What is requirements for CO2 that you must have to have on board for
cargo hold and Machinery space separately?
• For cargo hold:
• 30 % vol. of largest cargo hold if carried.
• 45 % vol. if cargo hold carry vehicles and vehicles are fitted with F. O. tanks
and tanks are full of F. O.
• For machinery space:
• 40 % vol. of Machinery spaces excluding Engine casing.
• 35 % vol. of machinery spaces including Engine casing.
• Q. How will you check the CO2 system and pressure in the bottles?
• Discharge requirement: At least 50% of CO2 discharge to be carried out in
1 minute and at least 85% discharge in 2 minutes.
• Monthly
• Alarms, Machinery trips, Door alarm, Quick closing valves, Flaps, Skylights,
Ventilation fan trips to be tested.
• Yearly
• General inspection of the installation, pipe lines to be checked.
 ORALS - CO2 FIRE EXTINGISHING SYSTEM
• 2 Yearly
• 1+
• Verify CO2 contents by mechanical advantage lever, ultrasonic liquid level measurement or
radioactive liquid level measurement. Equipment for measuring CO2 content must be available on
board ships. A maximum reduction of 5% in CO2 content may be allowed provided total CO2
quantity on board is not less than the required amount.
• Blow through the system with 6-7 bar air with plastic air bags at the nozzle ends.
• 5 Yearly
• 1+2+
• The servo cylinders and any remote controlled stop valves to be tested by opening one pilot cylinder.
The main CO2 bottles must be uncoupled for this purpose.
• Spring loaded relief valves to be checked and pressure tested at 180 bar.
• Checking of HP alarms which operate with gas pressure.
• Section of CO2 which can be shut off must be tested with air at 25 bar.
• 10 Yearly
• 1+2+5+
• CO2 bottles to be inspected internally. Siphon tube or dip tube to be checked. Cylinders to be
pressure tested at 250 bar. If permanent change in volume is observed, those cylinders to be
discarded.
• What is the diameter of the orifice?
• 6MM. The discharge rate per unit area of CO2 nozzles (orifice) is determined with the pressure at
CO2 nozzles.
 ORALS – EMERGENCY FIRE PUMP
• Describe the requirements, location and working of fire pump on last ship?
• Passenger ships of 1000 GT and upwards and in cargo ships of 2000 GT and upwards
must have fixed emergency fire pump. The emergency fire pump, its sea water inlet and the
suction and delivery pipes and isolating valves shall be located outside the machinery space.
• The suction lift of any pump is limited and for this reason emergency fire pumps are
restricted to being at a maximum of 6 m from the water level at light draught conditions.
Ideally they are installed below the waterline to guarantee avoidance of suction problems.
If the location of a centrifugal type emergency fire pump is the steering flat then, because of
the high suction lift involved, a priming pump is fitted.
• The first stage below the waterline is driven by a hydraulic motor. The second stage and the
hydraulic power unit are driven by a prime mover (or electric motor from the emergency
supply) which can be positioned at more than the normal distance from the waterline. If the
fire pump is driven by a water-cooled diesel engine supplied with cooling water from the fire
pump a header tank will be provided to ensure that the engine is cooled while the fire pump
is being primed. The engine could have a closed circuit fresh-water system, with the water
being cooled in a radiator. It is usual however, to fit an air-cooled diesel engine.
• Where a closed-circuit fresh-water cooled engine is installed, anti-freeze may be needed for
the radiator in cold weather. An emergency pump has an independent diesel drive or some
alternative such as an electric motor powered from the emergency generator.
 ORALS – HYPER MIST SYSTEM
• Explain hyper mist system and its working?
• Hyper mist is a very fine form of droplet of water which act like a fog of cloud when high
pressure water is injected through nozzle.
• Hyper mist is installed near the critical machinery such as:
• 1.Boiler Incinerator.
• 2.Main engine.
• 3.Purifier Room.
• 4. Aux Generator.
• 5. Steering Gear Room, etc.
• Activation:
• Hyper Mist is activated by two sensor placed near to each other. One is smoke detector and
second is Flame Detector. When both get Activated then the system injected Hyper mist
through it nozzle. Hyper Mist system is installed along with the CO2 system but it is
independent of each other.
• Working:
• 1.A fresh water pump takes suction from fresh water tank (A particular dedicated tank is
provided in which we need to maintain certain water level with alarm provided as warning)
to supply high-pressure water to the sprinkler system.
2.Each area is isolated by valves, which can be opened during emergency situations
involving fire. The system is kept at constant stage of readiness.
 ORALS – HYPER MIST SYSTEM
• Actuation:
• Automatic Activation:
Water mist system will be automatically released Hyper Mist into the protected area where fire is
detected by the fire alarm system (both need to activated- smoke and flame detectors), and an
audible and visible alarm is activated in that protected area.
Manual Activation: 
1.For the manual release push button is provided on the local control panel at each section and on
the main control panel at the fire control station. When the manual release push button is
pressed, the fire alarm, as well as the system, will be activated in the designated area.
2.Manual activation is required to test periodically that particular area hyper mist is working
correctly or not. Some time Vetting inspector or PSC personnel want to see the activation of Hyper
mist at that time we actuate it manually.
• Stopping the hyper mist system:
After extinction of a fire, the hyper mist system can be stopped manually by cancelling the fire
alarm signal from the fire alarm system by pressing the “Stop” button on the control panel or local
control point.
• Advantage of Hyper Mist System
1.Cooling effect – Mist contains a water molecule, which provides the cooling effect when injected
at particular area.
2.Smoke eliminating effect – The smoke particles being absorbed and settled by the mist (fog).
3.Oxygen replacement effect – Mist get evaporated by taking latent heat. The water vapour is
heavier than air, replace the oxygen.
4.Shut off effect – The floating mist as fog forms a layer of water on fire.
 ORAL NOTES- FIRE FIGHTER’S OUTFIT/RADIOS

•According to SOLAS Chapter II-2, Regulation 10.10.2.1 all ships shall carry at least
two fire-fighter´s outfit.
•According to SOLAS Chapter II-2, Regulation 10.10.2.2 an additional fire-fighter’s
outfit is required for passenger vessels depending on the design of the passenger
vessel / cruise ship; i.e. length of passenger spaces, number of decks, number of
vertical zones and number of passengers.
•According to SOLAS Chapter II-2, Regulation 10.10.2.3 an additional two fire-
fighter’s outfits shall be provided on Tankers.
•“Two-way portable radiotelephone apparatus” shall be referred to as “Fire-Fighter
Radios”.
•The purpose of the Fire-Fighter Radios is to provide a dedicated means of
communication between a team of fire fighters entering the space and the crew
member located outside the space who is assigned to control this team.
•Fire-fighter’s radios as required by Regulation 10.10.4, is additional to the above
fire-fighters outfit and intended for the Fire Party.
•Therefore, the total number of these radios to be carried on board will depend upon
the number of fire parties detailed on the Muster List rather than the number of
fire-fighter outfits.
 ORAL NOTES- FIRE FIGHTER’S OUTFIT/RADIOS
• Each Fire Party must have at least two of these dedicated radios during fire-
fighting operations or if the Fire Party consist of more crew members than the
actual fire fighters, i.e. incident commander, the actual number of fire-fighter radios
may vary from vessel to vessel as more than two radios may be required for each
Fire Party.
• These radio devices shall be of an explosion proof type or intrinsically safe.
• To obtain maximum coverage on-board a vessel, UHF is the most commonly used
frequency band (working in the range of 457 MHz to 467 MHz) for maritime use,
due to the ability to propagate inside metal structures.
• The main reason why each party must have at least two of these dedicated radios is
that, the fire-fighters may need to use Direct Mode Operation (DMO)
communication (like 'Walkie-Talkies’ independent of the network), which means all
radios working on the same frequency will have the ability to send and receive on
the same channel during fire-fighting operations.
• It is important to ensure that firefighters’ radios are “fit for purpose”, i.e. work
within the environment of a fire scenario, have a sufficient operating range and are
designed for use by crew members wearing full firefighter suits with large gloves,
helmets and breathing apparatus.
• Radios that can be fitted on helmets and used with breathing masks should
therefore be considered.
FIRE RADIO- IMO SYMBOL
ACCESSORIES DONNED WITH FIRE SUIT
 Fires In Containers
• Containers with combustible cargoes should be stuffed in a controlled
environment, and their contents properly declared.
• Cargoes liable to spontaneously combust "in stow" should not be unnecessarily
ventilated and should be checked regularly for a rise in temperature.
• The securing of wheeled transport, containers, and other cargo on the vehicle
decks of Ro-Ro vessels must be arranged so that firefighting equipment
remains unobstructed and fully accessible during loading, discharging, and
passage. This includes valves, emergency pumps, hoses, etc.
• The details of all hazardous containers, together with the fire fighting
instructions for each hazardous container, must be kept on the bridge.
• Mobile fire fighting equipment, such as hi-expansion foam generators, water
mist lances, and mobile water monitors should be maintained in good
condition and readiness.
• Note: Container vessels designed to carry containers on or above the
weather deck constructed on or after 1st January 2016 are required to carry
at least one water mist lance. Modern vessels have been fitted with fixed
water spraying systems (water curtains, large monitors, deluge systems).
MOBILE WATER MONITORS

•ORAL NOTES:
•Firefighting for Ships Designed to
Carry Containers on or above the
Weather Deck (SOLAS II-2/10) and
further, MSC.1/Circ.1472 was also
approved to set design and
performance standards of a mobile
water monitor.
•IMO introduced some special
additional requirements concerning
firefighting equipment in large
containerships.
•SOLAS now requires
containerships built after 1 January
2016 to have:
•If 5 or more tiers of containers are
carried on or above weather deck,
ships with a breadth up to 30
meters are to have at least two
mobile water monitors, and for
vessels with a breadth exceeding 30
meters there are to be at least four.
WATER LANCE MIST

•ORAL NOTES:
•Firefighting for Ships Designed to
Carry Containers on or above the
Weather Deck (SOLAS II-2/10) and
further, MSC.1/Circ.1472 was also
approved to set design and
performance standards of a mobile
water monitor.
•IMO introduced some special
additional requirements concerning
firefighting equipment in large
containerships.
•SOLAS now requires
containerships built after 1 January
2016 to have:
•Water mist lance (at least one
should be installed on board), which
is a device to penetrate a container
wall and produce water mist inside
containers. The water mist lance
tool case contains a battery
operated drill, a fire hose and the
lance itself. 
DELUGE SYSTEM
•ORAL NOTES:
•IMO introduced some special
additional requirements
concerning firefighting equipment
in large containerships.
•Applied to ships keel laid on or
after 1 January 2016.
•Modern vessels have been fitted
with fixed water spraying systems
(water curtains, large monitors,
deluge system).
• A deluge fire sprinkler system is
one in which the sprinkler heads
are open and the pipe is not
pressurized with air. 
•Deluge systems are connected to
a water supply through a deluge
valve that is opened by the
operation of a smoke or heat
detection system.
 Fire in Cargo Hold at Sea

• Usually fires in a general cargo hold are more difficult to extinguish with C02
than fires in an engine room and it may not be possible to completely
extinguish a deep seated fire at sea by the only use of C02 (or halons).
However, by working on one or two the elements of the fire triangle i.e. by
seating of the hold and using C02, which reduces the amount of oxygen, and
by cooling off, it may be possible to keep a burning cargo hold under control
until the vessel reaches a port.
• It should be borne in mind that C02 should be released gradually and that
the instructions for the C02 total flooding should be followed, taking into
consideration the volume of the burning compartment.
• Calculate the approximate free air volume in the compartment and
compensate for the air volume contained in the cargo depending on its
composition.
• About 0.7 kgs of C02 are required for 1 m3 of air in a compartment in order
to obtain the extinguishing 40 % gas air mixture. As the gas is heavier than
the air, the gas tends to sink down to the lowest parts of the compartment.
 Fire in Cargo Hold at Sea

• It has to be borne in mind, that a fire in nitrates, chlorates and other

substances rich in oxygen cannot be extinguished with C02 but only by
water. When water is used extensively the vessel's stability must be
closely watched.
• It is important to localise as soon as possible the seat of the fire., e.g. by
means of measuring the temperature at decks, bulkheads and in air and
sounding pipes. If the seat of the fire is close to a bulkhead, steps must
be taken to prevent the fire from spreading to the other side. It should
also be reminded that water must not be used for fighting fires
involving vessel's electrical and / or electronic equipment.
• It usually takes quite some time to totally extinguish a fire by means of
C02 (up to 8-10 days). During such period hatches etc. must be kept
closed and not opened for inspection until the temperature at the seat
of the fire is again normal. Any premature opening for inspection could
rekindle the fire.
 Fire in Cargo Hold at Sea

•IMMEDIATE ACTIONS:
•1. Sound fire alarm.
•2. Announce by PA.
•3. Inform E/R.
•4. Reduce speed, if and as necessary.
•5. Activate ship's contingency plan for fire.
•6. Muster in the emergency station.
•7. Muster as per emergency team.
•8. Carry out head count.
•9. Check if any casualty.
•10. Establish communication between Emergency teams and Bridge.
•COMMAND TEAM:
•1. Check vessel’s position.
•2. Check weather condition, wind direction, force.
•3. Suit vessel’s course appropriate for minimum wind
effect if traffic condition permits.
•4. Alter course.
•5. Reduce speed.
•6. Record all the events and steps taken.
•7. Send ALERT (urgency or distress message) depending on the extent of fire.
 Fire in Cargo Hold at Sea

• In-charge of Emergency Team to ensure:

• 1. Any casualty.
• 2. Prepare fire fighting team for fighting fire.
• 3. Investigate location and nature of fire, inform to Bridge.
• 4. Rig fire hoses for boundary cooling.
• 5. Seal off the hold, close all ventilators, flaps, blowers, fire doors.
• 6. Cut off electrical supply to the hold. 
• 7. If tarpaulin, canvas or the like is used for sealing, keep it wet.
• 8. Keep dampers and covers for these hatches and ventilators closed until it is confirmed that the fire
is completely put out. 
• 9. Do not enter the cargo hold, unless the fire has been extinguished and confirmed absolutely in safe
condition to entry, including applying full ventilating and checking for oxygen and other gases. 
• Back up team:
•  Ensure fire men’s outfit, BA sets & spare bottles are readily available.
• Support team:
• Prepare life boats for lowering.
• Take care of casualty.
• E/R:
• Start emergency fire pump and maintain fire pump pressure.
• Start Emergency Generator.
 Fire in Cargo Hold at Sea

•  If Fire is uncontrollable and deep seated:

•  Flood the hold with CO2 as per ship's fire plan.
• Never open hatch as entry of air may cause flash back.
•  Refer to damage stability booklet to consider loss of stability while using water to fight fire.
•  Continuously monitor temperature of affected area and its surroundings.
•  Maintain fire watch when fire is extinguished.
•  Cancel ALERT (Distress/Urgency) message.
• FOLLOW UP ACTIONS:
• Report details to Owner, Charterer, P&I club and appropriate parties as per Company
Emergency Procedures guidelines.
• Prepare a note of protest to save owner's interest, stating the facts only.
• Prepare a Master’s report that includes details:
• When fire started.
• Extent of fire.
• Details of damage to cargo due to fire.
• Any personnel injury.
• Attempts made to extinguish fire.
• Time taken to extinguish fire.
• Weather condition, etc.
 BOUNDARY COOLING
• Heated decks, hatch covers and bulkheads take a long time to cool
down because of the low cooling effect of CO2.
• After releasing the CO2, the responsible officer should check if heat
is felt on the open deck or the hatch cover of the involved hold.
• If so, the affected areas should be well hosed with water to assist in
cooling to prevent spreading of the fire.
• If it is possible to establish that the adjoining holds are not affected
but the bulkheads separating the holds are heated, it is vital to cool
them down.
• However, using water in holds may affect the stability of the ship
therefore a light spray of water should be used to cool heated
surfaces.
• Nevertheless, if the involved cargo hold adjoins the engine room, it
may be crucial to cool the separating bulkhead to protect the
engine room.
 Fire in Cargo Hold in Port
• GENERAL:
• Master to follow the company SMS procedures, often described in a
stand-alone document called the “Emergency Procedures Manual”.
• In Port, most of the actions taken at sea also apply.
• Sound alarm (advice Master and Officer on watch).
• Stop cargo operations.
• Notify Terminal, and if relevant, consider and request external
extinguishing help.
• Close doors and stop ventilation.
• Localize fire and notify personnel concerned with the seat of fire.
• Identify cargo, dangerous cargo and substances in the vicinity.
• Analyse method of extinguishing.
• If necessary consider evacuation of vessel and prepare all documents to
be saved.
• Message to be sent to the Company and if required to any other third
parties (e.g. the P & I Club, Hull underwriters, receiver of cargo, etc. as per
Company instructions).
 Fire in Cargo Hold in Port

• Once extinguished, message to all parties contacted.

• Make appropriate entries in Official Log Book as per Company
instructions.
• It is recommended that if the vessel is in Port at the time of any fire or
explosion incident, no matter how minor, the Shore Authorities should
be advised and put on standby or summoned as necessary.
• Upon arrival the Fire Service Officer will normally assume control of the
operation.
• Hatches must only be reopened when the Local Fire Service is in
attendance and never at sea.
• Should entry be essential, every precaution must be taken to prevent re-
ignition and the temperature of the hold carefully monitored.
• The concentration of CO2 in the hold must be maintained to
compensate for leakage.
• Re-ignition is likely to occur if the hatch is opened too soon and this may
well be uncontrollable.
 Fire in Accommodation/Store rooms

• Fires in accommodations and storerooms present an additional hazard on account

of the use of modern materials such as polyurethane, polypropylene, nylon, etc.
• Real dangers are:
• Its capability to blaze up a fire.
• The generating of dense toxic and / or poisonous gases.
• In spite of the fact that all materials have been threaten with a fire retarding
component, the material remains flammable.
• Each material when on fire will generate fumes and gases. Plastic material
however, at the time of thermal decomposition, will at the same time generate
extensive fumes. These fumes and gases are dense and also toxic / poisonous to a
greater extent than normal material.
• Plastic materials which have been threaten with fire retarding components will
generate more fumes than those which have not been threaten.
• Great care must be taken when polyurethane foams have been used as this
generates the very poisonous / toxic gas.
• Also Acrylic Fibre (such as used in some mooring ropes) generates very poisonous
gases such as Prussic Acid.
 Fire in Accommodation/Store rooms

• The fire fighting agent together with the tactics to be used will certainly depend on the
concentration and the types of the materials present, the free surfaces of such materials and
the air circulation. For a small, local fire, extinguish fire in an early stage using Fire
Extinguishers, Blankets, Fire buckets, and others.
• Several areas in the vessel will contain more plastic materials than others (radio-rooms,
engine -control rooms, accommodation, etc.). A fire can be successfully coped with, at the
initial stage, using the classic means and methods. An important fire will have to be dealt
with by inert methods. Protein and synthetic foams will be used.
• Ventilation and exhaust fans must be stopped and fire flaps closed.
• Evacuate the crew and other people right away to safe places except the Fire-fighting team(s).
• Be sure to use Spray nozzles and if fire hoses are used care should be taken not to spread the
fire.
• For a fire of Electric equipment including switchboards, shut down the power and use Carbon
dioxide Fire Extinguishers.
• The galley area presents a somewhat different fire hazard. Here Class B materials, such as
cooking oil, fat or grease, will be present requiring the use of foam, dry powder or carbon
dioxide extinguishers.
• A fire blanket quickly spread over burning cooking utensils could extinguish a potentially
dangerous fire. 
 Fire in Galley

• Galley fire probably cause due to:

• Combustible materials such as cooking oil, fat, oily rags etc coming into contact with
the hot surface of the cooking platform. 
• Electric Short-circuit in some appliance in the galley. In case fuse does not trip off the
high current passing through the wires would cause them to get very hot. The
insulation would melt and catch fire.
• Action:
• 1. Shout 'Fire in the Galley‘.
• 2. Sound the alarm.
• 3. Announce the location of fire via PA System.
• 4. The person who detects the fire must start fighting fire all available means. 
• 5. The use of blankets, provided as part of fire fighting equipment for the galley, for the
purpose of smothering the fire. 
• 6. If the cause is an electric fire, the action should be:
• A. Switch off power supply to the equipment, or if required to the entire galley. 
• B. Use an appropriate extinguisher either a CO2 or a Dry Chemical Powder. 
• 7. If it is liquid on fire, oil or cooking fat- a foam extinguisher should be used. 
• 8. If oily rags are on fire, any extinguisher or water would use. 
 Fire in Galley

• 9. If fire cannot be tackled then: 

• A. Evacuate all person from galley. 
• B. Shut off exhaust blower of the galley. 
• C. Seal off all source of inlet of air - portholes, entrance door
etc. 
• D. Use a water spray through a portholes or an entrance door. 
• E. Some of vessel's provided with fixed CO2 for Galley also,
use as per Master instruction. 
• F. Effect boundary cooling if necessary. 
• 10. Appropriate entries must be made in the ship's logbook. 
• 11. The Master would make appropriate entry in the official
logbook. 
 Fire in Machinery Space

• 1. Raise the alarm.

• 2. Inform Master.
• 3. Reduce the vessels speed & engage manual steering.
• 4. Display NUC (NOT UNDER COMMAND) lights.
• 5. Transmit Urgency signal.
• 6. Close all fire and watertight doors.
• 7.Shut Ventilation down and Close openings, leaving only one Fan operating with on
the exhaust mode for drawing out smoke.
• 8. Stop Fuel pumps and Purifiers and activate the Quick closing valves if fire threatens
to spread.
• 9. Air condition unit of ECR should be stopped.
• 10. Close all the entrance doors of the engine room and make sure the room is air tight.
• 11. Any oil tanks close to the fire should be closed off and kept cool by hosing with
water. 
• 12. Foam-making equipment should be used on the fire and foam spread over the tank
tops and bilges.
• 13. Water spray can also be used to cool the surroundings of the fire but a water jet
should not be used in the machinery space since it will move any burning oil around
and subsequently spread the fire.
 Fire in Machinery Space

• 14. Isolate all electrical units. Fight fire by conventional means.

• 15. Only if the situation becomes out of control, CO2 flooding to be used after
confirmation that nobody remains inside the machinery space and all
personnel must be made aware of the decision.
• 16. Muster all crew- take a head count.
• 17. The space must then be completely sealed against the entry or exit of air
and all oil supplies isolated at the tank valves.
• 18. The Emergency generator should be started as CO2 flooding requires all
engine room machinery, including the auxiliary power generator to be
stopped.
• 19. Cooling of the boundary bulkheads should continue from outside the
space whilst flooding is taking place.
• 20. Keep Emergency fire p/p running.
• 21. Isolate all electrical units. Fight fire by conventional means.
• 22. Main fire party to be properly equipped. Back up party ready at all times.
• 23. Proper communication between Bridge and Engine room to be maintained.
• 24. Keep bridge informed accordingly of sequence of events.
 Re-entry after Fire in Machinery Space
• RE-ENTRY:
• 1. After the fire has been assumed to be extinguished and fire has been left long
enough to cool down, a re-entry using breathing apparatus and fireman’s outfit has
to be done.
• 2. Care is to be taken not to allow the carbon dioxide to escape.
• 3. Re-entry is usually done from the lowest space in the engine room and probably
from the emergency escape.
• The number of persons entering the space should be limited to those who actually
need to be there. An attendant should be detailed to remain at the entrance to the
space whilst it is occupied.
• An agreed and tested system of communication should be established between
any person entering the space and the attendant at the entrance.
• 4. The entering personnel must enter with a fire hose and extinguish any local
spots of fire.
• 5. If confirmed that the fire is out then the exhaust blowers can be run and the
gases removed.
• 6. Cooling and smoke dispersal are the first priorities to provide an atmosphere in
which others can operate and gradually bring the machinery back into service.
• 7. Fire patrols must be kept for a long period after the fire until the engine room is
manned again.
 Fire in Paint Locker- Introduction
• Paint lockers are High Fire Risk Spaces. It means those spaces where, without
appropriate controls, the likelihood and consequence of fire are high.
• Within such spaces, there is potential for the spillage or escape of potentially
dangerous quantities of flammable liquid or explosive vapour and the presence of
one or more sources of heat or other sources of ignition.
• The paint locker fire, which is comprised of either turpentine or oil-based paint, is
very dangerous due to the possibility of explosion.
• Flammable paints will come under a Class B fire of flammable liquids, petrol and
spirits. That means that either a foam or dry powder extinguisher can be used, as
well as CO2 extinguishers. So it is important that you have a correct extinguisher
close by to help stop a small fire getting out of control.
• CORRECT POCEDURES FOR STORAGE OF PAINTS:
• 1. Store paints and thinners in their original container, protected from direct
sunlight in dry, cool and well ventilated space, away from incompatible materials.
• 2. Store appropriately to eliminate excessive paint and paint thinner fumes by
covering containers or cans and ventilating the area.
• 3. After extinguishing a paint locker fire using the fixed CO2 system, the next
immediate action is for the space to be left closed with ventilation off until all
boundaries are cool.
 
 Fire in Paint Locker – Extinguishing Mediums Requirements
• Paint lockers and flammable liquid lockers having a deck area of 4sqm or more shall
be provided with a fixed fire-extinguishing system enabling the crew to extinguish a
fire from outside the space.
• The fixed fire-extinguishing system may be any of the following:
• a) A carbon dioxide system that is designed for 40 per cent of the gross volume of the
space, or
• b) A dry-powder system that is designed for at least 0.5 kg powder per cubic metre, or
• c) A water-spraying system that is designed to provide a supply of 5 litres/m2
/minute. Water spraying systems may be connected to the ship’s main system.
• In any case of the above, the system shall be operable from outside the protected
space.
• For paint lockers and flammable liquid lockers having a deck area of less than 4sqm ,
portable carbon dioxide or dry-powder fire extinguishers may be accepted in lieu of
fixed installations.
• Paint lockers, regardless of use, should not be located above the tanks and spaces
defined in SOLAS Regulations II-2/4.5.1.2 and 4.5.1.3 on oil tankers, and the cargo area
on chemical tankers (Reference: MSC.1/Circ.1239 and MSC.1/Circ.1241).
• So regarding the above, paint lockers cannot be located above the cargo decks but
cargo sample lockers can.
 Fire in cargo tank onboard Tanker
• Stop all Cargo operation-related work Immediately, shut Shore connection valves and prepare
for casting off the vessel.
• Request Tug boats and assistance of Shore Fire-Fighting Agencies.
• Carry out fire extinguishing operation keeping in mind the possibility of the generation of an
Explosion accident following the fire, and pay maximal attention to the safety of Human Lives.
• Maintain watering onto the upper deck and shell plating is effective in cooling the hull and
tanks.
• Continuous injection of maximum Inert gas into the tank is very effective in fire fighting and
prevention against explosion.
• Foam fire extinguishing system should be used so that the foam flows only in one way to
cover the fire uniformly and does not cause any unnecessary disturbances.
• For a fire at sea, maneuver the vessel (course and speed) so that the location of the Fire is
Leeward, and approach the nearest port to get assistance.
• Mast Riser Fire:
• Ignition can be caused by a lightning strike or other source of ignition when venting. Consider
following:
• Stop venting.
• Inject inert gas into the vent if possible.
• Spray mast head with water.
• Resume venting when mast head and surroundings are cool and electrical storm is over.
 Fire on Tanker at Terminal
• Actions to be taken in case of fire on Tanker at Port:
• 1. Raise the general alarm.
• 2. Get information about type of fire and location of fire.
• 3. All cargo operation to be stopped.
• 4. All tank valves to be closed.
• 5. Any Bunker operation in progress to be stopped and Bunker vessel to be cast off.
• 6. All tanks , pump room and stores ventilation to be closed.
• 7. Fire pump on fire line under water press one and foam system ON.
• 8. Engine Room to keep ships engine ready to move , steering gear on, give power
to mooring winches.
• 9. Vessel to inform the loading Master /Port control.
• 10. Any fire assistance beyond the sources of the ship’s fire equipment should be
reported immediately to Terminal for the use of Terminal and shore fire service.
• Actions to be taken when fire occurs on a nearby Tanker at Terminal:
• 1. Shut down Cargo and Bunker operations.
• 2 Firefighting equipment to be checked for readiness.
• 3. Keep engines , steering , and mooring equipment ready to move from berth, if
required.
 EMERGENCY CHECKLIST - FIRE

• 1. Sound general emergency alarm. Muster fire party.

• 2. At sea, alter course & speed to reduce draft & minimize fire spread.
• 3. Advise bridge.
• 4. Call Master.
• 5. Determine location of fire.
• 6. Conduct fire control procedures.
• 7. Assess proximity of navigational hazards, including traffic, and maneuver the ship as appropriate.
• 8. Broadcast URGENCY or DISTRESS message, if appropriate.
• 9. Advise engine room.
• 10. Isolate fire.
• 11. Shut down cargo & bunker operations (if any).
• 12. Close down vent system.
• 13. Close skylights, doors, Ports, etc.
• 14. Isolate electrical circuits.
• 15. Stop engines if necessary.
• 16. Evacuate unnecessary personnel from area.
• 17. Check for missing crew.
• 18. Check for injuries.
• 19. Operate fire extinguishing system if necessary.
• 20. If in or near port alert Harbor Authority, shore fire services & Agent.
 EMERGENCY CHECKLIST - FIRE

• 21. Shore hose connection ready.

• 22. Switch on VHF channel 16.
• 23. At sea-fix position.
• 24. Switch on deck lights (at night).
• 25. At sea-position to radio room.
• 26. At sea-exhibit lights/shapes.
• 27. At sea-prepare lifeboats.
• 28. Determine cause of fire.
• 29. Assess damage to vessel.
• 30. Assess damage to cargo.
• 31. Enter all times and facts in log book.
• 32. Notify interested parties.
• 33. Date & time (using GMT) of the occurrence.
• 34. Weather conditions.
• 35. Actions taken to control/extinguish & means used (water, foam etc.).
• 36. Inform VTS or Port Authority, as appropriate.
• 37. Maintain log/record of events and decisions.
• 38. Report to the office.
 EVIDENCE TO BE COLLECTED - FIRE

• 1. Date and vessel’s time of the fire, local and UTC.

• 2. Vessel’s position/location at the time of the fire.
• 3. The vessel’s course and speed, if underway.
• 4. Weather and visibility at the time of the fire.
• 5. Prevailing tide or currents.
• 6. Time and location where the fire was discovered.
• 7. Name, rank and duties of the person(s) who discovered the
fire.
• 8. Statement of the person(s) who discovered the fire, including
whether they observed any other persons in the vicinity and
what they were doing.
• 9. Name, rank and duties of the vessel’s fire fighting team.
• 10. Measures initiated to combat the fire.
 EVIDENCE TO BE COLLECTED - FIRE

• 11. Means/methods used to extinguish the fire.

• 12. If CO2 was released, record the quantities used.
• 13. Objects, items, areas damaged by fire.
• 14. Time assistance arrived from ashore
• 15. Measures taken by assistance from ashore.
• 16. Name, rank and duties of any shore based fire fighting
team involved.
• 17. Name and rank of any persons injured in the fire.
• 18. If there is any personal injury, crew illness and death.
• 19. Whether medical assistance from ashore was required
and when it arrived.
• 20. When and where any injured persons were brought
ashore.