03.5 - FPFF - Fire Preventing and Fighting

Fire Prevention and Fire Fighting
Table of Contents
Chapter 1 Introduction 3
Chapter 2 Theory of fire 4
Chapter 3 Fire prevention 9
Chapter 4 Safe practices 16
Chapter 5 Fire detection 20
Chapter 6 Fire fighting appliances 28
Chapter 7 Fixed fire fighting systems 44
Chapter 8 Breathing apparatus 55
Chapter 9 Use of safety signs 61
Chapter 10 Ship’s fire fighting organization 67
Chapter 11 Fire fighting methods 75
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Chapter 1
Introduction
Scope
This course covers the training recommended Vl/l and section A VI/1-2 of the STCW code of
the international convention on standards of training, certification and watch keeping for
seafarers, as amended (STCW 95)
Objectives
On completion of this course, you will be able to,
1. React in a correct manner in the event of an outbreak of fire, to take appropriate measures
for the safety of personnel and of the ship.
2. Use the fire appliances correctly.
3. Identify and take corrective measures to prevent a fire from occurring.
Rules and Regulations.
A vessel at sea is an isolated group of people away from the immediate reach of aids from the
governmental or non-governmental disciplines and therefore it is very much essential to follow
the rules and regulations in order to avoid disasters and loss of lives. The international
convention for the Safety of Life at Sea (SOLAS) governs the rules and regulations for the
maritime safety. In addition to SOLAS the national maritime authorities and classification
societies may impose more rules and regulations. Thus, the three governing bodies for the
maritime safety are SOLAS, national maritime authorities and classification societies like
Bureau Veritas Quality International (BVQI).
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Chapter 2
Theory of Fire
Fire is an external sign of chemical reaction, usually the combination of carbon and hydrogen
with oxygen, resulting in the release of energy. Only gas can be ignited. To start the action, it
is necessary either to apply a flame or a spark having a certain minimum energy value to a
substance which has been raised to a temperature sufficient to release flammable vapors
conductive to the continuation of the action; or else to raise the substance to its auto ignition
temperature or temperature where spontaneous combustion of liberated gases occurs.
Once started, the heat energy released is available to raise a greater amount of the
substance to the temperature of combustion, soothe amount of gases liberated and of burning
material increase and fire spreads ever more rapidly. If the temperature is near that of self-
ignition, little energy is required to cause combustion, and fires will appear to break out at points
some distance from the main fire at bewildering speed. Given a good start and plenty of
combustible material, most fires are eventually limited only by the rate at which air can get to
the burning material.
There are limits to the air/fuel ration at which different substances will burn, and limitation of
air will cause long tongues of flame to reach out searching for the air required. Incomplete
combustion can result in the formation of pockets of pockets of gas which may explode if
sufficient air becomes available, whilst heated hydrocarbons, if lacking air, will decompose
and form soot and tar particles characteristic of thick, black smoke. From the above, it can be
seen that there are three elements required for the propagation of fire.
2.1 Conditions for fires

• Presence of material, which acts as fuel/combustible substances.
• A source of heat or ignition.
• The presence of oxygen (in the form of air).
The above 3 conditions can be represented by a triangle known as “FIRE TRIANGLE”
The Fire Tetrahedron
The Fire Triangle

In the past, we learned that three elements, fuel, heat, and oxygen were necessary for fire to
start and continue burning, hence the fire triangle concept. In recent years this concept has
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been expanded to include a fourth element, that of the chemical reaction, thus creating the
fire tetrahedron.
The fire tetrahedron is a four-sided geometric representation of the four factors necessary for
fire:
fuel (any substance that can undergo combustion),

heat (heat energy sufficient to release vapor from the fuel and cause ignition),
oxidizing agent (air containing oxygen), and
Uninhibited chemical chain reaction (sufficient exothermic reaction energy to produce
ignition).
The fuel/air ratio must be within flammable limits, which describes the amount of vapor in air
necessary to propagate flame. Removing any of these four factors will prevent, suppress, or
control the fire.
Principles of firefighting:
The principles of firefighting rest on the removal of one of the sides of the fire triangle, fire
tetrahedron or fire square.
Methods of extinguishing fire:

It has been shown by the fire triangle that the fires last only when there is a continuous presence
of all of the following:
A fuel or combustible substance.

Oxygen (usually as air).
Source of heat or ignition
The flame chain reaction
Fire extinction, in principle, requires the control of any one or more of these factors. The
methods of extinguishing fire may be classified under the following headings.
Removal /limitation of fuel - Starving.

Limitation of oxygen - Smothering.
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Limitation of temperature - Cooling.

Inhibition or the retardation of combustion reaction.
2.2 Classification of Fire
Typical sources Required action Suitable

Class Type of fire
and fuel for fire fighting extinguishants
A fire involving Wood, paper, Cool by saturationWater, CO2, dry

COMBUSTIBLE clothing, upholstery, with water and/orpowder, fire blanket,
A
SOLID bedding, furniture, smother to sand.
MATERIALS. plastics etc. exclude oxygen.
A fire involving Petrol, diesel, Isolate the fuel Foam, CO2, dry
LIQUIDS, or engine oil, grease, supply. Prevent powder, fire blanket.
liquefiable kerosene, cooking the spread of
B
solids. oils and fats, liquid. Smother to
spirits, paints and exclude oxygen.
solvents, etc.
A fire involving Acetylene and Isolate the fuel CO2, dry powder,
GASES or various liquefied supply, smother fire blanket.
liquefied gases. petroleum or the fire.
C
natural gases used
to fuel cooking
stoves.
A fire involving Magnesium, sodium,Use suitable Dry Dry Chemical
D combustible potassium, titanium,Chemical Powder Powder
METALS. aluminum.
An Electrical Overloading, or an Isolate the electrical supply and treat the
Fire. electrical fault in remaining fire as class “A”, “B”, “C” or
any wiring or “D”
electrical equipment. Use CO2 on live equipment and wire
2.3 Properties of flammable materials Flammability:
Flammability is the ability of a substance to burn. It is the vapors given off by a flammable
material that actually burn when mixed with air in the right proportion, in the presence of an
ignition source.
Ignition Point: Is the lowest temperature to which a flammable substance must be heated for
it to ignite.
Burning temperature: It is the temperature that results from a complete combustion process.
Most commonly, the adiabatic combustion temperatures for coals are around 2,200 °C
(3,992 °F), around 2,150 °C (3,902 °F) for oil and 2,000 °C (3,632 °F) for natural gas.
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Thermal value: Heat produced by combustion, usually expressed in calories per gram or
British thermal units per pound.
Flash Point: Is the lowest temperature at which the vapors of a substance are available in
sufficient quantity to produce a momentary flash when a flame is applied.
Fire Point: Is the temperature at which the heat from the combustion of burning vapors is
capable of producing sufficient vapors to enable combustion to continue.
Spontaneous Ignition Temperature: Is the lowest temperature, at which the substance will
ignite spontaneously i.e. the substances will burn without the introduction of a flame or other
ignition source.
Lower Flammable Limit (LFL): Is that concentration of flammable vapors in air below which
there is insufficient flammable vapors to support and propagate combustion. It is called too lean
condition.
Upper Flammable Limit (UFL): Is that concentration of flammable vapors in air above
which there is insufficient oxygen to support and propagate combustion. Point where the
percentage of vapor is too high, called too rich condition.
Auto Ignition: Is the ignition of a flammable material without the assistance of an external
pilot source.
Flammable Range: Is the range of concentration of a flammable vapor in air within which
the vapors and air mixture is flammable.
Static Electricity: Is the electricity produced on dissimilar materials through physical contact
and separation e.g. a sampling apparatus lowered in to a tank containing charged petroleum
liquid.
Reactivity: Is the property of most materials to enter into a chemical reaction with each other.
Combustion is a chemical reaction in which heat and light are evolved. Fire from combustion
is said to be the result of a rapid oxidation reaction at temperature above 730°C accompanied
by the evolution of highly heated gaseous products of combustion and the emission of visible
and invisible radiation.
The following reactions are examples of combustion (reaction with atmospheric oxygen)
C + O2 = CO2 (Carbon Dioxide)

2C+ O2 =2CO
2H2+ O2 = 2 H2O
2.4 Sources of heat energy (Ignition)

Chemical Heat Energy
a) Heat of combustion
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b) Heat of partial oxidation

c) Heat of decomposition (Onion, Potato etc. in cargo hold)
d) Heat of solution (mixing of two chemicals)
Electrical Heat Energy
a) Resistance heating
b) Dielectric heating
c) Induction heating
Mechanical Heat Energy
a) Frictional heating
b) Frictional sparks
c) Heat of compression
Nuclear Heat Energy
2.5 Sources of ignition on a ship
- Heated surfaces (Machinery etc);

- Cloth, Newspaper on hot surface;
- Faulty machinery, electrical fittings, etc.;
- Sparks (Grinding, Welding, Cutting, Funnel etc).
- Electrical over loading/heating
- Impact sparks (due to tools fallen down into the tank etc).
- Static electricity (removal of nylon clothing etc).
- Spontaneous combustion (Oily rags, certain wet cargoes)
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Chapter 3
Fire Prevention
3.1 Fire Prevention Principles

There can be no doubt that in the case of fire, that “Prevention is better than Cure”. True fire
prevention lies in recognizing a fire hazard and, if possible, removing it or at least reducing its
potential.
One of the ideas that we would like to encourage is that of a “forum” or “Safety Committee” be
formed for this purpose, and one of the tasks they could undertake is to consider the fire risks
that exist on board and to make sure following sources of ignition in ships are not allowed.
a) Flame or smouldering source: Careless disposal of lighted matches and cigarette; prevention
by the provision of ashtrays of an approved design. Smoking in bed, galley fire and boiler fronts.
b) Heated surfaces: What may be termed “black heat”. It is not generally realized that the heat
from an ordinary electric bulb can soon put the temperature above the spontaneous ignition
temperature of some materials. If this heat is not allowed to dissipate by normal convection
currents, fire can result very rapidly. Dish cloths or newspapers left on electric hotplates or hot
surfaces, paint or oil on hot surfaces are good examples of the above. A fire may be
prevented by considering, where the oil would spray from any burst pipe and fitting deflector
plates over steam pipes, diesel exhaust pipes, boiler casings. General care must be taken in
the maintenance of machinery, pump-glands etc. which would overheat if faulty.
c) Sparks and incentive particles: Funnel spark, friction and mechanical sparks can result
from grinding, cutting, chipping or welding machine. Electrical sparks from switches, faulty brush
gear or short-circuiting. Particular care should be taken in gaseous conditions where even a
torch may be unsafe. Gas-tight switches should have good gaskets and flame arrestors
kept in good repair.
d) Electrical: Any wiring which is overloaded; correct fusing is important wiring in places
difficult of access must be inspected and be on the lookout for unauthorized wiring.
e) Spontaneous combustion: Apart from the risk in cargo spaces, rope-stores, oilskins, dirty
linen, or life-jacket lockers are likely risk areas for such fires. Keep these areas well ventilated
to prevent heat build-up. Contamination with natural oil or rotting due to dampness is the main
culprits for fires in these spaces. Hence good housekeeping is essential.
f) Static electricity: Importance of bonding of all tools and appliances, injection of high
pressure steam, CO2 or high pressure cleaning jets within flammable atmosphere can be
causes of fires.
Once a fire has started in a compartment, its spread will depend on the availability of loose
combustible material. The importance of good housekeeping cannot be overstressed; a metal
waste-paper basket represents a measure of fire protection, but over-full it becomes a fire
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hazard; in the same way oil should not be allowed to accumulate on boiler fronts, bearing
housings, plates or bilges. There should be steel bins for oily waste, which are frequently
emptied.
The security of possible sources of ignition of flammable materials during heavy weather should
also be considered. Fire patrols with proper instruction have a checklist. A good idea is for such
a patrol to have a checklist. Although not compulsory, the idea of fire patrols should be carried
to all ships. Rounds before, during and after watches (especially during night hours) could
be made to check for smoldering and/or smoking materials or electrical equipments left switched
on.
3.2 SPREAD OF FIRE
Heat and smoke from a fire can travel throughout a ship and raise the temperature as same
level as the heat source and thereby lead to a massive spread of fire in the entire ship. The
spread of fire occurs as a result of equalization of temperature between fire and surrounding
area through conduction, convection and radiation.
Conduction
This is the term used when heat passes through a solid, from the region of higher temperature
to the region of lower temperature. The best conductors of heat are metals, so a ship is tailor
made for the conduction of heat.
If a fire does occur on board, all adjacent compartments must be checked for the transmission
of heat and any combustible materials that are in contact with the bulkhead or deck head should
be removed. This is known as boundary starvation.
One of the best methods of minimising the spread of heat by conduction is by the use of
boundary cooling. Cooling adjacent compartments with a light spray of water will remove
considerable heat from the metal. It may also assist you in locating the seat of the fire by
observing where the greatest amount of steam is produced.
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Convection
This is the term given to the transfer of heat through a liquid or gaseous body. Convection does
not take place in solids. When a fire occurs the surrounding air will be heated and become
lighter. This will cause the smoke and heat produced by a fire in a lower compartment
to spread to the upper compartments.
It is important during the early stages of a fire to seal a compartment up to stop the fire from
spreading until firefighting parties are ready to attack the fire. However, once firefighting
operations begin the principle of convection can be used to advantage. By creating an
opening above the fire the outwards spread of the fire will be reduced. Importantly the hot
products of combustion will be removed from the compartment, thereby making conditions more
tolerable for the firefighters. This technique is known as ventilation.
Radiation
Unlike heat transmitted by conduction or convection, no form of matter is required to transfer

heat by radiation. This is because the heat energy is transferred by electromagnetic waves. The
best example of radiant heat is that transmitted by the sun. In a fire situation the heat from
a fire will be transferred in all directions and be received by surrounding materials.
The use of the water wall technique can assist in firefighting. The water wall will absorb the
radiant heat produced by the fire, thus protecting the firefighters and enabling them to get into
a position whereby they can effectively attack the fire.
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Use of a water wall for protection from radiant heat
3.3 PHASES OF FIRE
A fire in a compartment generally progresses through three predictable developmental stages.
1. Incipient
2. Developing
3. Absolute
4. Burning out
Incipient Phase: The first phase of fire development is the incipient stage. This begins at the
moment of ignition, and at this time the flames are localized. At this stage the fire is fuel
regulated. That is, the fire development is regulated by the type and availability of fuel not by
the oxygen. The oxygen content is within the normal range and normal ambient temperatures
still exist. A plume of hot fire gases will begin to rise to the upper portions of the room. As
convection causes the plume to rise it will draw additional oxygen into the bottom of the
flames.
Fire gases such as sulfur dioxide, carbon monoxide, and others will begin to accumulate in
the room. If there is any solid fuel above the flame, both convection and direct flame contact
will cause upward and outward fire spread.
Developing Phase: In this stage more fuel is being consumed, and the fire is intensifying.
Flames have spread upward and outward from the initial point of origin by convection,
conduction, and direct flame impingement. A hot, dense layer of smoke and fire gases is
collecting at the upper levels of the room and is beginning to radiate heat downward. This upper
layer of smoke and fire gases contains soot and toxic gases such as carbon monoxide,
hydrogen cyanide, hydrogen chloride, arcolein, and others. Unless the compartment of origin
is sealed tightly, the smoke and fire gases will be spread throughout the vessel. The
temperature near the overhead level has begun to rise rapidly while the temperature near the
deck is still relatively cool. It is still possible to survive in the compartment at the cooler lower
level.
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Absolute Phase: The fire continues to grow in intensity and the layer of soot and fire gases
drops lower and lower. The soot and combustible gases continue to accumulate until one or
more of the fuels reach its ignition temperature. Secondary fires can and do result from the heat
being generated. The fire is still fuel regulated at this time.
When the upper layer reaches a temperature of approximately 1100° F (593.3° C), sufficient
heat is generated to cause simultaneous ignition of all fuels in the room. This is called flashover.
Once flashover has occurred, survival for more than a few seconds is impossible. Temperature
in the space will reach 2000° F (1093.3° C) or more at the overhead level down to over 1000°
F (593.3° C) at the deck. At the point of flashover the fire is still fuel regulated; however, if the
fire stays confined to the compartment of origin it quickly becomes oxygen regulated. If the
unlimited supply of oxygen is permitted, it will cause the fire to remain in the fuel regulated
phase. In general once flashover has occurred full involvement of the vessel is inevitable.
Burning out Phase: The phase of fire development where the fire has consumed the
available fuel or oxygen, and is shrinking in size called burning out. Eventually the fuel is
consumed and open burning becomes less and less prevalent. If the fire has been contained
to a compartment or space, and the oxygen level drops below 15 to 16 percent, open flaming
combustion will stop even if unburned fuel is still present. At this point glowing combustion will
take place; this is known as the smoldering stage (decay). High temperature and considerable
quantities of soot and combustible fire gases have accumulated, and at this point the fire is
oxygen regulated. The temperatures may exceed the ignition temperatures of the
accumulated gases. If a source of oxygen is introduced in the area, the accumulated soot and
fire gases may ignite with explosive force. This smoke explosion is known as a backdraft. The
pressures generated by a backdraft are enough to cause significant structural damage and
endanger the lives of firefighting personnel and bystanders.
3.4 SHIP CONSTRUCTION ARRANGEMENT
The design of a ship takes into consideration various fire protection regulations in force in
respect of fire protection. The following basic principles are embodied in the
regulations as appropriate, having regard to types of ships and potential fire hazards involved.
- Division of ships into main vertical and horizontal zones by thermal and structural
boundaries;
- Separation of accommodation spaces from the remainder of the ship by thermal and structural
boundaries;
- Restricted use of combustible materials;
- Detection of any fire in the zone of origin;
- Containment and Extinction of any fire in the space of origin;
- Protection of means of escape and access for fire fighting;
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- Ready availability of fire extinguishing appliances;
- Minimization of possibility of ignition of flammable cargo vapours.
Non-combustible material is a material which neither burns nor gives off flammable vapours
in sufficient quantity for self ignition when heated to 750 degrees centigrade, this being
determined in accordance with the Fire Test Procedure Code. Any other material is a
combustible material.
A standard fire test is one in which the specimens of the relevant bulkheads and decks are
exposed in a test furnace to temperatures corresponding approximately to the standard time-
temperature curve. The specimen shall have an exposed surface not less than 4.65 sqm and
height 2.44 meter including at least one joint. The Standard Time Temperature Curve is a
smooth curve drawn through the following temperature points measured above initial furnace
temperature.
At the end of first 5 mm 556° C
At the end of first 30 mm 821°C
At the end of first 60 mm 925°C
A — Class Divisions are those formed by bulkheads and decks which comply with the
following:
They shall be constructed of steel or other equivalent material. They shall be suitably
stiffened.
They are insulated with approved non-combustible materials such that the average temperature
of the unexposed side will not rise more than 140°C above the original temperature, nor will
the temperature, at any one point, including any joint, rise more than
180°C above the original temperature, within the time listed below:
Class “A-60” 60 min
They shall be so constructed as to be capable of preventing the passage of smoke and flame
to the end of one hour.
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B-Class Divisions are those divisions formed by bulkheads, decks, ceiling or linings which
comply with the following:
They shall be constructed as to be capable of preventing the passage of flame to the first half
hour of the standard fire test;
They shall have an insulation value such that the average temperature of the unexposed side
will not rise more that 140°C above the original temperature, nor will the temperature at any
point, including any joint, rise more than 225°C above the original temperature, within the time
listed below.
Class “B-15” 15 min
Class “B-0” 0 min
They shall be constructed of approved non-consumable material and all the materials entering
into the construction and erection of “B” class divisions shall be non-combustible, with the
exception that combustible veneers may be permitted provided that they meet certain other
requirements.
3.5 Gas-freeing arrangements
Gas Freeing the ship is a requirement in preparation for entry into dry dock or where tank
entry is a need. It is usually achieved by one of two methods:
1. By means of portable water driven fans or

2. By an eductor driven by air or steam.
It is, however, pointed out that it can also be achieved by using the Inert Gas (I.G.) fans in
conjunction with the fresh air intake, although the use of the I.G. is not as fast as the two
stated methods. In any event, prior to gas freeing the tanks should be thoroughly purged with
I.G. to bring the tank atmosphere below the critical dilution line.
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Chapter 4
Safe Practices
4.1 Smoking
Fires are often caused by the careless disposal of burning cigarettes and matches. The
temperature of a burning cigarette is about 500°C therefore if a person is lighting up a
cigarette he lighting up a fire. Careless disposal of cigarettes and matches can set fire to
bedclothes, wastepaper bin contents and furnishings. Standard type of ashtrays should be
provided and smoking should be allowed only at authorized area. Ensure matches are
extinguished and cigarette ends properly stubbed out.
Warning notices should be displayed where smoking is forbidden and same to be strictly
adhered to.
It should always be remembered that it is extremely dangerous to smoke in bed.
4.2 Electrical and other fittings
Authorized persons only should be allowed to repair/modify electrical fittings. Personal electrical
appliances should be connected to the ship’s supply only with the approval of the electrical
officer.
Faulty fittings, wiring etc to be reported immediately to Head of Department.
All electrical fittings should be firmly secured.
Flexible leads should be secured properly to avoid being chafed or cut.
Make shift plugs, sockets and fuses should not be used.
Circuits should not be overloaded since this can cause an overheat failure of insulation, thus
resulting a short circuit which could start a fire.
All portable electrical appliances, lights etc. should be isolated from the mains after use.
All fixed electric heaters are to be fitted with suitable guards. Drying clothing on the heaters
should not be permitted.
The use of portable heaters should be avoided. However, if they are used, care should be
taken on positioning away from combustible materials.
4.3 Laundry and wet clothing
Clothing should not be placed over space heaters, radiator or so close to heaters or light
bulbs etc as to restrict the flow of air, and thus lead to overheating and fire.
Clothing should be left to dry only in designated places.
4.4 Spontaneous Combustion
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Dirty waste, rags, sawdust and other rubbish if contaminated with oil are dangerous if left lying
about. Heat may be generated spontaneously within such rubbish that may be sufficient to ignite
flammable mixtures or may become hot enough to set the rubbish itself on fire, It should be
properly stored and disposed as possible.
Materials in ship’s store like linen, blankets and similar absorbent materials are also liable to
ignite by spontaneous combustion if damp or contaminated by flammable liquids etc. Damp
items should be dried and oil soaked items should be thoroughly cleaned and dried or
destroyed. They should not be stored in close proximity to oil paints or near to steam pipes.
Certain organic materials like coal may react with oxygen at ambient temperature, releasing
heat and eventually auto-ignition temperature will be reached and lead to a fire. Most cargoes
that are liable to spontaneous combustion are classified as dangerous goods and necessary
precautions must be taken as per IMDG code.
4.5 Engine room and Machinery Spaces
The seriousness of fire in machinery spaces cannot be over stressed. All personnel should be
fully aware of the precautions necessary for its prevention. This includes clean conditions,
prevention of oil leakage and removal of combustible materials.
Suitable metal containers should be provided for the storage of cotton waste, cleaning rags etc.
It should be emptied at frequent intervals safely.
Wood, Paints, Spirits, Chemicals, Oil etc should not be kept in boiler rooms and machinery
spaces.
All electric wiring should be well maintained and kept clean and dry. The rated load capacity
of the wires and fuses should never be exceeded.
Fire hazards in the engine room
- combustible liquids - fuel and lubricating oils

- oil le3aks and oil-soaked insulation
- hot surfaces, (exhaust pipes, engine parts overheating)
- defects in lagging
- hot work, (welding, cutting by oxy-acetylene torch)
- auto-ignition (oil dripping on hot surface)
4.6 Galleys
Care should be taken in particular to avoid overheating or spilling fat or oil and to ensure that
burners of heating plated are shutoff when cooking is finished.
Means to smother fat or cooking oil fires, such as fire blanket, should be readily available.
Filters in the galley exhaust to be cleaned regularly.
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Fire hazards in Galley
- combustible liquids, e.g. cooking oil, hot cooking fat

- hot surfaces, e.g. ovens, frying pans, ventilation flues
- defective electrical connections
4.7 Hot Work
Permission to be taken from concerned senior official prior to undertaking any hot work.
All necessary precautions should be strictly followed to avoid fire due to welding, gas cutting
or other hot work.
Ensure that no combustible material is near the hot work area and on the other side of
bulkheads/decks.
Ensure that the cargo tanks are totally gas free prior to undertaking any hot work in them.
4.8 Cargo holds
For cargo spaces following factors should be considered to eliminate the risk of fire.
- Ensure the hatches are correctly cleaned

- Ensure cargo is stowed and ventilated in accordance with the rules
- Smoking should be strictly prohibited during cargo operations
- Cargo should be secured adequately prior to sailing
- Inert the cargo hold if required
- Ensure hold/cargo compartment lights are switched off and cargo clusters-
disconnected, removed and stored away after use and before closing of hatches.
Fire hazards in cargo holds
- self-heating cargo and spontaneous combustion e.g. coal, iron oxide, hemp, cotton, flax,
grain of all verieties.
- oxidizing cargoes and organic peroxides
- compressed flammable gas
- pyrophoric cargoes
- explosives
4.9 The need for constant vigilance
Constant vigilance or watchfulness is important onboard ships and on offshore installations.

All crew should be aware of the risk of fire, proper behavior onboard and every individual’s
responsibility.
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Even though ships are constructed to be as safe as possible, there is still the risk that
accidents may occur. This is because many ships carry oil, gas or chemical onboard. In
addition a great deal of dangerous work such as welding, burning and grinding take place
onboard.
It is therefore important to follow procedures for dangerous work such as hot work and cold
work. When hot work is performed, remember to:
- check the surrounding area for combustible

gases
- always have a fire extinguisher stand
by
- always have a fire watch
posted
4.10 Fire Watch: There should always be a person on fire watch when hot work is being
performed. The designated fire watch person should never have any other duties than being a
fire watch.
4.11 Fire Patrols: For ships carrying more than 36 passengers an efficient patrol system shall
be maintained so that an outbreak of fire may be promptly detected. Each member of the fire
patrol shall be trained to be familiar with the arrangements of the ship as well as the location
and operation of any equipment he may be called upon to use. Each member of the fire patrol
shall be provided with a two way portable radiotelephone apparatus.
All spaces in a passenger ship except cargo spaces, baggage and store rooms may be
regarded as accessible to the fire patrol. In ships engaged on voyages not exceeding 10
hours, if the cargo holds are opened within that time to discharge or receive cargo etc. the holds
may be deemed accessible to the patrol and an automatic fire detecting system need not be
fitted
4.12 Inspection hatches: The construction of ceilings and bulkheads should be such that,
without impairing the efficiency of the fire protection, the fire patrols shall be able to detect any
smoke originating in concealed and inaccessible places, except where in the opinion of the
Administration there is no risk of fire originating in such places (enclosed spaces which do not
contain electrical wiring or combustible fittings).
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Chapter 5
Fire Detection
5.1 General Requirements
Any required fixed fire detection and fire alarm system with manually operated call points shall
be capable of immediate operation at all times.
Power supplies and circuits necessary for the operation of the system shall be monitored for
loss of power or fault.
Occurrence of a fault condition shall initiate a visual and a fault signal at the control panel which
shall be distinct from fire signal.
There shall be not less than two sources of power supply for the electrical equipment. One of
which shall have an emergency source. The supply shall be provided by separate feeders
reserved solely for that purpose and such feeders shall run to an automatic change over switch.
Detectors and manually operated call points shall be grouped into sections. The detector or
manually operated call point shall initiate a visual and audible fire signal at the control panel
and indicating units. If the signals have not received attention within two minutes an audible
alarm shall be automatically sounded though out the crew accommodation and service
spaces.
Clear information shall be displayed on or adjacent to each indicating unit about the spaces
covered and the location of the section. On a Passenger ship a section of detectors shall not
serve spaces on both sides of the ship, nor on more than one deck, neither shall it be situated
in more than one main vertical zone except that the Administration, if it is satisfied that the
protection of the ship against fire will not hereby reduced, may permit such a section of detectors
to serve both sides of the ship and more than one deck.
Detectors shall be operated by heat, smoke or other products of combustion, flame or any
combination of these factors. Flame detectors shall only be used in addition to smoke or heat
detectors.
Suitable instructions and component spares for testing and maintenance shall be provided. The
function of the detection system shall be periodically tested to the satisfaction of the
Administration.
The fire detection system shall not be used for any other purpose, except that closing of fire
doors and similar functions may be permitted at the control panel.
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5.2 AUTOMATIC ALARM SYSTEMS
The most efficient patrol system imaginable could not hope to discover every fire on board
ship the instant it breaks out. Therefore it is necessary to have a system, which automatically
gives warning of the outbreak or potential for fire and explosion. An automatic fire alarm system
consists of fire detectors and manual call points positioned in zones throughout the ship. These
are wired to the control panel and indicating the location of the equipment which has detected
the fire and initiates the audible alarm.
Fire detectors fall into three main categories.
Heat Detection
Smoke Detection
Flame Detection
HEAT DETECTORS
There are mainly two types of Heat detectors, namely:
(a) Heat detectors, which operate at a fixed (predetermined) temperature.
(b) Heat detectors which operate when the rate of temperature rise of the surrounding air
reaches a set limit.
Fixed Temperature Type:
The means of operation of this type is extremely simple, usually being either a bimetallic strip
or a soldered joint. In the first type, the bi-metallic strip is used to make or break an electric
circuit at a pre-set temperature.
When it is arranged to make a circuit, the contacts are usually encapsulated in a glass cover
to avoid them becoming affected by the atmosphere, since any corrosion may prevent the
passage of current when the contacts are required to make a circuit.
The second type may consist of two electric contacts joined through light springs, with a low
melting point solder. Thus, when the air temperature reaches the melting point of the solder,
the joints pull apart under the action of the spring and the alarm is sounded. Other types using
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the same principle i.e., the making or breaking of an electric current by the action of melting
solder are available.
Detectors incorporating bi-metallic strips are especially useful in boiler rooms where rapid
variations of temperature are likely to be encountered.
Rate of Temperature Rise Type
This type of detector works on the principle that as long as the rate of increase in the
temperature of the surrounding air is above a given minimum, the detector will operate
between given time limits. The latter depends on the rate of increase of temperature.
There are two types of detectors, namely pneumatic and bi-metal strip. In the pneumatic type,
a sealed chamber when subjected to heat expands, pushes up a flexible diaphragm and makes
an electrical contact and completes the circuit for the alarm. To avoid an alarm being raised in
the normal rise in ambient temperature, a bleed-off orifice fitted on the sealed chamber will allow
a certain amount of air to escape. But when the temperature rise is rapid, the chamber expands
more rapidly than the orifice can release the air, thus allowing the electric contact to be made
for the alarm.
The bi-metallic type consists of two strips, one insulated from rapid changes of temperature and
the other exposed to such changes. Contacts on the ends of the strips form part of an electric
circuit. On slow rise of temperature, due to normal conditions, the heat input to both strips is
similar and hence the contacts remain apart. On rapid increase in temperature, the unprotected
strip responds more quickly than the insulated strip with the result that the contacts meet
and the alarm sounds.
SMOKE DETECTORS
Photo Electric Type Smoke Detector
Light Scatter Type:
In the normal case, the light from the light source on the left shoots straight
across and misses the sensor.
When smoke enters the chamber, however, the smoke particles scatter the light and some
amount of light hits the sensor. The sensor cell detects the change and sounds the alarm.
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Light Obscuration Type
A beam of light is arranged to fall on a photo electric cell. If the atmosphere between the cell
and the source is clear, the circuit remains in a balanced state. On the passage of smoke in
the chamber, the light from the source gets scattered and hence it’s intensity at the cell reduces.
This change is then used to trigger an alarm at a pre-determined level. These sensors are better
at sensing smoky fires.
Ionization Type Smoke Detectors
Ionization smoke detectors use an ionization chamber and a source of ionizing radiation to
detect smoke. This type of smoke detector is more common because it is inexpensive and better
at detecting the smaller amounts of smoke produced by flaming fires.
Inside the ionization detector is a small amount (perhaps 1/5000th of a gram) of a radioactive
material (Americium 241). This material has a half-life of 432 years, and is a good source of
alpha particles.
The radiation passes through an ionization chamber (see figure below), which is an air-filled
space between two electrodes. Alpha particles from the americium source ionize air
molecules. In the smoke-free chamber, positive and negative ions create a small current as
they migrate to charged plates.
Any smoke that enters the chamber absorbs the alpha particles, which reduces the ionization
and interrupts this flow of current, setting off the alarm. Hot air entering the chamber changes
the rate of ionization and therefore, the electric current level, which triggers an alarm.
FLAME DETECTORS
Flame Detection Equipment is a security device which can detect the occurrence of a fire in
an enclosed space. It makes use of modern ultraviolet and infrared sensing techniques for
detecting the flame by sensing the products of combustion expelled from the flame.
When the flame occurs, radiation pertaining to selective wavelengths of the electromagnetic
spectrum occurs. This is sensed by the sensor and is relayed to the main control unit. Each of
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the detection sensors has some angle of operation or vision, within which it can effectively
operate.
All flames or products that fall within this range will be detected by the sensor. The
characteristics of the flame pertaining to various fuels are similar.
Types of Flame Detection Equipment
1. UV Flame Detectors
These flame detectors are highly reliable, and they are ruggedly built to withstand extreme
conditions and resist shock. The device can be tested in more than one method to ensure that
it is working satisfactorily. These are explosion proof designs which make them applicable for
hazardous situations. It also features protection from false alarms. It can effectively detect
flames emitting radiations in the ultraviolet range.
This sensor has a solar blind, which ensures that no alarm is set off due to solar radiations. It
can detect a wide range of flames from metals to ammonia, as well as radiation from x-rays and
lightning. One point to be noted is that the sensor becomes ineffective when its sensing window
is covered with an oily film. Hence, it is very important to keep the window clean.
2. IR Flame Detectors
These detectors make use of photo-sensitive sensors to detect infrared radiations from a flame.
These have the capability to operate in conditions which fall in both the extremes of
temperature.The detecting range is increased with some degradation in false alarm
sensitivity.
One main problem is solar interference, sensing of solar radiations and raising a false alarm.
Hence, these filters need to be shielded from sunlight when there is a possibility of solar
interference. Improved versions of these detectors have solar blindness, and hence can be
employed in places where there is plenty of sunlight. These employ modern digital processing
techniques to identify solar radiations from a flame. The condition of the lens can be verified
by a self-test; a clean sensor window reflects healthy sensor operation. IR flame detectors work
within infrared spectral bands.
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Flame Detector
Only the IR type are used in the marine environment
5.3 Manually operated call points (MCP)
Manually operated call points, often called as manual call points, complying with the Fire Safety
Systems Code shall be installed throughout the accommodation spaces, service spaces
and control stations, one should be located at each exit. Manually operated call points shall be
readily accessible in the corridors of each deck such that no part of the corridor is more than 20
m from a manually operated call point.
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Manual fire alarm systems may be combined with an automatic fire detection and alarm system
and should be so arranged that a fire alarm can be raised, even though a zone or zones in the
automatic detection system have been disconnected for maintenance or repair.
Chapter 6
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Fire Fighting Appliances
6.1 Hoses and Nozzles
Fire hoses shall be made from non-perishable material of an approved type and shall be of
sufficient length to project a jet of water into any space in which they may be required to be
used.
Hoses shall have a length of at least 10 m, but not more than:
15 metres in machinery spaces;

20 metres in other spaces and open decks; and
25 metres for open decks on ships with a maximum breadth in excess of 30 metres.
Each hose shall be provided with necessary couplings and a nozzle. Hoses, with all
necessary fittings are to be kept ready for use in conspicuous positions near the hydrant.
In passenger ships fire hoses shall be connected to hydrants at all times and these hoses
shall be used only for the purpose of extinguishing fires or for testing during fire drills.
In cargo ships > 1000GT, the number of fire hoses provided shall be one for each 30 m length
of the ship and one spare but in no case less than five in all. This number does not include
any hoses required for engine or boiler rooms. The ships carrying dangerous goods shall be
provided with three hoses and nozzles in addition to those required above.
Hoses are usually kept in rolled or flaked condition with the nozzle stowed suitably. There are
different types of couplings — instantaneous type, hermaphrodite or screwed type. Hoses
with diameter of 65mm and appropriate couplings are most widely used.
Nozzles
Nozzle size shall be 12mm, 16mm, 19mm or as near there to as possible. For
accommodation and service spaces, nozzles greater than 12 mm need not to be used. For
machinery spaces and exterior locations, nozzles shall be such as to obtain the maximum
discharge possible from two jets from smallest pump, provided that a nozzle of size greater
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than 19mm need not to be used. All nozzles shall be of an approved dual purpose type (spray
and jet) incorporating a shut off.
International Shore Connection
There should be an international shore connection of the specified standard sized flange, with
nuts, bolts and washers and a coupling for the ship's fittings.
The fitting and joint must be suitable for a working pressure of at least 10.5 bars. One end of
the connection fits the ship and the other is a standard size that fits shore connections anywhere
in the world.
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The four bolts are required to be 16mm diameter and 50mm length, and should have 4 nuts
and 8 washers. There should also be a pre-cut packing (gasket/joint).
The international shore connection and the accessories should be kept in an easy accessible
location. It is usually kept by the gangway, locked in a box. The key to the box is kept nearby
in a breakable glass fronted container.
The purpose of the international shore connection is to enable an external source of water to
be supplied to the vessel through the ship’s fire main, to fight a fire. This maybe used in port via
a shore connection or fire brigade connection, or off a fire fighting barge.
This connection is very useful in dry docks where the ship’s pumps won’t have any seawater
suction.
6.2 Portable Fire Extinguishers
An extinguisher is an appliance containing an extinguishing medium, which can be expelled

by action of internal pressure and be directed into a fire. The pressure may be stored
pressure, or be obtained by a chemical reaction or be obtained by release of gas from a
cartridge.
A Portable extinguisher is one which is designed to be carried and operated by hand and which
in working order has a total weight of not more than 23 kg. The capacity of portable fluid
extinguisher should not be more than 13.5 litres and not less than 9 litres. Other
extinguishers should at least have the portability of a 13.5 fluid extinguisher and the fire fighting
effectively equivalent to that of a 9 litre fluid extinguisher.
Extinguishing Medium is the substance contained in the extinguisher, the action of which causes
the extinction of fire.
Accommodation spaces, service spaces, and control stations shall be provided with portable
fire extinguishers of appropriate types and in sufficient number to the satisfaction of the
Administration. Ships of 1000 tons gross tonnage and upwards shall carry at least five
portable fire extinguishers.
Classification of Extinguishers
Extinguishers are classified according to the type of the extinguishing medium they contain. At
present, the types of extinguishers and the uses for which they are recommended are as
follows:
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Extinguishing Medium Recommended for use on fires involving
Water Wood, paper, textiles and similar materials
Foam Wood, paper, textiles and flammable liquids
Flammable liquids, electrical equipment and

Dry Powder/Dry Chemical (Standard)
flammable gases
Dry Powder/Dry Chemical (multiple or Wood, paper, textiles, flammable liquids, electrical
general purpose) equipment and flammable gases
Dry Powder/Dry Chemical (metal) Combustible metals
Flammable liquids, electrical equipment and

Carbon dioxide
flammable gases
Different Type of Portable Extinguishers

(A) Water Type
-Soda Acid Type
-Water Type (Gas Cartridge)
(B) Foam Type
- Chemical Foam Type

- Mechanical Foam Type
(C) Dry Powder/Dry Chemical Type
(D) Carbon Dioxide Type

(E) Halogenated Hydrocarbons (Halons)
Water Type — Soda Acid Extinguisher
The medium used in this type of extinguisher is water, which is released in the form of a jet,
by means of gas pressure in the upper part of the container. The pressure in this type is
produced by chemical reaction between sodium bicarbonate solution and sulphuric acid.
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The main parts of the extinguisher are — outer shell, sealed glass bulb for acid, perforated
container for the glass bulb and a cap with plunger and nozzle.
The extinguisher has a cylindrical outer shell of about 178mm diameter and 533 mm height.
The cylinder is internally coated with zinc, tin or lead. In some cases plastic lining is given.
The shell is hydraulically pressure tested to 24 bars at the time of manufacture.
The extinguisher is charged with alkali (sodium bicarbonate) mixed in warm water to make 9
litres of solution and poured into the outer container up the internal level indicator. A glass
bulb containing Sulphuric acid is placed in a performed container in the space above the
liquid. The cap is screwed on to the outer shell. When the plunger knob on top of the
extinguisher is given a sharp blow, the acid bulb breaks and the chemical reaction starts. The
equation for the chemical reaction is
H2SO4 + NaSO4 2H2O + CO2
The pressure of the carbon dioxide formed by the reaction increase the pressure
inside the extinguisher and ejects the liquid contents (water) through the nozzle.
The jet from the extinguisher will project more than 6 metres for about a minute.
The complete contents will be discharged within about 2 minutes.
Water Type — Gas Cartridge Extinguisher

This type of extinguisher is similar to the Soda Acid type except that instead of the acid bulb,
there are CO2 cartridges inside. The water is released through the nozzle in the form of a jet
by the pressure created in the upper part to the container by the release of carbon dioxide
from a pressurised cartridge. The CO2 cartridge is punctured by the plunger thus releasing
the gas inside the extinguisher casing.
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The method of operation, maintenance, and discharge rate of Soda Acid and gas cartridge
type are similar.
Method of Operation of Water Type Extinguishers
-Keep the extinguisher on the ground away from you.
-Hold the extinguisher firmly with nozzle pointing towards the fire. .‘
- Remove guard cap. Strike the plunger hardly.
-Lift the extinguisher and direct jet from nozzle towards the base of fire. It is good practice to
operate one or more of the extinguishers during fire drills and observe the performance. The
length of jet must be 6 metres for a minimum of 60 seconds.
Chemical Foam Extinguisher
A jet of water is ineffective in fighting an oil fire. Hence foam is used to fight such fires. The
chemical foam extinguisher consists of a cylindrical inner container and a larger cylindrical outer
container. The inner container is usually made of polythene and is filled with 13% aluminum
sulphate solution which acts as a weak acid. The container is closed by a valve
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fitted on the cap. The outer container is filled to the indicator level with 8% sodium
bicarbonate solution. A stabilizer (3%) such as saponin, licorice, turkey red oil is added to the
sodium sulphate solution to strengthen the walls of the individual bubble of foam.
The two solutions, when mixed, produce aluminum hydroxide, sodium sulphate and carbon
dioxide. The pressure created by the formation of carbon dioxide gas forces the foam out. The
capacity of such extinguishers is 9 litre. Semi portable/mobile extinguishers are also normally
available which are kept near boiler I auxiliary engines in the ships
Al2 (SO4)3 + 6 NaHCO3 2 Al (OH)3 + 3 Na2SO4 + 6CO2
A 6 metre jet must be maintained for a period of 30 seconds and the discharge of the expellable
foam must be completed in 90 seconds. Foam solutions are electrically conductive and hence
not recommended for use on electrical fires. Though foam used as spray is less conductive
than straight stream, because foam is cohesive and contains materials that allow water to
conduct electrically, spray foam is however more conductive than a water fog.
Method of Operation
-Pull the plunger to open the valve and rest it on the notch provided.
-Block the nozzle with a finger and turn the extinguisher upside down twice, at the same time
shaking the extinguisher to ensure mixing of the two solutions.
-If the liquid fire is in a container, direct the jet at the far inside edge of the container or at
adjoining vertical surface above the level of the burning liquid. This breaks the jet and allows
the foam to build up and flow across the surface of the liquid. If this is not possible, direct the
jet in an arc and with gentle seeping movement allow the foam to drop down and lie on the
surface of the liquid.
-The jet should not be directed in to the liquid as this will drive the foam beneath the surface
of the liquid and render it ineffective. Further, there is the possibility of splashing the burning
liquid on to the surroundings and spreading the fire.
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Mechanical Foam Extinguisher
The mechanical foam extinguisher is similar in construction to that of water (gas cartridge)
extinguisher i.e. with an outer cylindrical shell and a CO2 cartridge. The foam solution,
consists of Aqueous Film Forming Foam (AFFF) concentrate and water, is stored in the outer
shell and discharged with pressure created by the piercing of CO2 cartridge. The solution is
carried upwards through the dip tube and is aerated at the discharge nozzle to make foam.
Method of Operation
-Remove the protective cap of the plunger and strike the plunger to pierce the CO2 cartridge.
-Direct the foam as described in case of chemical foam extinguisher.
The jet should project to a distance of six metres for 30 seconds.
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Dry Chemical Powder Extinguisher
Dry powder extinguisher is used for electrical fires, low flash liquid fires, and high pressure
gas fires and for controlling surface fires on textile fires. They have little or no cooling effect.
There are two types of dry powder extinguishers, viz. CO2 cartridge type and stored pressure
type, the most common one being the first one. These extinguishers are available in 1, 2, 5,
and 10 kg capacities.
The dry powder extinguisher consists of a cylindrical shell, an inner tube, and CO2 cartridge
under high pressure held with piercing mechanism, cap and a rubber hose with nozzle.
Potassium bicarbonate based powder is used for Class B fires involving liquids. The bicarbonate
decomposes into water and carbon dioxide. This decomposition forms a catalytically active
surface which destroys the free radicals propagating the fire.
Ammonium Sulphate powder is used for Class ‘A’ fires. Here the fire is extinguished by two
distinct actions, the powder extinguishing the flame and the Phosphate content acting as a fire
retardant inhibiting the smouldering action. Special powders containing mixture of Sodium,
Potassium, and Barium chlorides can be effectively used on Class D fires involving metals. In
this case the powder forms a crust over the metal thereby excluding oxygen and thus
smothering the fire.
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When the CO2 cartridge is pierced, the released CO2 gas pushes the powder out through the
nozzle in the form of fog. The squeeze grip provides controlled use of the extinguisher giving
a little flexibility in tackling numerous small fires or time gap to tackle a re-flash fire.
Method of Operation
-Remove the safety clip and strike the knob.

-Direct the stream of powder to the base of fire.
-Advance forward moving the nozzle rapidly with a side to side sweeping motion. For effective
results stand about 1.5 to 2.5 meters away. On outdoor locations, always operate the
extinguisher from upwind side of the fire to extend effective range of spray.
Carbon Dioxide Extinguisher
Carbon dioxide extinguishers are used for extinguishing fires on sophisticated electrical and
electronic equipment, oils, petroleum products and gaseous substances under pressure in
enclosed spaces. The extinguisher consists of a pressure cylinder, a valve for releasing the gas
and a discharge in the cylinder under 51 bar pressure in liquid state. When released, the
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CO2 forms a gas layer, which is about one and half times heavier than air. The Vapour
blanket puts out the fire by displacing the air around it, thus reducing the oxygen and surface
controlling and fires on textile fires can be extinguished by CO2. CO2 have little or no cooling
effect.
Care and Maintenance
Weight the extinguisher once in two years and re-charge if the weight has reduced more than
10%. The extinguisher should be pressure tested to 210 kg/cm2 prior to re-charging.
Halon Extinguisher
Halon 1211 (BCF) pressurised extinguishers are used for fires on electrical/electronics
equipment. These extinguishers can be used on Class A, B and C fires. It is virtually non-
corrosive and non-abrasive. It is at least twice as effective on Class B fires as carbon dioxide,
compared on weight of agent basis.
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The extinguishing media contained in these extinguishers is hydrocarbons in which one or more
hydrogen atoms have been replaced by atoms from halogen series, fluorine, chlorine, bromine
or iodine. The substitution confers not only non flammability but also flame extinguishing
properties to any of the resulting compounds. A booster charge of nitrogen is usually added to
ensure proper operation.
Under 1992 Amendments to SOLAS 1974, Halon due to its adverse effect on the
stratosphere, is no longer an acceptable system and from that date its use is
prohibited on all new ships.
Method of Operation
The extinguisher must be operated and applied to fire in the same way as CO2 extinguisher.
Storage of Extinguishers Inside and Under Cover
Fire extinguishers, whether hung on brackets or kept on shelves, their bottom should be about
750 mm above the floor level. In no case a fire extinguisher should be placed in a position
where it is likely to gain heat from the surrounding equipment or the process.
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Maintenance, Inspection and Testing
Routine maintenance, inspection and testing of all fire extinguishers in respect of mechanical
parts, extinguishing media and expelling means could be carried out by properly trained ships
staff at frequent intervals (at least once a month) to make sure that these are in their proper
working condition and have not been accidentally discharged or lost pressure or damaged.
Following procedures should be followed for monthly maintenance, inspection and testing:
-Clean the exterior of the extinguisher, polish the painted position with wax polish, brass parts
with metal polish, and chromium plated parts with silver polish.
-Check the nozzle outlet and vent holes and the threaded portion of the cap for clogging and
ensure that the plunger is in fully extended position and is clean.
-Check the cap washer, grease the threads of cap, plunger rod and wipe them clean.
-Make sure that the extinguisher is in proper condition and is not accidentally discharged. In
case of stored pressure extinguisher, pressure gauge is to be checked for correct pressure.
Check all mechanical parts thoroughly.
Annual inspection (Other Performance Test)
At longer interval, at least once in a year, a more thorough inspection and maintenance of
extinguisher, including chemical charge inside and expelling
should be carried out by trained personnel, according to the procedure given below for each
type of extinguisher separately. Any extinguisher showing visible signs of corrosion or
damage to the body internally or externally should be replaced.
Faulty, damaged and corroded parts shall be replaced immediately. Illegible labels should be
replaced. Pressure and leakage tests of each extinguisher should be carried out as per
manufacturer’s and Flag Administration guidelines.
All records of inspections, tests and maintenance performed on each extinguisher shall be
properly maintained. The records should show the date of inspection, the type of maintenance
carried out and whether or not a pressure test was performed.
Markings on an Extinguisher
-Name of the manufactures;

-Types of fire for which it is suitable;
-Type and quantity of extinguishing medium;
-Approval details;
-Instructions for use and recharging;
-Year of manufacture;
-Temperature range over which it will operate satisfactorily; and .‘
- Test pressure.
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6.3 Fire Blankets
Another method by which fire may be extinguished is by blanketing, for dealing with fire in
small utensils, such as those containing cooking fats.
The best method is to smother the fire with an asbestos blanket, or similar material, such as a
door mat which has been wetted first.
Fire blankets are generally located near galley.
6.4 Portable foam applicators
A portable foam applicator unit shall consist of a foam nozzle/branch pipe, either of a self-
inducing type or in combination with a separate inductor, capable of being connected to the
fire main by a fire hose, together with a portable tank containing at least 20 liters of foam
concentrate and at least one spare tank of foam concentrate of the same capacity. The
nozzle/branch pipe and inductor shall be capable of producing effective foam suitable for
extinguishing an oil fire, at a foam solution flow rate of at least 200 l/min at the nominal pressure
in the fire main.
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The two types of portable foam applicators (also called Foam making Branch pipes) available
are FB 5x and FB 10x.
6.5 Fireman’s Outfit
To enable fire fighting teams to approach the seat of a fire and to carry out rescue duties they
should have adequate protection against the effect of smoke and heat. All ships irrespective
of age should carry minimum of two Fireman’s Outfit. Passenger ships and Tankers shall
have additional:
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-Breathing apparatus.
-Water-resisting protective clothing of material to protect the skin from heat radiating from the
fire and form burns and scalding b steam.
-Boots and Gloves of rubber or other electrically non-conducting material.
-Rigid helmet.
- An electric intrinsically safe hand lamp with a minimum of 3hrs duration.
- An axe with a short insulated handle.
-A strong fire proof life line (36mts each, minimum 2 nos.)
-A belt for carrying the ancillary equipment.
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Chapter 7
Fixed Fire Fighting Systems
A fire can be extinguished most efficiently only if the most appropriate extinguishing medium
available is correctly and effectively applied at the point where the combustion is occurring.
Practically all fires start as small at first and can be extinguished if detected in time and proper
type and amount of extinguishing media is applied promptly. On board ships appropriate
portable and fixed fire extinguishing appliances are placed in regions where their requirement
is commonly anticipated. Portable appliances are for attending to smaller fires or for initial
response to a fire, whereas fixed appliances are provided to cater for large fires.
7.1 General Requirements of a Fixed Fire Fighting System
-The use of fire fighting medium which, either by itself or under expected conditions of use,
gives off gases in such quantities as to endanger persons shall not be permitted.
-The quantity of extinguishing media available should be such that the same is sufficient for
the largest compartment protected by it.
-Pipe lines conveying the fire extinguishing media into protected spaces shall be provided with
control valves clearly marked to indicate the spaces to which the pipes are led/serve.
-The piping shall be arranged and the discharge nozzles so positioned that a uniform distribution
of medium is obtained.
-All openings in the protected spaces, which may admit air or allow gas to escape, shall be
provided with closing arrangements.
-Means shall be provided for automatic audible warning of release of fire extinguishing media
to allow personnel to vacate the space. The alarm shall operate for a suitable time before
medium is released.
-The operating control for release of fire extinguishing media shall be readily accessible and
simple to operate.
-Automatic release of fire extinguishing media shall not be permitted.
-The order for release of the fire fighting media shall be given by the Master of the Vessel or
by a senior officer authorized by him.
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Typical Fixed Fire Fighting Systems
-Carbon Dioxide Systems.
-Sprinklers (wet and dry risers)
-Foam (high expansion).
Typical Support Equipment to the Ships Fire Fighting System
-Fire Mains, Hydrants.
-International Shore Connection
-Emergency Generators, Emergency Fire Pump
-Pressure water spray in special category spaces
-Chemical powder applicants
7.2 Smothering Effect Systems
Carbon Dioxide System
Carbon Dioxide is a colourless, odourless gas and is one and a half times heavier than air.
Hence it settles down when released into the atmosphere. Carbon dioxide gas is not toxic, but
if inhaled in heavy concentration, it will suffocate.
The critical temperature of CO2 is 31 — 35°C. If the liquid is heated above this temperature, it
will pass into gaseous stage without any change in volume. It is therefore important that the
CO2 is maintained in liquid form prior to use as an extinguishing agent. At normal temperature
and pressure the expansion ratio of
CO2 from liquid to gas form is 450; and one kilogram of liquid will produce 0.56 cubic metre of
gas.
A typical fixed CO2 system employs a battery of solid-drawn steel cylinders to

contain liquefied gas in 30 or 45-kg sizes, at pressures ranging between 50 and
60 kg/sq. cm at 60°F. Pipes of at least 20 mm solid drawn galvanized steel lead
the gas from the cylinders to the Engine Room or Cargo holds, where they
terminate in gas discharge nozzles.
CO2 extinguishes fire by reducing the oxygen content in the atmosphere to a

level where it will not support combustion. Reducing oxygen content form normal
21% in air to 15% will extinguish most of the fires but for some materials it may
have to be reduced even lower. Fires which can be extinguished or controlled by
CO2 total flooding method may be divided into two categories, namely;
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Surface fires involving flammable liquids, gases and solids
Deep seated fires involving solids subjects to smouldering
When CO2 Alarm Sounds:
Evacuate the compartment and call the roll to account for all personnel.
Close all doors, ventilators, skylights, funnel flaps etc.
Shut down oil fuel supplies at the emergency control points.
Operate the CO2 system.
Start the emergency Fire Pump and if necessary spray water on to heated areas of the
bulkheads.
Keep the space tightly closed and leave for a minimum of one, but preferably two or
three hours before carrying out inspections. Entry should be made at the lowest possible level
by crew members wearing Breathing Apparatus. They should take with them a charged line of
hose fitted with a spray nozzle. Any smouldering fire should be extinguished. The door
through which entry was made should be left open sufficient only to admit the hose line.
When it is certain that the fire is out, open all the ventilation to order to remove the
smoke and CO2 gas. Ensure that there is no gas left in the space before men enter without
wearing breathing apparatus.
Always remember this is a “one-shot” system with no back up or refill of cylinders
available on board immediately. Hence this is to be used as a last resort to extinguish the fire.
On the other hand the above should not also be a delaying factor in the decision to
release the medium into the compartment.
Foam Smothering Systems
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Foam installations rely on the interaction between two chemicals, usually aluminium sulphate
and a solution of sodium bicarbonate, to which is added a stabilizer.
Chemical Foam has now been almost entirely superseded by Mechanical Foam. This consists
of a single solution, which can be introduced into the water stream, aerated at the branch
pipe, and thrown as stable foam on the area of the fire. The foam making compound is liquid
and is easily stored in cans or drums.
a) Low Expansion Foam System
In the machinery space where a low expansion system is fitted, the system shall be capable
of discharging through fixed discharge outlets in not more than 5 minutes a quantity of foam
sufficient to cover depth of 150 mm the largest single area over which oil fuel is liable to spread.
The expansion ratio of the foam shall not exceed 12:1.
In the case of Deck foam system for Tankers, the system shall be capable of supplying not less
than 1250 litres per minute.
Mechanical foam is formed by mixing foam making liquid with water in the ratio of about 3 to 5
percent and by violent agitation in the presence of air to create air bubbles in a tough skin of
foam.
There are two methods for providing the necessary pressures required for the production at the
pump delivery:
The ship’s pumps giving about 5 — bar pressure at the pump delivery.
A pressurized water tank with a separate compound tank system, with CO2 cylinders will supply
the motive power. The water supply for foam making must be connected to the emergency fire
pump.
There are different types of mechanical systems, common ones are pressurised system,
either self contained or pressure from ship’s pumps and pre-mix foam system.
In the self contained pressurised type, two tanks are used containing fresh water and foam
making liquid respectively. The fresh water is ejected by release of carbon dioxide or Nitrogen
from storage bottles and in its passage across an induction fitting, draws the required proportion
of foam- making compound from the second tank. The mixture then flows along pipes to
machinery and boiler spaces, passes through nozzles in special foam making fittings where it
is agitated and entrains the air necessary for the formation of foam.
In the fire pump pressurised system, the foam making liquid stored in the tank has a connection
with a large bore water main. When the water supply system, which must have a connection to
emergency fire pump, is pressurised, the foam making liquid is induced into the system by the
reduction in pressure resulting from the water flowing through the venturi. This mixture is carried
along to a foam-making fitting and foam generated is distributed from open- ended pipes. With
this system, it is possible to use a hand foam distributor by attaching a hose and a special
foam- making nozzle into the main distribution line.
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In the pre-mix foam pressure type, the foam compound and water are mixed in solution and
stored in a tank. The tank is pressurised by carbon dioxide cylinders and the solution passes
to foam making spreaders in the machinery and boiler spaces. A major problem associated with
the use of low expansion foam as a fire fighting system in machinery spaces is that it is most
effective only in the horizontal plane and is least effective on most dangerous fires involving
burst fuel lines higher up in the space. Another problem is that the system is difficult to test so
that there is little guarantee that the installation will function when required.
b) High Expansion Foam System
High expansion foam in machinery spaces shall be capable of rapidly discharging through fixed
discharge outlets a quantity of foam sufficient to fill the largest space to be protected at the rate
of at least one meter in depth per minute. The quantity of foam making compound available
shall be sufficient to produce a volume of foam equal to five times the volume of the largest
space protected.
High expansion foam has an expansion ratio of 1:1000. A special foam generator is required
for producing high expansion foam. It consists generally of a power driven fan, a net or gauze,
an external shutter, a supply of high expansion foam compound and a means to spray the water
or foam solution evenly over the net.
The operation of the generator is — Foam solution is uniformly sprayed over the net and air is
blown through it. On opening the external shutter, foam of uniform size and having an
expansion ratio of 1:1000 is produced and ducted away to protected space.
The foam is tough and persistent and is an excellent insulator and absorber of heat. Once the
foam reaches the fire, each unit volume of water in the foam is turned into approximately 1700
volumes of steam. The resulting atmosphere now contains only about seven and a half per cent
of oxygen by volume, far less than the percentage required to sustain burning.
Even though high expansion foam is quite effective in some circumstances, it suffers from
serious disadvantages:
For large engine rooms, generators with massive output are required and thus involve
construction of large ducts.
Owing to build up of back pressure, in practice it is impossible to completely fill a given
space so that fire can be burning above foam level.
Any one enveloped in high expansion foam will experience great difficulty in making
their escape. Even persons wearing breathing apparatus will find it difficult to escape from a
foam filled engine room of any great size.
Once the space has been filled with foam, it will consume to clean up the space.
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7.3 Cooling Effect Systems
Sprinkler System
A Sprinkler system consists of a series of water pipes, either under pressure or connected to
a quick-acting pump, attached to which at pre-determined intervals are heads which open
automatically when subjected to the heat to fire.
Sprinklers are fixed devices for distributing water upon a fire in sufficient quantity either to
extinguish it completely or to prevent its spread in the event that the original fire is out of
range of or is of a type that cannot be completely extinguished by water discharged from
sprinklers. Automatic sprinkler systems give warning of the existence of fire and at the same
time apply water to the burning area. The system incorporates two types of sprinkler heads,
each one serving different application;
Sprinkler head with quartzoid bulb which contain special fluid

Sprinkler head without bulb.
Sprinkler heads with bulb are used in vessels to protect accommodation and services spaces,
where it serves the purpose of detection alarm and extinction. This system has a number of
sprinkler heads. The heads are supplied with water under constant pressure and are arranged
such a way that each space requiring protection is adequately covered. Each head has a
glass or quartzoid bulb, which retains a diaphragm seal in the outlet of the water pipe. The
bulb is partly filled with a special liquid, which expands and fills the bulb and eventually bursts
when there is a rise in temperature in the compartment. The constant water pressure being
maintained in the pipe forces the diaphragm out and water flows from the sprinkler.
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The constant pressure is maintained in the pipeline by maintaining a pressure of 3.5 to 8.3 bars
in the reservoir tank. When the pressure drops in the line in the event of a fire, the pump starts
automatically supplying seawater in the line. In order to prevent corrosion and wear and tear of
moving parts, the system is charged with fresh water. Hence after seawater is pumped through
the system, the system has to be thoroughly flushed and recharged.
Sprinkler heads without bulbs are used in the machinery spaces of certain cargo ships and
Passenger ships and are fitted with fixed pressure spraying system. This system provides water
at stipulated rates through numerous sprinkler or nozzle outlets, but the fire has to be detected
by other means. The water from the system is capable of being sprayed on tank tops and other
areas over which oil may have spread. Each of these areas is controlled by a valve is filled with
fresh water and maintained at constant pressure. When the control valve in any section is
opened and the line pressure drops the pump cuts in automatically. An air vessel in the system
prevents the pump cutting in due to minor drop in pressure.
The water application rates are similar as for sprinkler systems — coverage being entire & at
5.0 litres/sqm/minute reduced to 3.5 litres/sqm/minute.
Action in case of Fire (On hearing the sprinkler alarm)
Sound the general alarm to summon the crew.

Check the location of fire, which will be shown on the Bridge or fire control Station.
One man to stand by at the main valve of the installation. Ascertain the extent of fire.
Lay out a line of hose and bring portable extinguisher to the scene.
When it is certain that the fire is extinguished, shut off the main stop valve and the
alarm connection plug cock. Open the drain and test valves fully.
Examine the fire area and ensure there is no fire burning behind paneling, under bunks
etc.
Action after Fire
Immediate action must be taken to put the system back into working order after the fire.
Any sprinkler heads, which have been actuated by the fire, must be replaced.
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Close the drain and test valves and open the main stop valve slightly, allowing water to
fill the pipes slowly. When the two pressure gauges show same reading, valve can
be fully opened and locked in that position.
All salt water must be completely drained the system.
The pressure tank must now be filled and the whole installation charged with Fresh
water. The tank should be brought to correct level and air pressure.
Fire Hydrants
The number and position of hydrants on a vessel shall be such that at least two jets of water
not emanating form the same hydrant, one of which shall be from a single length of hose, may
reach any part of the ship normally accessible to the passengers or crew.
Hydrants shall be positioned near the access to the protected spaces. The pipes and hydrants
shall be so placed that the fire hose may be easily coupled to them. The arrangement of pipes
and hydrants shall be such as to avoid the possibility of freezing. Each hydrant will be fitted with
a valve. Isolating valves to separate the section of the fire main within the machinery space be
fitted in an easily accessible and tenable position outside the machinery space.
The fire main shall be so arranged that when the isolating valves are shut, all hydrants on the
ship, except those in the machinery space can be supplied with water by a fire pump not located
in the machinery space through pipes which do not enter this space.
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7.4 Emergency Fire Pump
Passenger ship of 4000 tons gross and above shall have at least 3 fire pumps and cargo
ships of 1000 tons gross and above shall have at least 2 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. The arrangement of the sea connections, fire pumps are their sources shall be
such that.
In passenger ships of 1000 tons gross and above, in the event of fire in any one
compartment, all fire pumps will not be put out of action.
In cargo ships of 2000 tons gross and above, if the fire any one compartment could put
all pumps out of action, their shall be an alternate means consisting of a fixed independently
driven Emergency Fire Pump which shall be capable of supplying 2 jets and the capacity shall
be 40% of the total capacity required and in any case not less than 25 cubic meters per hour.
The Emergency Fire Pump should be located outside the engine room. If the pump is
diesel drive, the power source shall be capable of being readily started from its cold condition
down to temperature of 0°C by hand cranking. If necessary, heating arrangements shall be
provided. Alternate starting arrangements may be provided such that the diesel driven power
source to be started at least six times within a period of 30 minutes and at least twice in the first
ten minutes.
For diesel driven pump the service tank would normally be in the same compartment and
contain sufficient diesel to run the pump for 3hrs on full load. A reserve tank holding sufficient
diesel for a further 15 hrs at full load is also to be provided. If electrically driven the sources of
power should be the emergency generator.
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Direct access between the machinery space and the emergency fire pump
compartment should not be generally be permitted but, where necessary, may be by means
of an air lock with two self closing doors, or through an approved type or water tight door capable
of remote operation from a space not likely to be cut off in the event of fire in the engine room
or emergency fire pump space.
In tankers, fire pumps are not to be situated in the pumps rooms, cofferdam and other
spaces liable to contain explosive vapours or in spaces immediately adjacent to cargo oil or
slop tanks. It should be ensured that door and ventilator openings to the compartment and
any air inlets for the pump are situated, in relation to cargo tank openings such as vent pipes
and PV valves, to preclude the possibility of drawing dangerous vapours into the
compartment.
7.5 Chemical Powder Applicants
Fixed fire fighting installations on tankers are not suitable for ships carrying Liquid Hydrocarbons
Gases such as LPG in bulk. Although LPG (e.g. Propane and Butane) may be carried in liquid
state in tanks under pressure at ambient temperature, they are more usually carried refrigerated
whilst LNG, e.g. Methane with a critical temperature, are more usually carried deeply
refrigerated. Its boiling point at ambient pressure is (minus) -162° C.
Any leakage of such liquids from joints, valves etc. on deck vaporizes quickly. The speed of
vaporization is affected by factors such as the area over which the liquid has spread, the
depth of spill, ambient temperatures, etc. with the liquid temperature being so low, application
of comparatively warm sea water or foam will hasten its change of state from liquid to gas with
the risk of an explosion. On such ships, therefore, it is better to provide a fixed Dry Powder
system for use on deck to combat incipient gas fires.
The system consists essentially of dry powder or dry chemical in one or more vessels capable
of being pressurized from a bank of nitrogen cylinders. The dry powder vessels are connected
to various control stations on deck. Each control station will have a hose and nozzle, a
cylinder of nitrogen and other appropriate controls.
On opening the pilot nitrogen bottle in the control box, the gas flows through a reducing valve
back into the compartment containing the dry powder installation and pneumatically opens the
appropriate distribution valve. Simultaneously, it opens the Nitrogen cylinders by the action of
a pneumatic piston, release lever and release mechanism, the gas flowing into the dry powder
container through the pressure regulator.
The pressure in the container builds up and at about 16 bars the main powder valve opens
automatically and the powder flows to the appropriate control box via the distribution manifold
and the previously opened distribution valve, piping and control cock. The pressure in the
powder container remains constant until the last few kilograms of the powder is left in the
container. When the powder in the first container has been used, the second container may
be brought into action by manually opening its bank of nitrogen cylinders. After use, dry powder
line should be blown clear with compressed air. The nitrogen cylinders to be replaced and dry
powder containers recharged without delay.
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Gross spillage of deeply refrigerated liquids is extremely dangerous. They can cause
embitterment of the deck and contact with the human body results in vicious cold burns. In case
of spillage to the deck following positive action may be taken:
Attempt to isolate the source of leakage

Wash the leaked liquid overboard as quickly as possible with copious amounts of sea
water the fire mains.
Extinguish or secure all possible sources of ignition until the resulting gas
cloud has dissipated.
A prepared plan is consideration all the required to be made for each individual ship, taking into
relevant circumstances. .
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Chapter 8
Breathing Apparatus
There are many essential features for good fire fighting, but one of the more important, in
order to successfully extinguish a fire with the minimum of damage is, whenever humanly
possible, to approach and locate the seat of the outbreak of fire. Fires may be of such nature
that the products of combustion displace the oxygen content, or poisonous or irritant vapours
are evolved. Such conditions are often a feature of ship fires, and make the wearing of some
form of Breathing Apparatus essential.
There are two main categories:
1. Atmospheric i.e. depends on atmosphere for air supply.
2. Self Contained Breathing Apparatus i.e. carries an independent air supply.
8.1 Atmospheric Types:
a. Antipoys
b. Smoke Helmets or Masks
c. Masks or Respirator for industrial gases.
a) Antipoys
1. Respirator type face piece.
2. Inhaling and exhaling valves.
3. Equalizer tube — acts as reservoir.
4. Strainer on air supply tubing must be in fresh air.
5. Air supply depends on wearers lung movements.
b) Smoke Helmets and Masks

1. 60 feet lengths of reinforced supply must be in fresh air.
2. Bellows or compressor to supply fresh air.
3. 130 feet wire hearted life line.
Advantages of Antipoys and Smoke Helmets and Masks;
1. No time limit
2. Cooler in use.
3. Little knowledge required to train personnel
4. Care and maintenance easy.
5. Testing simple.
6. Mask is at positive pressure provided pumping rate material.
Disadvantages of Antipoys and Smoke Helmets and Masks:
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1. All intakes must be carefully watched (smoke/fumes).

2. Two men or more required.
3. Tubing heavy, difficulty in laying hose lines.
4. Air supply line may be damaged or trapped.
5. Reduced pressure by partial vacuum in antipoys.
6. Limited to distance the wearer can travel.
Industrial Masks and Service Respirators
All these types are dependent on there being sufficient oxygen present. These should only be
used in specific toxic atmospheres. They are rendered useless in smoke filled atmospheres.
Hints for care and Maintenance
1. Washers — check in position and for signs of perishing.

2. Storage- clean, dry and ventilated.
3. If wet after use- dry out naturally.
4. Protection of coupling threads.
8.2 Compressed Air Breathing apparatus
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Method of Operation
A face piece fixed with a Demand Valve. Partial vacuum on inhaling causes movement of
diaphragm to depress lever, air at 80 psi lifts valve which allows air to pass to wearer. A small
spring ensures return of lever.
Time Factor
Regulation 17 of the International Convention for the Safety of Life at Sea (SOLAS), (1992)
requires that the volume of air contained in the cylinders of self contained breathing apparatus
shall be at least 1200 litres. This means that the nominal duration of a set on your vessel will
be at least 30 minutes, although as described above this can alter significantly.
SCBA cylinders come in different sizes and their size is determined by their empty volume.
Common sizes are 9 litre, 6 litre and twin packs consisting of 2 x 4 litre cylinders.
To calculate the amount of air contained in a cylinder it is necessary to multiply the empty
volume by the gauge pressure.
For example:
137 bar x 9 litres = 1233 litres of air

200 bar x 6 litres = 1200 litres of air
This figure can then be divided by 40 to give the full duration of the cylinder.
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Full Duration of a SCBA is the time a cylinder is expected to last from completely full to
completely empty.
Working Duration is the time a SCBA is expected to last from completely full until the low
pressure warning whistle operates.
Safety Margin is the time from when the whistle operates until the cylinder is empty. You
should always plan to return to the fresh air base before the whistle
operates. The safety margin is then available to you if something unexpected occurs.
Testing
1. Ensure by-pass valve closed.

2. Open main valve fully — warning whistle will sound as gauge needle rises past red low
level indicator.
3. Take gauge reading.
4. Hold face piece to face, inhale and deeply to ensure lung demand valve, exhaling and
inhaling valves are functioning correctly.
5. Turn off main valve, Gauge reading should remain constant.
6. Release pressure.
7. Treat visor with anti-mist.
Instructions for Use
Proceed as mentioned above; thereafter adjust the shoulder straps so that set is comfortable
to wear. Place the looped strap of the face piece over the head. Open the main valve fully.
Put the face piece on chin first then tighten from bottom straps upwards and test for air tightness
by turning off main valve momentarily inhaling, the face piece should now collapse to face. If
all is correct, work may be carried out until the pressure reading or whistle sounding indicates
it is time to return to fresh air. Read the gauge at regular intervals. Careful note must be taken
of the time used to reach the objective and ample time allowed to return to a respirable
atmosphere. If any difficulty in breathing is experienced, or smoke or gas enters the mask,
or fault in the set develops, return to fresh air immediately.
The by-pass is for emergency use only, it should normally be kept closed, but should difficulty
in breathing be experienced then open the by-pass gently so that it gives sufficient air for
comfortable breathing. Remember that when the by-pass is open a continuous flow of air
provided resulting in wastage of air; therefore the valve should be opened no wider and for no
longer than is necessary.
It should be noted that a Breathing Apparatus is designed to protect Respiratory Organs in

irrespirable, hot or humid environment. The hard earned teachings of fire fighting must always
apply; take advantage of the cooler air at lower levels, where dangers and obstacles, the
location of a fire, and persons to be rescued are more quickly detected.
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Frequent drills should be carried out to familiarize personnel with their particular type of
Breathing Apparatus the more confidence may be felt by a man when having to work under
emergency conditions.
Cylinders may be found on more modern types of sets with larger capacity e.g. 3000 p.s.i.
This will be printed on cylinder in Black. Figures on Yellow background and indelibly stamped
on cylinder neck.
Note on Cylinders
Capacity 1200 Litre 1800 Litre or 2240 Litre
Working Pressure 200 A.T.M 200 A.T.M 200 A.T.M
Duration Hard
20 minutes 30 minutes 37 minutes
Work
Duration Medium
30 minutes 40 minutes 46 minutes
Work
One of the usual objections to open circuit B.A. is that the large cylinder, necessary to give
reasonable endurance obstructs the wearer’s passage through narrow openings. However if
the 1200 Litre 3000 p.s.i. cylinder is fitted as it is only 5 inches diameter, reasonably small
openings can be negotiated.
Respiration:
In normal conditions, respiration takes place about 15-24 time a minute, this may however be
increased to as much as 30-40 time a minute if a person is working
8.3 Constant Flow Emergency Escape Breathing Devise (EEBD)
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This is used to escape from hazardous environments with minimal user training. EEBD is not
meant for fire fighting therefore user at any circumstances should not try to fight fire wearing
an EEBD. A constant air flow is available for 10-15 minutes and the user is advised to walk
fast wearing EEBD rather running.
To use an EEBD the user shall hang the set around the neck and open the air before wearing
the hood. In most of the sets, the air cylinder will be operated automatically while opening the
EEBD.
CHAPTER 9
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USE OF SAFETY SIGNS
9.1 Introduction.
Safety signs should be used to indicate hazards or control measures to be taken where the
hazard cannot otherwise be removed.
9.2 Signs and notices
The international standards for safety signs are explained in the following paragraphs. Annex
28.1 shows the international colour coding of signs.
Permanent signs are used:
• to give prohibitions, warnings and mandatory requirements

• to mark emergency escape routes
• to identify first aid facilities
• to show the location of fire fighting equipment.
Red signs mean either:
• stop doing something or don’t do ot (prohibition);

• stop/shut down or evacuate; or they mark the location and type of fire-fighting equipment.
Signs of prohibition are based on a red circular band with a red diagonal bar and white backing.
The symbol for the prohibited action is shown in black behind the red diagonal bar; for
example. ‘No Smoking’ with a cigarette depicted.
A sign indicating fire-fighting equipment is a red square or rectangle, with information given in
words or by a symbol in white. Alternatively an IMO sign is a square or ectangle, with information
given in words or by a symbol in red.
Yellow signs are advisory and mean:

• be careful, or take precautions;
Warning signs are based on a yellow triangle with a black border.

The symbol for the hazard is shown in black:
for example, poisoning risk with black skull and crossbones on the yellow background.
Blue signs are mandatory and mean:

• take specific action.
Mandatory signs are based on a blue disc. The symbol for the precaution to be taken is
shown in white;
for example, ‘Goggles to be worn’ with a man’s head with goggles depicted.
If, exceptionally, no suitable symbol is available, appropriate wording may be used instead:
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for example, ‘Keep Clear’.
Green signs mean:
• emergency escape; or
• first aid sign.
The sign is a green square or rectangle, with safety information shown by words or a symbol
in white.
for example, a white arrow on a green background points to an emergency exit.
If more information is needed to make clear the meaning of any symbols used in a safety sign
or notice , then a supplementary sign with text only may appear below the sign:
for example, ‘Not Drinking Water’.
The supplementary sign should be oblong or square and either:
(a) white with text in black; or

(b) the same background colour as the safety colour used on the sign it is supplementing, with
the text in the relevant contrasting colour.
Shore based personnel and passengers may not be aware that they are colour blind, and
colour should not be used as a sole indicator.
Where a language other than English is extensively used on a ship, any text used in
conjunction with a sign should usually be displayed also in that language.
Occasional signs
Illuminated signs, acoustic signals, hand signals and spoken signals may also be used for
temporary hazards or circumstances.
Illuminated signs and acoustic signals must be tested regularly to ensure that they are
working. Acoustic signs should comply with the IMO Code on Alarms and Indicators 1992.
The internationally understood hand signals for use of lifting appliance are given in Annex
21.1.
Spoken signals should comply with the IMO Standard for Marine Navigational Vocabulary.
This is particularly important when communicating with another ship or with shore-side
workers abroad, where English is not much used.
9.3 Electrical wiring
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The cores of electrical cables should be readily identifiable throughout their length by colours
or numbers. Although various standards (British, other national or international) exist for
colour coding of cores, the colours specified in the standards differ. The colours found on any
ship will therefore depend on the country of building or of manufacture of the cables. Care
should therefore always be taken to make a positive identification of cable duty, and colours
should be used primarily as a means of conductor tracing.
Particular care is required when connecting plugs to domestic equipment which has been
brought on to a ship, as a wrong connection could prove fatal. New British equipment should
be supplied with cable to the international standard, i.e., brown for ‘live’, blue for ‘neutral’ and
yellow/green for ‘earth’, but older equipment and that purchased abroad may have other
colours.
9.4 Gas cylinders
“BS 349: 1973.Safety of machinery. Minimum gaps to avoid crushing parts of the human
body (or an equivalent alternative Standard).”
Gas cylinders used on United Kingdom ships should be marked and colour coded according
to the relevant British Standard Specification or equivalent.
Each cylinder should be clearly marked with the name of the gas and its chemical formula or
symbol. The cylinder body should be coloured according to contents, with, where necessary,
a secondary colour band painted around the neck of the cylinder to denote the particular
hazards of the gas (flammability, toxicity etc). Examples of such colour coding on gas
cylinders commonly used on board ship are as follows:
Medical gas cylinders carried on board should similarly be marked in accordance with the
relevant British Standard Specification or equivalent (See Appendix 1). The name of the gas
or gas mixture contained in the cylinder should be shown on a label affixed to it. The chemical
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symbol of the gas should be given on the shoulder of the cylinder. The cylinder should also be
colour-coded according to the contents as shown in the following examples:
9.5 Pipelines
The following colour coding system is recommended for adoption for the main common pipeline
services of United Kingdom registered ships:
The basic identification colour should be applied on the pipe either on its whole length or as a
colour band at regular intervals on the pipe. The colour should similarly be applied at
junctions, both sides of valves, service appliances, bulkheads etc, or at any other place where
identification might be necessary. Valves on pipelines used for firefighting should be painted
red.
Where applicable, the colour code banding should be in approximately 100 mm widths at
regular intervals along the length of the pipe on the basic identification colour or painted
between two basic identification colour bands each of a width of about 150 mm as shown in the
following examples:
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Care should be taken to ensure that when replacing or repainting pipes, valves etc, the
correct colour is used.
When it is necessary to know the direction of the flow of the fluid, this should be indicated by
an arrow situated in the proximity of the basic identification colour and painted white or black
in order to contrast clearly with that colour.
Such a system as recommended above would be useful, for instance, in tracing a run of pipes
but should not be relied upon as a positive identification of the contents of the pipe; a check
should always be made before opening up and precautions taken against the contingency
that the content is other than that expected.
Other pipeline systems on ships, such as cargo pipelines, may be colour-coded in a similar
fashion but no specific recommendations are made here because a comprehensive system to
cover the needs of all types of ship would require so wide a range of colours that contrasts
would be small and easily obscured by fading or dirt.
Colour coding of pipelines may vary from ship to ship and seamen moving from one ship to
another should check with a competent officer what the colours mean on each particular vessel.
9.6 Portable fire extinguishers
Portable fire extinguishers must comply with the relevant British Standard or an equivalent
alternative standard.
Fire extinguishers manufactured since June 1996, and all extinguishers manufactured since
May 1997, must comply with the new Standard, EN 3. The body of the extinguisher is red,
with a zone of colour of up to 5% of the external area to identify the extinguishing agent.
Manufacturers have complied with this by printing the operating instructions in the appropriate
colour.
It is possible to increase the visibility of the extinguishers by highlighting the area around the
extinguisher with the appropriate colour coding (as in 28.7.4 below). No additional colour should
be added to the extinguishers, as this may invalidate the kite mark.
BS 5423 applied to fire extinguishers manufactured before May 1997. The colour of these
extinguishers should not conflict with the following,
recommended systems of colour coding by medium (BS 7863):
Water - Signal Red

Foam - Pale Cream
Powder (all types) - French Blue
Carbon Dioxide - Black
Vaporising liquid (Halon) - Emerald Green
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The area so coded should be large enough to be readily apparent. Where the coding does not
cover the whole surface of the extinguisher it is recommended that the remaining area should
be either;
(a) predominantly signal red, or
(b) of self-coloured (i.e. natural) metal.
Where there is a mixture of the two types of extinguishers on a ship, as far as possible they
should be grouped so as to avoid confusion.
Chapter 10
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SHIP’S FIRE-FIGHTING ORGANIZATION
10.1 General Emergency Alarm
Irrespective of whether the vessel is at sea, anchor or in port, on hearing an emergency alarm
all the ship’s staff should muster at the designated muster stations. This ensures sufficient
man powers and identification of missing persons.
An individual should be trained in the following manner on discovering an emergency.
- Raise the alarm.
- Pass as much detailed information to command team as is available at the initial point of
assessment.
- Attempt to control the emergency by whatever means available, until relieved by the
emergency team.
- If the situation becomes hazardous to the individual, he must retreat to the muster station
and report to the command team.
The initial Response of an Individual on hearing the emergency alarm
-Collect life jacket.

-Dress in long sleeved boiler suit, safety helmet and safety shoes.
-Proceed to muster station.
10.2 Fire Control Plans and Muster List
Muster stations
The muster stations of the various teams should be selected after due consideration of the
layout of the particular vessel. The team leader or his deputy must take charge of the muster
and report to the command team.
Duties for each crew member will be shown in the muster list, and would include some of the
following:
-Closing of water-tight doors, side scuttles, sky lights, portholes etc.

-Use of communication equipment.
-Manning of fire parties.
-Special duties assigned for use of fire-fighting equipment.
-Preparation and launching of survival craft.
Muster list should be prepared before the vessel proceeds to sea and revised whenever any
changes in crew occur.
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The command team is responsible for command and control of the emergency situation, and
for ensuring that an efficient muster of personnel and responsible for person accounted for.
They should maintain safe navigation and to establish internal and external communication.
The command team should muster at the bridge on hearing the alarm. The muster will direct
the Emergency team to provide information relating to the emergency. The information received
and direction given by the teams should be timed and recorded on the bridge.
As the Emergency situation progresses, the master shall seek answers to the following
questions:
-What is the type and nature of the emergency situation?

-Are all persons accounted of and safe?
-How severe is the damage?
-What are the possible outcomes?
-Can the situation be contained?
-What are the resources to use to mount an attack?
-Is there any progress in limiting the emergency?
-Is external assistance available I necessary?
-Is best use being made of ship’s resources?
The Emergency Team must report to the Command Team. This team is the head of the
attack. The Support Team must muster at a predetermined location and advise their
readiness to the Command Team. They should provide all necessary and possible assistance
to the Emergency Team.
For example
-Logistic Support
-Prepare survival crafts.
-B.A. Support
-Provide additional fire fighting equipment
-Maintain security
-Boundary cooling
-Shut of ventilation
The Technical Team must advise the person in-charge of the state of readiness of the Engine
room. For fire in the engine room, technical team must ensure remote shut-off and fuel-oil
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trips are operated.
10.3 Communications
The central control station will be on the bridge with master in charge. In an emergency each
team leader will report to the bridge (master) for instructions.
The central control station requires the following information:
- The time at which the fire alarm was given
- Nature of fire and its location
- Confirmation that fire parties are assembled at their points and the availability of fireman’s
outfit.
- Availability of pressurized fire main.
- Report on initial attempts to extinguish fire using portable extinguishers

- Effects of fire on services such as lighting etc.
-Report on persons present or unaccounted for.
The following Information should be available on the bridge:
- Drawings of ship, engine room, accommodation.
- Details of escape and accesses.
- Details of fire extinguishers (fixed, portable and its storage position of refills).
- Stability information.
- Details of survival equipment.
- Information of dangerous goods.
The following communication methods also should be available:
- Telephones.
- Loud hailers.
- Direct speech (bridge to machine control room).
- Radio telephones, hand-held radios.
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- Availability of messengers.
For effective Damage control and containment of fires following has to be organized:
- All bridge operated closing of water tight doors and release of fire doors to shut position.
- Stopping of ventilation fans.
- Closing of windows/portholes.
- Boundary cooling.
- Maintaining fire-watch.
Stability of the ship is monitored and controlled:
- C hange in GM caused by the weight of the extinguishing water and free surface effect.
- Arranging pumping or draining water.
- Assessing the effect of any damage e.g. by sea water.
- Considering possibilities of moving vessel to shallow water.
10.4 Personal Safety Procedures
Organization of fire parties

In an emergency situation on a vessel, a well organized Emergency Response Plan (ERP)
must go into immediate action, to minimize the effect of that emergency.
Features of an effective ERP are as follows:
-Ensure safety of life.
-Response to an alarm.
-Facilitate efficient communication.
To develop an effective ERP:
-Establish a simple alarm system.
-Select teams.
-Make the ERP chart.
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-Select primary and secondary muster locations.
-Fabricate emergency equipment storage lockers close to muster locations.

Start training and drill sections.
Location of ERP:
-Bridge
-Engine room
-Crew accommodation
-Recreation rooms
-Near all muster stations
10.5 Responsibility
Chief Engineers
To relieve Engine watch keeper and contact command team to obtain maximum information
about the emergency.
Chief Officer
Secure cargo and ballast operations before proceeding to the muster station.
Watch keepers at the Navigating Bridge or Engine room to remain on watch until relieved.
Bridge Messenger
To distribute portable radio sets to all team leaders.
Search Procedures
Wearing BA in heat and smoke can be very stressful and arduous. In conditions of poor
visibility it is important that you move carefully to ensure your safety. The following procedures
will act as a guide to moving in these types of conditions.
Shuffle, do not walk. It may appear to be slow, but in conditions of poor visibility it is
important that you retain your weight on the back foot and slide your front foot forward. This
will reduce the risk of tripping over obstacles, e.g., storm steps, and also from falling through
open hatches.
Keep low. This is where the air will be coolest and visibility greatest. Also when you apply
water to the fire it will turn to steam, by keeping low you should avoid being scalded by this
steam. Be careful however, of crawling on hot decks.
Feel with the back of your hand. To reduce the possibility of injuries resulting from walking
into obstacles you should keep one hand raised in front of you.
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The back of the hand should be uppermost. This will reduce the possibility of burns to the
palm and also guard against the grasping of live electrical components.
Correct method of descending stairs when wearing SCBA
Always face the stairs. When proceeding down stairs wearing BA you should always go down
backwards, facing the stairs. The extra weight on your back coupled with the weight of a fire
hose and poor visibility makes it very easy to fall when on stairs. You should also ensure that
only one person at a time is on the stairs or on a ladder.
10.6 Periodic Ship Board Drills
Training and Drills
On joining ship, all personnel must know their muster station and determine their role in ERP.
Be familiar with the alarm system and the general layout of the ship.
Regulation requirements regarding fire drills, musters and on board training
-Reporting to muster stations and preparation for duties described in the muster list.
-Starting a fire pump using two required jets and prove the systems.
-Checking the fireman’s outfit and other personal rescue equipment.
-Checking the relevant communication equipment.
-Checking the necessary arrangements for subsequent abandonment of ship.
Drills as far as practicable must be conducted. The equipments used for drill should be
brought back to their fully operational condition after the completion of the drill.
On board training in the use of ship’s fire fighting appliances should be given as soon as
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possible but not later than two weeks after a crew member joins the ship. Details of the fire
drills and On-board training should be recorded in the log book.
Clear instructions to be placed at Navigating Bridge, Engine room, and Crew’s

accommodation etc.,
Typically the ships complement will be divided into the following teams and an example of a
generic muster list would be as shown below.
TYPICAL MUSTER LIST OF A MERCHANT SHIP

Sr
Rank Name Duty Remarks
No
Over all in-charge — On Bridge
1 Master Command
2 Third Officer Assist Master — On Bridge

Team
3 AB ‘A’ Steering/Lookout — On Bridge
In-Charge — ERT 1
4 Chief Officer Emergency
Assist Team 1 — BA controller
5 Bosun
Team
6 AB ‘B’ Assist Team 1 — BA Set
1 (Deck)
7 Deck fitter Assist Team 1 — BA Set
8 2nd Engineer In-Charge — ERT 2 Emergency

Asst. in-charge ERT 2 —
9 4th Engineer
BA controller
Team
10 Oiler “A” BA Set
2 (Engine)
11 Oiler “B” BA Set
In Charge — Engine Control

12 Ch. Engineer Technical
Room
13 3rd Engineer Assist. In-Charge

Team
14 Elect. Off Assist — Engine Control Room
15 Oiler “C” Assist— Engine Control Room
In-Charge — Assist Emergency

16 2nd Officer Support
Teams including First Aid
Assist Emergency Teams
17 AB “C”
Boundary cooling
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18 Chief Cook Team
Boundary cooling
19 OS
Boundary cooling
On Bridge — Masters
20 Supernumerary
Instructions
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Chapter 11
FIRE FIGHTING METHODS
F Find
I Inform
R Restrict
E Extinguish
The above will aid in instruction as to what to do in the event of discovering a fire.
Find: Be fire conscious, do not assume when you smell burning that the cook has burnt the
sausages again.
Inform: Raise the alarm, if possible send someone else to raise the alarm and tackle the fire
yourself. Have one go with a fire extinguisher and if you are not being successful close the door
on it before the flames drives you back and you are not able to escape.
Restrict: By this time the ship’s main fire parties should be organized and their first aim
should to restrict the fire and contain it within one particular zone. Remember that a ship’s fire,
especially an accommodation fire, has potentially got six sides and must be contained from
above and below as well as all four sides.
Extinguish: Only when the fire is contained you attempt to extinguish otherwise the fire may
simply by chased from one part of the ship to another.
Before an entry is made, boundary cooling will effectively reduce the temperature inside and
skilful venting may allow the fire-fighters to enter on a stream of cool air. Do not let the fire come
between you and your avenue of escape.
11.1 Fire Alarm and First Action
The following are a few general principles and check points to be thought of during the
fighting of a major ship fire, most of these are points which have been forgotten at some time
or other in previous incidents:
1. Reduce speed and manoeuvre the vessel to let the wind assist the firefighters; slowing
down reduces the air pressure within the ship and it may be beneficial to stream slowly down
wind. Putting the wind abeam give fire-fighters a clear decks to work when fighting a fire in an
open hatch.
2. Careful consideration must be given to the stability of the vessel. Corrective measures
taken early in a fire, before the stability condition becomes critical. Remember that filling a
double bottom tank may reduce stability. Stability information will be needed and in some
companies this is kept up to date in a fire wallet containing other information which would be
useful in planning the fire fighting. Water low down in the vessel will reduce reserve buoyancy,
water on one side will produce list, water high up (and a relatively small amount) will reduce
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stability and combined with free surface may produce an angle of loll. This problem may met
on a tween-deck vessel as well as passenger ship, if the ship can taken so that the keel is within
a distance from the sea-bed equal to one ninth of the breath of the ship then she may be
considered safe from capsize.
3. A correct position must be prepared for transmission in urgency or distress. In case of

position errors, help may never arrive.
4. Recording control and co-ordination of all activities and the communication of this
information to the officer in charge at the fire-zone.
5. Constantly trying to think of anything that has been forgotten by those fully involved at the
centre of the incident.
6. All crew and passengers to be accounted for, if not then obtain intelligence as to where
missing persons were last seen.
Emergency Response Organization 1 (Deck)
In the event of the activation of a remote fire detector in cargo or accommodation spaces the
emergency response team 1 (ERT 1) will come in action.
1. Muster at muster station
2. Put on fire protective clothing and wait for orders – ERT1 & 2
3. When get information from bridge regarding the location of fire, Emergency Response
Team 1 proceed to scene of fire and deliver frequent report to bridge
4. Rig up fire hoses and nozzles – ERT 2
5. Cut off power supply – Technical Team
6. Start fire pump - Technical Team
7. Cut off ventilation - Technical Team
8. Start boundary cooling – Support Team
9. Fight the fire using sea water by hose and nozzle – ERT 1
10. Put out the fire, dry out the compartment and post a sentry.
11. Secure all gears.

12. If found no chance of re-ignition, ventilate the compartment - ERT 1
Emergency Response Organization 2 (Engine)
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In the event of the activation of a remote fire detector in engine room spaces the ERT 2 will
come in action.
1. Muster at muster station
2. Put on fire protective clothing and wait for orders – ERT1 & 2
3. When get information from bridge regarding the location of fire, Emergency Response
Team 2 proceed to scene of fire and deliver frequent report to bridge
4. The Technical team should assemble in fire station if the Engine Control Room is not
Accessible Technical Team
5. Rig up fire hoses and nozzles – ERT 1
6. Cut off power supply/fuel supply – Technical Team
7. Start emergency fire pump if engine room is not accessible - Technical Team
8. Cut off ventilation - Technical Team
9. Start boundary cooling – Support Team
10. Fight the fire using sea water by hose and nozzle – ERT 2
11. Put out the fire, dry out the compartment and post a sentry – ERT 2
12. If not possible to fight fire with hose and nozzle, close the compartment and prepare to
operate CO2 drenching system – ERT 2
13. Sound CO2 alarm, on hearing alarm, go to muster station – Command Team
14. Make sure all doors and ventilation fully closed – ERT 2
15. After receiving completion report from all teams, Master to order for operating CO2
System – Command Team
16. On receiving the order from Master, Chief Engineer has to operate the CO2 system –
Technical Team
17. Inspect the compartment after 3 hours, wearing BA set. If found no chance of re-
ignition, ventilate the compartment – ERT 2
18. Secure all gears.
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11.2 Fire Fighting
At the first zone, there should be one officer in-charge who should not himself become
involved in the fire-fighting but should move all around the fire zone coordinating all activities
on all sides of the fire and maintaining communication with the control centre.
i. Search and Rescue: SCBA is best used for this as the wearer has more mobility than
a smoke bellows wearer. The results of the muster and interrogation will guide as to where to
direct searchers. Good drills will pay off if you can send in a crew member who lives or works
in the area where missing persons are supposed to be, and is trained BA set wearer.
ii. Boundary Cooling: Men sent into as enclosed space to fight a fire are being asked
virtually to enter a steel oven and cooling of the outside will greatly improve conditions inside,
as well as preventing the spread of fire by conduction. Water on the outside of a compartment
on fire will not adversely affect stability.
iii. Location: If the location of the fire is not precisely known, as may happen in the
accommodation where the smoke from a single burning mattress may cause complete smoke
logging, the following may be the methods to use to locate the fire.
• Interrogation of the crew.

• Looking for hot-spots on the outside.
• Painstaking search in breathing apparatus.
iv. Venting: Initially all venting should be closed down, if the engine room is not directly
involved in the fire then take care to see that smoke is not drawn into the engine room
causing an early abandonment. Later selected ventilation can be carried out to clear certain
areas of smoke and to allow back-up workers without BA sets a closer approach to the fire.
Never ventilate a space in which fire is still burning or even smouldering. At the moment of close
approach to a fire the situation may be made more comfortable for the fire-fighters by making
an opening high in the space, to vent out heat and smoke, shortly before making the opening
the firefighters will use.
v. Stability: At the fire zone stability may be protected by guiding water into spaces from
which it may be pumped out, by the use shut-off nozzles and controlling the amount of water
used generally. This will be necessary also to conserve water pressure especially when
relying on emergency water supplies.
11.3 Tips to the Firefighter

1. A breathing apparatus will allow you to breathe in a non-breathable atmosphere but it does
not make you fireproof and you must still stay low in heat and smoke, where you may also
find the best visibility.
2. Watch out for flash-over when opening an enclosed space. If possible, use the kick out panel
at the bottom of the door and direct the hose upwards in sweeping movement to cool down the
whole space first before making an entry.
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3. Remember that a spray will have a greater cooling effect than a jet and will be less likely to
distort a hot metal surface. Do not spend too much time spraying water into smoke but advance
slowly and deliberately and watch out for scalding effects of steam.
4. The moment of hitting a fire may be the worst as steam will drive towards the entrance;
keep low and press home the advantage, as conditions will then improve.
5. When searching in smoke remember, shuffle and do not walk. Missing persons are most
probably collapsed behind the door or at the bottom of a ladder, go around the perimeter of
the space right or left handed then make a couple of traverses. Feel with the back of your hand,
otherwise if you touch electric cable with the insulation burned off, you may grip it involuntarily.
As you move forward move one hand up and down in front of your face.
11.4 Fires on Ships in Port
When a fire occurs on board ship in port, the fire brigade must be called immediately no
matter how small the outbreak. They will wish to be met at the gangway by a responsible officer
who can act as a guide and provide as much as possible of the following information.
a) Whereabouts of fire.
b) Mean of access.
c) Details of cargo together with stowage plan.
d) Ventilation arrangements.
e) Stability data.
f) Any persons missing.
g) What fire fighting steps have been taken.
h) Condition of ship’s services.
i) Details of fixed installation, fire and general arrangements.
On a large ship the fire brigade may need several members of the crew to act as guides.
Contrary to popular belief, most fire brigades prefer to fight a fire alongside the ships crews,
rather than relieve them completely.
Advice on matters relating to fire and fire prevention is always freely available to ship’s
officers on application to the Chief Fire Officer or Fire master of any Local Authority Fire Brigade.
End of Course
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Fire Prevention and Fire Fighting

Chapter 2 Theory of fire 4

Chapter 3 Fire prevention 9

Chapter 4 Safe practices 16

Chapter 5 Fire detection 20

Chapter 6 Fire fighting appliances 28

Chapter 7 Fixed fire fighting systems 44

Chapter 8 Breathing apparatus 55

Chapter 9 Use of safety signs 61

Chapter 10 Ship’s fire fighting organization 67

Chapter 11 Fire fighting methods 75

On completion of this course, you will be able to,

2. Use the fire appliances correctly.

3. Identify and take corrective measures to prevent a fire from occurring.

Rules and Regulations.

2.1 Conditions for fires

The above 3 conditions can be represented by a triangle known as “FIRE TRIANGLE”

The Fire Tetrahedron

The Fire Triangle

fuel (any substance that can undergo combustion),

Methods of extinguishing fire:

A fuel or combustible substance.

Removal /limitation of fuel - Starving.

Limitation of temperature - Cooling.

Typical sources Required action Suitable

A fire involving Wood, paper, Cool by saturationWater, CO2, dry

2.3 Properties of flammable materials Flammability:

C + O2 = CO2 (Carbon Dioxide)

2.4 Sources of heat energy (Ignition)

b) Heat of partial oxidation

Electrical Heat Energy

Mechanical Heat Energy

Nuclear Heat Energy

2.5 Sources of ignition on a ship

- Heated surfaces (Machinery etc);

3.1 Fire Prevention Principles

3.2 SPREAD OF FIRE

Unlike heat transmitted by conduction or convection, no form of matter is required to transfer

Use of a water wall for protection from radiant heat

3.3 PHASES OF FIRE

A fire in a compartment generally progresses through three predictable developmental stages.

3.4 SHIP CONSTRUCTION ARRANGEMENT

- Restricted use of combustible materials;

- Detection of any fire in the zone of origin;

- Containment and Extinction of any fire in the space of origin;

- Protection of means of escape and access for fire fighting;

- Ready availability of fire extinguishing appliances;

- Minimization of possibility of ignition of flammable cargo vapours.

At the end of first 5 mm 556° C

At the end of first 10 mm 659° C

At the end of first 15 mm 718° C

At the end of first 30 mm 821°C

At the end of first 60 mm 925°C

Class “A-60” 60 min

Class “A-30” 30 min

Class “A-15” 15 min

Class “A-0” 0 min

Class “B-15” 15 min