FFA

 What are Requirements or Standard of all FFA equipments as per SOLAS ?

SCBA
 1200ltrs of air or 30min service duration of air
EEBD
 10 minutes service duration
PORTABLE FIRE EXTINGUISHERS
 Powder or CO2 – 5kgs
 Foam – 9 Ltrs capacity
 Total Weight Maximum 23 kgs each.
 Portable foam applicator liquid 20Ltrs + 20 Ltrs spare
 Nozzle capacity 1.5 cu.m / min
FIXED FIRE FIGHTING SYSTEM
 Pre Discharge ALARM to sound for at least 20sec or for the time required to evacuate space
before medium is released.
CO2 SYSTEM
 30% of largest cargo space
 35% of largest machinery space
 85% of gas to be discharged into the machinery space within the 2 minutes
EMERGENCY FIRE PUMPS
 Capacity 40% of total capacity of required Fire Pumps
 But not less than
 25 cu.m per hour for Passenger Ships
 15 cu.m per hour for Cargo Ships
 Consecutive starts for diesel engine driven Emg Fire Pumps
 6 in 30 minutes
 2 in first 10 minutes
 Fuel in service tank for 3 hrs full load and outside machinery space of category A for 15 hrs full
load operation of the Emg Fire Pump.

 List of Fire Protection and Fire Fighting System

as per SOLAS
Maintenance Plan

Onboard maintenance and inspections should be carried out in accordance with the ship’s maintenance plan. Certain
maintenance procedures and inspections may be performed by competent crew members who have completed an advanced
fire-fighting training course, while others should be performed by persons specially trained in the maintenance of such
systems. The on board maintenance plan should indicate which parts of the recommended inspections and maintenance are
to be completed by trained personnel.
 Inspections should be carried out by the crew to ensure that the indicated weekly, monthly, quarterly, annual, two-year,
five-year and ten-year actions are taken for the specified equipment, if provided. Records of the inspections should be
carried on board the ship, and may be computer-based. In cases where the inspections and maintenance tasks are carried
out by trained service technicians other than the ship’s crew, inspection reports should be provided at the completion of
the testing and retained. In addition to the onboard maintenance and inspections stated in these Guidelines, manufacturer’s
maintenance and inspection guidelines should be followed.

List of Fire Protection and Fire Fighting System as per SOLAS

 Fixed fire detection and alarm systems

 Fixed gas fire-extinguishing systems
 Fire doors
 Public address and general alarm systems
 Breathing apparatus
 Water mist, water spray and sprinkler systems
 Low-location lighting
 Fire mains, fire pumps, hydrants, hoses and nozzles
 Fixed CO2 Extinguishing systems
 Foam fire-extinguishing systems
 Firefighter’s outfits
 Fixed dry chemical powder systems
 Fixed aerosol extinguishing systems
 Portable foam applicators
 Wheeled (mobile) fire extinguishers
 Ventilation systems and fire dampers
 Galley and deep fat cooking fire-extinguishing systems

 SOLAS Requirements for Fire-fighting Equipment

1. Smoke detectors must be installed in every cabin and service space.
2. The minimum capacity of the powdered CO2 should be 5kg and it should not be placed near places of
accommodation. The minimum capacity of foam is 9 liters.
3. The maximum mass of a portable fire extinguisher should not exceed 23 kg and it should have a capacity of holding
9 liters of liquid extinguishers. Fire extinguishing measures must be taken in spaces that contain flammable liquids.
4. Ships must have escape routes and enclosures that prevent the ingress of smoke in cases of fire. Stair tower
arrangements and multiple stairways connecting several decks must be put in place.
5. Extinguisher intended to be used in a space must be located near the entrance of the space.
6. If insulating materials such as foam are used, the exposed surfaces of the foam must be sealed with a fireproof
coating.
7. The trunks and ducts of ventilation systems onboard the ships must strictly be made out of non-combustible
materials.
8. The fire fighting equipment and systems put in place on board a ship must be known and accessible to the crew and
other people on board the ship. The appliances must be pre-approved to meet the requirements of the specified code.
9. Every pressure container for every fire extinguishing system must bear a mark indicating the fact that it meets the
requirements according to the code.
10. The vessel should be fitted with two or more power-driven fire pumps with pressure gauges. In addition to that, fire
hoses must be connected to fire hydrants at all times.

 Procedures for the Testing of Fire-Fighting Appliances

The fire-fighting equipment should work efficiently in case of a fire. Therefore, the following procedures are vital
for the smooth functioning of a fire fighting system.
 1. Weekly Testing and Inspections:

 The fire detection and alarm systems, fire doors, low location lighting, and sprinkler systems should be functional and
should be operated by lamp or indicator switch.
 The working of fixed gas fire-extinguishing systems must be verified by the correct positions of control and sectional
valves.
 The breathing apparatus should be in the correct pressure range.
2. Monthly Testing and Inspections:

 Equipment like fire mains, pumps, hoses, nozzles, and fire hydrants should be properly arranged and be in good
condition.
 Fixed gas fire extinguisher system and foam fire extinguishing systems should be closed and in proper position and their
pressure gauges should be in the proper range and free from leakages.
 Firefighters outfits and the inventory must be well equipped and in good condition.
3. Quarterly Testing and Inspections:

 Ventilation systems and fire dampers should be tested.

 All dire doors should be located in the main vertical zone bulkheads.
4. Annual Testing and Inspections:
 Fire mains, fire pumps, hydrants, nozzles and hoses, fire detection and alarm systems must be visually inspected to be in
proper condition.
 Water sprinkling systems should involve valve tests, freeze protection and emergency power supply.
 Ventilation systems and fire dampers must be tested for remote operations, else grease builds up.
 Remotely controlled fire doors should be tested for release.
5. Two-year Testing and Inspections:

 Fixed gas fire extinguisher systems should be weighed to confirm that the contents are above 95% of the nominal charge
or containers must be refilled.
 Fixed dry chemical powder systems must be inspected by a service agent.
6. Five-year Testing and Inspections:

 Fixed gas fire extinguishing system, foam fire extinguishing systems and water sprinklers should be inspected for the
functioning control valves.
 It should supply freshwater and that should be tested too.
 Breathing apparatus should be tested and replaced.
7. Ten-year Testing and Inspections:

 Fixed aerosol extinguishing systems must be tested and renewed in accordance with the manufacturer.
 Fixed dry chemical powder systems should be tested by an accredited service agent.
It is thus necessary for fire protection systems to be serviced and examined as part of their maintenance from time to
time. This has also been stated in the guidelines provided by IMO.
Fire-fighting appliance providers and repairers like SHM Shipcare provide fire-fighting appliance maintenance
services that involve efficient testing and maintenance of the fire-fighting equipment.
Trained personnel, skilled at examining and servicing fire-fighting equipment perform an inspection of portable and
non-portable fire extinguishers, breathing apparatus, foam applicators, compressor air quality test, and foam
concentrate analysis.

 Different Types of Fire Extinguishers Used on Ships

The types of fire extinguishers used on board ships depend on the types of fire on a ship and
the material which is acting as fuel. As fires are classified on the basis of the kind of fuel which
sources them, fire extinguishers are also classified on the same grounds.

The firefighting system and fire extinguisher types on board ships can be classified into three
category –

1. Portable fire extinguisher

2. Semi-portable fire extinguisher
3. Fixed type fire fighting equipment onboard ship

There are five main portable marine fire extinguisher classes:

Class A: These types of fire extinguishers are used in fires which are a result of the burning of
wood, glass fibre, upholstery, and furnishing. Usually, Water, DCP and Foam fire extinguishers
smother the Class A fire by removing the heating factor of the fire triangle. Foam agents also
help in separating the oxygen part from the other aspects.

Class B: These fire extinguishers are used for fires which occur from fluids such as lubricating
oils, fuels, paints, cooking oil etc. A portable co2 fire extinguisher or a portable dcp extinguisher
can be used in this class.

Class C: Fires resulting from involvement of energized electrical equipment such as motors,
switches, wiring etc are extinguished by Class C type of fire extinguishers. Usually, CO2 or DCP
portable fire extinguisher is used in such fires.

Class D: Fires occurring as a result of combustible materials such as magnesium and

aluminium are extinguished by this type of fire extinguishers. These elements burn at high
temperatures and will react vigorously when coming in contact with water, air, carbon dioxide
and/or other chemicals.

For extinguishing this class of fire, Dry Powder extinguishers are used which is similar to dry
chemical besides they extinguish the fire by isolating the oxygen from the fuel or by eliminating
the heat factor of the fire triangle.

The dry powder extinguishers are only used for class D fires and they cannot be used for other
classification of fire on board ship.
Class E: This type of fire extinguisher on a ship is used for subsiding fire resulting from any of
the above-mentioned materials along with high voltage electricity. Hence, if a portable
extinguisher with a conductive agent is used for fighting the class E fire, it may lead to a risk of
shock to the operator. CO2 or DCP portable fire extinguisher is used in such fires.

Type of Portable Fire Extinguisher used in a ship:

When it comes to choosing a ship fire extinguisher, we need to keep in mind different types of
combustible material and fluids which are located in different parts of the ship along with the fire
extinguisher reaction with the source of a fire. Based on the above-mentioned classification,
portable fire extinguishers are classified and used according to the classes of fire as per IMO.

The portable type onboard fire extinguisher used in the marine or maritime setup is also known
as plunger type fire extinguishers because of the plunger mechanism used to release the
extinguishing agent. There are five main types of fire extinguishers used on ships:
 1. Soda Acid Fire Extinguisher
2. Water Extinguisher
3. Foam Extinguisher – Chemical and Mechanical
4. Carbon Dioxide Extinguisher
5. Dry Powder Extinguisher

1. Soda Acid Extinguisher

A soda acid type fire extinguisher is recommended for putting out fires which involve burning of
class A fires. The soda acid extinguisher can be found in the accommodation area of the ship.

Sodium bicarbonate (soda) and sulphuric acid are the prime components of the extinguisher.
They combine to form a chemical reaction to produce carbon dioxide gas, which is used to
smother the fire.

Soda acid fire extinguisher diagram:

The arrangement of the extinguishers comprises of a container which holds the sodium
bicarbonate solution. A small glass bottle (phial) containing sulphuric acid is placed below a
plunger mechanism, which is covered by a safety glass along with a screw and cap at the top.

When the plunger is struck hard, the glass bottle breaks, resulting in mixing of acid and soda, a
chemical reaction takes place which produces carbon dioxide gas.

The carbon dioxide gas pressurises the space above the liquid (used for extinguishing the fire)
and forces it out through the internal pipe of the nozzle.

Note: As the CO2, which is used in soda acid fire extinguisher, may create a toxic effect in
confined spaces, Soda Acid Extinguishers are now banned on ships.
2. Water Extinguisher
To counter the A-Class fire, portable water type fire extinguisher of 9Ltr are used. The outer
container is filled with water and fitted with a CO2 Cartridge (inner container) which forces the
water out of the container with pressure.

Water type fire extinguisher diagram:

To operate the extinguisher, first, the safety pin/clip is released. When pressure is applied on
the plunger, the CO2 cartridge ruptures and forces the water out of the extinguisher.

3. Foam Extinguisher – Chemical and Mechanical

Foam extinguishers are used to extinguish Class B fires and are located near flammable liquids.
There can be two types of foam fire extinguisher depending upon its contents-

 Chemical foam type fire extinguisher

 Mechanical foam type fire extinguisher

Chemical foam extinguisher – The chemicals used in this foam type fire extinguisher are
sodium bicarbonate and aluminium sulphate. The main container is filled with sodium
bicarbonate, whereas the inner container is filled with aluminium sulphate.

Chemical foam extinguisher diagram:

The inner container has a cap at the top which is kept in place by a plunger.

The plunger is turned to release the cap and the extinguisher is then inverted for both the
chemicals to mix. Carbon dioxide is produced from the chemical reaction which pressurizes the
container from inside and forces out the foam.

This type of portable foam fire extinguisher chemical equation is shown below:

Al2 (SO4)3 + 6 NaHCO3 -> 2Al (OH) 3 + 3Na2SO4 + 6 Co2

Note: Chemical Foam Extinguishers are now banned on ships because of the poisonous
effect which the gas can create.

Mechanical foam – This extinguisher type also consists of two containers- the outer one is
filled with water, whereas the central one has carbon dioxide charge and foam solution. The
mechanical foam fire extinguisher uses a long hosepipe connected to the dip tube inside the
internal structure of fire extinguisher which allows it to use the foam portable fire extinguisher
upright.

mechanical foam type fire extinguisher diagram showing different foam extinguisher parts:
The central container has a plunger mechanism at the top which when depressed releases the
carbon dioxide and allows foam and water to mix.

The foam and water come out of the nozzle, creating mechanical foam. This extinguisher is
operated in an upright position.

Related Read: 10 Precautions To Take After Using Fixed Foam Fire Fighting System On Ships

4. Carbon Dioxide extinguisher

Carbon dioxide extinguishers are mainly used for class B or class C fires. They are not used for
accommodation areas and confined spaces because of the gas used in lethal. These are widely
used as engine room fire extinguisher.

CO2 type fire extinguisher diagram:

Carbon dioxide is stored in liquid form under pressure. A central tube acts as an outlet for
carbon dioxide gas. A plunger attached to a bursting disc at one end and a trigger at the other is
used to release the carbon dioxide gas. The liquid changes to gas as it comes out of the
extinguisher through a hose.

5. Dry Powder Extinguisher

Sodium bicarbonate powder is used to extinguish almost all types of fires. It is mainly located in
the engine room and near electrical equipment.

Dry powder extinguisher contains sodium bicarbonate powder in the outer container.

DCP extinguisher diagram:

A small container with carbon dioxide is placed beneath the plunger mechanism.

When the plunger is pushed, it releases the carbon dioxide gas, which in turn forces the dry
powder out of the discharge nozzle.

Semi-Portable Fire Extinguishers:

The semi-portable type of fire extinguisher is higher in capacity and weight than the portable
ones. They are considered to be the second line of defense in case the portable fire
extinguisher fails to stop the fire exposure.

As they are heavier to lift, it is provided with a wheel-trolley arrangement which can be dragged
to a nearby fire location. These can be a semi-portable foam fire extinguisher or semi-portable
DCP type fire extinguisher.
These extinguishers are kept onboard on that location which has a higher risk of fire. E.g. The
semi-portable type fire extinguisher is located near the boiler and incinerator in the engine room
and also in the galley. The galley fire fighting system in a ship may include a small CO2 fixed
firefighting setup apart from the portable galley fire extinguisher.

Using a Portable Fire Extinguisher:

The below diagram shows the operating procedure for a portable fire extinguisher:

Maintenance of portable fire extinguishers on ships:

 The portable extinguishers are a type of pressure vessels and should be routinely checked
for leakage etc.
 The operating mechanism of the portable fire extinguishers should be regularly checked
(where possible) every 3 months.
 The vent holes to be checked for clearance.
  All the cap threads should be lightly greased. There are holes provided in the screw on
caps to release any excess pressure. Ensure these holes are clear.
 The plunger should be checked for free movement, and any missing or damaged plunger
should be replaced.
 Depending upon the types of fire on board ship, the flag state and class requirement
accordingly determines the number, types, and locations of these portable fire fighting
extinguishers as per SOLAS.
 The ship’s officer must ensure all the fire fighting equipment, including the fire
extinguishers, are always in the state of readiness. Any problem or defect in the fire
extinguisher to be reported immediately to the master.

 Check all the markings on portable fire extinguisher are visible including the inspection
dates.
 The recharging of the extinguisher to be done as per the instruction supplied by the
manufacturer only.
 For DCP, invert the extinguisher once in a while to ensure the powder inside it is agitated.
 Hydraulic tests of all the extinguishers with propellent cartridges to be performed at an
interval, not more than 10 years.

Other Portable Fire fighting system:

Portable foam applicator on ships:

This type of portable fire fighting unit consist of a portable foam tank carrying foam-forming
liquid of at least 20l capacity with foam applicator connected to an inductor type nozzle
designed to be connected to the fire main by a hose. One spare tank of foam making liquid is
also provided.

The nozzle shall be capable of producing the rate of at least 1.5 m3/m of foam for extinguishing
an oil fire,

CTC fire extinguisher: The CTC extinguisher used to be very effective extinguisher for
combating the small fire, However, due to its tendency to emit harmful toxic phosgene gas, it is
no more used on ships. The CTC fire extinguisher full form is – Carbon Tetrachloride fire
extinguisher.

Basics of Fire Prevention On board

Ships
The best way to deal with fires on board ships is to prevent them rather than letting them
occur. Breaking out of fire in a place where no fire exist is called “ignition”, whereas “flash” is a
term used for fire eruption in a new place as a result of flames from an existing fire in a nearby
place (the ignition source).

Fires on board ships can be prevented by finding and rectifying leakages of fuel oil, lubricating
oil, and exhaust gases.
In a ship’s generator room, the biggest danger of fire is from a leaky high pressure fuel pipe. Oil
leaking from such pipe can fall on high temperature exhaust manifold or on indicator cocks,
which are sensitive points for catching fire.

In modern marine engines, there is push-type cover concealing the indicator cocks; however in
old engines there is no such provision available which makes it quite difficult to provide lagging
to indicator cocks.

These days fuel high pressure pipes are sheathed and the leakage finds its way to a small tank
at the bottom of the engine known as fuel leak off tank. It is imperative to keep this system in
good order by regularly testing the tank alarm – fuel leak off tank high level alarm.

Leakages are mainly caused because of pipes breaking due to vibrations, clamps rubbing
against pipes to create holes, pipe connections behind the pressure gauges getting damaged
due to ageing (we generally do not look here), leakages from fittings at boiler furnace front and
incinerator front etc. These leakages are some of the most common “hot spots” for fire.
Moreover, careful and periodical checks are also required on boiler smoke side and incinerator
uptake.

Fires can be largely prevented by providing effective laggings to hot surfaces such as
generator turbocharger bellows, main engine exhaust uptakes after the turbocharger, various
steam pipes and pipes carrying hot oil. Laggings can be done by ship staff but these days
specialist contractors are available to carry out this work more aesthetically. Also, whenever
lagging is removed, a habit should be cultivated to put it back after the work is finished.

Apart from this, it is also important to check/test fire detectors on regular basis. Some of the
main types of detectors used on ships are:

Flame detectors

Light produced by a flame has a characteristic flicker frequency of about 25Hz. The spectrum in
the infra red or ultra violet range can be monitored to give an alarm. Oil fires generally do not
give off much smoke and this type of sensor is preferred, especially near fuel handling
equipment or boilers to give an early warning.

Heat detectors

Heat detectors are of various types such as rate of rise type, which has bi-metallic type
detecting elements – a thick strip and a thin strip. The thin strip is more sensitive to temperature
rise than the thicker one. If there is a sudden rise in temperature, the thin one bends faster than
the thicker one, bringing both of them in contact.

During normal temperature rise both strips will deflect about the same amount and thus show no
reaction. Normally if rate of rise is less than 10 deg C in half an hour, the detector will not give
any alarm. If the rate should rise to 75 degree Celsius, or more, the two strips come in contact,
thus triggering the alarm.

Smoke detectors

There are two main types of smoke detectors used

1) Light obscuration type

2) Ionization type Liquid or gas fires may not give off smoke initially but will catch fire
spontaneously. Thus smoke detectors are not effective for such fires. These detectors are
mostly used in accommodation areas.

Important points to consider for fire prevention on board ships

 In engine room, waste bins used for storing oily rags must have lids (covers). Oily rags
should not stay lying around or stuck at unnecessary places. Receptacles with covers
should be provided at each floor and on both sides.

 High pressure fuel oil pipes should not be tightened to control a leakage while the engine
is running. Also, oil shouldn’t be taken in to turbochargers during operation.

 Short sounding pipes should be kept shut with plugs. Never should they be left in open
position for the sake of convenience. Cases have been reported wherein oil has spilled out
from these short sounding pipes leading to accidents.

 Loose pet cocks /small cocks on common rail pipes should be checked for.

 Exhaust leakages and steam leakages should be promptly attended.

 Ship’s crew should be careful about galley fires, especially by keeping electrical
equipment in good order. Senior officers should keep an eye in the galley when provision
is being received because this is the time when galley remains unattended for a long time.

 One of the patent methods of fire prevention is effective and regular fire patrol. There is no
method that can beat physical monitoring.

 Fire caused by cigarettes is still one of the most common causes of fire. All care should be
taken to dispose cigarettes (using self closing ashtrays) and never should one smoke in
bed.

 Fires have also caused during loading and unloading of cargo such as coal. For this
reason, ship personnel must always discuss the characteristics of the cargo and
preventive methods to be taken during safety meetings and weekly drills.
Hazards Related to Electric Cable
Insulation in Case of Fire
The insulation of the electric cable is generally made up of rubber or plastic. The amount of
smoke generated by the plastic in case of fire is dependent on factors like nature of plastic, type
of additive used, flame of fire and ventilation arrangement. In general most plastics produce a
very dense smoke when heated. In this article we will learn about the hazards related to electric
cable insulation in case of fire.

Some plastic burns very clearly when subjected to heat and flame, producing very less smoke.
If insulation used is of urethane foam it produces a very dense smoke and visibility in the room
is lost in a minute. Some plastic contains Poly Vinyl Chloride (PVC) which produces hydro
chloride gas as a product of combustion. This is a very deadly gas and has a pungent, irritating
odor.

Rubber when used for insulation produces a dense black, oily smoke and has some toxic
qualities. The most common gases produced during combustion of rubber are hydrogen
sulphide and sulphur dioxide. These gases are both dangerous and can be fatal in certain
cases.

Ways to Reduce these Hazards

The following steps should to taken as preventive measures

Cables having E.P.R (Ethylene Propylene Rubber) insulation with necessary sheathing of
Polychloroprene or Chloro Sulphonated Polyethylene ( PCP or CSP) may be used to protect the
insulation against fire.

G.i armor may be used to protect insulation from fire and needs to be earthed.

By using cables having high oxygen index number, the number allotted to material depending
on minimum percentage of oxygen required to sustain combustion. If the material used is having
oxygen index number 27, it means that minimum percentage of oxygen required to burn the
material is 27 % which is well above the normal atmospheric oxygen percentage of 21 %. Thus,
the insulation material will not catch fire.

Find out about insulation checking using megger meter.

Important Precautions for Installation of Electric Cables

1. The cables and wiring external to the equipment must have flame retardant properties and
should be installed in such a manner that it should not interfere with the original flame
retarding properties.
 2. Cables and wirings for emergency equipments, lightings, communication and signal
should be kept away from spaces like galley, laundries, machinery space of category A &
other high risk areas.
3. Special precautions are to be taken for cable installation in hazardous area as it might
lead to explosion in case of electrical fault.
4. Terminations and joints are to be made in such a manner that it should retain its original
fire resisting properties.
5. Avoid cable for damage and chafing during installation.
6. Fireproof glands to be used in case of cable passing through the bulkhead as it would
prevent fire from one compartment to other.

Dos and Don’ts to Avoid Fire in the Ship’s

Accommodation Area
Out of all the causes for accidents and casualties onboard a ship, fire remains at the top of the
lists. In the past, even a simple accident of fire has resulted into sinking or grounding of the ship.
In this article we bring you the dos and don’ts to avoid fire in the ship’s accommodation area.

It is noted that the maximum number fires on ships initiates in the ship’s accommodation area
due to negligence of the ship’s staff. The accommodation area of the ship is vulnerable to fire as
it comprises substance such as wood, cardboard, and other personal fire-sensitive things used
by the ship’s crew onboard.

A ship accommodation is an area where the crew member’s cabin is located along with galley,
recreational room, meeting room etc. The best way to avoid incidents of fire on ship is to take
preventive measures than to suffer later.

 Do not smoke cigarette sitting or lying on the bed and also, do not keep or throw live
smoking buds in the dust bins.

 Try not to use essence stick or candles inside the cabins. If they are used, make sure they
are lit up during your own presence and while your going out of the cabin, are blown off

 Never use hot plate or heater for cooking purpose inside the cabin.

 Never use loose or open wire (without plug or naked wire).

 Always make sure electrical circuit is never overloaded i.e. too many connection in one
socket.

 Never put your clothes near or on room heater or lamps.

 Do not bring oily rags inside your boiler suit pocket into the cabin.
  Never leave iron unattended when ironing clothes in laundry room.

 Always make sure all the electrical circuits in accommodation are in sound condition to
avoid short circuit fire.

 Chief cook should make sure that galley is always attended when hot plate is on.

 Never leave oil pan unattended in galley.

 Toaster and kettle must never be over heated.

 If any welding or gas cutting operation is carried out inside accommodation, all the
precaution that are necessary, must be taken.

 In tanker ship, accommodation ventilation suction should be away from cargo holds as
their vapour can enter inside the accommodation and create a flammable atmosphere.

 All the visitors coming on board when the ship is at port must be briefed about the fire
hazards.

How High Pressure Water Mist Fire

Fighting System For Ships Works?
The hyper mist or high pressure fog fire fighting system is installed for all important ship’s
machinery systems in the engine room (ME. AE, Purifier, Boiler etc.). The high-pressure water
mist/fog system provides water mist protection during emergencies to engine room areas and
machinery spaces. This system is independent of any other fixed fire fighting system such as
foam or CO2 system.

Following are the most common areas covered by water mist system:

 Incinerator room
 Auxiliary boiler room
 Auxiliary generators
 Main engine cylinder head platform
 Purifier room
 Inert gas generator room
 Steering gear room
A fresh water pump takes suction from fresh water tank to supply high-pressure water to the
sprinkler system. Each area is isolated by valves, which can be opened during emergency
situations involving fire. The system is kept at constant stage of readiness.

The MICROFOG Fire Extinguishing System has the following effects:

 Cooling effect (quick cooling by evaporation latent heat)

 Oxygen replacement effect (replacement of air with water vapor generated in a large
quantity, and absorption of radiation heat)
 Shut-off effect (the floating fog forming walls of water)
 Smoke eliminating effect (the floating smoke particles being adsorbed and settled by the
fog)

High-pressure water is injected through a special nozzle working within pressure range of 4 to
10 MPa (depending upon the design of the system), which breaks the water droplets into fine
mist. The diameter of the water mist particle range from 50 to 200 µm which improves the fire
extinguishing effect and efficiency of the system. The distance between any two nozzles is very
critical as area covered by one nozzle must be such that no space is left unsprayed in the fire
affected area.

Operating Procedure:
The system start select switch on the main control panel must always be set to AUTO &
MANUAL position for automatic start. (The automatic activation with the fire alarm system is
possible only in this mode.)

Starting:

Automatic Start: Water mist system will be automatically released into the protected area
where fire is detected by the fire alarm system (both smoke and flame detectors), and an
audible and visible alarm is activated in that protected area.

Manual Start: Water mist system can be started manually from the control panel and from the
local points whenever needed, independent of the fire alarm system.

The following conditions must be maintained at all times to ensure hyper mist system is on
stand by for operation:

1. Sufficient water level must be retained in the fresh water tank

2. Make sure the power supply is available.
3. The fire alarm system must be in operation.
4. Drain and test valves must be closed.
5. The area around the Hyper mist water pump must be clear of any obstructions.

Stopping:

After confirming extinction of a fire, the water mist system can be stopped manually by
cancelling the signal from the fire alarm system and pressing the STOP button on the control
panel or local point.

10 Precautions To Take After Using Fixed

Foam Fire Fighting System On Ships
Using fixed fire fighting systems is the last resort on board ships to fight a major fire. Majority of
the seafarers during their entire career tenure do not get a chance to use the fixed fire fighting
system, and in fact secretly wish that they do not ever have to face such situation.

However, an emergency can occur any time and therefore it is important that the ship’s crew is
aware of the design and operation of the fixed firefighting system installed on board.

Fixed foam firefighting system non-lethal in nature and can be used even when there are human
present inside the fire affected room/room. This makes the initial time duration for application of
fire fighting system shorter as compared to the CO2 system which requires evacuation of
personnel before operation.
Once the fire is extinguished, the ship’s crew has to make a re-entry in the affected place to
assess the damage to the ship’s equipment.

Following common precautions and procedures need to be considered for all fixed fire fighting
systems installed on ship:

 Never enter a place soon after extinguishing of fire, especially pump room, engine room
etc. due to high temperature. Allow time to cool down
 Ensure breathing apparatus, explosion proof lights and gas analyzers are present for
making an entry
 Once it is confirmed that the fire has extinguished, remove all chances of re-ignition and
ensure the room is cool enough. Exchange air inside the room by using forced air blowers
 Keep checking the level of oxygen and other gases when working/ assessing inside the
room
 The oxygen analyzer and gas detectors should be of explosion proof type
 When entering the room, enter as a team (of 2 people). A stand by team needs to be
ready for evacuation with breathing apparatus (BA) and other safety equipment if
something goes wrong

Following precautions and checks need to carried out once the foam fixed fire fighting system is
used for fire extinguishing purpose:

1. The place will be acquired with plenty of drainage which is a mixture of water and foam.
Use pumps to remove the drain mixture
 2. Ensure there are no gases present in the room and pumps are in good working condition
before using as it may lead to secondary accidents such as explosion or electrical shocks
3. Use fresh water mist while cleaning the foam from the room
4. Keep checking the gas content in the room as during cleaning, foam may contain
poisonous gases which was produced during the fire
5. The electric machinery and systems covered with foam should be wiped out using cloth
6. All the machinery to be inspected prior cleaning is finished. If internal electric parts or
panels are still moist, use hot air blow to clean the same
7. After complete use of foam system, drain out foam solution lines and liquid lines by air
blow
8. Check the level of the foam liquid tank and refill it to the required level
9. Check the foam discharge nozzle in the fire area and foam generator for any fire damages
10. Check all the valves involved in the discharging of foam are set to normal ready-to-use
position. If the foam discharged is done manually, set the manual button to normal ready-
to-use position

The above points are required to ensure the affected space is checked and cleaned, and the
machinery in that space is ready for further usage. The foam system needs to be made normal
as soon as possible to ensure it is ready for any other emergency situation in near future.

Note: The above mentioned is not an exhaustive list but mentions all important points for
precautions and checks while using fire fighting system. Do you know any other important point
that should be added to the list? Let’s know in the comments below.

12 Things You Must Do Before Operating

Ship’s CO2 Fire Extinguishing System
A major engine room fire is a nightmare for seafarers. Fire in the engine room not only disables
the ship’s propelling plant but also leads to a complete blackout situation, which can result in
collision or grounding of the ship.

In case of a major engine room fire on merchant ships, CO2 fixed fire extinguishing system is
the most common method used for fire fighting. The chief engineer of the ship is responsible for
operating the CO2 extinguishing system,after taking all precautionary measures regarding
handling of engine room machinery.

There have been several cases in the past, wherein people have lost lives in the engine room
not because of the fire but because of suffocation after CO2 was released in the engine room.

Suffocation of the crew combined with re-ignition of fire due to lack of air tight engine room has
resulted in gruesome condition, as the CO2 system is the last resort for fighting fire and no more
firefighting method is available after using that (CO2 system can be used only once).

The CO2 operator in-charge i.e. Chief engineer (or 2nd engineer in C/E’s absence) has to be
extremely careful when it comes to following procedure to avoid fire from spreading or any
casualty. Following steps are to be followed without fail for extinguishing major find in engine
room.

1. On outbreak of fire, the fire alarm will sound and the bridge officer will know the location of
fire. If the fire is big enough to fight with portable extinguishers, all crew should be gathered in
muster station for a head count.

2. Inform the wheel house about the situation of the fire. The chief engineer should take the
decision in consent with the master to flood the engine room with CO2 for extinguishing the fire.

3. The Emergency generator should be started as CO2 flooding requires all engine room
machinery, including the auxiliary power generator to be stopped.

4. Reduce ship speed and stop the main engine at a safe location. Captain should inform the
nearest coastal authority if the ship is inside a coastal zone.

5. Open the cabinet of the CO2 operating system in the fire station with the “Key” provided
nearby in the glass case. This will give an audible CO2 Alarm in the engine room.

6. Some systems and machinery like engine room blowers and fans etc. will trip with opening of
CO2 cabinet. Counter check all the tripped system for surety.

7. Make sure there is no one left inside the engine room by repeating the head count.

8. Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine
room pumps and machinery, water tight doors etc.

9. Air condition unit of ECR should be stopped.

10. Close all the entrance doors of the engine room and make sure the room is air tight.

11. Operate the control and master valve in the CO2 cabinet. This will sound another alarm and
after 60 seconds time delay CO2 will be released for fire extinguishing.

12. If there is a need to enter the engine room for rescuing a person (which must be avoided),
SCBA sets and life lines should be used. Safety of personnel should be of the highest priority
during such incidences.

A Brief Overview of Fire Control Plan on

Ship
The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation
15 of Chapter II. The fire control plan provides us information about fire station on each deck of
the ship, on various bulkheads, and in spaces enclosed by “A” class division, “B” class divisions.
It also explains us the type of fire detection system and fire fighting systems available on ship.

Important things about Fire Control Plan

Fire alarms, appliances, escape route, Switches etc.
Fire control plan tells us about various fire alarm systems, sprinkler installation, extinguishing
appliances, means of escape to different compartments and decks, and ventilation system
including particulars of remote operation of dampers and fans. The position of various dampers,
their marking, and which fan is for particular compartment or deck is also explained so that
required damper and fans can be closed in case of fire.

Graphic Symbol
The graphical symbols used in the fire control plan should be as per fighting equipment symbols
set out in IMO Assembly Resolution A.654(16). It is duty of each and every member of ship’s
crew to know the meaning of the symbols used in this plan.

Language
The fire plan should be available in the working language of the crew on board and also in
English.

Location and Availability

The general arrangement plan should be permanently exhibited for the guidance of ship officer
in conspicuous locations such as navigating bridge, engine room and accommodation.

At least one copy of the fire control plan shall be available ashore at the offices of the Company.

Copies of the fire control plan must be provided to each of the members of the fire patrol team in
a passenger ship and also posted at each continuously manned central control station.

A copy of Fire Control Plan should be permanently stored in prominently marked weathertight
enclosures outside deckhouse for assistance of shore side fire fighting system in case the ship
is in port or in dry-dock.

Also with the permission of Administration i.e classification society, the details can be set out in
the form of booklet and a copy of it shall be supplied to each officer onboard. One copy of the
same should be available on board and be easily accessible. These plans should be kept up-to-
date and if alterations are made shall be recorded as soon as possible. The fire plan should be
available in the working language of the crew on board and also in English language.
Renewal, update of Fire control plan
It comes under the responsibility of the master, ship owner and ship management team at shore
to ensure that the fire control plan is kept up to date and if alterations are made shall be
recorded as soon as possible.

Following are the cases when renewal or update in the fire control plan is required:

 Change in the fire fighting system, alarm system, escape route design or anything related
to current fire plan takes place. The new system or design must be included and approval
should be taken from the classification society

 Modification In ship structure or ship particulars which effect the current fire plan must be
added to the new plan with approval of the classification society
 In case of revision of statutes related to fire control plan under SOLAS done by IMO or
similar authority, the new fire plan to be provided and the fire fighting system or equipment
must be as per the new revised plan
 When change of flag in a ship happens, the assigned classification society must review
the ship fire control plan
 During the change of classification society, the fire control plan must be reviewed

Survey Requirement
The Classification society surveyor must ensure that there shall are discrepancies between the
content of the fire control and the record of approved cargo ship (or passenger ship) safety
equipment carried on board. In addition, the various entries in the record should correspond to
the particulars of the equipment carried on board and with the associated service and
maintenance reports and records.

Following surveys are required

Initial Survey: This is the survey to be done for issuing the approved fire control plan to the
newly built ship.

Annual Survey: The fire control plan survey comes under the continuous ship safety equipment
survey (CSSE) which is performed annually.

Renewal Survey: If the CSSE certificate is under renewal period requiring a survey, the fire
control plan will require this survey.

The attending surveyor is required and expected to make a specific and explicit statement in the
report of the relevant survey as to whether he has examined and has verified that the content of
fire control plan found on board are in a readable state, updated, approved (or examined for
compliance) and in accordance with the requirements of Regulations under SOLAS.
Importance of Fire control Plan
 The Fire control plan is not just a paper requirement for the classification society or
the port state control. It is a useful document to understand:

 The location of various firefighting and safety equipment onboard for new joiners

 Location of nearest and safest fire fighting equipment and escape route when fighting fire
on ship

 The port fire fighting station team has no clue about the ship arrangement. The fire control
plan is extremely useful and easy to read document to tackle major fire on ship by port
Fire fighters

 Fire control plan is an important part of safety management plan of the ship and any
discrepancy may lead to non conformities against the SMS

 Copy of Fire control plans kept the shore officer is also inspected while issuing/ re-issuing
the document of compliance (DOC) and safety management certificate (SMC) to the
company

Expert Tip:

It is advisable for the master or the ship management team to provide a Fire control plan to the
Fire Fighting station of the port authority of that Port where the ship is regular for cargo
exchange.

What are regulations of Fire Hoses on Ships as per SOLAS ?

Fire-hoses should be of approved non-perishable material. The hoses should be sufficient in length to
project a jet of water to any of the spaces in which they may be required to be used. Their length, in
general, is not to exceed 18 m.
Each hose should be provided with a nozzle and the necessary couplings. Fire-hoses, together with
any necessary fittings and tools, should be kept ready for use in conspicuous positions near the water
service hydrants or connections.
For vessel less than 150 GT, one hose should be provided for each hydrant. In addition one spare hose
should be provided onboard.
Vessel equal or greater than 150 GT should be provided with fire hoses the number of which should be
one for each 30 m length of the ship and one spare, but in no case less than three in all. Unless one
hose and nozzle is provided for each hydrant in the ship, there should be complete interchangeability of
hose couplings and nozzles.
Note:
Fire hoses shall have a length of at least 10 m, but not more than:
 15 m in machinery spaces;
 20 m in other spaces and open decks; and
 25 m for open decks on ships with a maximum breadth in excess of 30 m.
At interior locations in vessels carrying more than 36 passengers, the fire hoses are to be connected to
the hydrants at all times.
What is SOLAS requirement for emergency fire pump on ships?
Requirement for emergency fire pump on board as per SOLAS:
 Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less
than 25 m3 / hr.
 Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant – not a SOLAS
requirement) not less than 2.1 bar.
 Diesel power source of pump started in cold condition of 0° C by hand or by power at least 6 times
within a period of 30 minutes and at least twice within 1st 10 minutes.
 Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to
allow the pump to run for additional 15 hours.(Total suction head and the net positive suction
head of the pump to be such that they will provide for the required capacity and pressure under all
conditions of list, trim, roll and pitch likely to be encountered in service)
 No direct access between engine room and emergency fire pump. If access provided, through and
airlock.
 Isolation valves in tankers to be fitted on the fire main on poop and tank deck at intervals not more
than 40 meters to pressure integrity of fire main system.(Diameter of fire main: sufficient for
maximum discharge from 2 pumps operating simultaneously except for cargo ships the diameter
need be sufficient for a discharge of 140 m3 / hour.

What are requirements for Fire Hoses as per SOLAS ?

FIRE HOSES:-
(1) Fire hoses required to be provided under these rules shall not exceed 18 metres in length in ships
having 9 moulded breadth of 27 metre or more, where the length of fire hoses for exterior locations
and for cargo spaces shall not exceed 27 meters in length, which shall be made of closely woven flax
canvas or other approved material and shall be provided with couplings, branchpipe and other
necessary fittings, and with plain nozzles or dual-purposes nozzles.
(2) Every such fire hose together with the tools and fittings shall be kept in a conspicuous position near
the hydrants or connection with which it is intended to be used. In interior locations in passenger
ship, fire hoses shall be connected to the hydrants at all times. Hose diameter shall be not loss than 64
millimeter if unlined or 45 millimeter if lined provided that the Chief Surveyor with the Government of
India may permit smaller diameter hoses in ships of less than 500 tons.
(3) Such hose provided in compliance with these rules shall not be used for any purpose other than for
extinguishing fire or testing with fire appliances at fire drill and surveys.
(4) In interior locations in passenger ship, carrying more than 36 passengers fire hoses shall be
connected to hydrants at all times.
You may also know nozzles:
NOZZLES :-
(1) Every ship which is required under these rules to be provided with fire pumps operated by power
shall be provided with nozzle of 12 millimeter, 16 millimeters, 19 millimeters in diameter or as near
thereto in diameter as possible. Nozzles larger in diameter may be provided if the requirements of
these rules relating to the provision of water for fire fighting purposes are otherwise complied with.
(2) For machinery spaces and exterior location the diameter of the nozzles shall be such as to obtain
the maximum possible discharge from the minimum number of jets of water and at the pressure
required under these rules from the smallest fire pump permitted by clause (c) (1) of sub-rule 1 of rule
58 provided that the diameter of the nozzles shall not be greater than 19 millimeters.
(3) For accommodation and service space the diameter of the nozzles shall not be required to be
greater than 12 millimeters.
(4) Every such nozzle shall be capable of producing a water spray suitable for extinguishing oil fires
and a plain water jet and shall incorporate a shut-off facility.

What are the Important Requirements for

Carrying Fireman’s Outfit On board?
In order to extinguish a fire, it is important to attack the root of the fire. In order to approach the
seat of the fire, adequate protection is required from heat and smoke. For this reason, fireman
outfit is used on board ships to fight the emergency fire. There are certain rules and regulations
to be followed while carrying fireman’s outfit on ships.

The fire fighter outfit is mandatory on every ship. The outfit consists of the following things:-

1) Breathing apparatus

2) Water resisting clothing

3) Safety shoes

4) Hand Gloves

5) Rigid Helmet

6) Electric intrinsically safe hand lamp that lasts for about three hours duration

7) Fire Axe

8) A strong fire proof line

9) A belt for carrying Auxiliary equipment

As per SOLAS

According to Chapter II-2, regulation 10.10.2, the minimum number of fire fighter outfit required
on board are as follows:-

1) All the ships must have at least 2 fire fighter’s outfits

2) Additional fire-fighter’s outfit will be needed for passenger vessels depending on the design
of the ship; i.e. length of passenger spaces, number of decks, vertical zones and number of
passengers etc.
3) For tanker ships, additional two numbers of fire fighter’s outfit should be kept onboard

The fire fighter outfit is stored in the fire control room and in places that are easily accessible
during emergencies.

Requirement for Self Contained Breathing Apparatus (SCBA) used in Fire Fighter Outfit

1) The capacity of air bottle should be at least 1200 liters.

2) It should be capable of working 30 minutes & provided with one face mask.

3) Fire proof line with the snap hook of at least 3 meters should be there and must have
enough length to reach any part of the space to be entered. The line should have a breaking
strength of 500 kg.

4) Adjustable safety belt or harness made of fabric.

5) It must have a b- pass valve.

6) It should have a pressure gauge with an anti bursting orifice in a high pressure air supply
system.

7) Maximum weight should not increase above 19 kg including lifeline, safety belt, and
harness.

8) Spare cylinders should be available of full 2400 liters of free air.

9) For ships carryings 5 sets or more, the total spare capacity of free air is 9600 liters or if
charging facility is available, free air is 4800 liters.

10) It must give an audible warning when 20 % of air is left in the bottle.

11) Operating instructions should be present near the apparatus.

12) Marking of maker & year of manufacturer.

13) Maximum pressure should about 180-200 bars.

14) SCBA cylinders should be hydraulic pressure tested at intervals not exceeding 5 years and
hydrostatic test date must be permanently marked on the bottles.
What is SOLAS requirements for Portable fire fighting equipments on
board?
SOLAS requirements for Portable fire fighting equipments on board:
 Min capacity of powder and CO2 is 5kg.
 Min capacity of foam is 9l.
 Max mass of all portable not to exceed 23kg and shall have a fire fighting capacity of a 9l liquid
extinguisher.
 Accommodation spaces, service spaces and control stations to be provided with PFE.
 1000GRT + must have at least 5 PFE.
 Extinguisher intended to be used in a space must be near its entrance.
 Co2 not to be placed in accommodation spaces.
 Spare charges to be available for 100% of the first 10 and 50% of the remaining. Max spare
charges to be 60. Same stats for non rechargeable.

What are regulations for SCBA set as per SOLAS ?

Every self-contained breathing apparagraphtus shall :-
(a) be of the open circuit compressed air type and shall be of a approved type;
(b) be capable of functioning for at least 30 minutes and shall be provided with not more than one face
mask unless the apparagraphtus has been approved for use with a second face mask which may be
used in emergency;
(c) contain storage capacity of the compressed air cylinder or cylinders attached to the apparagraphtus
and carried by the weather of at least 1,200 litres of free air. The storage cylinders shall be of
sufficient strength and be capable of withstanding hydraulic pressure in excess of the maximum
working pressure.
(d) contain provision for automatic regulation of air supply to the wearer of the apparagraphtus in
accordance with his breathing requirements when he is breathing any volume of free air of up to 85
litres per minute at any time when the pressure in the supply cylinder or cylinders is above 10.5 bars
(1.05 N/mm2). Means shall be provided for overriding the automatic air supply to increase the volume
of air available to the wearer if required.
(f) not weigh more than 16 kilo grammes excluding any lifeline and if they do not foam an integral
part of the apparagraphtus, any safety belt or harness;
(g) be provided with fully charged spare cylinders having a spare storage capacity of at least 2,400
litres of free air except where :
(i) the ship is carrying five sets or more of such apparagraphtus the total spare storage capacity of free
air shall not be required to exceed 9,600 litres; or
(ii) the ship is equipped with means for recharging the air cylinders to full pressure with air, free from
contamination, the spare storage capacity of the fully charged spare cylinders of each such
apparagraphtus shall be of at least 1,200 litres of free air and the total spare storage capacity of free
air provided in the ship shall not be required to exceed 4,800 litres.
(h) contain provision for warning the wearer audibly when 80 per cent of usable capacity of the
apparagraphtus has been consumed.
(i) accompany a servicing and instruction manual.

What are SOLAS requirements for S.C.B.A sets?

 Min volume of air in cylinder to be 1200l/220bar
 Min air supply of 30mins.
 Air cylinders to be interchangeable.

Describing Different Parts of SCBA

By Shilavadra Bhattacharjee | In: Marine Safety | Last Updated on November 22, 2019

Self Contained Breathing Apparatus, also known as SCBA, is a necessary protective gear that
is worn by paramedics, firemen, and people working on ships and oil rigs. As the name goes,
the breathing apparatus has all necessary equipment fitted into it that will allow the rescue
professionals to carry out their work without any interruption and with utmost safety.

There are two major types of SCBA that are in use today – the Open Circuit SCBA and the
Closed Circuit SCBA. The main difference between the two is that the former one is used for
rescue operations that tend to be very long. In this type of SCBA, the air is continuously re-
processed or recycled so that the wearer of the SCBA gets a continuous supply of air. In the
second variety, the oxygen is compressed to fit into air cylinders. These varieties of SCBA are
used for shorter rescue operations.
The SCBA used onboard ship is of the open circuit type mostly. In this, the exhaled air is
discharged to the atmosphere while air from the cylinder is made available for inhalation. The
equipment consists of:

1. One or two cylinders containing air under pressure

2. A harness to mount the cylinders on the back of the person
3. A respiratory system which has a means to reduce the pressure of air from the cylinder
and of supplying the wearer with air on demand
4. A facemask attached to a demand valve which maintains a positive pressure inside the
mask at all times

Air Cylinders

The first and foremost presence in the air breathing apparatus is that of Air Cylinders. In the
open circuit SCBA, the air cylinder is known as the re-breather which recycles the air (as
mentioned above). Air cylinders, on the other hand, are filled with oxygen in a compressed form
that enables a rescue professional to go into areas that are filled with smoke and fire and free
the trapped people successfully. The air cylinders in the breathing apparatus need to be
continuously checked after the rescue operation is carried out so that they do not end up to be
empty the next time a rescue operation needs to be carried out. There are also extra air
cylinders that are provided for the people who have been trapped and rescued.

Protective Hood

The second-most important presence is that of a Protective Hood. Such hoods are designed in
a way that they cover all the parts of the face, have an eye-covering (visor) that enables a
person to see and also allow the required oxygen to pass continuously. They also have tubes
attached to ensure that the air passes continuously.

Portable Transporting Bag

The Portable Transporting Bag is also an important equipment of the breathing apparatus. It can
be filled with air cylinders, hoods and any other protective equipment that would be necessary
for the rescue operations. The bag is made up of a material that would be resistant to damage-
causing factors and thus can be effectively used in any sort of emergency situation.

Portable Hauling Bag

The final breathing apparatus equipment is the Portable Hauling Bag. The main difference
between this type of carrying bag and the one mentioned previously is that in this bag, an extra
weight of the necessary items can be carried. It is used for the purpose of getting the SCBA
equipment from the headquarters of the rescue professionals to the place where the incident
has actually occurred. It is in only in the accident site that the equipments are transferred from
this bigger bag to the Portable Transporting Bag.

A breathing apparatus has changed the entire rescue operation process, making it simpler and
safer. More and more lives can be saved because of the portability factor of SCBA. It therefore
becomes important and relevant to acknowledge and appreciate the worth of the SCBA in
today’s times.

The arrangement of the whole apparatus is as follows:

1. The cylinders contain about 1240 litres of compressed air at 200 atmosphere pressure.
This gives the wearer around 31 minutes of air supply for full usage or about 21 minutes
for working conditions (person breathes heavily during work hence there is more
consumption of air and that is why the time is lesser)
2. The reducing valve reduces the pressure by about 4 bars which is further reduced by the
demand valve which is attached to the mask
3. The demand valve is the one that supplies the air to the wearer when inhaling
4. The exhalation valve releases the air from the facemask
5. When the air left inside the apparatus will last about 10 minutes (40-45 bar pressure), a
warning whistle is soundedd continuously till the cylinder gets emptied. The start of this
whistle is an indication for the wearer to move out of the space he’s in to fight fire or
whatever purpose it is used for
6. The face mask is of soft moulded nature rubber and five adjustable head straps and a
nylon lanyard or neck strap. It has a foam filled or air cushion seal and a full vision visor.
For correct positioning of the mask, the straps should be tightened in the sequence where
the first two upper straps then the middle pair and finally the lower pair are tightened. Care
should be taken to not over tighten them causing discomfort to the wearer. The mask is
made of rubber and plastic with a shatterproof visor. It has an exhalation port with a
speech diaphragm and a nose guard
7. The wearer should have a good, clear field of vision through the visor
8. A gauge is provided, clipped or attached to the harness that carries the cylinder and it
monitors the pressure within the cylinder, It is positioned to be visible to the wearer
9. Spare cylinders must be provided for each set of breathing apparatus and a small air
compressor provided onboard to refill the cylinders with compressed air
10. In case that the facemask is dislodged in a toxic atmosphere, the wearer should hold his
breath and position the mask correctly. Any inlet of such toxic air can be highly dangerous

Approximate consumption by a person is as follows:

Air consumption Duration of cylinder in Duration of cylinder in

Degrees of work (litres/minute) minutes (1200 litres minutes (1800 litres

capacity in minutes) capacity in minutes)

Resting 8-12 150-100 225-150

Light Work 12-20 100-60 150-90

Moderate Work 20-40 60-30 90-45

Heavy Work 40-60 30-20 45-30

Nominal Working Duration = (Fully Charge Cylinder Capacity) – 10

40

We subtract 10 as 10 minutes is when the alarm starts ringing and it is a safe period which must
be taken into account. So a 1200 litres cylinder will last for 1200/40 = 30 minutes minus the 10 =
20 minutes

Nervousness and excitement can cause an increased demand of oxygen and a proportionate
increase of respiration rate.

Assembly Instructions

Open the cylinder cradle by squeezing the two sides of the cradle lever and open the cylinder
strap. Line up the cylinder valve with reducer valve hand wheel and turn handwheel
counterclockwise until hand tight. Hook cylinder strap over cylinder and pull down the operating
lever onto the tension spring to be clipped to place.

To attach demand valve assembly to facemask- line up assembly with the red by pass valve
knob upwards with the centreline of facemask and turn assembly clockwise through 90 degrees
until it clicks into place

Donning Instructions

1. Hang facemask from neck by the neck strap

2. Lift cylinder with the cylinder valve on top and backplate facing the wearer and raise it over
the head and straighten hands to slide the shoulder straps on the shoulder. Fasten the
waist belt and tighten shoulder straps
3. Slide arms through shoulder straps and place back plate on the back with cylinder valve
down, then tighten shoulder straps and fasten waist belt
4. Open cylinder valve by turning handwheel slowly counterclockwise
5. Check pressure on the gauge
6. Open all facemask straps fully. Hold breath and place chin into the facemask and pull
head harness and straps over the head
7. Ensure mask is correctly placed on face with the nose guard on the nose and then tighten
upper straps first and then lower ones. Both side straps must be tightened together
8. Start to breathe deep which will actuate positive pressure and then breathe slowly

Pre Use Checks

1. Close the cylinder valve

2. Breathe normally to vent system
 3. During venting observe gauge- whistle alarm should sound at preset pressure of 55 bar +/-
5 bar
4. When gauge indicates zero, hold breath. Face piece should hold onto face indicating
positive seal
5. Open cylinder valve slowly, but fully to pressurize system
6. Inhale and hold breath. There should be no audible leak
7. Continue breathing. Expired air should easily flow out of exhalation valve
8. Press center of rubber cover on demand valve checking supplementary supply

During Use

1. Cylinder pressure to not be less than 80% full

2. Keep checking the gauge reading
3. If and when the whistle sounds, go to a safe area with plenty air
4. Do not remove the apparatus till in safe area

After Use

1. Press reset lever and switch OFF

2. Press and hold down button and remove demand valve
3. Insert finger behind neck strap and press buckles forward. Pull mask forward and then up
and back over the head
4. Close cylinder valve and remove face piece
5. Unbuckle waist belt. Remove equipment when shoulder straps loosen

Routine check and maintenance

The SCBA sets must be checked routinely and maintained to keep them in working order at all
times. Check the backplate and the shoulder/waist straps for any damage and keep these
straps and belts fully stretched. Check the facemask straps and other rubber parts for any
deterioration. Wipe the mask with a mild disinfectant and rinse under running water. Wipe dry,
always. Perform pre use checks after every maintenance.

Alarm Testing

1. Open cylinder valve

2. Line will be pressurized with 200 bar pressure
3. Pressure gauge will indicate that the pressure is 200 bar
4. Close cylinder valve
5. Check that the pressure does not drop by 10 bars within a minute
6. Open the demand valve and the pressure will start to reduce from the high pressure line
7. When the pressure is 50-60 bar, the alarm will sound which indicates that there’s only
about 10 minutes for escape

The SCBA is a vital piece of equipment which must be given very high importance to in terms of
maintenance. Whether it be fire fighting or entry into enclosed spaces, the SCBA is what comes
hand in such situations. Visual inspection must be carried out thoroughly every month on these
sets. Every year all the valves, sealing and speech membranes must be checked. The
exhalation disc must be replaced every two years and every five years the complete apparatus
should be submitted for a full service check for overhauling.