Fire Training Manual

Fire Training Manual
and
Fire Safety Operational Booklet
Issued August 2002

and
Table of Contents
Chapter Description
0.1 Table of Contents
0.2 Introduction
A. Common Fire Safety and Objectives
B. Fire Theory
C. Fire Extinguishing
D. Fire Prevention – All Vessels
D – 1 Fire Prevention – Tanker and Gas Carriers
E. Fire Hazards – All Vessels
E – 1 Fire Hazards - The Cargo Area – Car Carriers,
Container and Supply
E – 2 Fire Hazards - The Cargo Area – Tankers and Gas
Carriers
F. Fire Protection
G. Fire Extinguishing Agents
H. Fire Extinguishing Equipment – Portable
I. Fire Extinguishing Equipment – Fixed
J. The Fire Detection Systems
K. Fire-fighter’s Outfit
L. The Fire Control Plan and the Muster List
M. The Emergency Alarm System
N. Raising the Alarm
O. Fire Fighting – The Team Leader
P. Fire Fighting – The Fighting Team
Q. Damage Caused by a Fire and Limitation
Appendix Preparing the Manual
Issued August 2002 1

and
Introduction
The Fire Safety Training Manual and the Fire Safety
Operational Booklet has been prepared to provide all members
of the crew with instructions and information about general
fire safety and precautions in order to prevent loss of life,
and damage to the ship and her cargo.
The Fire Safety Training Manual and the Fire Safety

Operational Booklet complies with the amendments to SOLAS
Chapter II Regulation 15 and 16, which came into force on 1st
July 2002.
A copy of The Fire Safety Training Manual and the Fire Safety
Operational Booklet shall be provided in each crew mess room
and recreation room or in each crew cabin.
Each crewmember must possess an intimate knowledge of this

manual, enabling the individual to contribute to safety on
board the vessel.
Mr. A. P. Møller’s motto:
- No loss should hit us which can be avoided by

constant care –
is indeed valid with respect to fire protection and fire
fighting.
For further information reference is made to the following

publications (depending on ship type):
The Deck and the Engine and Cargo Manuals
Manuals, Procedures, Rules and Guidelines in the Quality,

Safety & Environmental Management System - QES
The Manufacturer’s instructions and guidelines
The SOLAS Consolidated Edition 2001

and
Introduction (Continued)
The SOLAS Amendments 2000
A. The International Code for Fire Safety Systems
B. The Code of Safe Practices for Solid Bulk Cargoes
C. The International Bulk Chemical Code
D. The International Gas Carrier Code
E. The International Maritime Dangerous Goods Code.
F. Tanker Safety Guide – Liquefied Gas
G. Tanker Safety Guide – Chemicals
H. Int. Tanker Safety Guide for Oil Tankers and Terminals
I. Safety in Oil Tankers
J. Liquefied Gas Handling Principles on Ships and

Terminals
K. Liquefied Petroleum Gas Tanker Practice
L. Code of Safe Working Practices for Merchant Seaman
M. Gas Carrier Safety Handbook
N. Brandbekæmpelse i Skibe (DIS vessels only)
For information on which publication each individual vessel

should be supplied with, reference is made to:
QES – Circulars and Procedures – Chapter 03 – Documentation –

Ident. No. 571

and
Chapter A - Common Fire Safety and Objectives

1.0 Common Fire Safety
Most fires on board vessels can be prevented by keeping
things in their proper places and by maintaining cleanliness
and tidiness. As is well known, fires are easy to start, but
difficult to extinguish. As vessels cannot count on support
from a professional fire department, the most stringent fire
precautions should be maintained. While extinguishing a fire
requires knowledge skills and well maintained equipment,
fires can be avoided if all on board are aware of hazards
that may cause a fire.
To succeed in extinguishing a fire on board it is necessary

that everyone knows what to do when a fire emergency occurs
and knows the correct use of the fire fighting equipment,
which must be well maintained and made ready for use at all
times.
Training and drills and attitude are the backbone of an

efficient on board preparedness. During fire drills all on
board shall receive instructions on their assigned duties,
and they shall be trained to be familiar with the
arrangements of the ship as well as the location and
operation of any fire-fighting systems and appliances they
may be called upon to use.
1.1 Fire Safety Objectives
The fire safety objectives are to:
A. prevent a fire occurring
B. reduce the risk of fire
C. reduce the risk of damage to the ship, her cargo and

the environment
D. limit the fire to the compartment of origin
E. ensure accessible means of escape for the crew
F. prompt and efficient attack of the fire

and
Chapter B - Fire Theory

1.0 The Fire Triangle
Fire is a chemical reaction which occurs when combustible
materials and oxygen, together with sufficient heat to cause
ignition is present. This can be illustrated by the Fire
Triangle:
Heat Oxygen
Chemical
chain
reaction
Combustible material
Oxygen – is normally present in the air.
Heat – a temperature sufficiently high to create an ignition.
Combustible material – this can be solid, liquid or gas which

gives off flammable vapours.
If one of the sides in the triangle is not present a fire

cannot start. Removal of one of the sides in the triangle or
an interruption in the chemical chain of reaction will
extinguish a fire.
The fundamental rules for fire fighting are – limit the fire
by hindering the ignition of materials not yet ignited – cool
the burning material – smother the fire by hindering the
admission of oxygen.

and
Chapter B - Fire Theory (Continued)

1.1 The Fire Category
Disregarding explosions a fire can be categorised in the
following four periods:
a. period of ignition
b. period of development
c. period of fire
d. burning out
If possible a fire should be extinguished during the period

of ignition or at least before it has fully developed.
1.2 Fire Spread
A fire normally spreads rapidly upward (seconds) – to the
sides at a lower speed (minutes) and downwards at a low speed
(hours).
A fire may spread from one compartment to another by one or

more of the above mentioned directions unless inhibited by
boundary cooling or other methods. Fire may also spread via
air-condition and heating ducts, ceiling voids, and conduits.
1.3 Fire Classes
When dealing with a fire it is important to recognise its
type as different fire-fighting methods and means are used
against the various types of fire. The correct treatment of
one type of fire may only increase the danger if applied to
another type. Fires are categorized in the following classes:
A – solid material (wood, paper, furniture, plastics,

rope, etc.)
B – liquids (petrol, oils, paint, solvent, etc.)
C – gasses (propane, butane, methane, acetylene, etc.)
D – light alloys and metal (aluminium, magnesium,

sodium, etc.)

and
Chapter B - Fire Theory (Continued)

E – electrical installations (electro motors, and
electronic equipment and wiring)
Electricity itself does not burn. Any fire which is referred

to as an electrical fire would actually be a class A, B, C,
or D. Once the appropriate electrical circuits have been
isolated the fire is treated as normal for its class.

and
Chapter C - Fire Extinguishing

1.0 The Fire Triangle
A fire cannot start or continue if one of the three
conditions in the triangle (combustible material – heat –
oxygen) is absent or if an interruption in the chemical chain
occurs.
1.1 Remove the Combustible Material.
By removing the combustible material a fire cannot sustain
combustion, however, in most cases it is impossible or very
difficult to do so. It might be possible where leaking
liquids or gasses can be cut off or if it is possible to
throw the burning material overboard.
1.2 Remove the Oxygen (Smothering)
A relatively small reduction in the atmosphere’s oxygen
content will extinguish the fire. This can be achieved e.g.
by using CO2, foam, sand, fire blankets, steam, etc.
Extinguishing a fire in solid material by removing the oxygen

is possible only in enclosed spaces. However, even if the
flames have been extinguished embers may yet be present and
the fire will start again if oxygen is supplied e.g. by
opening a door.
Covering the burning surface with a smothering fire-

extinguishing agent (foam) does extinguish a fire in liquids
by removing the oxygen.
During a fire some substances may develop gasses which have

the same effect as oxygen during a fire. Such a substance is
Chlorine.
1.3 Remove the Heat
By reducing the temperature of a burning substance below its
ignition temperature a fire is extinguished. Usually using
water does this.

and
Chapter C - Fire Extinguishing (Continued)

1.4 Breaking the Chemical Chain
Some dry powders and gases have the ability to break the
chemical chain reaction in a fire. This is called an
inhibitor effect.

and
Chapter D - Fire Prevention – All Vessels

1.0 Preamble
Fire prevention discipline must be a part of the every day
attitude to all personnel. Any persons carrying out rounds or
routine inspections must be observant and report suspect
conditions or hazards observed. This might be dubious smells,
leaks from pipes or tanks, or flammables not stowed
correctly.
1.1 Auto-Ignition
When heated above its auto-ignition temperature petroleum
liquid and vapours from flammable liquids (including fuel and
lubricating oil) will ignite, even in the absence of external
flame or sparks. The process of auto-ignition is most common
where fuel or lubricating oil under pressure sprays onto a
hot surface, but also occurs when oil spills onto piping
insulation, vaporises and bursts into flames. Both examples
have resulted in serious engine room fires.
Immediate action must be taken to correct leaks on the fuel

oil lines or any other oil piping systems.
All insulation material should be free from oil

contamination. Oil saturated insulation must be removed and
replaced at the first opportunity. Personnel removing oil
saturated insulation must keep in mind the risk of auto-
ignition during the process.
1.2 Spontaneous Combustion
Certain substances such as oily rags, oily sawdust, wet
laundry, or chemical impregnated materials are vulnerable to
spontaneous combustion. Slow oxidation generates heat, and
over a period of time, a substance may reach its auto-
ignition temperature. The risk of spontaneous combustion is
smaller with petroleum oils than with vegetable oils, but it
may still occur. Certain chemicals used for boiler treatment
are also oxidising agents and, although carried in diluted

and

(Continued)
form, capable of spontaneous combustion if permitted to
evaporate.
Cleanliness is the best weapon against spontaneous

combustion. Paint lockers, pump rooms and other enclosed
spaces must be kept as clean as possible. Unintended
accumulation of oil or other flammable liquids are to be
avoided everywhere in the vessel. Especially in machinery
spaces and pump rooms this requires a strict discipline.
Floors and bilges shall be kept clean and spill-trays shall
be emptied and cleaned regularly.
1.3 Unused Cotton Waste and Rags
Unused cotton waste and rags must be stored dry and protected
from oil or water contamination, and as far as practicable
stored in a cool environment and always away from exhaust
pipes, steam pipes, or other heat sources.
Cotton waste and rags must not be kept in paint lockers or in

pump rooms. Opened bales of cotton waste or rags shall be
kept in steel-bins with lids, placed in the proper store
rooms.
1.4 Used Cotton Waste and Rags
Cotton waste and rags either oily or used for varnish, paint
or turpentine must not be littered anywhere in the vessel.
Used cotton waste and rags must be disposed of as soon as
possible. Until this can be accomplished, it must be
deposited in steel-bins with tight lids.
Oily working clothes and oily cotton waste placed in pockets

of working clothes impose a risk of auto ignition and have
often caused fire.
Working clothes and working gloves soaked with highly

flammable liquids must not be placed in a washing machine
until the liquid has been removed.

and

(Continued)
1.5 Bunkering
Bunkering and all transfer of oil must be closely supervised
by the responsible officer.
Leaking valves and leaks on bunker lines must be rectified

immediately and the necessary precautions taken in order to
avoid further leaks.
1.6 Flame Arresters – Flame Screen
In order to avoid sparks from the funnel, the silencers of
the main and auxiliary engines, the boiler tubes, boiler
uptake etc. must be kept clean. Where fitted, the flame
arresters and the flame screen must be maintained in good
order.
A Flame Arrester is a device to prevent the passage of a

flame. Its flame-arresting element is based on the principle
of quenching.
A Flame Screen is a device utilising wire mesh to prevent the

passage of unconfined flames.
1.7 Smoking
Care must be taken when smoking. Smoking in the cargo holds
or at open hatches on deck is prohibited.
Smoking in bunks is strictly forbidden.

1.8 Naked Lights, Welding and Cutting
Particular care must be exercised when naked lights, electric
or gas welding, or cutting equipment is used. During such
work all exposed compartments and spaces must be monitored
continuously and finally inspected when the work has been
completed. During the work, the necessary fire-fighting
equipment must be readily available for immediate use.

and

(Continued)
Whenever gas welding or cutting is being carried out, it must
be ascertained that proper flashback arrestor valves are
fitted to both oxygen and acetylene cylinders.
1.9 Electrical Installations/Equipment
Defects in electrical installations must be corrected without
delay. Electrical equipment such as coffee machines and
cooking plates must always be switched off after use.
2.0 Galley
The deep-fat-fryer must be used with care. It should be noted
that the auto-ignition temperature of deep-frying fats and
oils is relatively low, some 300° to 400°C, and is lowered
during use. The fryer shall not be used if the ship's motion
presents a risk of the fat spilling.
Filters in suction ventilators above the cookers shall be

kept free of fat by regular cleaning.
2.1 Oil-burning Units
All oil-burning units and the associated safety equipment
must always be correctly operated and maintained in good
order.
Any irregularity or failure found on an oil-burning unit or

its associated safety equipment must be rectified
immediately.
The air ducts between the blower and the boiler shall be
cleaned frequently as flammable deposits of oil and dust may
accumulate in the ducts.
The oil-burners are to be kept in a clean condition and the

furnace and fire-bricks, if any, must be frequently cleaned
of carbon deposits.

and

(Continued)
2.2 Shipyards
During stays at shipyards clear arrangements about fire-watch
and other safety precautions must be made. All officers on
duty must know how to call for assistance, within as well as
outside normal working hours.
If the vessel's fire pumps and/or foam plant cannot be used

during the stay in dry-dock, it must be ensured that the
vessel’s fire main is connected to shore line and if this is
not possible that sufficient fire-fighting equipment is
available in the dock or ashore. Fire-hoses should be laid
out and connected to valves ashore or to a portable pump.
Duty officers shall frequently check that the hoses are
connected to fire-hydrants on board.

and
Chapter D1 - Fire Prevention – Tankers and Gas

Carriers
1.0 Preamble
In order to eliminate the risk of fire on an oil tanker or
gas carrier it is necessary to avoid having a source of
ignition and a flammable atmosphere present simultaneously.
Occasionally a flammable atmosphere will be present and
precautions should therefore be taken to exclude the source
of ignition.
This section deals primarily with the precautions to be taken

on board oil tankers or gas carriers at sea or in port. The
precautions mentioned are in addition to the precautions
applicable for all vessels.
2.0 Smoking and Naked Light
Smoking and the use of open fire or naked lights are
permitted only in the areas allocated by the Master. The
Master is authorised to prohibit all smoking, the use of open
fire and naked lights on board, at his absolute discretion.
Certain criteria shall be followed in the selection of

smoking places whenever flammable liquids or gas cargoes are
being handled or when ballasting, purging with inert gas, gas
freeing and tank cleaning operations are taking place.
The criteria are:
- The agreed smoking places shall not have doors or ports,

which lead directly to open decks.
- Account should be taken of conditions that may suggest

danger, such as an indication of unusually high
petroleum gas concentrations, particularly in the
absence of wind, and when there are operations on
adjacent tankers or on the jetty berth.

and

Carriers (Continued)
- In the designated smoking places all ports shall be kept
closed and doors into passageways should be kept closed
except when in use.
- While the tanker is moored at the terminal, even when no

operations are in progress, smoking can only be
permitted in designated smoking places or, after there
has been prior agreement in writing between Master and
terminal representative, in any other closed
accommodation.
- When stern loading/discharge connections are being used

particular care must be taken to ensure that no smoking
is allowed in any accommodation or space the door or
ports of which open on to the deck where the stern
loading/discharge manifold is located.
- Inside the accommodation, smoking is not permitted in

the alleyways
- Smoking is not permitted outside of the accommodation

regardless of the vessel's condition or location.
When in port, local regulations on smoking areas and the use

of open fire and naked lights must be observed.
The Master shall issue a procedure identifying areas where

smoking is permitted at sea as well as in port and indicating
events when smoking is not permitted. The procedure is to be
displayed in a public location used by all members of the
crew.
When in port all areas where smoking is permitted must be

clearly identified and shall be in accordance with the
written permission given by the terminal.

and

Matches and lighters must under no circumstances be taken
outside the accommodation area. The use of disposable
lighters is prohibited on board. Only safety matches are

allowed on board and are issued by the vessel.
3.0 Grit Blasting and Powered Tools
Although grit blasting and the use of mechanically powered
tools are not normally considered to fall within the
definition of hot work, both these operations should only be
permitted under controlled conditions.
The work area must not be subject to vapour release from the
cargo or a concentration of combustible vapours and must be
free of combustible materials.
The work area must be gas-free and tests with the combustible
gas indicator must indicate 0 per cent of LEL.
Due to the risk of perforation of pipelines when grit

blasting or chipping, great care must be taken when planning
such work. Cargo and inert gas pipelines must not be blasted
or mechanically chipped unless the entire ship is gas-free.
Grit blasting must not take place alongside at a terminal.
There must be no cargo, bunkering, ballasting, tank cleaning,

gas-freeing, purging or inerting operations in progress.
Adequate fire fighting equipment must be in position and

ready for immediate use.
Powered tools used in the cargo area should be limited to

pneumatic driven tools such as impact wrenches and needle
guns.

and

4.0 Hand Tools
The use of hand tools such as chipping hammers and scrapers
for steel preparation and maintenance may be permitted, but
the usage must be restricted to deck areas and fittings not
connected to the cargo system. The use of hand tools is
subject to the same precautions as mentioned in section 3.0
5.0 Electrical Equipment
All electrical equipment used in the cargo area must be
intrinsically safe. The use of non intrinsically safe
equipment including but not limited to mobile phones, radios,
radio pagers, calculators and photographic or measuring
equipment containing batteries is prohibited.
Portable lights must be explosion-proof and furnished with a

strong wire guard. Portable lights and other electrical
equipment must not be used in cargo tanks, cofferdams, or
pump rooms unless these have been declared gas-free. All
electric torches used on board must be of an approved type.
6.0 Electrical Installations
The electrical installation and where fitted the electrical
bonding arrangements must be checked for defects on a monthly
basis. Records of such checks must be maintained on board.
Any defects observed must be corrected without delay.
7.0 Gangway
When at anchor as well as in port the access to the vessel
should normally be by either one gangway or one accommodation
ladder.
At the access distinct signs should be placed stating that

smoking, the use of electrical equipment not intrinsically
safe and the use of naked lights is prohibited and that
unauthorised persons are denied admittance.

and

In order to prevent persons gaining unauthorised access
proper watch shall be maintained when at anchor or in port.
8.0 Leaks
Immediate action must be taken to remedy any leaks observed
on the cargo pipes, flanges, connections and hoses. If
necessary the cargo operation should be stopped while the

leaks are rectified.
9.0 Flame Arrestors and Flame Screens
Flame arrestors and flame screens must be maintained in good
condition and replaced as and when they are found to be
defective. The screens must never be painted.
10.0 Radio and Radar Equipment
During cargo operations the main MF/HF radio transmitter must
not be used and the main aerials shall be earthed. This does
not apply to permanently and correctly installed VHF and UHF
equipment.
If it is necessary to operate the ship's radar or MF/HF radio

in port for maintenance etc., an agreement with the terminal
and port authority on the necessary safety procedure should
be obtained.
The radiation from satellite communication equipment is not

considered to present any ignition hazard but the antennas
may include equipment not intrinsically safe such as drive
motors.

and

11.0 Aluminium and Footwear
Aluminium equipment must not be dragged or rubbed across
steel as it may leave a smear which can cause incendive
sparks. Aluminium gangways and other heavy structures should
be protected with a hard plastic or wooden strip. Metal-
studded footwear must not be used on board oil tankers and
gas carriers.

and
Chapter E - Fire Hazards – All Vessels

1.0 Identifying Fire Hazards
As mentioned in the section “Fire Prevention” fire can be
prevented by observing some simple but important rules.
However, the identification of a fire hazard – and the
initiation of corrective actions – is one the most important
duties all on board shall be familiar with.
Common sense and alertness are the key words to prevent

fires on board.
2.0 The Bridge
All electrical installations shall be kept clean and dry.
Dust may accumulate in various apparatus and/or their filters
creating a fire hazard if not removed. Humidity may create a
short circuit causing a fire. Water or moisture may enter
through windows, which are not tight.
3.0 The Cabins
A fire may typically start in the cabins, caused by
carelessness with burning cigarettes. Always ensure that
correct ashtrays are used (the tilting type) – that
cigarettes, matches and scrapings (from pipes) are properly
extinguished. Never empty ashtrays into a paper basket and do
not keep dirty or oily working clothes in your cabin.
4.0 Mess Rooms, Saloons and Recreation Rooms
Keep all electrical installations and equipment clean and
ensure all equipment is switched off when not in use. Radios
and TV-sets should not be left in a stand-by condition – cut
off the electric supply before leaving the room.
5.0 The Galley
The most hazardous area in the accommodation is the galley.
Spillage onto the hot plates from overfilled pots, pans, and
fryers, may create a fire.

and
Chapter E - Fire Hazards – All Vessels (Continued)

Defects in the electrical installations (baking oven,
refrigerator, and deep freezer etc.) may create a fire. Dirty
ventilation ducts have caused fires. Keep all electrical
installations and the ventilation ducts clean at all times.
Care should be taken with directing water when washing down
so as not to cause short circuits in electrical appliances.
Do not block or hinder the ventilation to electrical

installations.
6.0 The Laundry and Linen Stores
Ensure the electrical installations and their filters are
kept clean. Before leaving the laundry ensure that the iron
and the rotary iron are switched off. Do not allow
accumulation of laundry clean or otherwise or stow on top of
tumble driers etc
Working clothes or gloves soaked with flammable liquids must

not be washed in the washing machine. The flammable liquids
will vaporize and an explosion may occur.
Keep the linen store clean and tidy. When leaving the store
ensure the door is properly closed.
7.0 Store rooms
Keep all store rooms clean and tidy – paint and other
flammable liquids shall be stored in special rooms made for
the purpose (ventilation and fire fighting system shall be
present).
As far as possible tarpaulins should be stored in a dry
condition – to avoid the risk of a spontaneous combustion
which may occur.

and
Chapter E - Fire Hazards – All Vessels (Continued)

8.0 Welding and Cutting Equipment
Extreme care must be observed when using welding and cutting
equipment and precautions and safety procedures mentioned in
the QES system must be strictly adhered to. Thus hot work
must not be carried out before a “Work Permit” has been
issued.
The valves on the pressure cylinders must never be left in

open position during transportation, during meal breaks, or
after use. On the door leading to a room where pressure
cylinders are stored there shall be a sign (available in the
QES system), which states:
Pressure Cylinders to be removed in case of fire.
9.0 The Engine Room

The engine room, with the combination of fuel oil pipes, hot
surfaces and electrical equipment, is an area which presents
a significant fire risk.
With all three elements from the fire triangle present –

heat, oxygen, and combustible materials – the greatest care
must be taken during all activities within machinery spaces.
A fire in the engine room may typically be caused by leaking

oil from pipes, flanges, stuffing boxes, overflow from tanks
etc., or from dismantling of pipes and valves under pressure.
Lagging and insulation materials soaked with oil represents

an extreme hazard which shall be addressed as soon as
observed.
The engine room shall be kept clean and tidy everywhere

including the tank top – leaks must be rectified and spilled
oil cleaned up immediately.

and
Chapter E1 - Fire Hazards – The Cargo Area - Car

Carriers, Container and Supply Vessels
1.0 Preamble
This section describes fire hazards in the cargo area of car
carriers, container vessels, and supply vessels and should be
read in the continuation of “Fire Hazards – All Vessels”.
2.0 Car Carriers
Most fires on Car Carriers starts within 24 hours after the
vessel has left a loading port or while loading. It is
therefore of major importance to keep a vigilant/alert watch
throughout the loading operation.
The duty officer shall check all cars and ensure that the
keys are removed from the ignition, and the lights are off.
As the fire detection systems are switched off during cargo

operation, frequent inspections of all areas are necessary.
During breaks, continuous rounds should be made in the areas
where cars have been loaded.
Numerous fires on Car Carriers have taken place during

breaks. The fire detection systems should be re-activated if
the break is exceeding 45 minutes.
No filling of gasoline should take place in the same

compartment as batteries are being charged or cars “jump-
started”. The filling of gasoline should be done after the
charging has been completed.
When carrying used vehicles the risk of fire is higher than

with new vehicles. If the vessel is entering areas with high
humidity, there is a risk of short-circuit, especially on the
used vehicles. Combined with a gasoline leakage this can
trigger a fire very fast.

and

Carriers, Container and Supply Vessels (Continued)
When at sea, there are times when the cargo holds need to be
ventilated. This must be done with extreme care as sparks
from the funnel, especially during soot blowing, may be
‘sucked’ in by the inlet fans. This is extremely dangerous as
some of the cars in the car decks may be leaking oil or

flammable fumes. In view of this always ensure that such
inlet fans have a filter acting as ‘spark arrester’
preventing any sparks to enter the car decks.
3.0 Container Vessels
The most hazardous risk at the deck and cargo holds is the
cargo itself. Normally the vessel does not know the commodity
of the containers, unless the containers are reefers or the
cargo classified as dangerous.
Especially the dangerous cargo must be kept in mind, as such

containers by mistake may be loaded in conflict with the
segregation rules or the manifest.
Fuel oil tanks and pipes located nearby the cargo holds shall
be regarded as a risk as well e.g. the possibility of leaking
flanges, pipes or manholes during bunker transfer operations.
Pay attention to these areas during bunker transfer.
Improvement on safety precautions should be an ongoing
matter.
In reefer holds the electrical installations shall be kept

clean and the ventilation be kept operational. Humidity and
accumulated dirt or dust will create a fire hazard.
Fires onboard container vessels have often been a result of

falling sparks from the funnel, on top of unprotected cargo
on various kinds of tarpaulins/covers and on mooring ropes or
other combustible equipment stowed on deck.

and

To reduce the risk and consequences of fire in cargo stowed
in Open Top Containers, Flatracks or ATD’s, these should only
be stowed in tier 82/84 and in vessels with lashing bridges
tier 86 to facilitate access/fire fighting. Open Top
Containers with tarpaulins should be overstowed by other
containers whenever possible.
The following should be initiated at a regularly basis:
- remove cardboard and alike left from long shore men
- remove papers and loose bay plans
- check the containers for leaks
- keep cargo holds clean
- keep bilges clean and free of carboard
Dangerous goods in Open Top Containers, Flatracks or ATD’s,

is not allowed on deck aft of the accommodation/funnel. (ref.
Dangerous Cargo Manual Ch 11.5).
When excess sparks from the funnel are observed, frequent

inspections should be carried out on the aft deck and outside
the accommodation to avoid possible smouldering material to
become a real fire.
Fire in containers:
When a fire in a container is observed it should be

ascertained whether the container is classified as dangerous
goods or not.
For fighting a fire in a container with dangerous goods, the

Emergency Schedule in the Supplement to the IMDG-Code should
be referred to and also the procedure “Fire in Containers”
19/490, should be referred to.

and

4.0 Supply Vessels
Due to the complexity of the cargo carried on supply vessels
the fire hazards mentioned under car carriers and container
vessels apply to supply vessels as well.
When loading, transporting, and discharging flammable liquids

the precautions and hazards mentioned under the section “Fire
Prevention on Tankers” and “Fire Hazard on Tankers and Gas
Carriers” should be taken into consideration as far as
possible and practicable.

and
_______________________________________________________________
Chapter E2 - Fire Hazards – The Cargo Area Tankers and Gas

Carriers
1.0 Preamble
It is vitally important that all personnel serving or working on board tankers exercise
the necessary care and attention and in all matters use their common sense and show
sound judgement
2.0 General Fire Safety Precautions

In every port, it is the master's duty to make sure that all persons on board make
themselves familiar with current port regulations and also to ensure that they abide to
them. It is the duty of officers in charge always to check that the following fire safety
precautions are obeyed by all on board:
- for smoking regulations see section “D” – “Fire Prevention”
- windows and doors shall be kept closed during loading, discharging, and tank
cleaning
- unauthorised crafts must be prohibited from securing alongside or approaching
close to the ship. Other ships and crafts must not in any circumstance make fast
alongside the ship except with the consent of the watch keeping officer.
Regulations against smoking and naked lights should be strictly enforced on
any craft permitted alongside. Operations should be stopped if these rules are
violated and should not be restarted until the situation has been made safe
- the air conditioning and ventilation system shall be stopped immediately, if
there is any smell of gas in the accommodation
- At the gangway or the accommodation ladder there shall be displayed
conspicuous and legible notices indicating that smoking and use of naked lights
is prohibited that dangerous cargo is handled, and that unauthorised persons are
not allowed on board.
Issued August 2002

and
_______________________________________________________________
Chapter E2 - Fire Hazards – The Cargo Area Tankers and Gas Carriers
(Continued)
- a watchman shall be posted at the gangway to ensure that these rules are obeyed
- The fire fighting equipment shall be in good working order and ready for use.
3.0 Static Electricity
The generation of static electricity takes place as a result of mechanical separation of
the negative and positive charges of substances and is dependent on the tendency of
the individual substances to be susceptible to such separation. For a detailed
description and information see the International Safety Guide for Oil Tankers and
Terminals (ISGOTT).
4.0 Precautions to reduce the Generation of Static Electricity

Static electricity may produce sparks of sufficient energy to ignite flammable gases. It
is very important to observe the safety precautions and the recommendations issued
for the purpose of eliminating or minimising the generation of static electricity.
4.1 Portable tank washing machines

In order to ensure the best possible condition for earthling of static electricity, tank
washing machines and hoses shall before use and after any break in the washing
process, before being lowered into the tank, be flushed through with sea water. The
risk of accumulation of static electricity on the tank cleaning machines is considerably
reduced when the hoses are wet internally.
4.2 Use of Probes

Probes which are not connected to earth must not, irrespective of the materials of
which they are made, be lowered into a tank which is being washed or where there is
Issued August 2002

and
_______________________________________________________________
(Continued)
water mist. The restriction includes sounding rods, ullage tapes, combustible gas
indicator test hoses.
4.3 Cargo Hoses

Before the cargo hoses are connected to the manifold on board for the purpose of
loading or discharging, it shall be insured that, the shore installation is safeguarded by
an insulating flange or the equivalent.
4.4 Inerted Cargo Tanks

When the cargo tanks are inerted to an oxygen content of not more than 8 % an
explosive mixture will not exist and the static electrically charged atmosphere will not
present any hazard.
5.0 Ventilation of Cargo Tanks

Before starting ventilation of tanks for entry, the tanks shall be purged with inert gas
until the hydrocarbon gas concentration is less than two per cent by volume. An
explosive tank atmosphere will not then occur during ventilation with fresh air.
5.1 Ventilation – Gas Carriers

On a number of occasions after cleaning of inhibited cargoes it has been observed that
remains from polymerised product have been left in the tanks. It is very likely that
polymerisation has occurred during the initial stages of ventilating with atmospheric
air following the inerting to LEL. In order to avoid or at least reduce the amount of
Issued August 2002

and
_______________________________________________________________
(Continued)
polymerised product the ventilation should not be started until no gas can be detected
in the tank atmosphere.
5.2 Venting Procedure

Before venting of a cargo tank is initiated it shall be ensured that the ventilation
system in the accommodation is set to re-circulation. During the initial venting phase
where the concentration of hydrocarbon gas is high smoking shall be limited to one
room only (or be prohibited) and the access to the engine room restricted as much as
possible. The venting of flammable gas during the gas freeing shall be through the
vessel’s approved
method until the hydrocarbon gas concentration is less than two per cent by volume.
When below two percent by volume the venting may continue at the cargo tank level.
When 50 percent of the lower flammable limit has been reached the ventilation with
air may commence.
5.3 Cargo Tank Entry

The ventilation with air shall continue until at least 20 percent of oxygen and 0 percent of the
lower flammable limit has been measured. If a toxic cargo has been carried the ventilation
shall continue until below the tests indicate that the concentrations is below the threshold
limit value (TLV – a concentration of a substance to which personnel may be exposed).
Before entry into any cargo tank a “Work Permit” shall be issued (see procedure chapter 19 –
Safety – No. 1133 “Entering Enclosed or Confined Spaces” and procedure chapter 19 –
Preventative Action – No. 955 “Permit to Work”.
The responsible officer carrying out, initial inspection of tanks for the purpose of measuring
the atmosphere before work is started should wear breathing apparatus and, if practicable, a
lifeline.
Issued August 2002

and
_______________________________________________________________
(Continued)
After any entry into a cargo tank, the tank shall be carefully and systematically
searched for objects that may have been left behind.
6.0 Fire Safety Precautions during Cargo Operations

The safety operations of the tanker and cargo handling requires knowledge and skills
obtained during training and by experience. This section contains general information
and instructions for the safe operation in relation to the fire safety. For the specific
operations on board see relevant procedures and publication mentioned under the
section ”Introduction”.
6.1 Safe Manning
A sufficient number of personnel to deal with an emergency should be present on

board at all times during the vessel’s stay in port
6.2 Safety Precautions before Commencing Cargo Operations

The following precautions shall be initiated before any cargo operation take place:
- complete the ”Ship/Shore Safety Checklist”
- complete the APM Information sheet
- place fire hoses, connected to the fire main line, forward and aft of the manifold
- place portable fire extinguisher(s) (dry powder) conveniently near the manifold
- when required maintain the pressure on the fire main
- if the insulating flange on the shore hose is damaged or missing establish a
bonding wire between the vessels and shore
- point the fixed dry powder applicators against the manifold (gas carriers)
- point the nearest fixed foam applicators against the manifold area (tankers)
Issued August 2002

and
_______________________________________________________________
(Continued)
- establish a watch at the manifold area
- establish safe communication between the watchman and the officer on duty
- establish safe communication between the vessel and shore
- ensure that strainer covers, inspection plates and drain plugs are in position and
secure
- ensure that drain valves are shut
- check that bulkhead glands are adjusted or lubricated as necessary
The fixed dry powder hoses forward and aft of the cargo-manifold are to be stretched
out prior to cargo operations taking place and remain in place until completion of
cargo operations and all manifold flanges have been closed and tightened. (Gas
carriers only)
6.3 Precautions during Cargo Operations

Throughout loading and discharging the following instruct-ions shall apply:
- The watchkeeping officer's station is on deck or in the deck-office, and it is his
duty to ensure that the pumps and hose couplings are kept under observation.
- The ship's moorings shall be checked at regular intervals to ensure that they do
not become too tight or too slack.
- Ventilation system shall be kept running to prevent the entry of flammable
gases
- Persons not assigned duties regarding cargo operation, watch keeping, or other
tasks on deck shall be refused access to the tank deck.
- Leakage's from flanges, glands and couplings shall be stopped immediately. If
leakage's are too large to be handled immediately, the cargo operation shall be
stopped.
- Accommodation ventilating system should be set to recirculation
Issued August 2002

and
_______________________________________________________________
(Continued)
- Segregated ballast tank lids shall be kept closed as gas could be drawn into
these tanks
- Make frequent inspection to check for leakages from glands, drain plugs and
drain valves
- Check pump glands, bearings and the bulkhead glands for overheating
6.4 Lighting
During darkness adequate lighting shall be arranged to ensure any leakage or spillage
is detected in good time.
6.5 Thunderstorms – Lightning

When an electrical storm is anticipated in the vicinity of the vessel the following
operations must be stopped, whether the cargo tanks are inerted or not:
- handling of volatile petroleum
- ballasting of tanks not free of hydrocarbon vapour
- purging, tank cleaning or gas freeing
7.0 Fire Safety Precautions when underway - Tankers

On the loaded voyage all cargo carrying tanks shall be kept inerted and positive
pressure (over 200 wg) maintained in them. Checks to ascertain the pressure in tanks
shall be made each day and topping-up carried out as necessary
It shall be noted that several refined products, especially jet fuels, diesel oil and gas
oil, liberate oxygen and as a consequence the oxygen content in the ullage spaces of
loaded tanks is increased. In order to ensure that the oxygen content of the atmosphere
Issued August 2002

and
_______________________________________________________________
in ullage spaces is maintained below 8 per cent, the following directions shall be
observed:
- When carrying refined products daily checks shall be made of the atmosphere
in ullage spaces with portable oxygen analyser.
- If an oxygen content of over 8 per cent is found, purging of the ullage space
concerned shall be undertaken.
- Purging shall be kept at a minimum in order to reduce loss of cargo, and the
purging should be stopped when the oxygen content in the atmosphere escaping
from the tanks is below 8 per cent
8.0 Tank Cleaning and Crude-Oil Washing

If the content of oxygen increases to above 8 percent by volume or if vacuum is
created in the cargo tanks the operation shall be stopped immediately.
9.0 Preventing a Fire Spread to the Cargo Area

As soon as a fire is discovered all means shall be initiated to prevent the fire from
spreading to the cargo area. Stop all cargo and ballast operations immediately and
establish a boundary cooling system between the fire and the cargo area.
All openings to a cargo tank designed to relieve pressure or vacuum and outlets or
designed for gas freeing shall be fitted with a flame arrester or a flame screen. For the
design, test, location, and markings see the International Code for Fire Safety Systems.
10.0Repair and Hot Work

For repair work – cold work – hot work – outside the engine room the APM
procedures must be strictly followed.
Issued August 2002

and
Chapter F - Fire Protection

1.1 Preamble
All vessels are built to prevent a fire to spread.
Substantial requirements to the ship’s construction are
contained in the SOLAS Convention. The basic principles in
Chapter II-2 Regulation 2 are:
A. Division of ship into main vertical zones
B. Separation of accommodation spaces
C. Restricted use of combustible materials
D. Fire detection systems
E. Containment and extinction of any fire in the space of

origin
F. Means of escape and access for fire-fighting
G. Ready availability of fire extinguishing appliances
H. Minimize the possibility of ignition of flammable cargo

vapors
1.2 Fire Bulkheads and Decks
To avoid a fire from spreading from one compartment to
another the ship’s bulkheads and decks are constructed to a
certain standard. Any penetrations of the bulkheads and decks
must fulfill certain standards enabling them to withstand a
certain rise in temperature on the unexposed side when a fire
is present on the other side.
Any change to the bulkheads or decks must be approved by the

authorities or the classification society.
1.3 Fire Doors
Fire resistant doors shall, as far as practicable, fulfill
the same standard as the bulkhead or deck in which they are
fitted. Some fire doors are manual others are closed remotely
(self-closing) in case of a fire.

and
Chapter F - Fire Protection (Continued)

Manually operated fire doors must always be closed and the
self-closing doors must not be fitted with a hold back device
preventing them to close.
Watertight doors may also be fire doors – when not in use

they must always be closed. Watertight doors may not be
insulated.
1.4 Fire Dampers
Fire dampers are provided to prevent the passage of air and
flames through ventilation ducts. The fire dampers may be
manual or remotely operated. Normally each kind can be found
on each vessel.
All fire dampers must be fitted with a visible indicating if
it is open or closed.
The position from which a fire damper is operated must be

clearly marked with a red color. If the fire damper is
located behind a door, a panel, or other means these items
shall be clearly marked “Fire Damper”.
1.5 Escape Routes
In the event of a fire the escape routes provide a safe and
swift escape to the lifeboat or the liferaft embarkation
deck. At least two means of escape from each compartment
enables this. All crewmembers must be familiar with the
vessel’s escape routes.
Escape routes shall be clearly marked to the satisfaction of

the flag state authorities or the classification society.
Obstacles must never block escape routes.

and
Chapter G - Fire Extinguishing Agents

1.0 Preamble
Fire fighting on board may be extremely difficult or
complicated. Several substances may be on fire at the same
time making it is impossible to give guidelines regarding the
choice of means and agents to be used. However, the vast
majority of fires can be extinguished by water.
1.1 Fire Extinguishing Agents – Water
Water is the most common means of fire-fighting agent. No
other agents have its ability to absorb heat and thereby
cooling the material on fire. The cooling effect is achieved
when the water evaporates into steam. When evaporating one
litre of water it will expand to 1680 litre of steam.
It should be noted that when a large amount of water is used

for fire-fighting it may have a fatal influence on the ship’s
stability. Precautions to pump out or drain off water,
particularly from locations high up in the ship must be
taken.
Water spray is especially suited for cooling burning

materials, however, water spray has a short reach and is less
capable of penetrating into burning solid materials. When
using water spray for extinguishing a fire the quantity of
water may be reduced considerably. Water spray can be used as
a protection against the heat while advancing towards a fire
and is perfect for cooling large areas. In an enclosed space
a water spray has its greatest effect when aimed at the
hottest spot in the room.
Due to its penetrating effect a water jet should be used to

extinguish a fire in solid materials. The jet should be aimed
at the burning material and not against smoke or flames.

and
Chapter G - Fire Extinguishing Agents (Continued)

Water should not be used to extinguish a fire in light alloys
(carbide, sodium, calcium, magnesium, potassium, strontium
and barium) as these substances react vehemently with water
developing explosive gasses and intense heat.
Water should not be used to extinguish a fire in live

electrical plants or installations because water is
electrical conductive and presents a risk to the fire-
fighting crew and due to they are sensitive to water damage.
1.2 Fixed Sea Water Spray Systems
These are installed in some vessels protecting certain areas
and the accommodation.
1.3 Fixed Water Mist Systems
These are installed in some vessels to protect certain local
areas such as above the auxiliary engines and in the purifier
room. These system are similar to the spray systems but are
engineered to produce very fine water droplets which
extinguish a fire due to their capacity to absorb large
quantities of heat.
1.4 Fire Extinguishing Agents – CO2 (carbon Dioxide)
CO2 is a non-flammable gas. At normal pressure (one Bar) and

at the same temperature as the surrounding air CO2 is
approximately 50 percent heavier than the air. When used as a
fire agent the CO2 will displace the air and thus smother the
fire.
CO2 is suitable for extinguishing minor fires in flammable

liquids and is very suitable for extinguishing fire in
electrical installation and plants as CO2 is not electrical
conductive.

and

CO2 is used in portable fire extinguishers and in stationary
plants. The stationary plants are used for extinguishing
fires in the machinery spaces, pump rooms, cargo holds, paint
lockers and other protected areas. CO2 plants are found in
two categories:
A. High Pressure Plants - where the CO2 is stored in

bottles in a liquid state at ambient temperature. The
pressure at 21°C in the bottles is approximately 58 Bar
B. Low Pressure Plants – where the CO2 is stored in large

tanks at a temperature of about minus 20°C and at a
pressure of approximately 20 Bar.
When CO2 is released from an extinguisher the temperature of

the CO2 might be as low as -78°C. however, in spite of the
low temperature CO2 has no cooling effect. If the material,
which has been on fire, is not cooled below its ignition
temperature there is a risk of re-ignition.
The release of CO2 into an enclosed space will “build up”

from the bottom and thereby induce a shortage of oxygen,
which depending of the concentration is dangerous to people.
The following table should be considered as a guideline:

and

The CO2 content Effect
2 % Heavier breathing – increase of

respiration
3 % Respiration is increased by 100 %
5 % Headache and increased secretion of

sweat
6 to 8 % Staying longer than half an hour is

dangerous
8 to 10 % Stay is highly dangerous
10 to 20 % Unconsciousness
20 to 25 % Instantly lifeless
When the CO2 alarm sounds the room must be evacuated

instantly.
CO2 must not be admitted into any compartments before it
has been evacuated.
CO2 plants must not be released without the permission
from the Master and the Chief Engineer or their
deputies.
Before a room is flooded with CO2 it shall be closed tight.
Before ventilating a room in which CO2 has been released it
must be checked that the fire has been extinguished
completely and that the seat of fire has been cooled
sufficiently.

and

1.5 Fire Extinguishing Agents – Halon Substitutes
The supply of new halon extinguishers and system is
prohibited. As a substitute CO2 or various alternatives may
be installed. The alternatives may be:
Halocarbons (e.g. FM200 or FE13). These gases, which are

non-conductive, extinguish a fire through an inhibitor
effect by breaking the chemical chain reaction. The
volume needed is about twice that of halon 1301.
Inert Gases (e.g. Argon). The volume needed to

extinguish a fire is nearly ten times that of halon
1301.
1.6 Fire Extinguishing Agents – Dry Chemical Powder
Dry Chemical Powder, or simply called dry powder, is a flame
inhibitor. It is especially effective against fire in
liquefied gases or oil.
Dry chemical powder is a non-conducting agent and as such

also suitable for extinguishing electrical fires, though
there is a risk of damage to the electrical installation due
to the powders abrasive nature.
On board Maersk vessels only one type of powder is used, the

ABC-powder. A, B and C refer to the fact that this powder is
suitable for extinguishing:
- Class A-fires
- Class B-fires
Class C-fires Dry powder extinguishes fire mainly by

inhibition, but by a smothering effect, as the powder melts
on the surface of the burning substance, which thereby
insulate the oxygen. Powder has no cooling effect and it
should be noted re-ignition caused by heat radiation is
likely unless the surface is cooled by water. Dry powder is
not toxic but may cause irritation if inhaled.

and

1.7 Fire Extinguishing Agents – Foam
Due to its low viscosity, foam is suitable for extinguishing
fires in flammable liquids, fatty substances etc. (e.g. fires
in oil) as it flows across the surface of a burning liquid
and forms a coherent smothering blanket. It will also reduce
the surface temperature of the liquid by the absorption of
heat, although the heat absorbing effect is limited.
Foam is a mixture of three components: foam compound, water,

and air. If one of the components is missing foam will not be
produced. Depending on the quantity of air foam is
categorised by its expansion ratio ranging from 0 to 2000
A. Heavy foam – low expansion – from 0 to 20
B. Medium foam – medium expansion – from 20 to 200
C. Light foam – high expansion – above 200
A foam jet is most effective when directed against a

bulkhead, the side of an engine or the like, from where the
foam can slide down and spread over the burning surface. If
the jet is aimed directly at the burning surface it will be
considerably more difficult to achieve an effective foam
blanket and there will even be a risk of spreading the fire
from squirting burning liquids.
1.8 Fire Blankets
Fire blankets are suitable to extinguish contained liquid and
other small fires such as fire in frying pans and the deep
fat fryers. A fire blanket should always be available in the
galley.
1.9 Fire Extinguishing Agents – Sand
Sand is suitable to extinguish small fires in flammable
liquid spillage and for preventing spillage from spreading
over a larger area. Dry sand may be used to extinguish fires
in carbide.

and

2.0 Fire extinguishing Cartridges
The chemical composition of fire extinguishing cartridge is
Potassium and other gas particles in small quantities. The
compound is kept in a solid form in a non-pressurised
container of variable shape and dimension depending on the
equipment or the space, which is to be protected. It is
suitable to extinguish all classes of fires. It extinguishes
a fire by inhibiting the chemical reaction of combustion
without reducing the oxygen content in the area.
The cartridge can be activated electrically, thermally, or

manually or in any combination of two. When activated, the
solid material is transformed into a fire extinguishing
inhibitor, which is ozone and environment friendly, non-
corrosive, and non-toxic.
Fire extinguishing cartridges are very useful to protect

electrical equipment and enclosed spaces such as cargo
containers or storage rooms containing flammable liquid.
Although non-toxic a compartment must be evacuated before the

cartridge is released, thus avoiding any unnecessary exposure
to personnel. When released the visibility will be reduced to
almost zero.
Aerosol particles are non-corrosive, but over a period of

time they tend to attract moisture and the humidity in the
surrounding atmosphere. As soon as possible after the
discharge the residues shall be cleaned up.
Fire extinguishing cartridges are not yet approved as fixed

installations on board vessels.

and
____________________________________________________________________
H - Fire Extinguishing Equipment - Portable
1.1 Portable Fire Extinguishers
Portable fire extinguishers are suitable for extinguishing fires at an early stage. They contain
water, foam, dry powder, or CO2 and the propellant gas is either Nitrogen or CO2.
During fire drills the crew shall receive instructions in the use of the various types of portable
fire extinguishers. At each fire drill an appropriate number of extinguishers should be
discharged – on rotation basis - by different crew members in order to ensure that everybody
gain experience. All extinguishers shall be tested (function test) within a period of five years.
The CO2-extinguishers are not to be function-tested. If, however, one is found below weight, it
may be discharged at a drill for training purposes prior to landing ashore for pressure test and
recharge.
Each fire extinguisher should as far as it is practicable be clearly marked on the front with a
label of durable material with the following information:
• name of manufacturer
• type of fire the extinguisher is suitable for
• type and quantity of extinguishing agent
• approval details
• pictorial and legible operating instructions
• intervals for recharging
• temperature range over which the extinguisher will operate satisfactorily.
The portable fire extinguishers may be colour coded by a coloured band with letters (stating
the extinguishing agent) at the top of the extinguisher. The following codes should then be
used:
• Water Extinguisher: RED
• Dry Powder Extinguisher: BLUE
• Foam Extinguisher: CREAM
• CO2 Extinguisher: BLACK

and
____________________________________________________________________
In addition the portable extinguishers may be labelled with a graphic symbol indicating the
type of fires for which the content is suitable.
When a fire has been extinguished – do not leave – stay and watch for re-ignition until the
surroundings has been cooled.
1.2 Portable Fire Extinguisher – Water, Dry Powder, Foam
Extinguishers containing water, foam, or dry powder may be similar in appearance and may
operate on the same principles. They shall, however, be clearly labelled or marked making the
content to be easily identified.
The number of extinguishers and their position shall be to the satisfaction of the flag state and
should be indicated on the vessel’s fire plan.
It is of utmost importance that the correct extinguisher is used to extinguish a fire. For
instance, do not use a portable extinguisher containing water to extinguish a fire in flammable
liquids or plants or equipment where live electricity is present. All crewmember must be
familiar with each kind of portable extinguisher, its advantage and especially its limitations.
1.2.1 Water Extinguishers - Operation
Bring the extinguisher as close as possible to the fire. Activate the extinguisher. Aim the water
jet down against the burning material nearest you and ensure that it is thoroughly wetted.
Work upwards and away from you until the fire is extinguished.
1.2.2 Dry Powder Extinguishers - Operation
Bring the extinguisher as close as possible to the fire. Aim the hose or handle against the
bottom of the flames. Activate the extinguisher. With swift sweeping movements cover the
burning material with powder commencing at the lowest point and following the flames
upwards
1.2.3 Foam Extinguisher - Operation

and
____________________________________________________________________
Bring the extinguisher as close as possible to the fire. Activate the extinguisher. Aim the foam
against a vertical surface and let the foam flow over the burning surface. If a vertical surface is
not nearby aim the foam upwards and sweep slowly from side to side. This will enable the
foam to fall onto the burning surface and create a blanket.
1.3 Portable Fire extinguishers – CO2
Refilling of CO2 extinguishers after use shall be done ashore. It is therefore not practicable to
function test these extinguishers during fire drills. However, if an extinguisher is found to be
short of content it should be discharged at a drill for training purposes prior to landing ashore
for pressure test and recharge.
CO2 extinguishers are easily identified – they shall have a discharge horn attached to the
discharge hose. When discharged the CO2 will have a extremely low temperature. To avoid
frostbites hold on the handle.
The Penetration and cooling effects of CO2 is not sufficient for extinguishing fires in solid
materials. If used in a small room the risk of lack of oxygen must be observed.
CO2 is suitable to extinguish class B fires and safe to use for extinguishing fires in plants and
equipment where live electricity is present.
1.3.1 The CO2 Extinguisher - Operation
Bring the extinguisher as close as possible to the fire. Aim the horn against the bottom of the
flames. Activate the extinguisher. With swift sweeping movements cover the burning material
with CO2 commencing at the lowest point and following the flames upwards. Do not direct the
discharge at the liquid. This will only result in the liquid being scattered. On a fire in solid
material discharge the whole content of the extinguisher to achieve a cooling effect. On liquid
fires stop the discharge when the fire has been extinguished. Bear in mind that due to the low
temperature of the discharged CO2 the nozzle may freeze, making a subsequent discharge
impossible.
1.4 Fire Hoses and Nozzles

and
____________________________________________________________________
The number and positions of fire hoses shall be to the satisfaction of the flag state
administration. As a general rule there shall be a fire hose for each 30 metres length of the
vessel plus some spares. Further there shall be a sufficient number in the engine room.
The minimum length of a fire hose is 10 metres. Depending of the position of the fire hose the
maximum length of a fire hose is as follows:
• 15 m in the engine room and machinery spaces
• 20 m in other spaces and on open deck
• 25 m on open deck provided the vessels beam exceeds 30 m
On deck the fire hoses shall be placed in red painted hose lockers clearly marked ”Fire Hose”.
In the accommodation and in machinery places the fire hoses may be placed on hose reels.
When coiled out and connected to a fire hydrant avoid shock by opening the valve slowly.
Ensure the hose is full of water and straightened without kinks before the valve is fully opened.
The fire-hoses are installed for use in the event of fire. They should be used for training
purposes during drills and when being tested, but not for any other purpose such as washing
down etc.
After being used the hoses should be washed and flushed through thus ensuring they are free
of dirt, oil, grease, foam etc. Prior to being re-stowed the hoses shall be drained dry. Before
re-stowing ensure that the couplings and nozzles fit together and that the gasket is intact.
1.4.1 Using a Fire Hose
At least two people should be designated to each hose but ideally three should be used. The
first to handle and control the nozzle, the second will be placed immediately behind the first
and assist by taking the weight if the hose. The third placed at a distance to handle bights and
controlling the supply of water.
Before the hydrant is opened the nozzle should be set to spray. Once the water flow has been
established the fire fighter may change the setting to jet. Water spray protects the fire fighters
against the heat radiated from a fire and may be used for protecting another team using a jet.

and
____________________________________________________________________
A jet gives the greatest reach and is used for penetration. Jet should not be used on liquid
fires. When cooling surrounding bulkheads a spray should preferably be used.
1.5 Foam Appliances Unit
There shall be in each boiler room or at the entrance outside the boiler room at least one
portable foam applicator unit. A portable foam applicator consists of foam concentrate, an
inductor, and a foam branchpipe. The inductor and the branchpipe may be part of the same
unit.
In the inductor water and foam concentrate is mixed. The banchpipe mixes the foam
concentrate and water with air creating foam. During drills it shall be ensure that all
crewmembers are familiar with the portable foam applicator unit and its use.
1.6 Fire Blankets
A fire blanket may be placed in or at the entrance to the galley. The blanket is suitable for
extinguishing small liquid fires.
1.6.1 Using the Fire Blanket
If the blanket does not have hand holds fold back each top corner over your hand and hold the
blanket high thus protecting your hands, your body, and face when approaching the fire. Lay
the blanket over the fire ensuring that the pot is completely covered.
When the fire is extinguished do not remove the blanket before certain that the item, in which
there was a fire has been cooled sufficiently to prevent re-ignition.
1.7 International Shore Connection
All vessels shall be supplied with at least one international shore connection, which may be
used on either side of the vessel. The connection is used to supply water to the vessel from
another vessel or from shore to the fire main line.
The connection shall have a flat face on one side. On the other side, it shall be fitted with a
coupling that fits the vessel’s hydrant and hose connections.

and
____________________________________________________________________
The connection shall be kept together with a gasket, four bolts, four nuts, and eight washers.
The door to the locker shall be clearly marked with “International Shore Connection”.

and
Chapter I - Fire Extinguishing Equipment - Fixed

1.0 Preamble
The fixed fire extinguishing systems are installed to protect
large areas like the machinery spaces and cargo holds.
Smaller areas such as the paint store and the ventilation
duct to the galley are protected with a fixed system due to
the high potential risk of fire.
2.0 Fixed Gas Fire Extinguishing Systems
Locating and extinguishing a fire in large enclosed
compartments by conventional means may be very time
consuming. Taking into consideration that even small fires
can cause severe damage to vital machinery and/or cables, the
decision to release the fixed gas fire extinguishing medium
into any enclosed compartment should not be delayed by manual
fire-fighting unless this is deemed as being the quickest and
most effective option.
In any protected space to which personnel have access an

automatic audible warning of the release shall be provided.
The alarm shall operate for the length of time needed to
evacuate the space.
During fire drills all crewmembers shall be made familiar

with the sound of the alarm and all must be instructed to:
WHEN THE ALARM SOUNDS LEAVE THE ROOM IMMEDIATELY

This applies to all situations – the room must be evacuated
even if the alarm is believed to sound due to technical,
electrical or other failures.
3.0 Fixed Water Spray and Water Mist Systems
The systems shall be operated in automatic mode if available
(not applicable to the gas carrier’s water spray system on
deck) ensuring an immediate release in the event of a fire.

and
Chapter I - Fire Extinguishing Equipment – Fixed

(Continued)
The systems should be tested on a monthly basis. During these
tests it shall be ensured that the nozzles are working
properly.
The gas carriers are equipped with a fixed water spray system
covering the tank domes, the manifolds, and the front part of
the accommodation. This system is usually operated from
various remote positions. The system shall be tested on a
monthly basis.
4.0 The Main Fire Pumps and the Emergency Fire Pump
The hydrophore extinguishing plant, if fitted, the main fire
pumps and the emergency fire pumps must be kept in good
working order at all times. When individual pumps are
overhauled, the period a pump is out of service must be as
short as possible and it must be ensured that the other pumps
are in good working order.
When at sea the main fire pumps and the emergency fire pump
should be tested weekly. During this test two fire hoses
fitted with nozzles should be connected to the fire main and
a sufficient pressure and jet length produced.
5.0 Foam Plants
Due to its low viscosity, foam is suitable for extinguishing
fires in flammable liquids, fatty substances etc. (e.g. fires
in oil) as it flows across the surface of a burning liquid
and forms a coherent smothering blanket. It will also reduce
the surface temperature of the liquid by the absorption of
heat, although the heat absorbing effect is limited.
A foam system has storage tanks containing foam concentrate.

Water from the fire pumps picks up the correct proportion of
foam concentrate from the tank through a proportioner, with
the result that foam solution is conveyed through permanent
supply lines to foam monitors.

and
Chapter I - Fire Extinguishing Equipment – Fixed

(Continued)
At first water will come through the lines and foam
applicators should be directed away from liquid fires until
any water in the system has been flushed clear.
Foam should be applied so as to flow evenly and progressively

over the burning surface, avoiding undue agitation. This can
best be achieved by directing the foam jet against any
vertical surface adjacent to the fire, both in order to break
the jet and to build up an unbroken smothering blanket. If
there is no vertical surface the jet should be advanced in
oscillating sweeps with the wind. If the jet is aimed
directly at a burning surface it will be considerably more
difficult to achieve an effective foam blanket and there will
be the risk of squirting burning liquid around, thus
spreading the fire.
6.0 Dry Chemical Powder Plants – Gas Carriers only
Dry Chemical Powder, or simply called dry powder, is a flame
inhibitor. It is especially effective on burning liquids such
as liquefied gases or oil escaping from leaking lines and on
vertical surfaces such as diesel engines. Dry chemical powder
is a non-conducting agent and as such also suitable for
extinguishing electrical fires, though there is a risk of
damage to the electrical installation due to the powders
abrasive nature.
It should be noted that the cooling effect of the powder is

negligible and re-ignition caused by heat radiation is likely
unless the surface is cooled by water.
The dry chemical powder plant has monitors at the manifold

and a number of units on deck all can be used for
extinguishing fire in the cargo installation. Powder plants
are designed to discharge their entire content in
approximately 60 seconds. Precautions are to be taken to
prevent compaction of the powder.

and
Chapter J - The Fire Detection Systems

1.0 Preamble
The detection system is installed to give a warning of fire
enabling the crew to extinguish a fire at an early stage thus
avoiding delay. When activated they shall initiate an alarm
at the control panels. If this alarm is not acknowledged
within a preset period the vessels general alarm system shall
be activated. Several systems and designs of detectors are
available on the market but the systems can all be
categorized in the following three categories:
- heat detector
- flame detector
- smoke detector
The heat detectors give an alarm when a preset temperature is

reached. The preset temperature depends on the ambient
temperature in the compartment where the detector is
installed e.g. the preset temperature will be higher if
installed in a machinery space than if installed in the
accommodation.
The Flame detector responds to the radiation from burning

materials or to the light frequency in the flames. The system
should be immune to false alarms caused by sunlight.
The smoke detectors might be very simple as the cargo holds

sample smoke extraction system. The system extracts a sample
of air from the cargo holds to another location which might
be the bridge. At the exhaust you will either be able to
smell or see the smoke. Other more complicated systems
measure smoke by ionization (invisible smoke particles), by
light or laser technology, or by comparing the atmosphere
with a heat-sensing element (photo thermal detectors)

and
Chapter J - The Fire Detection Systems

(Continuation)
The detection system shall be maintained in a condition,
which ensures safe operation. All faults, leaks, deficiencies
and damages to the system shall be reported to the technical
manager immediately.

and
Chapter K - Fire-fighter’s Outfit

1.0 Preamble
All vessels shall be provided with at least two firefighter’s
outfits, which shall be kept ready for use in easily
accessible location, and stored in widely separated
positions, which are likely to be accessible in the event of
a fire. Tankers and vessels carrying dangerous cargo shall be
supplied with additional two sets of outfits.
2.0 Personal Equipment
The personal equipment consists of:
- protective clothing
- boots
- rigid helmet
- electric safety lamp
- axe
- safety harness
- safety lines
The protective clothing is to be used to protect from heat

radiated from a fire and should be used in close proximity to
a fire. Do not use the protective clothing in a fire - they
are not fire entry suits.
The boots shall be of electrical non-conducting materials.
The helmet shall provide effective protection against impact.

The helmet shall be supplied with a full-face visor and a
neck curtain.
The safety lamp is operated by batteries, which shall have a

duration of at least three hours. The safety lamps shall be
of an approved type and shall be electrically safe (on
tankers) or explosion proof (if intended to be used in a
hazardous atmosphere or area).

and
Chapter K - Fire-fighter’s Outfit (Continued)

The axe has a wooden or other electrical non-conducting
material. The head has a cutting edge and a spike.
3.0 Breathing Apparatus
The breathing apparatus shall always be stowed in a condition
ready for immediate use. Before stowage after use they shall
be cleaned thoroughly and inspected for damages. A competent
person following the manufacturer’s instructions strictly
shall carry out inspection and maintenance.
On each vessel a number of persons shall be chosen to perform

fire-fighting wearing breathing apparatus. The person chosen
should be in possession of a certificate proving he is
capable of such duties.
It is important that the persons chosen are physically and

psychologically sound and that they are acquainted with the
various areas of the ship (especially the areas where such
individuals do not normally work).
4.0 Lifeline
To each breathing apparatus, a fireproof lifeline of at least
30 m length shall be provided. The lifeline shall be capable
to be attached to either a belt or the harness of the
breathing apparatus by means of a snap-hook.
5.0 Emergency Escape Breathing Devices (EEBD)
In addition to the escape route, the vessels shall be
provided with EEBD. Within the accommodation spaces at least
two EEBD shall be stored with the rescue party equipment. In
machinery spaces the EEBD shall be positioned at the foot of
the ladders in the engine room and in control rooms,
workshops etc, in sufficient numbers for the personnel
normally present in that area. At least one spare EEBD shall
be carried.

and
Chapter K - Fire-fighter’s Outfit (Continued)

The EEBD must not be used for fire fighting, entering oxygen
deficient enclosed spaces but be used only for escape from a
compartment in the event of an emergency.
All vessels shall be provided with a training unit which

crewmembers must be made familiar with during drills. The
training unit shall be clearly marked to this effect.

and
Chapter L - The Fire Control Plan and the Muster

List
1.0 Preamble
Each vessel shall be supplied with a fire control plan or a
booklet describing the details of the plan. The description
in the plan shall be in the official language of the Flag
State, however an English translation shall be included.
Copies of the plan shall be placed in a clearly marked
watertight container outside the accommodation. The plan
shall be kept up to date at all times.
The muster list shall be prepared before the ship proceeds to

sea. If any change in the crew requires the list to be
altered, the Master shall either revise the list or prepare a
new.
2.0 The Fire Control Plan
The fire control plan shall clearly show:
- the control station
- fire sections enclosed by “A” class divisions
- fire sections enclosed by “B” class divisions
- particulars of the fire detection and fire alarm systems
- the sprinkler installations
- the position of the fire-extinguishing appliances
- the means of access to different compartments and decks
- the ventilation system and fan control positions
- the position of fire dampers and identification numbers

serving each section

and

List (Continued)
3.0 The Muster List
The muster list shall specify details of the general
emergency alarm system and public address system. The list
shall show the duties and action to be taken by the crew and
passengers including:
- closing of watertight doors, fire doors, valves,

scuppers, sidescuttles, skylight, portholes and other
similar openings in the ship
- equipping of the lifeboats or liferafts
- preparation and launching of the lifeboats
- preparation of other life-saving appliances
- muster of crew and passengers
- use of communications system
- special duties in respect of the use of fire-fighting

equipment and installations
- special duties in respect of the safety of any

passengers
- which officer responsible for the maintenance of the

life-saving and fire appliances
- substitutes for key persons who may become disabled

4.0 The Responsibility of each Individual and the Master
Each crewmember has the responsibility to study the fire and
boat muster lists and the fire control plan which are placed
at strategic locations on board. If you are unsure of any of
the information in the plans, you shall contact the Master,
Chief Officer, Chief Engineer or the Second Engineer for
clarification.

and

List (Continued)
Everyone is responsible for his/her own safety and the safety
of others affected by his/her action or inaction, and you
shall be aware of your designated role in an emergency
situation.
The Master or his substitute has overall responsibility in

all emergency situations and coordinates all emergency
operations. He will decide on whatever actions are necessary
to safeguard the crew, vessel and cargo taking into account
available advice such as from the Chief Engineer.

and
Chapter M - The Emergency Alarm System

1.0 Preamble
The emergency alarm system is an alarm, which indicates
that immediate danger to human life or to the ship or to
the machinery exists and that immediate action must be
taken. The following are classified as emergency alarms:
- the general alarm
- the fire alarm
- fire extinguishing medium alarm
- power-operated sliding watertight door closing alarm
Additional alarms may be classified as emergency alarms
in addition to the ones defined above (e.g. gas
detection alarms). In areas with high ambient noise
levels (e.g. machinery spaces), audible alarms should be
supplemented by visual alarms.
The emergency alarm system shall be maintained in a
condition, which ensures safe operation at all times. To
ensure the system is working properly it shall be tested
daily, when at sea,and at intervals not exceeding one
week, when in port (for check and test of CO 2
extinguishing alarm system see procedure chapter 19 No.
456). All audible and visual alarms initiated by the
fire detection system shall be checked and tested on a
monthly basis.
When the emergency alarm sounds all crewmember shall
without delay summon to muster stations. However,
personnel on duty shall remain at their posts until
relieved or until ousted by the fire.
2.0 Fire Alarm System
The fire alarm is activated either automatically (by the fire
detection system) or manually by activating a calling point.

and
Chapter M - The Emergency Alarm System (Continued)

3.0 Manual Operated Calling Points
The calling points shall be capable of immediate operation at
all times. When activated they shall sound an alarm
throughout the accommodation area, service spaces, control
stations, and the machinery spaces.
The calling points should be placed at the following

positions:
- the bridge
- the engine control room
- the fire control station
- at each control and indication panel for the fixed fire

detection system
- corridors, stairways, and escape routes within the

accommodation
For the exact position of the manual operated calling points

see the vessel’s Fire Plan

and
Chapter N - Raising the Alarm

1.0 Preamble
All crewmembers shall have a thorough knowledge of the action
to be taken on the discovery of a fire. Taking the correct
actions in the early stage of a fire may prevent a small
blaze developing into a large and catastrophic fire.
2.0 Action to be taken
On discovery of a fire, stay calm, cool, and collected. Do
not panic – this will only affect your ability to act and
think safely. The correct action to be taken, when
discovering a fire, will depend on the circumstances. If the
fire is small and at an early stage the correct action may be
to extinguish the fire (provided an extinguisher is placed
nearby) or remove the burning material – however, the
discoverer must be absolutely certain this can be done in
swift and safe manner. If not absolutely certain the correct
action may be:
- close the door to the compartment
- operate the nearest calling point/raise the alarm
- inform the officer on duty of the following:

o the location of the fire
o what is on fire
o actions initiated (if any)
- move injured person(s) to a safe place (depending on the

situation this might be the first action to be taken)
- prepare fire fighting equipment
- prevent the fire from spreading e.g.
o by cooling the surrounding bulkheads
o removing flammable materials in the vicinity

and
Chapter N - Raising the Alarm (Continued)

o stop local ventilation system
- close fire flaps and dampers
- Remain in the area at a safe distance
When the fire fighting team arrives, inform the leader of

what you have observed and what you know about the situation.
3.0 Familiarisation
It is vital that all on board has a thorough knowledge of the
position of the calling points, and to the position of the
fire fighting equipment at their work place and in the
accommodation. All must be aware of the correct use of an
extinguisher and especially of any limitations they might
have.
4.0 F-I-R-E
During drills and familiarisation courses all should be
instructed to remember:
F - Find
I - Inform
R – Restrict
E – Extinguish (or Escape)

and
Chapter O - Fire Fighting – the Team Leader

1.0 Preamble
A ship’s crew will never achieve the same experience as a
fire brigade ashore. On the other hand the crew has the
advantage that they are familiar with the compartment and
surroundings of the ship.
To achieve the familiarity it is important to plan what or

which action to be carried out when and by whom in the event
of a fire. The familiarity is achieved during drills
conducted (as far as practicable) as if there was an actual
emergency.
2.0 The Team Leader
Each vessel should decide on an allocation of persons to
satisfy the fire-fighting role at various compartments. An
engineer may lead a fire attack party in a machinery space
whilst a deck officer may lead the party in other situations.
The team leader should be the same person during drills as
well as during real action. Consideration though should be
given to training of substitutes/ understudies
The team leader must not take on other tasks, which may
inhibit their ability in keeping the overall picture. When
the Master gives directions or guidelines these must be
routed through the team leader.
The team leader has the following tasks:
- form an estimate of the situation
- initiate a search and rescue – if persons are missing
- initiate the initial fire fighting
- limiting the fire
- reconnaissance
- initiate the final fire fighting

and

(Continuation)
- initiate the fire-damping or final extinction
- establish a fireguard
- assist the Master in the final reporting

3.0 The Situation
As soon as possible, the team leader shall assess the
situation and establish if life is at risk, the location of
the fire, what is on fire, how and where the fire will
spread. Based on this he shall decide the initial fire
fighting including action to be carried out and means of fire
fighting equipment and agents which is to be used
4.0 Search and Rescue
Before the search and rescue operation is initiated, the
search party shall be given a detailed description of the
compartment, the route of entry to that compartment, and a
detailed description of the search pattern.
The search pattern shall be as methodical as possible. The

party may either follow a right hand or a left hand pattern.
If possible the search party should consist of two persons.
The first following the bulkheads and the second abreast of
him searching towards the center of the compartment. Contact
must always be maintained between the two persons – either
physically (holding hands) or by a short line between the
two.
Initiate the search at the most dangerous point so that at

the end of the search the party is near fresh air.
Be aware that persons trapped tend to seek shelter in

wardrobes, cupboards, bathrooms and toilets, recesses – make
sure these places are not overlooked.

and

(Continuation)
5.0 The Initial Fire Fighting
The team leader shall instruct the fighting team(s) of their
duties (lifesaving, fighting a fire, etc.). The team leader
shall brief the fighting team(s) of the following
- where the fire is located,
- what is on fire
- any risks or hazards known to be present
- equipment and agents to be used to extinguish the fire
- if breathing apparatus must be used
- particular methods and precautions to be adopted
It is of utmost importance that good communication is

maintained between the team leader and the fighting team(s)
and between the team leader and the bridge.
6.0 Limiting the Fire
Limiting the fire includes the following:
- removal of flammable and combustible materials from
adjacent bulkheads and compartments
- cooling of adjacent bulkheads and decks
- purging adjacent oil and bunker tanks with inert gas if

possible
- monitoring of adjacent rooms and compartments
- consideration of spread beyond adjacent compartments

e.g. heat transfer by ventilation or other ducts

and

(Continuation)
7.0 Reconnaissance
Based on a reconnaissance the team leader decides the final
extinction e.g. by employing other fighting teams or by
concentrating the teams towards a single task or action.
8.0 Final Extinction
When the fire has been extinguished, confirmation of
extinction shall take place. This consists of a thorough
clear-up checking everything which has been in contact with
the fire for embers. During this period, the team leader
shall consider if ventilation of the compartment may be
established without re-ignition of the fire.
9.0 Fireguard
After the final extinction, a fireguard shall be established
until any risk of re-ignition can be excluded.
10 Clean-up Operations
Initiate clean-up operations as mentioned in the section
“Damages Caused by a Fire” as soon as possible.
11 Lesson to be Learned
As soon as possible after the incident a report shall be
drawn up. The content shall be based on statements and
explanations from all personnel, having knowledge to
observations and information, which may have influence on the
investigation.
The lesson to be learned has a great value in avoiding future

incidents. If you ignore the failures of the past you will be
doomed to repeat the failure.
Remember: FIRES DO NOT ARISE - THEY ARE CAUSED

and
________________________________________________________________
Chapter P - The Fire Fighter – the Fighting Team
1.0 Preamble
When the emergency alarm sounds all crewmembers shall immediately muster in
accordance with the muster list. Detailed guidelines in the composition of fire
fighting teams and the methods and means of extinguishing is not possible to
give, as these will vary depending on the situation and the type and construction
of the vessel. However, the basic principles mentioned should apply to all
situations.
2.0 Instructions
As mentioned in the section under the team leader the fighting team(s) shall be
informed of the following
− where the fire is located,

− what is on fire
− any risks or hazards known to be present
− equipment and agents to be used to extinguish the fire
− if breathing apparatus must be used
− methods and precautions to be adopted
3.0 Breathing Apparatus
If wearing a breathing apparatus you shall recognize that you are responsible for
your own safety. Follow these guidelines to limit the risks involved:
− ensure the cylinder is full

− if below 75 % full achieve the Team Leader’s permission to proceed
− check and test the equipment in fresh air
− work in teams of not less than two persons
− wear the helmet and gloves
− before entry check the pressure gauge
− before entry an evacuation signal shall be agreed upon with the
team leader
− a log shall be maintained documenting the entry times for each
team

and
________________________________________________________________

(Continuation)
− a log shall be maintained documenting the entry times for each

team
− Monitor pressure frequently and evacuate at time allowing sufficient
pressure for safe exit. Remember air required for exit may be
higher than entry due to necessity to climb, tiredness or work being
done e.g. carrying casualty.
− BA team should be in safe position by time whistle sounds however
if the low pressure alarm sounds return to safe position immediately
4.0 Search and Rescue
Stay low – the best visibility is often located here. Use your free hand in front of
you in order to locate obstructions.
Slide feet forward and test before transferring weight in order to avoid trips and
falls into open spaces such as stairs or hatches
Move slowly and cautiously - pay attention to doors and openings – make sure all
areas and compartments are checked before completing the search.
Test doors with back of hand for heat or electricity before opening, open
cautiously keeping low on protected side. Beware of effects of allowing air to
enter compartment with fire (flashover)
Close doors of compartments when search completed and mark if possible.
Call out to let survivors know of your presence and listen for any replies
Remember there is a real possibility of getting lost, even in compartments with

which you are familiar. If lost make your way for a bulkhead. Follow this in a
continuous direction until a door is located. Use of a hose or safety line is useful
for orienting towards safety.

and
________________________________________________________________

(Continuation)
5.0 Fire Fighting
In an enclosed space or compartment the seat of a fire is quite often very difficult
determine. Smoke may come a long way from the source and its presence does
not necessarily indicate the seat of a fire. When searching for a fire heat is the
most reliable guide. Feel on bulkheads, decks and doors – this may lead you to
the seat.
When the seat of fire is located, extinguish the fire by following the instructions
given by the team leader.

and
Chapter Q - Damage Caused by a Fire and Limitation

1.0 Preamble
Locating and extinguishing a fire in large enclosed
compartments by conventional means may be very time
consuming. Taking into consideration that even small fires
can result in severe damage to vital machinery and/or cables,
the decision to release a fixed fire extinguishing system
into any enclosed compartment should not be delayed by manual
fire-fighting unless this is deemed as being by far the
quickest and most effective option.
2.0 Damages
The initial inspection after a fire may give the impression
that the damages caused are limited to the thermal damages at
the scene of fire. However, corrosive smoke and heat will
quite often have caused severe damage to the cables,
electrical installations, and machinery both in the vicinity
of the scene of fire, at much further distance and in other
parts the ship.
Using seawater to extinguish fire onboard ships comes

naturally to all seafarers. But the high content of salt
causes galvanic corrosion and short circuits due to the high
electrical conductivity of the seawater. Further seawater
will deposit large quantities of salt when dried-up, which
may reduce the electrical insulation.
3.0 Limiting Damages
To limit the damages caused by a fire use the following
guidelines:
- initiate fire fighting at the earliest possible

opportunity
- to prevent corrosion reduce the humidity by effective

ventilation

and
Chapter Q - Damage Caused by a Fire and Limitation

(Continuation)
- initiate clean-up operations immediately after this is
considered safe
- use fresh water to remove salt deposits and to prevent

corrosion
- keep various machinery running – the heat created may

limit the corrosion progress.
Extreme care should be taken before starting any machinery

and/or electrical motors and pumps after a fire as these may
have been damaged (directly or indirectly). Close liaison
should be maintained between vessel and technical
organization.

and
Appendix - Preparing the Manual

1.0 Preamble
This section deals with instructions to the ship’s management
and is as such not part of the manual.
Each vessel shall complete several of the sections in this
manual by implementing the ships specific details. The manual
then becomes a document dedicated to the vessel.
Any change in the fire fighting equipment shall be
accompanied by an update of the appropriate section of this
manual (e.g. if an extinguisher is changed from foam to
water).
In some sections it is recommended to insert a copy of the

fire plan or the general arrangement plan. If such copies are
not available a table indicating the same should be inserted.
The recommendations mentioned are by no means complete and

each individual vessel should attempt to identify all
possible informations, items, descriptions, guidelines etc.
required relative to the vessel, its construction, equipment
and trade
2.0 Section “Introduction”
Insert a brief description of which publications are on board
and where these are located.
3.0 Section “D – Fire Prevention”
Insert any instruction and/or guideline issued by the
vessel’s management to prevent a fire.
4.0 Section “E – Fire Hazards”
Insert any instruction and/or guideline issued by the
vessel’s management regarding fire hazards.

and
5.0 Section “H – Fire Extinguishing Equipment – Portable”

Insert the manufacturer’s or the supplier’s operating
instructions for each type of portable extinguishers on
board.
Insert a photo of each type of portable fire extinguisher on

board. At each photo insert a description of the extinguisher
(type, size).
6.0 Section “I – Fire Extinguishing Equipment – Fixed”
instructions for each type of fixed fire extinguishing
equipment on board.
Insert a photo of each type of fixed fire extinguishing

equipment on board. At each photo insert a description of the
extinguisher (type, size).
7.0 Section “J – The Fire Detection System”
instructions for each type of fire detection system on board.
Insert a photo of each type of fire detector on board. At

each photo insert a description of the detector.
8.0 Section “K – The Firefighter’s Outfit”
Insert a photo of a crewmember being dressed with the outfit.
Insert a copy of the manufacturer's operating instructions

for the EEBDs on board.
9.0 Section “L – The Fire Control Plan and Muster List”
Insert a copy of the fire plan and a copy of each muster list
on board.
10 Section “M – The emergency Alarm System”
Insert a description of each emergency signal used on board.

instructions for the manual operated calling point.

and
11 Amendments
All vessels are kindly requested to refrain from correcting
or amending the text in this manual. Any suggestions for
corrections and amendments to this manual should be forwarded
to TOSQHESAF.

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Fire Training Manual

Fire Safety Operational Booklet

Issued August 2002

Issued August 2002 1

The Fire Safety Training Manual and the Fire Safety

Each crewmember must possess an intimate knowledge of this

Mr. A. P. Møller’s motto:

- No loss should hit us which can be avoided by

For further information reference is made to the following

The Deck and the Engine and Cargo Manuals

Manuals, Procedures, Rules and Guidelines in the Quality,

The Manufacturer’s instructions and guidelines

The SOLAS Consolidated Edition 2001

Issued August 2002 2

A. The International Code for Fire Safety Systems

B. The Code of Safe Practices for Solid Bulk Cargoes

C. The International Bulk Chemical Code

D. The International Gas Carrier Code

E. The International Maritime Dangerous Goods Code.

F. Tanker Safety Guide – Liquefied Gas

G. Tanker Safety Guide – Chemicals

H. Int. Tanker Safety Guide for Oil Tankers and Terminals

I. Safety in Oil Tankers

J. Liquefied Gas Handling Principles on Ships and

K. Liquefied Petroleum Gas Tanker Practice

L. Code of Safe Working Practices for Merchant Seaman

M. Gas Carrier Safety Handbook

N. Brandbekæmpelse i Skibe (DIS vessels only)

For information on which publication each individual vessel

QES – Circulars and Procedures – Chapter 03 – Documentation –

Issued August 2002 3

Chapter A - Common Fire Safety and Objectives

To succeed in extinguishing a fire on board it is necessary

Training and drills and attitude are the backbone of an

A. prevent a fire occurring

B. reduce the risk of fire

C. reduce the risk of damage to the ship, her cargo and

D. limit the fire to the compartment of origin

E. ensure accessible means of escape for the crew

F. prompt and efficient attack of the fire

Issued August 2002 4

Chapter B - Fire Theory

Oxygen – is normally present in the air.

Heat – a temperature sufficiently high to create an ignition.

Combustible material – this can be solid, liquid or gas which

If one of the sides in the triangle is not present a fire

Issued August 2002 5

Chapter B - Fire Theory (Continued)

If possible a fire should be extinguished during the period

A fire may spread from one compartment to another by one or

A – solid material (wood, paper, furniture, plastics,

B – liquids (petrol, oils, paint, solvent, etc.)

C – gasses (propane, butane, methane, acetylene, etc.)

D – light alloys and metal (aluminium, magnesium,

Issued August 2002 6

Chapter B - Fire Theory (Continued)

Electricity itself does not burn. Any fire which is referred

Issued August 2002 7

Chapter C - Fire Extinguishing

Extinguishing a fire in solid material by removing the oxygen

Covering the burning surface with a smothering fire-

During a fire some substances may develop gasses which have

Issued August 2002 8