49

Fire & Safety:

Fire pumps:
Requirements:

1. Fire pumps shall be capable of giving a quantity of water, for fire fighting purpose, at
following minimum pressures of;
0.31 N/mm² for passenger ships of 4000 tons gross tonnage and upwards,
0.27 N/mm² for passenger ships of 1000 ~ 4000 tons gross tonnage, and
0.27 N/mm² for cargo ships of 6000 tons gross tonnage and upwards.
2. For passenger ships, fire pumps shall be capable of giving a quantity of water, for fire
fighting purpose, not less than 2/3rd of the quantity given by bilge pumps.
3. For cargo ships, fire pumps shall be capable of giving a quantity of water, for fire
fighting purpose, not less than 4/3rd of the quantity given by bilge pumps in a
passenger ship of same dimension, provided that total required capacity of fire pumps
need not to exceed 180 m³/hr in cargo ship.
4. At least 3 fire pumps, provided for passenger ships of 4000 tons and upward.
5. At least 2 fire pumps, provided for cargo ships of 1000 tons and upward.
6. Sanitary, ballast, bilge or GS pumps may be accepted as fire pumps, provided that
they are not normally used for pumping oil fuel, and suitable change-over
arrangements are fitted if they are subjected to occasional duties for pumping oil fuel.
7. In cargo ships of 2000 tons gross tonnage and upwards, if fire in any compartment
could put all the pumps out of action, there shall be a fixed independently driven
Emergency Fire Pump.

Emergency Fire Pump: Regulation:

1. Located outside machinery space.
2. No direct access permitted between machinery space and space containing
Emergency Fire Pump.
3. Capacity: at least 40% of total capacity of fire pumps, required by regulation, and
in no case less than 25 m³/hr.
4. Pressure: sufficient to supply water of 40 ft horizontal throw, from 2 numbers of
½ " dia. water jets, from hoses of standard size and length, which are connected to
any part of the ship.
5. Total suction head and net positive suction head shall be such that, minimum 25
m³/hr capacity, 2 water jets of 40 ft horizontal throw, shall be obtained, under all
conditions of list, trim, roll and pitch.

6. If diesel engine driven:

a) It is self-cooled.
b) Easily started in cold condition [0°C] by hand cranking.
c) Fuel service tank must have sufficient capacity for at least 3-hour operation,
full load.
d) Sufficient reserves available outside machinery space, for additional 15-hour,
full load.

7. If motor driven:
a) Two sources of power supply provided.
b) Power operated emergency fire pump, with source of power and sea
connection, must be located outside machinery space.
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Bilge Pump: [Capacity]

1. Sanitary, Ballast and GS pumps, accepted as independent power bilge pumps, if

fitted with connections to bilge pumping system.
2. For passenger ship, at least 3 power pumps fitted, connecting to Bilge Main.
3. For cargo ships, at least 2 power pumps fitted, connecting to Main Bilge System.
4. Each power bilge pump, shall be capable of pumping water from Main bilge
pipe, at a speed of minimum 2 m / sec.
5. Internal diameter [mm] of Bilge main pipe depends upon, length and breath of
ship and moulded depth of the ship to bulkhead deck [metres].

Fire mains, hydrants, fire hoses and nozzles:

1. Diameter of fire main and water service pipes, for cargo ships, need only be
sufficient for the discharge of 140 m³/hr.
2. Hydrants shall be positioned near the accesses to the protected spaces and fire
hoses may be easily coupled to them.
3. Standard nozzle size: 12mm, 16mm and 19mm.
4. For accommodation and service spaces, nozzle size greater than 12mm need not
be used.
5. All nozzles shall be approved, duel purpose type [jet/spray] incorporating a shut-
off.

Portable fire extinguishers:

1. Capacity of portable fluid extinguisher: ≯ 13.5 litres and ≮ 9 litres.

2. Other extinguisher: at least as portable as 13.5 litres fluid extinguisher and fire
extinguishing capability at least equivalent to that of 9 litres fluid extinguisher.
3. Ships of 1000 tons gross tonnage and upwards, shall carry at least 5 portable fire
extinguishers.

4. In boiler room:

a) At least 2 portable foam type extinguishers.

b) At least 1 foam type extinguisher of 135 litres capacity minimum, with hoses on
reels, reaching any part of boiler room.
c) A box of 10 ft³ of sand or other approved dry material with scoop.
d) One set of portable foam applicator unit with one spare 20 litre tank.

5. In space containing internal combustion machinery:

a) Sufficient no. of 45 litre capacity foam type extinguishers, to enable foam to be

directed onto fuel and LO pressure system, gearing and other fire hazards.
b) Sufficient no. of portable foam type extinguishers, so located that, there shall be
at least 2 such extinguishers within 10- meter walking distance.

6. In space containing steam turbine:

a) Sufficient no. of 45-litre capacity foam type extinguishers, to enable foam to be

directed onto LO pressure system, turbine casing, gearing and other fire hazards.
 51

b) However, such extinguishers shall be omitted, if protection is given by fixed

installation.
c) Sufficient no. of portable foam type extinguishers, so located that, there shall be
at least 2 such extinguishers within 10- meter walking distance.

Fireman’s outfit:
Consists of:

À Personal equipment, comprising protective clothing, boots and gloves of rubber, a rigid
helmet, an electric safety lamp [min burning period 3 hrs.], and an axe.
Á A breathing apparatus. Smoke Helmet [Smoke mask] or Self-contained compressed air
BA set.

Smoke helmet [Smoke mask] BA set:

a) Provided with suitable air pump.
b) An air hose exceeding 2 m in length, but not more than 36m.

Gas Mask BA set:

Not used for fire fighting purpose.

Self-contained compressed air operated BA set:

a) Volume of air in cylinders shall be at least 1200 litres.
b) Capable of functioning for at least 30 min.
c) Fireproof lifeline of sufficient length and strength is attached.
d) 2 fireman’s outfits [2 BA sets] shall be stored in widely separated positions, and
must be easily accessible and ready for use.

ER Fire Fighting Media:

For boiler room:

1. At least 2 Portable Foam Extinguishers
2. 135 litres Foam Extinguisher
3. 1 Portable Foam Applicator with 20 litres spares tank.
4. One Sand box with a scoop.

For ER
1. At least 1 Portable Foam Applicator with 200 lb. spare container.
2. At least 45 litres Foam Extinguisher
3. At least 2 Portable Foam Extinguishers shall be placed within, not more than 10
meter walking distance.

For ER Control Room:

1. Sufficient number of CO₂ Portable Fire Extinguishers.

Sprinkler System:

1. By Regulation, passenger ships carrying more than 36 persons shall be provided

with Automatic Sprinkler System.
2. Generally used only to protect living quarters, passageways and public spaces.
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Operation:

1. Each sprinkler head provided with a quartzoid valve, which seals the outlet of water
pipe.
2. Valve is partially filled with special fluid, so that a rise in room temperature will
expand the liquid and the valve will burst.
3. Water under pressure; will flow out from Sprinkler System. [ 5 – 8 bars pressure is
maintained in FW pressure tank by air pressure.]
4. Sprinkler head can cover a floor area of about 12m² with water pressure of 5 – 8
bars.
5. Pressure drop in tank activates the pumps to take over and supply water from FW
holding tank. When holding tank become empty, SW pumps come into action
automatically.

Rules:
1. No: of heads not more than 200 per section.
2. Heads are spaced not more than 4 meters apart.
3. At least 2 sources of power supply to Automatic alarm system and SW pump.

Advantages:
1. Self fire detection, and immediate and automatic operation at all time
2. Not harmful to human.
3. No need to seal the space.
4. No need to clean the media, after use.

Various sprinkler head colour: Red Yellow Green Blue Purple

Quartzoid valve will burst at: 68°C 79°C 93°C 141°C 182°C

CO₂ Flooding System:

Advantages:

1. Can permeate throughout the space.

2. After discharging, it leaves no residues and no damage to other parts.
3. No hazard for electrical equipment.

Disadvantages:

1. Only suitable for confined space, and needs total sealing of the space.
2. Fatal to life.
3. Re-ignition can occurs after fire is completely died out.
4. No cooling effects, only extinguished by smothering and inhibition.

CO₂ room safety arrangement:

1. Exhaust fan, and suction duct is provided at the bottom of the room. Any accumulated
CO₂ from leakage at the bottom can be exhausted to atmosphere.
2. Cable operated Safety Valve is fitted on Pilot Cylinder discharge line.
It prevents accidental discharge of CO₂ from Quick Release Cylinders due to action of
 53

leakage gas from Pilot Cylinder.

3. Relief Valves are fitted on each discharge line from cylinders so that leakage gas can
safely dispose to atmosphere.
4. Check Valve is fitted in connection pipe between each cylinder discharge valve and
manifold, so that leakage of one cylinder cannot effect other cylinder.
5. Each bottle has a combined Bursting Disc, which will rupture spontaneously at a
pressure of 177 bar at 63΄C.
6. Pressure Gauge and pressure Alarm in the manifold.

Maintenance of CO₂ flooding system:

1. Weekly inspection for alarm system.

2. Bottles should be weighed yearly; level checked by ultrasonic or radio active isotope
detector. Level reference mark should be provided. If 10% loss of weight, recharge
them.
3. All the pulley, wire, rope and toggle must be free from dirt, scales and well lubricated.
4. CO₂ branch pipe and discharge nozzle should be cleared with compress air at two year
interval.
5. Bottles should not be exposed to temperature of 60΄C.

Weighing of CO₂ bottle:

1. Bottles should be weighed yearly by special weighing device designed for this purpose.
2. It has a reference mark to determine 10% loss of weight.

CO₂ Quantity Calculation: (by Regulation):

For cargo space, CO₂ quantity shall be sufficient to give a minimum volume of free gas,
equal to 30% of gross volume of largest cargo space so protected.
For machinery space, CO₂ quantity shall be sufficient to give a minimum volume of free gas,
equal to 40% of gross volume of machinery space so protected excluding the casing.

Weight of CO₂ / bottle = 45 kg / bottle.

Free gas volume of CO₂ = 0.56 m³/ kg.
0.3 x Largest cargo space gross volume.
∴ Required CO₂ bottles for cargo space =
0.56 x 45

0.4 x Machinery space gross volume.

Required CO₂ bottles for machinery space =
0.56 x 45

Inert gas:

1. The gas which does not support combustion is inert gas, such as CO₂, N₂, and
boiler flue gas containing < 11% O₂.
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2. Tankers of 20,000 DWT and above, provided with Fixed Inert Gas System.
a) To prevent accumulation of explosive mixtures in cargo tanks, during
ballast voyage and during tank operations.
b) To minimise risks of ignition by static electricity generated by the system
itself.
3. Inert gas is used only in fixed installations and large bore piping are used due to
low pressure of the gas.
4. Main function is essentially fire-preventive by providing an inert atmosphere.
5. Inert gas installation is not acceptable in machinery spaces.

Inert Gas Composition: [Flue Gas Composition]

N₂ ~ 80% by volume: CO₂ ~ 14%: O₂ ~ (2 – 5)%: Water vapour at 20°C ~ 2%:

CO ~ 0.01%: SO₂ ~ 0.005%: Nitrous gases ~ 0.02%: Soot ~ 50 mg / m³

Inert gas generator:

1. Consists of horizontal brick-lined combustion chamber, surrounded by water jacket,

and pressurised about 0.3 – 0.6 bar.
2. Burner is lit by high-tension electrodes and oil pressure is controlled by regulator with
control valve.
3. Diesel engine drives fuel pump, air blower, and electric generator which drives SW
pump.
4. Excess C and S gases are removed, and temperature reduced to 2°C above SW
temperature, in vertical washing and cooling chamber, in which water sprayers are
fitted.
5. Control panel has CO₂ recorder, pressure gauges, and water and fuel system alarms.
6. Inert gas can be released to any space, at 125% of ship’s maximum rate of discharge
capacity, in volume.

Halon 1301: [ CBrF₃ ] Bromotrifluoromethane:

Fixed Installation for:

1. Machinery space
2. Pump rooms
3. Cargo spaces, intended for carrying vehicles.
[ New installation shall be prohibited on all ships.]

Applications:
1. To use in Electric Fire
2. To use in Electronic system fire
3. To use in Class A fire
[ Halon used for fire fighting are: Halon 1301, 1211, 2402.]

Limitation:
1. Not to use in general cargo space.
2. Not to use in Metal Fire.
3. Not to use on Oxidising Agents.
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Extinguishing Media:
Water: Cooling and smothering by steam.
Foam: Combined effect of cooling and smothering.
CO₂: Smothering and inhibition.
Dry Power: Extinguished by inhibition ( breaking chain reaction.)
Halon: Extinguished by inhibition.
Inert Gas: Fire-preventive, by providing an inert atmosphere.

When fire breaks out:

1. Activate fire alarm or emergency alarm, as soon as noticing of breakout of fire.

2. Find the origin of fire, CE and all ER members informed.
3. Restrict it, and extinct it on the spot with portable extinguishers and by other means.
4. Verify the class of fire and decide the type of extinguishing agents, which should be
used.
5. Initial attack must be backed-up with second more substantial means of attack.
[i.e. Semi-portable or Fire main, follows after portable ones.]
6. Water must be used prudently, since ship’s stability can be affected.
7. Fixed installation is a back-up, used as a last resort. Usage of fixed installation in ER
fire can cause loss of power and steering, for a long period of times.
8. Fixed fire fighting installation system can be used as initial attack on cargo hold fire.
9. Fire must be confined to the space, in which originated; [by controlling flow of air, by
cooling adjacent bulkheads, and by directing extinguishing agents onto fire].
10. Finally after fire is out, overhauling begins, and check structural damages.
11. All fire fighting equipment replenished.
12. Cause of fire to be determined, and action taken to prevent reoccurrence of same type
of fire.

If fire is considerable and immense:

1. Sound fire alarm system.

2. Evacuate all ER staff, count them and assign them as per Muster List.
3. Remote stopping of all fuel pumps, to be done.
4. Remote closing of all quick closing valves, to be done.
5. Remote closing of all skylight doors and ER watertight doors, to be done.
6. Remote closing of all ER ventilation dampers, to be done.
7. Prime mover and all machinery to be stopped.
8. All ER entry and exit doors, to be closed perfectly.
9. All ER ventilation fans, to be stopped manually.
10. Fixed installation system, to be operated by CE or 2/E in proper manner.

Fixed fire Detection and Alarm System:

a) This system with manual call points must be able to operate immediately at all
times.
b) Must have two sources of power supply, and visual and audible alarms for power
failure.
c) Control panel should be located on Bridge.
d) Heat, smoke or other products of combustion, flame or any combination of these
may operate detector.
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Types of Detector:

Smoke detector:
1. Installed at stairways, corridor, escape route within Accommodation Space.
2. Also used in Cargo space and Machinery space
3. Maximum floor area per detector = 74 m².
4. Max. distance apart = 11 meters.
5. Max. distance away from bulkhead = 5.5 m.
6. Photocell or light scattering types.

Heat Detector:
1. Maximum floor area per detector = 37 m².
2. Max. Distance apart = 9 meters.
3. Max. Distance away from bulkhead = 4.5 m.
4. Used Bi-metal strip.
5. Fitted in boiler room, laundry, Control Room, Galley.

Flame Detector:
1. Ultra Violet or infrared.
2. Fitted near fuel handling equipment.

Combustible Detector:
1. Fitted in galley, ER fwd bulkhead adjacent to p/p room under floor plate.

Machinery space minimum requirement:

1. Two nos. of fire hydrants with hoses, minimum.

2. 10 ft³ of sand and sawdust with scoops.
3. One fixed installation of CO₂ or foam or Halon.
4. Portable extinguishers of at least 2 nos. of 2 ½ gallon (11.37 litres) foam or CO₂,
depending on BHP.
5. Semi-portable extinguishers of 45 kgs of CO₂.
6. Drip pans and trays for every F.O. and L.O. tanks.
7. Monitoring, detection and alarm system.
8. Emergency fire pump.
9. 2 nos: of main fire pumps.
10. International shore connection.
11. Inert gas system.

Machinery space fire fighting: by CO₂ flooding system:

1. CO₂ flooding to machinery space must be done by master’s order.

2. CO₂ must be released by competent engineer, CE or 2/E.
3. When cabinet door is opened alarm will sound and all ER fans will be stopped.
4. Before releasing, all ER crew to be counted.
5. All openings must be shut [ventilator flaps, fire damper].
6. All fuel pumps and quick closing valves of fuel tanks and fuel transfer line must be
shut from remote control position.
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7. After opening the cabinet door, master valve must be opened first.
8. Pull the operating handle of pilot cylinders.
9. CO₂ , released from pilot cylinder, operate the gang release bar so that all CO₂
from quick release or total flooding cylinders will be released to machinery space.
10. By regulation, 85% of the capacity must be able to be released within 2 minutes.

Cargo hold fire fighting:

1. Remote detector fitted at the bridge can detect concerned cargo space.
2. This operation must be done by master’s order.
3. After ensuring no person left in cargo space, seal off the cargo space [closing of
ventilation fan, fire damper, hatch cover].
4. Before discharging, change 3-way valve to CO₂ discharge line so that connection to
smoke detector is isolated.
5. Open the quick opening valve so that alarm will automatically initiated.
6. Manual operation procedure and amount of CO₂ bottle to be released is stated in
CO₂ room.
7. By master’s order, release the correct amount to concerned cargo space.
8. Topping up procedure must be followed at port arrival.

Fire fighting for tanker:

» Machinery space: CO₂ or foam fixed installation.
» Cargo deck area: Fixed deck foam system for cargo deck area.
» Pump room: Must be protected from fixed installation of CO₂ or foam.
» Accommodation front: Water.

Paint Locker
» Paint and other inflammable liquid lockers must be protected by an appropriate fire
fighting equipment.
» Paint locker is usually protected by pressure water spray system for boundary
cooling, and detector should be flame detector.

Detection, Prevention and Extinguishing of fire in ER of 5000 ton vessel:

Detection:
1. Automatic fire alarm and detection system indicates presence of fire and its location.
2. Indicators are centralised in Engine CR and Bridge, and alarm signals are audible and
visual.
3. Detectors operate when rate of temperature rise of surrounding air reaches set limit of
145°F (62.8°C).
4. Human common senses such as sight, smell, hearing and feeling are also good
detection.

Prevention:
1. Fire Control Plan is set out in accessible position in CR.
2. ER personnel must have training such as to locate the fire, to inform, restrict, and
extinguish with suitable appliances.
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3. Fire Drill carried out once a week. Exercise for abrupt evacuation of ER before
releasing CO₂ must also be practised.
4. Weekend testing and checking of emergency stops, quick closing valves, watertight
doors (remote and local) ventilation dampers and skylight doors.
5. Cleanliness in ER is most important.
6. Maintenance of all fire fighting appliances.

Extinguishing:
1. Two independently driven power pumps and one emergency pump driven by own
engine with delivering capacity of at least 25 m³ / hr. each.
2. Two hydrants (port and starboard) with spray nozzle fitted hose. [Minimum water
pressure 37 psi.]
3. International shore connection [outside 7" or 178 mm: inside 2 ½ " or 64 mm].

4. CO₂ fixed installation which delivers 85% of gas within 2 minutes.

(Total weight of CO₂ per bottle: 100 lbs. or 45 kgs.)
5. Six nos. portable extinguishers (2 gal or 9.09 litres Foam 2 nos.,
2 gal Soda Acid 2 nos., 13 lbs or 6 kgs CO₂ 2 nos.)
6. 10 gal froth type extinguisher 1 no.
7. 10 ft³ of sand in the box.

Usage of the above mentioned equipment:

» Oil fire: sand, foam, water spray
» Combustible material: water, chemical foam, soda acid
» Electrical: CO₂ gas and dry powder

Fire control plan:

» General arrangement plan must be permanently exhibited onboard, for the guidance of
officers.
» Positioned outside the deck house [opposite to gangway of both sides] in a permanently
watertight enclosure for assistance of shore fire brigade.
» Fire Control Plan includes:

1. Fire control stations.

2. Various fire sections, enclosed by both Class A and Class B divisions.
3. Particulars of fire detection and alarm system.
4. Sprinkler installation and fire extinguishing appliance.
5. Means of escape.
6. Ventilation system, including positions and numbers of fan controls and dampers.

Fire Fighting Appliances, FFA:

1. All portable and semi-portable extinguishers: Good working order ensured, properly
placed in ER and always made handy.
2. Fixed fire fighting installation: Alarm testing and function testing once a week,
compressed air blowing of lines and discharge nozzles, contents to be weighed and
checked periodically.
3. Emergency fire pump: Good working order ensured, weekly test run without failure.
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4. Fire detection, monitoring and alarm system: Tested weekly without any failure.
5. All fire hydrants and their connection, sand boxes and scoops: Kept in good working
order.
6. Fire man’s outfits: 2 numbers in good working order and handy at all times.
7. International shore connection: Placed at proper location.
8. All ER members: Properly educated about fire fighting appliances and their operation.
9. Fire drill: Carried out at least once a month.

Safety Equipment:

1. Portable fire extinguishers.

2. Semi-portable fire extinguishers.
3. Fixed installation.
4. Detection and monitoring of fire.
5. Alarm signalling of fire.
6. Fire man’s outfits:
¬ Personnel equipment; an axe, lifeline, protective clothing, rigid helmet,
safety lamp (oxygen content meter), portable electric drill, boots and gloves.
Á Breathing Apparatus; at least 2 nos: to be provided.
7. Emergency fire pump: With 2 additional main fire pumps [Sanitary, Ballast, Bilge or
GS pump], not normally used for pumping oil fuel. Suitable changeover
arrangement fitted, if they are occasionally used for pumping oil.
8. Fire hoses, nozzles of 12mm/16mm/19mm diameter [spray/jet type] and their
container box.
9. Escape ways, at least two nos.
10. Emergency generator.
11. Emergency lighting system [24V DC & 220V/110V AC].
12. Inert gas system.
13. Steering gear.
14. Communication system between bridge to ER, and to steering gear room.
15. Remote closing and stopping of fuel tanks, fuel pumps, ventilation fans, skylight
door, watertight doors, and fire dampers.
16. International shore connection.
17. Lifeboat, Life raft, Life buoy and Life jacket with illuminating source.
18. Navigation lighting [port and starboard, Main mast, Fore mast, Stern, Anchor].
19. Pilot ladder and lighting.
20. Gyro compass, Echo sounder, Direction finder, Radar and its alarm system.
21. Distress signal flares at least 12 numbers.
22. First aid kit.
23. Signalling apparatus [daylight signal, light and power source, Forecastle bell, Gong
and ship whistles, Fog horn].

International Discharge Connection:

To dispose sludge and bilge, from ship to shore reception facility, a standard discharge
connection is provided at discharge side of sludge pump.

Dimension: OD 215mm, PCD 183mm, thickness 20mm,

Six 22Φ holes for Six 20Φ bolts with suitable length.
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International Shore Connection:

If ER is abandoned, the Emergency Fire Pump can supply the deck line, even if there is a
burst water main in ER.
Fire Main can also be pressurised, if necessary, from shore or from another ship by use of
International Shore Connection, in the event of emergency situation.
International Shore Connection is usually used when vessel is in dry docking, for
pressurising the fire main.

Dimension: 178 OD, 132 PCD, 64 ID, 14.5 thickness, Four 16Φ bolts with 50 mm
length for four 19mm slotted holes, with 8 washers and a gasket. (all in mm)
Location: At Fire Control Station and location is known by every crew.

Life Saving Appliances: LSA

1. Lifeboat
[Certificate, Muster list, glass reinforced plastic GRP, Buoyancy Oars, Rudder, Lifeline,
Lamp, Sea anchor, 2 painters, Oil bag, 6 red Distress Flares, 4 red Parachute Distress
Signals, 2 orange coloured Smoke Signals, a Waterproof Torch, Heliograph (daylight
signalling mirror) Whistle, 2 buoyant heaving lines, Fishing lines and hooks, Exposure
cover, Rations, Boarding ladders.]
2. Lifeboat Engine.
3. Lifeboat radio with 2-way VHF system.
4. Muster List and Emergency Instructions.
5. Fire Fighting Equipment.
6. General Emergency alarm system, and Public Address system [P.A. System].
7. Survival craft embarkation and launching arrangements.
8. Life rafts.
9. Life jackets [orange or bright colour, with reflective stickers on it, Whistle, Light].
10. Life buoys with self-igniting light, and self- activating smoke signal.
11. First aid kit.
12. Compass.
13. Line throwing appliance.
14. Food Ration.
15. Immersion suits, for every crew of rescue boat, and Thermal Protective Aids.
16. Radar responder on each side of ship, 2 numbers.
17. Rescue Boat [can be one of Lifeboat].

Emergency Signals:

~ Man overboard: 3 long blasts –– –– ––.

~ Fire: Continuous ringing of bell. ————.
~ Crew alert: 2 long blasts –– ––.
~ Emergency Station: 7 short blasts followed by 1 long blast – – – – – – – ———.
~ Abandon ship: Continuous sound of Typhan or Klaxon (motor operated).

Safety drills and tests:

Within 1 hour before departure:

» Steering gear testing:
Telemotor transmitter oil level to be checked.
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Oil level of actuating system tank, checked and replenished if necessary.

Rudder carrier bearing and bottom sea gland checked and greased.
Start the pumps and checked response of the system.

Within 12 hours before departure:

» Steering gear testing and checking.
Following systems subjected to functional test:
Operation of Main and Auxiliary steering gear systems.
Operation of steering gear, using Emergency power supply.
Operation of steering gear Remote control system [telemotor].
Operations of alarms, for each hydraulic tanks, provided at both Bridge and ER.
Power failure alarm for Remote steering gear control system [telemotor].
Steering gear power unit failure alarm.
Rudder angle indicator, with respect to actual rudder angle.
Communication system between Bridge and Steering room and ER.
» Periodical checking of Navigation equipment.

At weekly:
» All lifeboats, life rafts to be visually checked for immediate use.
» One of the lifeboats to be swung out at least 50% onto water.
» Lifeboat engine to be test-run for two minutes, ahead and astern.
» General alarm system tested, CO₂ alarm, fire alarm, refer room alarm.
» All watertight doors and skylight doors to be tested.
» Emergency fire pump, emergency generator, emergency 24V lighting tested.

At monthly:
» All life saving appliances.
» Lifeboat drill. [Logbook entry to be made for all drills].
» Fire drill.

At every two months:

» Oil spill response drill
» Enclosed space rescue drill.

At every three months:

» Lowering the lifeboat and run around the vessel.
» Emergency steering drill.
In order to practice emergency steering procedures: drills include:
Direct control from within steering compartment.
Communication procedure between Bridge and steering compartment.
Operation of alternative power supplies, where applicable.
Changeover arrangement to emergency situation.
Crew education of emergency conditions.
Log entry of drill and tests.
» Line throwing demonstration.
» Emergency fuel cut-off, ventilator cut-off and fire dampers release.
» Man overboard drill.
» Abandon ship drill.
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Fire Drill:

1. Carried out at least once a month.

2. If more than 25% crew did not participate in last drill, it must be carried out in 24
hours after departure.
3. Each fire drill includes reporting to station and prepare the duties according to
Muster List.
4. Start a fire pump using at least two jets of water, to ensure all are in good order.
5. Fireman’s outfits [consisting Personal Equipment and BA sets] to be checked.
6. Relevant communication equipment checked.
7. Operation of watertight doors, fire doors, fire dampers, to be checked.

Boat Drill:

1. Carried out at least once a month.

2. If more than 25% crew did not participate in last drill, it must be carried out in 24
hours after departure.
3. Reporting to station and prepare the duties according to Muster List.
4. Life jacket, helmet, safety shoes and uniform or boiler suit must be worn.
5. Correct wearing of Life Jacket to be checked.
6. Testing of lifeboat engine, operation of davits used for launching.
7. Lowering of at least one lifeboat.

Lifeboat winch design consideration.

1. No mechanical assistance is allowed when lowering.

2. Only gravity takes the boat down.
3. Winch brake must be released and held off to lower the boat completely.
4. This is done manually onboard ship.
5. Centrifugal brake control the lowering speed: 20 – 40 mm / sec.
6. Brakes required inspection for wear and cleaning.

UMS safety requirements:

Every ship shall be provided with documentary evidence of its fitness, to operate with
periodically unattended machinery space.

Safety requirement of UMS can be grouped:

1. Fire precaution.
2. Protection against flooding.
3. Control of propulsion from Navigation Bridge.
4. Communication.
5. Alarm system.
6. Safety system.
7. Special requirement for machinery, boiler and electrical installation.

1) Fire Precaution:
Detection and alarm system must be provided for:
1. Boiler air supply casing and uptake.
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2. In scavenge space of main engine.

3. Crankcase of internal combustion engine of more than 2250 kW.

2) Protection against flooding:

1. High level alarm of bilge well.
2. Bilge pump should be automatically started. Detector and alarm provided for long
run or frequent starting of bilge pump.
3. Bilge injection system, sea inlet valves etc. should be controlled remotely.

3) Control of propulsion from Navigation Bridge:

1. Pitch of the propeller shall be controlled by bridge, in any condition, by single
controller including protection for engine overloading.
2. An emergency stopping device on bridge for ME.
3. Orders from bridge, indicated in Control Room and engine side control.
4. Engine must be locally controlled in emergency case.
5. No. of starts for ME must be limited, and alarm provided for low starting air
pressure.
6. Failure of control system, shown by indicator alarm.
7. Indicators on bridge fitted for, propeller speed, direction and pitch angle [for CPP].

4) Communication:
Reliable vocal communication provided between C/R, ME control position,
Bridge and duty engineer’s cabin.

5) Alarm system:
Alarms should be provided to indicate any fault:
1. Audible and visual alarms in ER and Control Room.
2. Connections provided to Engineers’ public room and each Engineer’s cabin
through selector switch.
3. Audible and visual alarms fitted on bridge for necessary items, which are required
Officer’s attention.
4. Alarm system shall have automatic changeover to stand-by power supply, in case
of main power failure.
5. Alarm shall be able to indicate more than one fault at the same time.
6. After an alarm is acknowledged, visual indicator must be remained until the fault is
corrected. After correction, alarm should be reset to normal automatic operation.

6) Safety system:
1. Auto-shut down of boiler and machinery if serious malfunction occurs, and alarm
must be given.
2. Shut down of propulsion machinery shall not be activated, except in very
dangerous cases.
3. If overriding system is provided for ME, protection for inadvertent operation must
be fitted. Visual indicator fitted to indicate, when overriding has been activated.

Alarm Checking:
1. Using the Simulator can check UMS alarm system, when engine is in stopped
condition.
2. Alarm system for manned ship can be checked, by checking temperature and
pressure gauge readings, at the time of alarm initiating, while engine is shutdown.
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What is Simulator?
1. A computerised special device, which can duplicate artificial conditions, likely to
be encountered in actual operation.
2. Modern UMS ship is provided with Adapter, to connect the Simulator, so that
alarm system can be checked, when engine is stopped.

Exhaust trunk explosion:

Causes:
1. Accumulation of unburned fuel in exhaust trunk, due to incomplete combustion
together with heat source, like leaking exhaust valve.
2. Carried-over cylinder oil due to excess cylinder lubrication.

Effects:
1. T/C over-run, bearings and casing damaged.
2. Abnormally high, scavenge air pressure.
3. Possible ER fire.

Remedies:
1. Stop ME and cool down.
2. Defective fuel v/v and exhaust v/v changed.
3. Complete combustion, maintained at all times.

Crankcase Explosion:

Primary Explosion:
When the ratio of air/ oil mixture in crankcase falls within Explosive Limits, and this mixture
is exposed to Hot Spot, primary explosion will occur.

Secondary Explosion:
Primary explosion causes a Flame Front and Negative Pressure Wave to accelerate through
crankcase. A Partial Vacuum will draw uncontrolled amount of fresh air, back into the
crankcase, where it will mix with already evaporated and burning oil, to cause Secondary
Explosion.

Crankcase Relief Door: SOLAS Regulation and Requirements:

1. An IC engine of over 200-mm bore or crankcase volume of 0.6 m³ and above,

shall be provided with crankcase relief door with sufficient relief area.(Regulation)
2. Opening pressure = 1/15 bar (0.07 bar) above Atmospheric pressure, but ≯ 3∼7
bar of explosion pressure.
3. Free area of each relief valve ≮ 45 cm².
4. Combined area of relief valves ≮ 115 cm² per m³ of crankcase volume.

Prevention of Crankcase Explosion:

1. Crankcase relief valve with flame trap.
2. Breather pipe to safe space on deck with flame arrestor.
3. Crankcase monitoring systems: [Oil mist detector, Bearing temperature sensors,
L.O. return temperature sensor.]
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4. Routine test on used LO for Viscosity, Flash Point, and contamination.

[Contamination increases chances of overheating due to LO breakdown, and lower
the Flash Point].
5. Provision of strong crank chamber.

Oil Mist Detector:

1. Eliminate danger of Primary Explosion in crankcase.
2. Continuously measures the sample air/oil mixture in crankcase, and detect high
concentration due to hot spot, at well below explosive level.
3. When oil mist concentration reaches alarm set point, alarm will initiate, thus
prevent crankcase explosion. [Alarm set point = 2.5% ~ 5% of L.E.L].

Operation:
1. Oil mist is drawn from crankcase by electric fan through sampling tubes, connected
to top of respective crank chambers.
2. Rotating sampling valve connect each tube in turn for 4 seconds to measuring tube,
whilst reference tube has average valued sample from remaining crank chambers.
3. So can evaluate the difference in oil mist levels, between each crankcase and
remaining crank chamber.
4. At ‘0’ position of rotary sampling valve, clean air is admitted to both reference and
measuring tubes for ‘0’ calibration.
5. Two identical beams of light along the axis of parallel measuring and reference
tubes fall on light sensitive photocells, connected electrically back to back with a
circuit.
6. Photocells generate electric current directly proportional to intensity of light falling
on their surfaces.
7. Under normal condition, oil mist level is the same in both tubes, and photo cells’
output current is electrically balanced, (i.e. output is ‘0’).
8. Increase in oil mist density in any one crank chamber will unbalance the photocell’s
output and alarm is energised.
9. Out of balance current, due to rise of oil mist density indicates on Galvanometer,
connected to continuous chart recording and auto visual and audio alarms.
10. False alarms can be given, if electrical resistance increases, affecting the supply
current, when water is in LO, and detector lens are dirty.

Explosimeter:
An instrument for detecting and measuring of Flammable Gases in atmosphere.

Starting air line explosion:

Main Causes:
1. Leaky or sticky cylinder air start valve in opened position.
2. Collected oil inside start air pipe, carried over from air compressor’s faulty oil
scraper rings, through Air bottle.

Preventive measures:
1. Periodical overhauls of cylinder air start valve.
2. Before manoeuvring, cylinder air start valve is tested by isolating Air Distributor,
and escape of air through indicator cock, indicates its leakage.
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3. Before manoeuvring, all valves well lubricated and rotated by hand spanner, to
ensure proper working condition.
4. While manoeuvring, all air manifolds touched and sensed their temperature. Local
overheating of adjacent pipe indicates valve leakage.
5. Compressor air suction filter regular cleaning.
6. Regular draining of Air bottle drain valve, Air compressor intercooler drain valve,
and air start pipe system.
7. Regular overhauling of compressor piston rings.
8. Discharge of ER blower directed to Air compressor suction filter.

Safety devices:
1. Bursting discs: Fitted at start air manifold, at cylinder valve inlet.[ 0.75 mm thick
copper, steel or bronze and will rupture at 3 x max. start air pressure.]
2. Safety caps: Fitted at cylinder valve inlet [ steel- cadmium coated safety tube or
copper hood]. If the cap rupture, movable hood can be moved around
to blank-off the holes in fixed hood, for emergency use.
3. Lightning full bore safety valve: At start air line after Master starting valve, to
relieve excess pressure and close back automatically.
4. Spring loaded safety valve: Fitted at start air line, but not reliable.

Enclosed Space or Confined Space:

1. Any space that has been closed or unventilated for some time.
2. O₂ content < 18% and ≯ 21%.
3. The space contains harmful and toxic gases, CO, H₂S.
4. Not well ventilated and has very narrow access for easy working.
5. Confined spaces are: Fore Peak, Aft Peak, FW Tanks, Ballast Tanks, Fuel Tanks,
Cofferdams, Pump rooms, Paint store, Cargo tanks, Duct Keel, any DB tanks and
any closed compartments.

Procedures for Safe Entry into Duct Keel:

1. Gas freeing is essential before entering Duct Keel.

2. Entrance doors of duct keel at ER and forward cargo hold, opened for at least 24 hours
before entry.
3. Forced ventilation with air duct, to be done with electric blower, for at least 24 hours.
4. With forced exhausting system, minimum of 2 air changes should be completed during
that time. [For every dangerous space, 10 to 20 air changes are necessary.]
5. After thorough ventilation, Duct Keel atmosphere tested with Safety Lamp before
entering. Flame will burn clearly, if free from foul gases. Faint blue cap will show
presence of explosive gases. If burning black or flame goes out, it shows presence of
CO₂ gas, which is fatal to life.
6. When Duct Keel is gas free, following LSA to be carried or kept ready, when entering.
a) Lifeline or harness to be put on.
b) Spark proof hand torch to be brought in.
c) BA set to be kept ready.
d) Resuscitation equipment to be kept ready.
e) Have rescue team, readily available and properly led.
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f) Competent person, stand-by at entrance.

g) Agree a communication system, before entry.
h) Have adequate illumination.

Expected Gases formed in Duct Keel:

1. Atmosphere in Duct Keel becomes deficient in O₂, due to corrosion resulting
from SW leakage.
2. O₂ may also be depleted by presence in SW of H₂S, which tends to oxidise.
3. H₂S is produced by bacteria in SW.
4. Carbon dioxide is given off by SW due to chemical changes. It does not support
life.
5. Explosive gases formed, composed of Carbon and Hydrogen in varying
proportion and may be in the form of Methane (CH₄), or Ethylene, due to
evaporation of fuel leakage from fuel pipes and valves.

L.E.L. Smallest percentage of gas, that will make an ignitable air/vapour mixture.
[That is 2% of Gas and 98% of Air].

H.E.L. Largest percentage of gas, that will make an ignitable air/vapour mixture.
[That is 10% of Gas and 90% of Air].

Uptake Fire:

1. Happened when soot, carbon, and oily deposits collected at the Uptake, being
spread along a surface, where temperature is high enough to start fire.
2. Deposits may become thicker and thicker, having lowering the ignition
temperature.
3. In some cases, fire can start even at normal atmospheric temperature, as presence
of oil can reduce ignition temperature considerably.
4. Uptake fire is important, because hydrogen fire is possible, when soot blowing is
done during big uptake fire situation.

Operating Conditions that may cause Uptake Fire:

Mostly they occur in connection with manoeuvring.

1. Over-fuelling during engine starting increases soot production, due to governor
maladjustment.
2. Repeated start.
3. Engine load, lower than 30% MCR.
4. Auxiliary blower malfunction.
5. Peeling off of deposits in funnel, due to high ambient humidity (rain), during
harbour stay. When engine load increases, such deposits may catch fire, leading to
violent fire.
6. System errors: circulating pump is not started, leading to complete melting down
of boiler.
7. Bad efficiency of soot blowing equipment.
8. Very few number of soot blowing time.
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Protective devices:
1. Soot blowers
2. Uptake gas thermometer
3. Uptake gas back pressure gauge or manometer.

Indication:

1. Sudden increase in uptake gas temperature.

2. Flame visible in smoke indicator.
3. Overheating of external uptake casing.
4. Sparks emitted from funnel.

Prevention:

1. 2 or 3 soot blowing per 24 hours is recommended.

2. Thorough cleaning of EGE in harbour, without risks of flooding turbochargers and
engine with washing fluid.
3. Always use preheated feed water, during start-up and low load operation of boiler.
4. Water circulation and it’s control system, should be functioning properly.
5. After stopping engine, boiler circulating pump should be kept running, until boiler
temperature has been reduced to about 150°C so as to reduce risk of oil wetted soot
catch fire down to this temperature level.
6. Keep burner in good order.
7. Avoid too much excess air that may carry much heat up the exit, and supply necessary
heat for possible soot fire.
8. Optimum combustion condition maintained at all times.
9. Soot release sticks can be dosed into hot furnace, through peephole at burner front, to
reduce soot accumulation.
10. Bunkers of different origins, kept segregated whenever possible. Detergent type
chemical additives can be used to reduce formation of sludge in bunker tanks.
Sludge settled in bunker tanks would find it’s way to fuel system, tends to overload
separators, upset fuel injectors, and consequently wear of engine by abrasive particles.
Resulting incomplete combustion leads to fouling of
narrowly spaced finned tubes of EGE.

Fighting the fire:

When small inconsiderable Soot Fire occurs:

1. Slow down the engine.

2. Shut down the boiler: [ shut off oil burners, draught fans, all dampers and air
registers.]
3. Raise water level full, and blow down continuously, to maintain good flow of
water.
4. Reduce boiler pressure by easing gear.
5. Soot blow many times, if and only soot deposits are burning and temperature is less
than 700°C.
6. Spray water on external casing of uptake, to cool the effected area.
7. A few times starting and stopping of ME should be done to blow out collected soot
at the uptake.
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When big considerable soot fire occurs:

1. Follow all of the above steps, except Soot Blowing, which may intensify the fire
and cause explosion.
2. After the self-perpetuating fire has been died down, open up and clean the smoke
side, with fresh water pressure jetting.

Hydrogen fire or self-perpetuating fire:

1. When metal itself burning due to fire, at about 700°C, and if steam smothering
soot blowing or water jetting system have been attempted, the big hydrogen fire
may results.
2. The applied steam dissociates into Hydrogen and Oxygen, accelerating the fire,
until steam supply is exhausted, or temperature drops below 700°C.
3. Dissociation of steam into H₂ and O₂, by heat alone requires temperature about
2500°C.
4. But iron will burn in steam with free H₂, at much lower temperature of 700°C.
5. Once such a fire has started, two kinds of fire may take place simultaneously: one
kind, iron burning in steam, and the other, H₂ burning in air.
6. This combined fire, being self supporting and lasting until steam supply is
exhausted.
7. Primary object of dealing this nature of fire is, to cool the surface and burning
materials as quickly as possible.

Scavenge fire:

Causes: due to presence of Oxygen, Oil and Heat.

» Oxygen in scavenge space, being emerged undeniably from charge fresh air.
» Used oil, in scavenge space due to:
a) Choked scavenge drains
b) Excessive cylinder lubrication
c) Unburned fuel from combustion space
» Oily rags, left inside scavenge space after cleaning.
» Oil leakage, from piston cooling system into scavenge space, due to damaged O-rings
between piston rod and crown and/or skirt.
» Fire blow past from cylinder combustion due to:
a) Worn-out, broken, sticking piston rings
b) Excessive liner wear, scuffing or scoring
c) Too high back pressure in exhaust system, due to fouling of exhaust grids,
turbine nozzle rings and blades.
» Overheated piston due to:
a) Faulty fuel timing
b) Cooling supply failure.
» Overheated piston rod due to stuffing box malfunction.

Symptom:
1. Increase in Exhaust temperature.
2. Increase in Scavenge air temperature.
3. Increase in Jacket temperature.
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4. Decrease in engine RPM.

5. Overheating of particular scavenge space.
6. Smokes or sparks from scavenge drains.
7. Turbocharger surging.
8. Heavy smokes from funnel.

If fire is not too great:

1. Slow down ME.

2. Stop auxiliary blower.
3. Cut out fuel to cylinder concerned.
4. Increase cylinder lubrication, and coolant supply to that cylinder.
5. Shut scavenge drain valve, to prevent sparks blown out in ER.
6. Find the cause of fire and correct it.

If fire is too great:

1. Stop ME gradually and inform Bridge.

2. Stop auxiliary blower.
3. Maintain normal cooling system and lubrication system.
4. Turn engine by turning gear, and supply cylinder lubrication manually to prevent
seizure.
5. CO₂ or steams applied into scavenge spaces.
6. Find the cause of fire and correct it.

Precaution:
1. Stay away from vicinity of fire, flame may burst out behind safety doors if violent.
2. Do not open scavenge trunk, while still hot, and also the crankcase.

After fire has been extinguished:

1. All scavenge spaces cleaned thoroughly.

2. Scavenge relief door cleaned, inspected and tested.
3. Inspect cylinder liner, piston, piston rod, diaphragm, stuffing box and tie rods near
that cylinder, for cracks and deformation.
4. Turn engine by turning gear, and observe ampere consumption, to know whether
there is seizure or not.
5. Piston rings have to be renewed, let the cylinder run at reduced speed for at least
24 hours, with cylinder lubrication at maximum during that time, and reduce the
feed gradually, while engine speed also increase gradually.

Prevention:

1. Keep piston rings and liner in good order.

2. Keep correct cylinder lubrication.
3. Regular cleaning of scavenge trunk and exhaust ports.
4. Scavenge drain valves, drained at every watch. No chances of scavenge fire, if wet
oil is flowing.
5. Avoid overloading on one cylinder.
6. Fuel valves regularly overhauled. [No dripping].
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Grounding:

Actions to be taken:
1. Sea chest to be changed over to unaffected side.
2. Frequent sounding at all DB tanks and cofferdam.
3. Thorough inspection at affected area.
4. Check steering gear, rudder to be tested, after getting permission from bridge.
5. Turn engine by turning gear, to ensure that propeller is clear or not.
6. Check crank shaft deflection and compare with former record.
7. Check all sea water pumps are free from sand, mud etc.
8. Check tunnel bearing.
9. Check engine vibration, and if not satisfactory, it is due to damage of propeller.