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FPFF
COURSE BOOKLET
PONDICHERRY MARITIME ACADEMY – FPFF (FIRE PREVENTION AND FIRE FIGHTING) BOOKLET

INDEX

1. INTRODUCTION , SAFETY AND PRINCIPLES………………………………..……..02

2. CONCEPT AND APPLICATION OF THE FIRE TRIANGLE TO FIRE AND

EXPLOSION……………………………………………………………………………………03

3. TYPES AND SOURCE OF IGNITION…………………………………..……………….05

4. FLAMMABLE MATERIALS COMMONLY FOUND ON BOARD………….…………06

5. NEED FOR CONSISTENCE VIGILANCE……………………………………………….08

6. FIRE HAZARDS………………………………………………………………………………09

7. ORGANIZATION OF SHIPBOARD FIRE FIGHTING………………….……………11

8. LOCATION OF FIRE FIGHTING APPLIANCES AND EMERGENCY ESCAPE

ROUTES………………………………………………………………………………………...17

9. FIRE AND SMOKE DETECTION MEASURES ON SHIPS AND AUTOMATIC

ALARM SYSTEMS…………………………………………………………………………….24

10. FIRE SPREAD IN DIFFERENT PARTS OF THE SHIP…………………………..30

11. CLASSIFICATION OF FIRES AND APPLICABLE EXTINGUISHING

AGENTS…………………………………………………………………………………………31

12. SELECTION OF FIRE – FIGHTING APPLIANCES AND EQUIPMENT……..32

13. PRECAUTIONS FOR AND USE OF FIXED INSTALLATIONS……………..….41

14. USE OF BREATHING APPARATUS FOR FIGHTING FIRES…………………..50

15. USE OF BREATHING APPARATUS FOR EFFECTING RESCUES……………..57

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1. INTRODUCTION SAFETY AND PRINCIPLE

This course covers the training recommended in Regulation VI/I and Schedule A VI/1-2 of the
STCW Code of the International Convention of standards of Training, Certification and Watch
keeping for Seafarers as amended (STCW 2010) Objectives
On completion of this course, you will be able to,
 React in a correct manner in the event of an outbreak of fire, to take appropriate
measure for the safety of personnel and of the ship.
 Use the firefighting appliances correctly.
 Identify and take corrective measure to prevent a fire from occurring.

BASIC PRINCIPLE OF FIRE

To build a fire, it helps to understand the basic principles of a fire. Fuel (in a nongaseous
state) does not burn directly. When you apply heat to a fuel, it produces a gas. This gas,
combined with oxygen in the air, burns.

Understanding the concept of the fire triangle is very important in correctly constructing and
maintaining a fire. The three sides of the triangle represent air, heat, and fuel. If you remove
any of these, the fire will go out. The correct ratio of these components is very important for
a fire to burn at its greatest capability. The only way to learn this ratio is to practice.

Entry Standards
This course is open to prospective seafarers and should be taken prior to being employed on
a sea going ship. All trainees must be certified by a doctor to be in good health.
FIRE
FIND the Fire.
Learn of its Size, Location and Combustibles involved.
INFORM the Bridge.
Sound the Alarms – even if the fire appears small.
RESTRICT the Fire.
By Closing Doors, Isolating Fuel, Electrical supplies and Closing Ventilation. Use Boundary
Cooling.
EXTINGUISH the Fire.
By using the correct type and quantity of firefighting media. Use SCBA and Protective
Clothing.
GOOD ORGANISATION AND SPEED ARE ESSENTIAL

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2. Concept and application of the fire triangle to fire and explosion

Fire is external sign of chemical reaction, usually the combination of carbon and hydrogen
with oxygen, resulting in the release of energy. Only gas can be ignited. To start the action,
It is necessary either to apply a flame or a spark having a certain minimum energy value to
a substance which has been raised to a temperature sufficient to release flammable vapors
conductive to the continuation of the action or else, to raise the substance to its auto
ignition temperature or temperature where spontaneous combustion of the liberated gases
occurs.
Once started, the heat energy released is available to raise a greater amount of the
substance to the temperature of combustion, so the amount of gases liberated and of burning
material increase and fire spreads ever more rapidly. If the temperature is near that of self-
ignition, little energy is required to cause combustion and fires will appear to break out at
points some distance from the seat of the fire at a bewildering speed.
Given a good start and plenty of combustible material, most fires are eventually limited only
by the rate at which air can get to the burning material. There are limits to the air/fuel ratio
at which different substances will burn, and limitation of air will cause long tongues of flame
to reach out searching for the air required. Incomplete combustion can result in the formation
of pockets of gas which may explode if sufficient air becomes available, which heated
hydrocarbons, if lacking air, will decompose and form sooty and tarry particles, which are
characteristics of thick black smoke. From the above, it can be seen that there are three
elements required for the initiation and propagation of fire.

Conditions of fires:
 Presence of burning material, which acts as
fuel/combustible substance.
 A source of heat or ignition
 The presence of Oxygen in the form of air.
 As the initial ignition starts as an oxidation process it
continues to burn as a molecular chain reaction.
The above connections shall be represented by a
“FIRE TRIANGLE” OR AS A “FIRE TETRAHEDRON”.

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Properties of flammable materials

Flammability is the ability of a substance to burn. Vapours given off by a flammable material
can burn when mixed with air in the right proportion, in the presence of an ignition source

Ignition Point is the lowest temperature to which a flammable substance must be heated for it
to ignite.
Flash Point is the lowest temperature at which the vapors of a substance are available in
sufficient quantity to produce a momentary flash when a flame is applied.
Fire Point is the temperature at which the heat from the combustion of a burning vapor is
capable of producing sufficient vapors to enable combustion to continue.
Spontaneous/auto/Self-ignition temperature is the lowest temperature at which the
substance will ignite spontaneously, i.e. the substance will burn without the introduction of a
flame or other ignition source.
Auto ignition is the ignition of a flammable material without the assistance of an external pilot
source.
Upper flammable limit (UFL) is that concentration of flammable vapor’s in air above which the
mixture becomes too rich to initiate and propagate combustion.
Flammable Range is the range of concentrations of a flammable vapor in air within which the
vapor’s and air mixture is flammable.

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Static electricity is the electricity produced in dissimilar materials through physical contact
and separation e.g.: A sampling apparatus lowered into a tank containing charged petroleum
liquid.
Reactivity is the property of most materials to enter into a chemical reaction with each other.
Combustion is a chemical reaction in which heat and light are evolved. Fire for combustion is
said to be the result of a rapid oxidation reaction at temperature above 7300 C accompanied
by the evolution of highly heated gaseous products of combustion and the emission of visible
and invisible radiation.

The following reactions are examples of combustion (Reaction with atmospheric Oxygen)
 C + O2 = CO2 (Carbon Dioxide)
 2C + O2 = 2CO (Carbon Monoxide)
 2H2 + O2 = 2H2O (Water)

3. TYPES AND SOURCE OF IGNITION:

The main sources of ignition most likely to occur on a ship are:
 Heat by radiation, conduction or convection.
 Electrical Spark (e.g. from faulty equipment or loose connections)
 A spark from impact (e.g. using a steel hammer in a dangerous area)
 Static Electricity (e.g. using nylon rope to sound oil tanks)
 Welding and other hot work
 Spontaneous Combustion (e.g. oil soaked rags or lagging)
 Funnel Sparks
 SMOKING
Engineering staff must be made aware of the susceptibility of certain agricultural
commodities, e.g. soya bean meal, grains, etc., to damage from excessive heating of
fuel in double bottom tanks. Over-heating causes charring of the commodity resulting
in large claims and delays while the damaged cargo is removed. Other bulk cargoes
such as sulphur, D.R.I. and coal, may cause even greater problems if in contact with
a heated surface by spontaneously igniting. Control of tank temperatures is therefore
of great importance.

Instructions for the carriage of a particular commodity issued by the shipper, e.g.
ventilation, should be followed although any variance from the IMSBC Code should be
questioned immediately.

Principles of Fire Fighting

The principles of firefighting lies in the removal of one of the side of the Fire Triangle FIRE
TETRAHEDRON (fire square).
Fire extinction, in principle, consists of limiting or excluding one or more of these factors. The
methods of extinguishing a fire may be classified under the following headings:-
 Removal / limitation of fuel – Starvation
 Limitation of Oxygen – Smothering
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 Limitation of temperature – Cooling

 Inhibition or the retardation to the combustion reaction.

Fire hazards and spread of fire

Sources of Heat Energy (Ignition)
Chemical Heat Energy
a. Heat of combustion
b. Heat of partial oxidation
c. Spontaneous heating
d. Heat of Decomposition (Onion, Potato etc. in cargo hold)
e. Heat of solution (Mixture of two chemicals)
Electrical Heat Energy
a. Resistance Heating
b. Dielectric heating
c. Induction Heating
Mechanical Heat Energy
a. Frictional heating
b. Frictional sparks
c. Heat of compression
Nuclear Heat Energy

4. FLAMMABLE MATERIALS COMMONLY FOUND ONBOARD SHIP

Risks of Fire onboard Ship
a. Heated surfaces (Machinery etc.)
b. Cloth, Newspaper on hot surface.
c. Faulty Machinery, Electrical fittings, etc.
d. Sparks (Grinding, Welding, Cutting, Funnel etc.)
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e. Electrical over loading/heating

f. Impact sparks (Tools falling down into tank etc.)
g. Static electricity (removal of nylon garments etc.)
h. Spontaneous combustion (Oily rags, certain wet cargoes)

Fire Prevention Principle

There can be no doubt that in the case of fire, prevention is the better than cure. True fire
prevention lies in recognizing a fire hazard and if possible, removing it or at least reducing
its potential. One of the ideas that we would like to encourage is that of a “forum” or “Safety
Committee” and one of the tasks they could undertake is to identify the fire risks that exist
on board and to eliminate the same.
a. Flame or smouldering source – careless disposal of lighted matches and cigarettes;
prevention by the provision of ashtrays of an approved design. Avoid smoking in bed,
care at galley fire and boiler fronts.
b. Heated surface – what may be termed “black heat”? It is not generally realized that the
heat from an ordinary electric bulb can soon put the temperature above the S.I.T of
some material if that heat is not allowed to dissipate by normal convection currents.
Dishcloth or newspapers left of electric hot plates or hot surfaces, paint or oil on hot
surfaces pose a fire hazard. A fire may be prevented by considering where the oil
would spray from any burst pipe and fitting deflector plates over steam pipes, diesel
exhaust pipes and boiler casings. General care must be taken in the maintenance of
Machinery, pump-glands etc. which would overheat if faulty.
c. Sparks and incendive particles – funnel sparks friction and mechanical sparks from
grinding, cutting, chipping or welding. Electrical sparks from switches, faulty brush
gear or short-circuits. Particular care should be taken in gaseous conditions where even
a torch may be unsafe. Gas-light switches should have good gaskets and flame
arresters kept in good condition.
d. Electrical – Any wiring which is overloaded will become overheated, correct wiring is
important wiring in places difficult to access must be inspected and unauthorized wiring
is to be prohibited.
e. Spontaneous combustion – apart from the associated with the cargo, lockers and
spaces used for storing ropes, oilskins, dirty linen or lifejackets are likely risk areas.
These spaces are to be kept well ventilated to-prevent heat build- up. Contaminations
with natural oils or rotting due to dampness are the main culprits. So good
housekeeping is essential in steward’s stores.
f. Static electricity in gaseous conditions – all tools and applications, steam, CO2 or high
pressure cleaning jets in flammable atmosphere pose a risk of static buildup and
discharge. These equipment’s are to be bonded electrically to the hull.

Once a fire has started, its spread will depend on the availability of loose combustible
material. The importance of good housekeeping cannot be overstressed. A metal
waste-paper basket represents a measure of fire protection, but when full and
overflowing, it becomes a fire hazard. In the same way oil should not be allowed to
accumulate on boiler fronts, bearing housings, plates or bilges. There should be steel
bins for oily waste, which are frequently emptied.

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The probability of possible ignition of flammable materials during heavy weather should
also be considered. A good idea is for a patrol to have a checklist. Although not
compulsory, the use of fire patrols to check spaces for possible fire hazards or incipient
conditions of fire should be considered.

[Link] FOR CONSTANT VIGILANCE AND PATROL SYSTEMS

Every ship shall comply with the following, namely :
 An efficient fire patrol shall be maintained in ships carrying more than 36
passengers so that an outbreak of fire may be promptly detected.
 Each member of the fire patrol shall be trained to be familiar with the
arrangements of the ship as well as the location and operation of any
equipment he may be called upon to use.
 Manually operated call points complying with the requirements specified
in SOLAS shall be fitted throughout the accommodation spaces, service spaces
and special category spaces, which will give an alarm immediately to the
navigating bridge or fire control station. Such a manually operated call point
shall be positioned adjacent to each exit from every special category space.
 In every special category space in which the fire patrol is not maintained by a
continuous fire watch during the voyage, a fixed fire detection and fire alarm
system complying with the requirements specified in SOLAS shall be provided.
 In every part of the ship which is not reasonably accessible to the fire patrol
and in every cargo space (other than special category spaces) containing motor
vehicles having fuel in their tanks for their own propulsion, a fixed fire detection
and fire alarm system complying with the requirements specified in SOLAS VII
or a sample extraction smoke detection system complying with the
requirements specified in SOLAS shall be provided. Provided that the Chief
Surveyor with the Govt. of India may, if he is satisfied that compliance with the
provisions of this clause would be unreasonable on account of the short
duration of the voyages on which the ship, is engaged, exempt any ship from
the said requirements in respect of any part of the ship which is not accessible
to the fire patrol.
 In any machinery space where the main propulsion and associated machinery
including sources of main electrical supply are provided with automatic or
remote control under continuous manned supervision from a control room,
there shall be provided a fixed fire detection and fire alarm system complying
with the requirements specified in SOLAS .
 Be so manned and equipped as to ensure that any initial fire alarm is
immediately received by a responsible member of the crew at all times when at
sea, or in port (except when out of service).
 A special alarm, operated from the navigating bridge or fire control station,
shall be fitted to summon the crew, which may be part of the ship’s general
alarm system but shall be capable of being sounded independently of the alarm
to the passenger spaces.

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 A public address system or other effective means of communication shall be

available throughout the accommodation space, the service space and control
station.

6. FIRE HAZARDS
Fire onboard becomes a more challenging emergency dependent on the location
of ignition. Ships are used to transport various types of cargoes which are
distributed wisely in the various cargo areas according to a cargo plan as
prepared by the officer in charge. It is not an easy task to deal with a fire in the
cargo hold, or any area of the ship for that matter, and surely any fire situation
onboard a ship needs to be taken seriously. Normally all precautions are taken
to ensure that inflammable cargoes are kept in isolated conditions .
Taking into consideration that cargo vessels have similar Accommodation and Engine
room spaces, the difference of approaching a fire incident is in line with the
differences in cargo spaces. Additionally, other types of cargo ships, like Ro-Ro have a
totally different approach for fire in cargo areas. Another category which is totally
different is the passenger vessel category.
Fire risks in accommodation areas
1. Class A - Ordinary combustible materials such as wood, cloth, paper or other
materials included in accommodation spaces
2. Class F or K - Fires involve burning cooking oil, fat or grease or other galley or kitchen
materials
Fire risks in engine room spaces
1. Class B - Involve flammable and combustible liquids and gases such as gasoline, oil,
lacquers, paints, mineral spirits, and alcohols
2. Class C - Fires involving energized electrical equipment
3. Class D - fires involve combustible materials such as aluminum, magnesium,
titanium, zirconium, sodium, and potassium
It is worth noticing that the classification of fire in accommodation spaces and engine
room spaces is similar to all ship types; therefore, it is more feasible to focus on
these fire classes and plan the response in case of emergency accordingly. The risk
becomes higher when there are cargo spaces because different cargoes hide different
risks and dangers onboard same ship types, making the response to a fire more
challenging.

Different cargoes hide different risks:

-Bulk carriers / General cargo vessels (dry cargo)
The risks of Class A are the majority among fire risks for such type of vessels. The
pre-planned response with fixed systems (usually CO2) is the most effective method
to respond to a cargo hold fire. Other types of cargo (eg wooden materials) stored on
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deck will require the deployment of fire teams with fire hoses in order to respond to
the fire.
-Oil tankers (Liquid cargo)
The main risk lies to the nature of cargo which may start a fire in class B. In these
types of vessels the CO2 batteries are used for engine room spaces while cargo spaces
are covered with foam extinguishing systems, as foam is the most suitable applicator
to fight class B fires.
-Chemical tankers
These are almost same with oil tankers but the fire risk in cargo nature is not only
due to liquid formation (class B fires) but also to extended air gases created by the
nature of cargo. On such types of vessels the most important fire fighting step
against cargo fires is the pre fire operations of isolating cargo systems (eg inert gas).
However in case of fire the most suitable applicator to respond is foam.
-LNG carriers
LNG cannot burn in liquid but it can be easily vaporized and the vapors of such fuel
are extremely flammable. So again the first important step is to isolate vapors from
flammable conditions (using inert gas). When a fire starts in LNG cargo spaces, the
most suitable applicator is dry powder from fixed positions. Such types of fire are
very dangerous as the vapor from LNG, apart from flammable, can also lead to
explosions when restricted in confined spaces.
-Container vessels
One of the most difficult types of vessel to respond to a fire in cargo spaces.
Practically, class A is of high risk, but considering the nature of cargoes included in
containers, class D fires cannot be excluded either. Additionally, some cargoes may
be subject to evaporation and produce fires similar to class B fires. For areas and
compartments below main deck, CO2 and water based fixed systems are assigned to
respond to fires. However, open deck stored containers are very difficult to be subject
to fixed systems and so the deployment of fire teams is essential. Mobile water
monitors used by teams are the main equipment of fighting such fires.
-Ro-Ro cargo vessels
This type of vessels is assigned to carry vehicles in large garage cargo areas. The
most common fire risk is class A fire and class B (from fuel carried in vehicles’ tanks).
In case of loaded vehicles, the cargoes carried may create additional risks for fire on
board. The fixed fire system is (commonly water based) the most suitable solution for
fire in cargo spaces of such vessels. The important issue in such vessels is to maintain
the isolation between decks and cargo areas in order to prevent fire from spreading
onboard.

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7. SHIP FIRE FIGHTING ORGANIZATION

General Emergency Alarm

Irrespective of whether the vessel is at sea, at anchor or in port, on hearing an emergency
alarm, all the ship’s staff should muster at the designated muster stations. This ensures
sufficient manpower is available and identification if missing persons.
An individual should be trained in the following manner on discovering an emergency.
 Raise the alarm.
 Detailed information to command team.
 Attempt to control the emergency by whatever means available, until relieved by the
emergency team.
 If the situation becomes hazardous to the individual, be must retreat to the muster
station and report to the command team.
The initial Response of an Individual on hearing the emergency alarm.
 Collect life jacket.
 Dress in long sleeved boiler suit, safety helmet.
 Proceed to muster station.

7.2. Fire Control Plan and Muster List Muster Stations:

The muster stations of the various teams should be selected after the consideration of the

layout of a particular vessel. The team leader or his deputy must take charge of the muster
and report to the command team
Duties shown in A Muster List for Crew Members are: -
 Closing of watertight doors, valves, fire doors, side scuttles, skylights, portholes etc.
 Use of communication equipment. Manning of fire parties.
 Special duties assigned for use of firefighting equipment.
 Preparation and launching of survival craft.
Muster List should be prepared before the vessel proceeds to sea and revised whenever ant
changes in crew occurs.

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Teams and their duties:

Example 1: A ship’s complement of can be formed as below.

The advantage of team concept is that small teams are more easily accounted for, managed
and rapidly deployed, with equipment, from a muster station. No team should ever exceed
eight people. Each team leader must maintain discipline of his team throughout the
emergency.
The command team is responsible for command and control of the emergency situation, for
ensuring that an efficient muster of personnel takes lace and responsible for persons
accounted for. They should maintain safe navigation and establish internal and external
communication.
Example 2:
CONTINUOUS RINGING OF ALARM

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Fire Station Muster List

The command team should muster at the bridge on hearing the alarm. The Muster will direct
the Emergency team to provide information relating to the emergency. The information
received and directions given by the Master should be timed and recorded on the bridge.

As the Emergency situation progresses, the Master seeks answers to the following questions.
 What is the emergency situation?
 Are all persons accounted for and safe?
 How severe is the damage?
 What are the possible outcomes?
 Can the situation be contained?
 What are the resources to use to mount on attack?
 Is there any progress in limiting the emergency?
 Is external assistance available /necessary?

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 Is best use being made of ship’s resources?

The Emergency Teams must first report to the Command Team. This team is the spearhead
of the attack. The Support Team must muster at a predetermined location and advice their
readiness to the Command Team. They should provide to the Emergency Team the following:
 Logistics support
 Prepare survival crafts.
 B. A SUPPORT
 Provide additional fire fighting equipment
 Maintain security
 Boundary cooling
 Shut off ventilation
The Technical Team must advise the In-Charge of the state of readiness of the Engine Room.
In case of fire in the Engine room, the Technical Team must ensure remote shut-off and fuel-
oil trips are operated.

Communications
The central control station will be on the Bridge with the Master in charge. In an emergency,
each team leader will report to the Bridge for instructions.
The central control station requires the following information:
 The time at which the fire alarm was given
 Nature of fire and its location
 Confirmation that fire parties are assembled at their points and the availability of
fireman’s outfit.
 Availability of pressurized fire main.
 Report initial attempts to extinguish fire using portable extinguishers
 Effects of fire on services such as lighting etc.
 Report on persons present or unaccounted for
The following information should be available on the bridge:
 Drawings of ship, engine room, accommodation
 Details of escape and accesses
 Details of fire extinguishers (fixed, portable and its storage position of refills)
 Stability information
 Details of survival equipment
 Information on dangerous goods.
The following communication modes also should be available:
 All bridge operated closing of watertight doors and release of fire doors to shut
position.
 Stopping of ventilation fans
 Closing of windows/portholes
 Boundary cooling
 Maintaining fire watch.
Stability of the ship is maintained and controlled:

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 Change the GM caused by the weight of the extinguishing water and free surface
effect.
 Arranging pumping or draining water.
 Assessing the effect of any damage e.g. by sea water.
 Considering possibilities of moving vessel to shallow water.

7.4 Personnel Safety Procedures Organization of fire parties

In an emergency situation on a vessel, a well organized Emergency Response Plan (ERP)
must go into immediate action, to minimize the effect of that emergency.

Features of an effective ERP is as follows:

 Ensure safety of life
 Response to an alarm
 Facilitate efficient communication

To develop an effective ERP:

 Establish a simple alarm system
 Select teams
 Make the ERP chart
 Select primary and secondary muster locations
 Fabricate emergency equipment storage lockers close to muster stations
Location of ERP:
 Bridge
 Engine room
 Crew accommodation
 Recreation rooms
 Near all muster stations
RESPONSIBILITY
Chief Engineer
To relieve Engine watch keeper and Command team to obtain maximum information about
the emergency.
Chief Officer
To secure cargo and ballast operations before proceeding to the muster station.
 Watch keepers at the Navigating Bridge or Engine room to remain on watch until
relieved.
Bridge Messenger
 To distribute portable radio sets to all team leaders.

Periodic shipboard Drills Training and Drills

On joining ship, all personnel must know their muster station and determine their role in ERP.
Be familiar with the alarm system and the general layout of the ship.
Regulation requirements regarding fire drills, musters and on board training

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 Reporting to muster stations and preparation for duties described in the muster list.
 Starting a fire pump using two required jets and prove the systems.
 Checking the fireman’s outfit and other personal rescue equipment.
 Checking the relevant communication equipment.
 Checking the necessary arrangements for subsequent abandonment of ship.
Drills as far as practicable should be conducted. The equipments used for drills should be
brought back to their fully operational condition. On board training in the use of ship’s
firefighting appliances should be given as soon as possible but not later than two weeks
after a crew member joins the ship. Details of the fire drills and on-board training should be
recorded in the log book. Clear instructions to be placed at Navigating Bridge, Engine Room,
Crew’s accommodation etc.

Drills shall as far as practicable be conducted as if there were an actual emergency. Every
crew member shall participate at least one abandon ship drill and one fire drill every month.
The drills of the crew shall take place when modification of a major character is carried out or
when a new crew is engaged. These drills shall be held before sailing. The Administration may
accept other arrangements that are at least equivalents for those classes of ships for which
this is impracticable.
Fire Drills
Fire drills should be planned in such a way that due consideration is given to regular practice
in the various emergencies that may occur depending on the type of ships and the cargo.

Each fire drill should include:

1. Reporting to stations and preparing for the duties described in the muster list required
by regulation 8;
2. Starting of a fire pump, using at least the two required jets of water to show that the
system is in proper working order;
3. checking the fireman’s outfit and other personnel rescue equipment;
4. Checking of relevant communication equipment;
5. Checking the operation of watertight doors, fire doors, fire dampers and main inlets
and outlets of ventilation systems in the drill area; and
6. Checking the necessary arrangements for subsequent abandoning of the ship.
Records:
The date when musters are held, details of abandon ship drills and fire drills, drills of other
life-saving appliances and on board training shall be recorded in such log book as may be
prescribed by the Administration. If a full muster, if a drill or training session is not held at
the appointed time, an entry shall be made in the log-book starting the circumstances and
the extent of the muster, drill or training session held.

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8. LOCATION OF FIRE FIGHTING APPLIANCES

Without doubt, one of the main causes of accidents onboard ships is fire. This is because of
the presence of high temperature, excess quantity of flammable oil and other combustible
materials. A ship is approved to sail in international waters only if it is constructed as per Fire
Safety System code and carries required Fire Fighting Appliances approved by the concerned
authority.
A ship is fitted with various types of fire retardant and fire fighting equipments so as to fight
any kind of fire and extinguish it as soon as possible before it turns into a major catastrophic
situation. In this article we bring to you a list of important fire fighting equipments and
measures present on board.
Following are the Fire fighting equipments which are used onboard ships:
1. Fire Retardant Bulkhead: Different Class of bulkhead such Class-A, Class-B and Class-C
are used on board ship for construction of bulkhead in areas like accommodation, machinery
space, pump room etc. The main applications of such bulkhead are to contain or restrict the
spread of fire in sensitive areas.
2. Fire doors: Fire doors are fitted in fire retardant bulkhead to provide access from the
same. They are self closing type doors with no hold back arrangement.
3. Fire Dampers: Dampers are provided in the ventilation system of cargo holds, engine
room, accommodation etc. in order to block out excessive oxygen supply to the fire. For this,
it is necessary that open and shut position clearly marked for fire dampers.
4. Fire Pumps: As per regulation, a ship must have main fire pump and an emergency
power pump of approved type and capacity. The location of the emergency fire pump must be
outside the space where main fire pump is located.
5. Fire Main Piping and Valves: The Fire Main piping which is connected to the main and
emergency fire pump must be of approve type and capacity. Isolation and relief valves must
be provided in the line to avoid over pressure of the same.
6. Fire Hose and Nozzles: Fire hoses with length of at least 10 meters are used in ships.
Number and diameter of the hoses are determined by the classification society. Nozzle of
diameters 12 m, 16 m and 19 m used on ship are of dual purpose types- Jet and spray mode.
7. Fire Hydrants: Fire hoses are connected to fire hydrants from which the water supply is
controlled. They are made up of heat retardant material to get least affected from the sub
zero temperatures and also to ensure that hoses can be easily coupled with them.
8. Portable Fire Extinguishers: Portable fire extinguishers of CO2, Foam and Dry Chemical
Powder are provided in accommodation, deck and machinery spaces carried along with
number of spares as given by the regulation
9. Fixed Fire extinguishing system: CO2, Foam and water are used in this type of
system, which is installed at different locations on the ship and is remotely controlled from
outside the space to be protected.
10. Inert Gas System: The inert gas system is provided in the oil tankers of 20000 dwt and
above and those which are fitted with Crude oil washing. The IG system is to protect Cargo
space from any fire hazards.
11. Fire Detectors and Alarms: Fire detection and alarm systems are installed in Cargo
area, accommodation, deck areas, and machinery spaces along with alarm system to notify
any outbreak of fire or smoke at the earliest.
12. Remote Shut and Stop System: The remote station shutdown is provided to all fuel
lines from fuel oil and diesel oil tanks in the machinery space and which is done by quick
closing valves. Remote stop system is also provided to stop the machineries like fuel pumps,
purifier, ventilation fans, boiler etc. in the event of fire in the engine room or before
discharging fixed fire fighting system in the E/R.
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13. EEBD: EEBD (Emergency Escape Breathing Device) is used to escape from a room on
fire or filled with smoke. The location and spares of the same must be as per the
requirements given in FSS code.
14. Fire Fighter’s Outfit: Fire fighter’s outfit is used to fight a fire on the ship made up of
fire retardant material of approved type. For a cargo ship at least 2 outfits and for passenger
ship at least 4 outfits must be present onboard.
15. International Shore Connection (ISC): ISC is used to connect shore water to the
ship system to fight fire when the ship fire pump system is not operational and is on port, lay
off or dry dock. The size and dimensions are standard for all the ship and at least one
coupling with gasket must be present onboard.
16. Means of Escape: Escape routes and passages must be provided at different location of
the ship along with ladders and supports leading to a safe location. The size and location are
designed as per the regulation.

Ship Construction arrangements

The design of a ship takes into consideration various fire protection regulations in force with
regard to fire protection. The following basic principles are embodied in the regulations as
appropriate, keeping in view types of ships and potential fire hazards involved.
 Division of ships into main vertical zones by thermal and
structural boundaries.
 Separation of accommodation spaces from the remainder of the ship by thermal and
structural boundaries
 Restricted use of combustible material.
 Detection of any fire in the zone of origin.
 Protection by means of escape or access for fire fighting.
 Ready availability of the fighting appliances.
 Minimizing the possibility of ignition of flammable cargo vapour.
Non-combustible material is a material which neither burns nor gives off flammable vapours
in sufficient quantity for self ignition when heated to 7500C, this being determined in
accordance with the Fire Test Procedure Code. Any other material is considered a combustible
material.
A Standard Fire test is one in which the specimens of the relevant bulkheads and decks are
exposed in a test furnace to temperatures corresponding approximately to the standard time
temperature curve. The specimen shall have an exposed surface not less than 4.65 M2 and
height 2.44 meter including at least one joint. The standard Time Temperature Curve is a
smooth curve drawn through the following temperature points measured above initial furnace
temperature.
 At the end of first 5 min 5560C
 At the end of first 10 min 6590C
 At the end of first 15 min 7180C
 At the end of first 30 min 8210C
 At the end of first 60 min 9250C
A) CLASS DIVISIONS are those formed by bulkheads and decks, which comply with the
following:-
 They shall be constructed of steel or other equivalent material.
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 They shall be suitably stiffened.

 They shall be so constructed as to be capable of preventing the passage of smoke and
flame to the end of one hour.
 They shall be insulated with approved non-combustible materials such that the average
temperature of the unexposed side will not rise more than 1400C above the original
temperature at any point, including any joint, rise more than 1800C above the original
temperature within the time listed below.
Class “a-60” ------60min Class” A15” 15min
Class” A-30” ------30min Class” A0” 0min
B) CLASS DIVISIONS are those divisions formed by bulkheads, decks, ceiling or linings, which
comply with the following:
 They should be constructed as to be capable of preventing the passage of flame to the
first half-hour of the standard fire test,
 They shall have an insulation value such that the average temperature of the
unexposed side will not rise more that 1400C above the original temperature, nor
will the temperature at any point, including any point, rise more than 2250C above the
original temperature, within the time listed below:
Class “B-15” ------15min Class” B-0” 0 min
 They shall be constructed of approved non consumable materials and all the materials
entering into the construction of “B” class divisions shall be non- combustible, with the
exception that combustible veneers may be permitted provided that the meet other
requirements.
C) CLASS DIVISIONS:
 They shall be constructed of approved non-consumable material and all the materials
entering into the construction & erection of C class division shall be non combustible
with the exception that combustible veneers may be permitted provided that it meets
other requirements.
Main and Emergency Fire Pump (Cargo Ships)
Passenger ships of 4000 tons gross and above shall be fitted with at least 3 fire pumps and
cargo ships of 1000 tons gross and about shall have at least 2 fire pumps. Sanitary, ballast,
bilge or general service pumps may be accepted as fire pumps provided that they are not
normally used for pumping oil. The arrangement of the sea connections, fire pumps or their
sources shall be such that;
 In passenger ships of 1000 tons gross and above, in the event of fire in any one
compartment, all fire pumps will not be put out of action.
 In cargo ships of 2000 ton gross and above, if the fire any one compartment could put
all pumps out of action, then shall be an alternate means consisting of a fixed
independently driven Emergency Fire Pump which shall be capable of supplying 2 jets
and the capacity shall be 40% of the total capacity required and in case not less than
25 cubic meters per hour. The pump should be located outside the engine room. If the
pump is diesel driven, the power source shall be capable of being readily started in its
cold condition down temperature of 00C by hand cranking. If necessary, heating

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arrangements shall be provided.

 Alternate starting arrangements may be provided such that the diesel driven power
source to be started at least six times within a period of 30 minute and at least in the
first ten minutes.
 For diesel driven pumps, the service tank would normally be in the same compartment
and contain sufficient diesel to run the pump for 3 hrs on full load. A diesel tank
holding sufficient diesel for a further 15 hrs at full load is also to be provided. If
electrically driven, the sources of power should be the emergency generator.
 Direct access from the machinery spaces and emergency fire pump compartment
should not generally be permitted but, where necessary, may be by means of an air
lock with two self closing doors, or through an approved type or watertight door
capable of remote operation from a space not likely to be cut off in the event of fire in
the engine room or emergency fire pump spaces.
 In tankers, fire pumps are to be situated in the pumps rooms, cofferdam and other
spaces liable to contain explosive vapours or in spaces immediately adjacent to cargo
oil or slop tanks. It should be ensured that door and ventilator openings to the
compartment and any air inlets for the pump are situated, in relation to cargo tank
openings such as vent pipes and P.V valves, to preclude the possibility of drawing
dangerous vapours into the compartment.

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Bulk Dry Chemical Powder System

Fixed fire-fighting installations on tankers are not suitable for ships carrying Liquid
Hydrocarbon Gases such as LPG and LNG in bulk. Although LPG (e.g. Propane and Butane)
may be carried in liquid state in tanks under pressure at ambient temperature, they are more
usually carried refrigerated whilst LNG, is carried at a state of constant boiling, its boiling
point at ambient pressure being – 1620C. Any leakage of such liquids from joints, valves etc.
on deck vaporizes quickly. The speed of vaporization is affected by factors such as the area
over which the liquid has spread, the depth of spill, ambient temperatures, etc. with the liquid
temperature being so low, application of comparatively warm sea water or foam will hasten
its change of state from liquid to gas with the risk of an explosion. On such ships, therefore, it
is better to provide a fixed Dry Powder system for use on deck to combat incipient gas fires.

The system consists essentially of dry powder or dry chemical in one or more vessels capable
of being pressurized from a bank of nitrogen cylinders. The dry powder vessels are connected
to various control stations on deck. Each control station will have a hose and nozzle, a
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cylinder of nitrogen and appropriate controls. On opening the nitrogen cylinder in the control
box, the gas flows through the reducing valve back to the compartment containing the dry
powder installation and pneumatically opens the appropriate distribution valve.
Simultaneously, it opens the Nitrogen cylinders by the action of pneumatic piston, release
lever and release mechanism, the gas flowing into the dry powder container through the
pressure regulator. The pressure in the container builds up and at about 16bars the main
powder valve opens automatically and the powder flows to the appropriate control box via the
distribution manifold, previously opened distribution valve, piping and control cock. The
pressure in the powder container remains constant until the remaining mass of vapour has
left the container.
When the powder in the first container has been used, second container may be brought into
action by manually opening its tank of nitrogen cylinders. After use, dry powder line should
be blown clear with compressed air. The nitrogen cylinders are to be replaced and dry
powder containers re-charged without delay.

Gross spillage of deeply refrigerated liquids is externally dangerous. They can cause
embrittlement of the deck and connect with the human body results in vicious cold burns.
In case of spillage to the deck following positive actions may be taken.
 Attempt to isolate the source of leakage.
 Wash the leaked liquid overboard as quickly as possible with copious amount of sea
water from the fire mains.
 Extinguish or rescue all possible sources of ignition until the resulting gas cloud has
dissipated.
A plan is required to be made for each individual ship, taking into consideration all the
relevant circumstances.

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EMERGENCY ESCAPE ROUTES

REGULATIONS FOR MEANS OF ESCAPE FROM SHIP AS PER SOLAS:

The purpose of this Recommendation is to provide means of escape so that persons

onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck.

For this purpose, the following functional Recommendations should be met:

1. safe escape routes should be provided;
2. escape routes should be maintained in a safe condition, clear of obstacles; and
3. additional aids for escape should be provided as necessary to ensure
4. accessibility, clear marking, and adequate design for emergency situations.
5. Stairways, ladders and corridors serving crew spaces and other spaces to which
the crew normally have access should be arranged so as to provide ready
means of escape to a deck from which embarkation into survival craft may be
effected.
6. There should be at least two means of escape, as widely separated as possible,
from each section of accommodation and service spaces and control stations
 The normal means of access to the accommodation and service spaces below
the open deck should be arranged so that it is possible to reach the open deck
without passing through spaces containing a possible source of fire (e.g.
machinery spaces, storage spaces of flammable liquids).
 The second means of escape may be through portholes or hatches of adequate
size and preferably leading directly to the open deck.
 Dead-end corridors having a length of more than 7m should not be accepted.
7. At least two means of escape should be provided from machinery spaces,
except where the small size of a machinery space makes it impracticable.
Escape should be by steel ladders that should be as widely separated as
possible.

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9. FIRE AND SMOKE DETECTION MEASURES ON SHIPS AND AUTOMATIC

ALARM SYSTEMS

GENERAL REQUIREMENTS:
 Any required fixed fire detection and Fire alarm system with manually operated call
points shall be capable of immediate operation at all times.
 Power supplies and circuits necessary for the operation of the system shall be
monitored for loss of power or fault.
 Occurrence of a fault condition shall initiate a visual and a fault signal at the control
panel which shall be distinct from fire signal.
 There shall be not less than the two sources of power supply for the electrical
equipment, one of which shall be an emergency source. The supply shall be provided
by separate feeders reserved solely for that purpose and such feeders shall run to an
automatic change over switch.
 Detectors and manually operated call points shall be grouped into sections. The
detector or manually operated call point shall initiate a visual and audible fire signal at
the control panel and indicating units. If the signals have not been acknowledged
within two minutes an audible alarm shall be automatically sounded throughout the
crew accommodation and service spaces.
 Clear information shall be displayed on or adjacent to each indicating unit about the
spaces covered and the location of the fire section. In a passenger ship a section of
detectors shall not serve spaces on both sides of the ship not on more than one deck;
neither shall it be situated in more than one main vertical zone except that the
Administration, if it is satisfied that the protection of the ship against fire will not
thereby be reduced, may permit such a section of detectors to serve both sides of the
ship and more than one deck.
 Detectors shall be operated by heat, smoke or other products of combustion, flame or
any combination of these factors. Flame detectors shall only be used in addition to
smoke or heat detectors.
 Suitable instructions and component spares for testing and maintenance shall be
provided.
 The function of the detection system shall be periodically tested to the satisfaction of
the Administration.
 The fire detection system shall not be used for any other purpose, except that closing
of fire doors and similar functions may be permitted at the control panel. The most
efficient patrol system imaginable could not hope to discover every fire on board ship
the instant it breaks out. Therefore it is necessary to have a system,
 which automatically gives warning of the outbreak or of a potential fire / explosion.

Fire detection systems fall into three main categories:

4.1. Heat Detection
4.2. Smoke Detection
4.3. Flame Detection

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HEAT DETECTION
There are mainly two types of heat detectors, namely:
4.1.1 Heat detectors, which operate at a fixed temperature
4.1.2 Heat detectors, which operate when a rate of temperature rise of the
surrounding air reaches a set limit.

Fixed Temperature Type:

The means of operation is extremely simple, usually being either a bi-metallic strip or a
soldered joint. In the first type, the bi-metallic strip is used to make or break an electric
circuit at a pre-set temperature. When it is arranged to make a circuit, the contacts are
usually encapsulated in a glass cover to avoid the contacts becoming affected by the
atmosphere, since any corrosion may prevent the passage of current when the contacts are
required to make a circuit.
The second type may consist of two electric contacts joined through light springs, by low
melting point solder. Thus, when the air temperature reaches the melting point of the solder,
the joint pulls apart under the action of the spring and the alarm is sounded. Other types
using the same principle i.e. the making or breaking of an electric current by the action of
melting solder are available.
Detectors incorporating bi-metallic strips are especially useful in boiler rooms where rapid
variations of temperature are likely to be encountered.

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Rate of Temperature Rise Type:

This type of detectors works on the principle that providing the rate of increase in the
temperature of the surrounding air is above a given minimum, the detector will operate
between given time limits, the latter depending on the rate of increase of temperature. There
are two types of detectors, namely pneumatic and bi-metal strip. In this pneumatic type, a
sealed chamber when subjected to heat expands and pushes up a flexible diaphragm and
makes an electrical contact to complete circuit for the alarm. To avoid an alarm being raised
in the normal rise in ambient temperature, a bleed-off orifice fitted on the sealed chamber
will allow a certain amount of air to escape. But when the temperature rise is rapid the
chamber expands more rapidly than the orifice can release the air, thus allowing the electric
contact to be made for the alarm.
The bi-metallic type consists of two strips, one insulated from rapid changes of temperature
and the other exposed to such changes. Contacts on the ends of the strips form part of an
electric circuit. On slow rise of temperature, due to normal conditions, the heat input to both
strips is similar and hence the Contacts remain apart. On rapid increase in temperature, the
unprotected strip responds more quickly than the insulated strip with the result that the
contacts meet and the alarm sounds.

SMOKE DETECTORS
There are mainly three types of smoke detectors, namely:
4.2.1 Light obscuration type (photo electric)
4.2.2 Light scatter type (Photo electric)
4.2.3 Ionization type

Light Obscuration Type:

Beam of light is arranged to full on a photoelectric cell and if the atmosphere between the
light source and the cell is clear, the balance of the electric circuit is not disturbed. On smoke
passing by convection across the detector, the intensity of light falling on the photo electric
cell is reduced, the change in the electrical output being used to operate an alarm at a pre-
determined level.

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Light Scatter Type:

A beam of light traversing through a transparent medium loses its intensity by partial
absorption, due to scattering agents like smoke or dust.

The beam of light is prevented from illuminating cell by a light barrier. The surrounding
atmosphere circulates through the detector head by virtue of the normal air currents and
providing no dust or smoke particles or present in it, the electrical balance of the detector
circuitry remains undisturbed. On smoke entering the detector, the light rays are reflected or
scattered around the light barrier and reach the photoelectric cell, the change in current
being used to signal the alarm condition.

Ionization Type Smoke Detectors:

Most of the detectors of this type use two ionized chambers in series. One of the Chambers is
open to the surrounding atmosphere while the other is enclosed. The atmosphere in both the
chambers id ionized by a radioactive source ionizing the air between two electronically
charged plates in the sensing chamber and causes a current to flow, causing a voltage shift
and triggering an alarm.
The main reaction that takes place within a Smoke detector is a chemical reaction between
Americium and alpha particles. This is shown in equation form below.
O2 + He (+2) O2(+1) + e (-1) + He (+2)3

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FLAME DETECTORS
Detectors of this type can be infra-red or ultra-violet type. But only infra-red type is used in
ships. These detectors are intended to respond to radiated heat and light, and to avoid false
alarms being given by natural or artificial light, they have been designed to respond only to
that particular part of the spectrum, which is character of flame.

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10. FIRE SPREAD IN DIFFERENT PARTS OF SHIP

Safe Practices
Smoking:
 Fires are often caused by the careless disposal of burning cigarette buds and matches.
Self-extinguishing ashtrays should be provided and used only at authorized area.
Ensure matches are extinguished and cigarette ends properly stubbed out.
 Warning notices should be displayed where smoking is forbidden and same to be
obeyed.
 It is dangerous to smoke in bed.
Electrical and other fittings:
 Authorized persons only to interfere with electrical fittings. Personnel electrical
appliances should be connected to the ship’s supply only with the approval of the
Electrical Officer.
 Faulty fittings, wiring to be reported immediately to head of Department.
 All electrical fittings should be firmly secured.
 Flexible leads should be secured properly to avoid being chafed or cut.
 Makeshift plugs, sockets and fuses should not be used.
 Circuits should not be overloaded since these cause overheat, failure of insulation,
thus resulting in short circuit, which could start a fire.
 All portable electrical appliances, lights etc., should be isolated from the mains after
sue.
 All fixed electric heaters are to be fitted with suitable guards. Drying clothing on the
heaters should not be permitted.
 The use of portable heaters should be avoided. However, if they are used, care should
be taken on positioning away from combustible materials.
Laundry and clothing:
 Clothing should not be placed over space heaters, radiators etc. or so close to heaters
or light bulbs etc as to restrict the flow of air, and thus lead to overheating and fire.
 Clothing should be left to dry only in designated places.
Spontaneous combustion:
 Dirty waste, rags, sawdust and other rubbish if contaminated with oil are dangerous if
left lying about. Heat may be generated spontaneously within such rubbish that may
be sufficient to ignite flammable mixtures or may become hot enough to set the
rubbish itself on fire. It should be properly stored and disposed off as early as possible.
 Materials in ship’s store like linen, blankets and similar absorbent materials are also
liable to ignite by spontaneous combustion if damp or contaminated. Damp items
should be dried and oil soaked items should be cleaned and dried or disposed. They
should not be stored in close proximity to oil paints or close to steam pipes.
Machinery spaces:
 The seriousness of fire in machinery spaces cannot be over stressed. All personnel
should be fully aware of the precautions necessary for its prevention. Thus includes
clean conditions, prevention of oil leakage and removal of combustible materials.

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 Suitable metal containers should be provided for the storage of cotton waste, cleaning
rags etc. It should be emptied at frequent intervals safely.
 Wood, paints, sprits, oil etc should not be kept in boiler rooms and machinery spaces.
 All electric wiring should be well maintained and kept clean and dry. The rated load
capacity of the wires and fuses should never be exceeded.
Galleys:
 Care should be taken in particular to avoid overheating, spilling fat or oil and to ensure
that burners or heating plates are shut off when cooking is finished.
 Means to smother fat or cooking oil fires, such as fire blankets, should be readily
available.
 Filters in the galley exhaust to be cleaned regularly.
Hot Work:
 Permission to be taken from concerned senior official prior to undertaking any hot
work.
 Necessary precautions should be strictly followed to avoid fire due to welding, gas
cutting or other hot work.
 Ensure that no combustible material is near the hot work area and on the other side of
bulkheads/decks.
 Ensure that the compartment and adjacent compartments are totally gas free prior to
undertaking any hot work.

11. CLASSIFICATION OF FIRES AND APPROPRIATE EXTINGUISHING AGENTS

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[Link] FIRE – FIGHTING EQUIPMENTS

Fire Hydrants, Hoses and Nozzles

The number and position of hydrants shall be such that at least two jets of water not
emanating from the same hydrant, one of which shall be from a single length of hose, may
reach any part of the ship normally accessible to the passengers or crew.
Hydrants shall be positioned near the access to the protected spaces. The pipes and hydrants
shall be so placed that the fire hose may be easily coupled to them. The arrangement of
pipes and hydrants are such as to avoid the possibility of freezing.
Each hydrant will be fitted with a valve. Isolating valves to separate the section of the fire
main within the machinery space be fitted in an easily accessible and tenable position outside
the machinery space.
The fire main shall be so arranged that when the isolating valves are shut all hydrants on the
ship, except those in the machinery space can be supplied with water by a fire pump
not located in the machinery space through pipes which do not enter this space. Fire hoses
are made from synthetic woven textiles, lined with rubber and coated with PVC. These hoses
are strong and are not affected by oils, chemicals, extreme climates and mildew. Hoses are
normally 18 meters in length and are to be provided with necessary couplings and nozzle.
Hoses with fittings are to be kept ready for use in conspicuous designated positions near the
hydrant.
In passenger ships, fire hoses shall be connected to hydrants at all times and these hoses

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shall be used only for the purpose of extinguishing fires or for testing during fire drills

In cargo ships, the number of fire hoses provided shall be one for each 30 m length of the
ship and one spare but in no case less than five in all. This number does not include any
hoses required for engine or boiler rooms. The hoses are stowed in rolled or flaked condition
with the nozzle stowed suitably. There are different types of couplings, instantaneous type,
hermaphrodite or screwed type. Hoses of diameter 65mm and couplings to suit are most
widely used.
Nozzle size shall be 12mm, 16mm, 19mm or as near thereof as possible. For accommodation
and service spaces nozzle greater than 12mm need not be used. For machinery spaces and
exterior locations, nozzles shall be such as to obtain the maximum discharge possible from
two jets from smallest pump, provided that nozzles greater than 19mm need not be used. All
nozzles shall be of an approved dual purpose type, spray and jet, incorporating shut off.

Mobile Apparatus
Pressure Transfer & Regulated Wheeled Fire Extinguishers:
 Balanced wheel unit
 70ltrs and 150 liters
 Duration 3 Minutes
 Built for ease of use.
 Simple and rapid operation
 More than one person may be require for operation
 Some apparatus are fitted with controllable nozzles.
 Located in ER Boiler and purifier platforms. Semi-Portable DCP:
 Wheeled units
 Capacity – 50, 70, 150 kgs
 Expulsion by CO2 Cartridge fitted outside the unit.
 Require minimum 2 persons to operate

Portable Fire Extinguishers:

Portable fire extinguisher is an appliance containing an extinguishing medium, which can be
expelled by action of internal pressure and be directed into a fire. The pressure may be stored

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pressure or be obtained by a chemical reaction, or by release of gas from a cartridge.

Portable extinguisher is designed to be carried and operated by hand and which in working
order has a total weight of not more than 23 kgs. The capacity of portable fluid extinguisher
should not be more than 13.5 liters and not less than 9 litres. Other extinguishers should at
least have the portability of a 13.5 fluid extinguisher and the firefighting effectiveness
equivalent to that of a 9 liter fluid extinguisher.
Accommodation spaces, service spaces and control stations shall be provided with portable
fire extinguishers of appropriate types and in sufficient number to the satisfaction of the
administration. Ships of 1000 tons gross tonnage and upwards shall carry at least five
portable fire extinguishers. 100% spare charges must be available on board for all fire
extinguishers that are capable of being recharged.

Different types of portable extinguishers

 Water type ( gas cartridge)
 Mechanical Foam type
 Dry Powder Type
 Carbon-di-oxide type
Water Type Extinguishers
This type of extinguisher is similar to Soda Acid Type except
that instead of an acid bulb, there is a CO2 cartridge inside.
The water is released through the nozzles in the foam of a jet
by the pressure created in the upper part to the container by
the release of carbon dioxide from a pressurized cartridge.
The plunger punctures the O2 cartridge. The method of
operation, maintenance and discharge rate of Soda acid and
gas cartridge type are similar.
Method of operation:
Keep the extinguisher on the ground away front you; hold the extinguisher firmly with nozzle
pointing towards the fire. Remove safety clip. Strike the plunger hard. It is good practice to
operate one or more of the extinguishers during fire drills and observe the performance. The
length of jet must be 6 meters for a minimum duration of 60 seconds.
Mechanical Foam Extinguisher (AFFF)
The mechanical foam extinguisher is similar in construction to that of the
water type. The extinguisher contains an outer cylindrical shell and a CO2
cartridge inside. The foam solution (a mixture of 97% water and 3%
aqueous Film Forming Foam Solution usually known as premixed
solution) is stored in the outer shall and discharged with pressure created by
the piercing of CO2 cartridge. The solution is carried upwards through the
dip tube and is aerated at the discharge nozzle to foam.

Method of operation:
 Remove the safety clip of the plunger and strike the plunger to pierce the CO2

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cartridge.
 The jet should project to a distance of six meters for 60 seconds.

Dry Chemical Powder Extinguisher:

Dry powder extinguisher is used for electrical fires, low flash liquid fires, and high pressure
gas fires and for controlling surface fires on textile. They have little or no cooling effect. There
are two types of dry powder extinguishers, viz. CO2 cartridge type and stored pressure type,
the most common one being the first one. These extinguishers are available in capacities of
1, 2, 5 and 10 kg. The dry powder extinguisher consists of cylindrical shell, an inner tube,
and a CO2 cartridge under high pressure held with piercing mechanism, cap and a rubber
hose with nozzle. Potassium/Sodium bicarbonate based powder is used for Class B fires
involving liquids. The bicarbonate decomposes into water and carbon dioxide. This
decomposition forms a catalytically active surface, which destroys the free radicals
propagating the fire.

Mono Ammonium Phosphate powder is used for Class A fires. Here the fire is extinguished by
two distinct actions, the powder extinguishing the flame and the phosphate content acting as
a fire retardant inhibiting by smouldering action. Special powders containing mixture of
sodium, potassium and Barium chlorides can be effectively used on Class D fires involving
metals. In this case, the powder forms a crust over the metal thereby excluding oxygen and
thus smouldering the fire.

When the CO2 cartridge is pierced, the released CO2 gas pushes the powder out through the
nozzle on the form of a fog. The squeeze grip provides controlled use of the extinguisher
giving a little flexibility in tackling numerous small fires or time gap to tackle a re-flash fire.

Method of Operation:
Remove the safety clip and strike the knob. Direct the stream of powder to the base of fire.
Advance forward moving the nozzle rapidly with a side to side sweeping motion. For
effective results stand about 1.5 to 2.5 metres away. On outdoor locations, always operate
the extinguishers from upwind side of the fire to extend effective range of spray.

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Carbon dioxide Extinguisher

Carbon dioxide extinguishers are used for extinguishing fires on sophisticated electrical and
electronic equipment, oils, petroleum products and gaseous substances under pressure in
enclosed spaces. The extinguisher consists of a pressure cylinder, a valve for releasing the
gas and a discharge in the cylinder 51 bar pressure in liquid state. When released, the CO2
forms a gas layer, which is about one and half times heavier than air. The vapour blanket
puts out the fire by displacing the air around it, thus displacing the oxygen around the fire.
Textile fires can be extinguished by CO2 that has little or no cooling effect.
Care and Maintenance
Weigh the extinguisher once in two years and re-charge if the weight has reduced by more
than 5%. The extinguisher should be pressure tested to 210kg/cm2 prior to re-charge.
Storage of extinguishers inside and under cover
Fire extinguishers, weather hung on brackets or kept on shelves, should be about 750 mm
above the floor level. In no case a fire extinguisher should be placed in a position where it is
likely to gain heat from the surrounding equipment or the process.
Maintenance, inspection and testing
Routine maintenance, inspection and testing of all fire extinguishers in respect of mechanical
parts, extinguishing Medias and expellant means could be carried out by property trained
personnel at frequent intervals at least once in a month to make sure that these are in their
proper working condition and have not been accidentally discharged, have lost pressure or
have been damaged. Following procedures should be followed for monthly maintenance,
inspection and testing:
 Clean the exterior of the extinguisher, polish the painted position with wax polish,
brass parts with metal polish, and chromium plated parts with silver polish.
 Check the nozzle outlet and vent holes and the threaded portion of the cap for clogging
and ensure that the plunger is in fully extended position and is clean.
 Check up the cap washer, grease the threads of cap, plunger rod and wipe clean.
 Make sure that the extinguisher is in proper condition and is not accidentally
discharged. In case of stored pressure extinguisher, pressure gauge is to be checked
for correct pressure. Check all mechanical parts thoroughly.

Annual Inspection (other performance tests)

At longer intervals, at least once in a year, a more thorough inspection and maintenance of
extinguisher, including chemical charge inside and expellant should be carried out by trained
personnel, according to the pressure given below for each type of extinguisher separately.
Any extinguisher showing corrosion or damage to the body internally or externally should be
replaced. Faulty, damaged and corroded parts shall be replaced. Illegible labels should be
replaced. The period of discharge recommended in the table for Performance Test should be
checked. This will provide an additional opportunity for the practical training of personnel in
the use and handling of extinguishers. Pressure and leakage tests of each extinguisher
should be carried out as per Pressure Test Table.

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Fireman’s outfit
To enable firefighting teams to approach the seat of a fire and to carry out rescue duties,
adequate protection against the effect of smoke and heat is required. All ships irrespective of
age should carry a minimum of two Fireman’s Outfits. Passenger ships and Tankers have
additional requirements.
 Breathing apparatus
 Water-resistant protective clothing made of material to product the skin from heat
radiating from the fire and scalding burns.
 Boots and gloves of rubber or other electrically non-conducting material.
 Rigid helmet with visor and neck curtain.
 An electric intrinsically safe hand lamp with a minimum of 3 hrs continuous operation.
 An axe with a short insulated handle.
 A strong fire proof life line (36 mts each min 2 nos.)
 A belt for carrying the ancillary equipment.
 The breathing apparatus should consist of either a self contained apparatus of
approved type or a smoke helmet or smoke mask, supplied with air pump a length of
flexible hose exceeding 36 mts sufficient to reach from the open deck to any part of
the holds or machinery spaces. The self contained apparatus should consist of a face
mask attached by a flexible hose to one of two cylinders containing air and supported
on a frame and harness. The capacity of the apparatus should not be less than 1200
liters to give a nominal functioning time of 30 minutes

Fire Blankets
 Another method by which fire may be extinguished is be blanketing, for dealing with
fire in small utensils, such as those containing cooking fats.
 The best method is to smother the fire with an asbestos blanket, or similar material,
such as a door mat which has been wetted first.
 Fire blankets are generally located near galley.

FIRE FIGHTING METHODS

FIND this means, be fire conscious, do not assume when you smell burning that the cook has
burnt the sausages again.
INFORM raise the alarm, if possible send someone else to raise the alarm and tackle the fire
yourself. Have one go with a fire extinguisher and if you are not being successful close door
on it before the flames drive you back and you are not able to.

RESTRICT by this time the ship’s main fire parties should be organized and their first aim
should to restrict the fire and contain it within one particular zone. Remember that a ship fire,
especially an accommodation fire, has potentially got six sides and must be contained from
above and below as well as all four sides.
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EXTINGUISH – only when the fire is contained do you attempt to extinguish otherwise the fire
may simply migrate from one part of the ship to another.
Before an entry is made, Boundary Cooling will effectively reduce the temperature inside and
skillful venting may allow the firefighters to enter on a stream of cool air.

Never let the fire come between you and your avenue of escape.
Knowledge of Fire Fighting Arrangements
All personnel are required to familiarize themselves and have good knowledge of fire
fighting and life saving appliances, during the drills held onboard. The training given below
should take place in spaces which provides truly realistic training conditions and whenever
possible and practical should also be carried out in darkness as well as by daylight and should
allow the trainees to acquire the ability to:
1. Use various types of possible fire extinguishers
2. Use self-contained breathing apparatus
3. Extinguish smaller fire e.g. electrical fires, oil fires and propane fires
4. Extinguish extensive fires with water
5. Extinguish fire with foam, powder and water etc.
6. Enter and pass through, with life line but without breathing apparatus, a compartment
into which high expansion foam has been injected.
7. Fight-fire in smoke filled enclosed spaces wearing self-contained breathing apparatus.
8. Extinguish fire with water fog, or any other suitable fire-fighting agent in an
accommodation room or simulated engine room with fire and heavy smoke.
9. Extinguish an oil fire with fog applicator and spray nozzles; dry chemical powder or
foam applicators;
[Link] a rescue in a smoke-filled space wearing breathing apparatus.

Fire alarms and First Actions

The following are a few general principles and check points to be thought of during the
fighting of a major ship fire, most of these are points which have been forgotten at some
time or other in previous incidents:
Reduce speed and maneuver the vessel to let the wind assist the firefighters, slowing down
reduce the air pressure within the ship and it may be beneficial to steam slowly down wind.
Putting the wind abeam gives firefighters a clear deck to work when fighting a fire in an open
hatch.
Stability must be thought about and corrective measures taken early in a fire, before the
stability condition becomes critical. Remember that filling a double- bottom may reduce
stability owing to free surface effect. Stability information will be needed and in some
companies this is kept up to date in a file wallet containing other information which would be
useful in planning the fire fighting. Water low down in the vessel will reduce reserve
buoyancy, water on one side will produce list, water high up will reduce stability and
combined with free surface may produce an angle of lol. This problem may be encountered

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on a tween-deck vessel as well as passenger ship, if the ship can be taken closer ashore so
that the keel is within a distance from the sea-bed equal to one ninth of the breath of the
ship then she may be considered safe from capsize.
A correct position must be plotted for transmission in urgency or distress.
Recording control and coordination of all activities and the communication of this information
to the officer in charge at the fire-zone.
Constantly trying to think of anything that has been forgotten by those fully involved at the
centre of the incident.
Muster : All crew and passengers to be accounted for, if not then obtain intelligence as to
where missing persons were last seen.

Fire Fighting Procedures :

At the first zone, there should be one officer in charge who should not himself become
involved in the fire-fighting but should move all around the fire zone co- coordinating all
activities on all sides of the fire and maintaining communication with the control center.

i. Search and Rescue: C.A.B.A is best used for this as the wearer has more mobility than
a smoke bellows wearer. The results of the muster and interrogation will guide as to
where to direct searchers. Good drills will pay off it you can send in a crew member
who lives or works in the area where missing persons are presumed to be, and is a
trained B.A wearer.
ii. Boundary Cooling: Men sent into an enclosed apace to fight a fire are being asked
virtually to enter a steel oven and cooling of the outside will greatly improve conditions
inside, as well as preventing the spread of fire by conduction. Water on the outside of a

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compartment on fire, will not adversely affect stability.

iii. Location: If the location of the fire is not precisely known, as may happen in the
accommodation where the smoke from a single burning mattress cause complete
smoke logging, the following may be the methods to use to locate the fire.
 Interrogation of the crew
 Looking for hot spot outside.
 Thorough search wearing breathing apparatus.
iv. Venting: Initially all venting should be closed down, if the engine room is not directly
involved in the fire then take care to see that smoke is not drawn into the engine room
causing an early abandonment. Never ventilate a space in which unloaded fires are
burning. At the moment of close approach to a fire the situation may be made more
comfortable for the firefighters by making an opening high in the space, to vent out
heat and smoke, shortly before making the opening the firefighters will use.
v. Stability: At the fire zone, stability may be protected by guiding water into spaces
from which it may be pumped, by the use of shut-off nozzles and controlling the
amount of water used generally. This will be necessary also to conserve water pressure
especially when relying on emergency water supplies. Not many merchant vessels
carry portable pumps which may be used to get rid of surplus water but one
resourceful chief officer may have saved a passenger ship by using three fathom
lengths of wash-down hose to siphon water out of cabin portholes
Tips to the fire fighter:
1. A breathing apparatus will allow you to breathe in an atmosphere deficient of oxygen;
it does not make your fireproof and you must still stay low in heat and smoke, where
you may also find the best visibility.
2. Watch out for flash-over when opening an enclosed space, preferably use the kick out
panel at the bottom of the door and direct the hose upwards in sweeping movement to
cool down the whole space.
3. Remember that a spray will have a greater cooling effect than A JET and will be less
likely to distort a hot metal surface. Do not spend too much time spraying water into
smoke but advance slowly and deliberately and watch out for scalding effects of steam.
4. The moment of hitting a fire may be the worst as steam will drive towards the
entrance; keep low and press home the advantage, as conditions will the improve.
5. When searching in smoke remember, shuffle, and do not walk. Missing persons are
most probably collapsed behind the door or at the bottom of a ladder, go around the
perimeter of the space right or left handed then make a couple of traverses. Feel
with the back of your hand, otherwise if you touch electric cable with the insulation
burned off, and then you may grip it involuntarily. As you move forward move one
hand up and down in front of your face.

Fires of Ships in port

When a fire occurs on boar5d ships in port, the fire brigade must be called immediately no
manner how small the outbreak. They will wish to be at the gangway, with liaison by a

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responsible officer who can act as a guide and provide as much as possible of the following
information.
 Whereabouts of fire
 Means of access
 Details of cargo together with stowage plan
 Ventilation arrangements
 Stability data
 Any persons missing
 What fire fighting steps have been taken?
 Condition of ship’s services
 Details if fixed installation, fire and general arrangements
On a large ship, the brigade may need several members of the crew to act as guides,
contrary that is certain is that advice on matters relating to fire and fire prevention is always
freely available to ship’s officers on application to the Chief Fire Officer or Fire master of
any Lo0cal Authority Fire Brigade.

FIRE FIGHTING SYSTEMS FOR SMALL AND EXTENSIVE FIRE

A fire can be extinguished effectively if the most appropriate medium available is correctly
and effectively applied at that point where the combustion is occurring. Practically, all fires
start as small ones at first and can be extinguished if detected in time using the proper
type and amount of extinguishing media promptly. On board ships, portable and fixed
extinguishing appliances are placed in regions where their requirement is commonly
anticipated. Fixed appliances are provided to fight large fires

[Link] REQUIREMENTS OF FIXED FIRE FIGHTING SYSTEM

 The use of any fire fighting medium, which, either by itself or under expected
conditions of use gives off gases in such quantities that endangers persons, shall not
be permitted
 The quantity of extinguishing media available should be such that the same is sufficient
for the largest compartment protected by it.
 Pipelines conveying the fire extinguishing media into protected spaces shall be
provided with control valves clearly marked to indicate the spaces to which they are
led.
 The piping shall be arranged and the discharge nozzles so positioned that a uniform
distribution of medium is obtained.
 All openings in the protected spaces, which may admit air or allow gas to escape,
shall be provided with closing arrangements.
 Means shall be provided for automatic audible warming of release of fire extinguishing
media to allow personnel to vacate the space. The alarm shall operate for a suitable
time before medium is released.

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 The operating control for release of fire extinguishing media shall be readily accessible
and simple to operate.
 Automatic release of fire extinguishing media shall not be permitted.
 The order to release the fire fighting media shall be given by the Master of the Vessel
or by a senior officer authorized by him.

Typical Fire Fighting Systems and equipment:

 Carbon dioxide systems
 Sprinklers (wet and dry risers)
 Foam (low expansion)
 Foam (High expansion)
 Fire Mains, Hydrants
 International Shore Connection
 Emergency Generators, Emergency Fire Pump
 Pressure Water spray in special category spaces
 Bulk Dry Chemical Powder (DCP) applicants.

Smothering Effect Systems

CARBON DIOXIDE SYSTEM
Carbon dioxide is a colourless gas and is one and half times heavier than air. Carbon
dioxide gas is not toxic, but if inhaled in heavy concentration, it will suffocate. The critical
temperature of CO2 is 31.350C. If the liquid is heated above this temperature, it will pass
into gaseous stage without any change in volume. It is therefore important that CO2 is
maintained in liquid form prior to use as an extinguishing agent. At normal temperature and
pressure the expansion ration of CO2 from liquid to gas is 450 litres and one kilogram of
liquefied CO2 will produce 0.56 cubic meter of gas.
A typical fixed CO2 system employs a battery of solid-drawn steel cylinders to contain
liquefied gas in 30 or 45 kg sizes, at pressures ranging between 50 and 60 kgf/cm2 at 150C
(600F). Pipes of at least 20 mm solid drawn galvanized steel lead the gas from the cylinders
to the Engine Room or Cargo holds, where they terminate in gas discharge nozzles.
CO2 extinguishes fire by reducing the oxygen content in the atmosphere to a point where it
will not support combustion. Reducing oxygen content from normal 21% in air to 15% will
extinguish most of the fires, for some materials, it must be reduced further.
Fires, Which can be extinguished or controlled by CO2 total flooding method, may be
divided into two categories, namely;
 Surface fires involving flammable liquids, gases and solids

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 Deep seated fires involving solids subjects which smoulder.

WHEN CO2 ALARM SOUNDS:

 Evacuate the engine room and call the roll to account for all personnel.
 Close all doors, ventilators, funnel flaps etc.
 Shut down oil fuel supplies at the emergency control points.
 Operate the CO2 system
 Start the Emergency Fire Pump and If necessary spray water on to heated areas of the
casing to achieve boundary cooling.
 Keep the space tightly closed and leave for a minimum of one hour, preferably two or
three hours before carrying out inspections. Entry should be made at the lowest
possible level by engineers wearing Breathing apparatus. They should take with them a
charged hose fitted with a spray nozzle. Any smouldering fire should be extinguished.
The door through which entry was made should be left open only to admit the hose
line.
 When it is certain that the fire is completely extinguished, open all the ventilation in
order to remove the smoke and COI2 gas. Ensure that there is no gas left in the space

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before men enter without wearing breathing apparatus.

FOAM SMOTHERING SYSTEMS

Foam installations rely on the interaction of two chemicals usually aluminum sulphate and a
solution of sodium bicarbonate to which is added a stabilizer. Chemical has now been almost
entirely superseded by mechanical foam.
Mechanical foam, also known as aqueous Film Forming Foam (FFF), consists of a single
solution, which can be introduced into the water steam, aerated at the branch pipe, and
thrown as stable form on the area of the fire. The foam-making compound is liquid and is
easily stored in cans or drums.
A. LOW EXPANSION FOAM SYSTEM
In the machinery space where a low expansion system is fitted, the system shall be capable
of discharging through fixed discharge outlets in not more than 5 minutes, a quantity of
foam sufficient to cover a depth of 150mm, in the largest single area over which oil fuel is
liable to spread. In the case of Deck foam system for Tankers, the system shall be capable of
supplying not less than 1250 litres per minute.
The expansion ration of the foam shall not exceed 1:12 Mechanical foam is formed by mixing
foam making liquid with water in the ration of about 3 to 5 percent and by violent agitation
in the presence of air to create air bubbles in a tough skin of foam. There are two methods
for providing the necessary pressures required for the production at the pump delivery.
 The ship’s pumps giving about 5 bar pressure at the pump delivery.
 A pressurized water tank with a separate compound tank system, with CO2 cylinders
supplying the motive power. The water supply for foam making must be connected to
the emergency fire pump.
There are different types of mechanical systems: common ones are pressurized systems,
either self-contained or pressurized from ship’s pumps or pre-foam system. In the self-
contained pressurized type, two tanks are used containing fresh water and foam making
liquid respectively. The fresh water is ejected by release of carbon dioxide or Nitrogen from
storage bottles and in its passage across an induction fitting, draws the required proportion of
foam-making compound from the second tank. The mixture then flows along pipes t5o
machinery and boiler spaces.

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Passes through nozzles in special foam making fittings where it is agitated and entrains the
air necessary for the formation of foam.

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In the fire pump pressurized system, the foam making liquid stored in the tank has a
connection with a large bore water main. When the water supply, which must have a
connection to emergency fire pump, is pressurized, the foam making liquid is induced into the
system by the reduction in pressure resulting from the water flowing through the venture.
This mixture is carried along to a foam-making fitting and foam generated is distributed from
open ended pipes. With this system, it is possible to use a hand foam distributer by attaching
a hose and a special foam- making nozzle into the main distribution line.

In the pre-mix foam pressure type, the foam compound and water are mixed in solution and
stored in a tank. The tank is pressurized by carbon dioxide cylinders and the solution passes
to foam making spreaders in the machinery and boiler spaces.

A prior problem associated with the use of low expansion foam as a firefighting system in
machinery spaces is that it is most effective only in the horizontal plane and is least effective
on most dangerous fires involving burst fuel lines higher up in the space. Another problem is
that the system is difficult to test so that there is little guarantee that the installation will
function when required.
B. HIGH EXPANSION FOAM SYSTEM
High expansion foam in machinery spaces shall be capable of rapidly discharging through
fixed discharge outlets a quantity of foam sufficient to fill the largest space to be protected at
the rate of at least one meter in depth per minute. The quantity of foam making compound
available shall be sufficient to produce a volume of foam equal to five times the volume of the
largest space protected. High expansion foam has an expansion ratio of 1:1000.

A special foam generator for producing high expansion foam. It consists generally of a power
driven fan, a net or gauze, an external shutter, a supply of high expansion foam compound
and a means to spray the water or foam solution evenly over the net. The operation of the
generator is: - Foam solution is uniformly sprayed over the net and is blown through it. On
opening the external shutter, foam of uniform size and having an expansion ratio of 1:1000 is
produced and ducted away to protected space.

The foam is tough and persistent and is an excellent insulator and absorber of heat. On such
foam reaching the fire, unit volume of water in the foam is turned into approximately 1700
volumes of steam, the resulting atmosphere now contains only about seven and a half per
cent of oxygen by volume, far less than the percentage required to sustain burning. At the
same high expansion foam is quite effective in some circumstances, but suffers from serious
disadvantages:
 For large engine rooms, generator with massive output is required and thus involves
construction of large ducts.
 Owing to build up of back pressure, in practice, it is impossible to completely fill a
given space so that fire can be burning above level.
 It is difficult and more obscuring to escape from a compartment which is filled foam

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 Once the space has been filled with foam, it will be difficult and time consuming to
clean up the space.
COOLING EFFECT SYSTEM
SPRINKLER SYSTEM
A sprinkler system consists of series of water pipes, either under pressure or connected to a
quick-acting pump, attached to which, at pre-determined intervals, are heads which open
automatically when subjected to the heat to fire. Sprinklers are fixed devices for distributing
water upon a fire in sufficient quantity either to extinguish it completely or to prevent its
spread in the event that the original fire is out of range of or a type that cannot be completely
extinguished by water discharged from sprinklers.

Automatic sprinkler give warning of the existence of fire and at the same time applies water
to the burning areas. The system incorporates two
types of sprinkler heads, each one serving different
application:
 Sprinkler head with quartzoid bulb which contains
a special fluid.
 Sprinkler head without bulb and incorporate a
fusible link called quick response heads.
Sprinkler heads with bulb are used in passenger vessels
to protect accommodation and services spaces, where it
serves the purpose of detection, alarm and extinction.
This system has a number of sprinkler heads. The heads
are supplied with water under constant pressure and
are arranged in such a way that each space requiring protection is adequately covered. Each

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head has a glass or quartzoid bulb, which retains a diaphragm seal in the outlet of the water
pipe. The bulb is partly filled with a special liquid, which expands and fills the bulb, eventually
bursting when there is a rise in temperature of 690C in the compartments. The constant
water pressure being maintained in the pipe forces the diaphragm out and water flows the
sprinkler.
The constant pressure is maintained in the pipelines by maintaining a pressure of 3.5 tp 8.3
bars in the reservoir tank. When the pressure drops in the line in the event of a fire, the
pump starts automatically supplying seawater in the line. In order to prevent corrosion and
wear and tear of moving parts, the system is charged with fresh water. Hence after seawater
is pumped through the system, the system has to be thoroughly flushed and recharged.

Sprinkler heads without bulbs are used in the machinery spaces of certain cargo ships and
Passenger ships and are fitted with fixed pressure spraying system. This system provides
water at stipulated rates through sprinkler or nozzle outlets, but the fire has to be detected
by other means. The water from the system is capable of being sprayed on tank tops and
other areas over which oil may have spread. Each of these areas, controlled by a valve, is
filled with fresh water and maintained at constant pressure. When the control valve in any
section is opened and the line pressure drops the pump cuts in automatically. N air vessel in
the system prevents the pump cutting in due to minor drop in pressure.

The water application rates are similar as for sprinkler system – coverage being entire and at
5.0 litres per sq. mtr per minute reduced to 3.5 litres per sq. mtr per minute.

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Action in case of Fire (On hearing the sprinkler system)

 Sound the general alarm to summon the crew.
 Check the location of fire, which will be shown on the Bridge or fire control station.
 One man to stand by at the main valve of the installation.
 Ascertain the extent of fire.
 If the fire is big and fear of the electrical cables being burnt, a step for opening of
control valve isolate power supply.
 Lay out a line of hose and bring portable extinguishers to the scene.
 When it is certain that the fire is extinguished, shut off the main stop valve and the
alarm connection plug cock. Open the drain and test valves fully.
 Examine the fire area and ensure there is no fire burning behind paneling, under bunks
etc.

Action after Fire:

Immediate action must be taken to put the system back into working order after the fire.
 Any sprinkler head, which have been actuated by the fire, must be replaced.
 Close the drain and test valves and open the main stop valve slightly, allowing water to
fill the pipes slowly. When the two pressure gauges show the same reading, valve can
be fully opened and locked in that position.
 All salt water must be completely drained from the system, by flushing with fresh
water.
 The pressure tank must now be filled and the whole installation charged with fresh
water. The tank should be brought to correct level and air pressure.

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14. BREATHING APPARATUS

Among the many essential requirements for good firefighting, one of the more important, in
order to successfully extinguish a fire with the minimum of damage, is, whenever humanly
possible, to approach and locate the seat of the outbreak of fire. Fires may be of such nature
that the products of combustion displace the oxygen content, or poisonous or irritant
vapours are evolved. Such conditions are often a feature of ship fires, which make the
wearing of some form of Breathing Apparatus essential. Two Main Categories;
1. Atmospheric i.e. depends on atmosphere for air supply.
2. Self-contained i.e. carries independent air supply.
Atmospheric Types: Antipoys
a. Antipoys 1. Respirator type face piece.
b. Smoke Helmets or Masks valves. 2. Inhaling and exhaling
c. Masks or Respirator for industrial gases. 3. Equaliser tube – acts as reservoir
4. Strainer on air supply tubing must
Smoke Helmets and Masks:
1.60’ Lengths of hoses reinforced be in fresh air. With the supply in fresh air
2. Bellows or compressor to supply fresh air. 5. Air supply depends on wearers
3.130 feet wire hearted life line. Lung movements.
Advantages of Antipoys and Smoke Helmets and Masks
1. No time limit
2. Cooler in use.
3. Little knowledge required to train personnel.
4. Care and maintenance easy.
5. Testing simple.
6. Mask is at positive pressure provided pumping rate material.
Disadvantages of Antipoys and Smoke Helmets and Masks
1. All intakes must be carefully watched (smoke / fumes)
2. Two men or more required.
3. Tubing heavy, Difficulty in laying hose lines.
4. Air Supply line may be damaged or trapped.
5. Reduced pressure by partial vacuum in antipoys.
6. Limited by distance.

Industrial Masks and Service Respirators

All these types are dependent on there being sufficient oxygen present. Should only be used
in specific toxic atmospheres. Useless in smoke – filled atmosphere
Hints for Care and Maintenance:
1. Washers – Check for position and for signs of perishing.
2. Storage – clean, dry and ventilated
3. If wet after use – dry out naturally.

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4. Protection of coupling threads.

Self-Contained Types
Compressed air cylinders
Grey-black and white shoulders
For marine work, the Department of Trade and Industry demands that all compressed air
sets must have a low cylinder audible warning device fitted.
Full notice should be taken of the recommendations in the Makers handbook.
Siebel Gorman “airmaster”
 Compressed air Industrial Type set.
 Open circuit exhaling to atmosphere.
 Single cylinder
 Contains [Link]. air (1240 liters)
 Charged to 132 atmospheres (full) 1980 [Link].
Valves Hand Operated
 Main valve
 By-pass valve
Valves Automatic
1. Reducing Valves – control flow of high pressure air to 80p.s. i
2. Demand valves – allows air flow to facemask on inhalation phase only.
3. Inhalation valve
4. Exhalation valve.
Method of operation
A face piece, fitted with Demand Valve, Partial vacuum on inhaling causes movement of
diaphragm to depress lever, air at 80pst. Lifts the valve which
allows air to pass to wearer. A small spring ensures return of lever.
Time Factor
According to manufacturer;
1. Moderate work – 60 minutes
2. Hard work – 26 minutes
3. However, the consumption of air varies from person to person depending upon his
intake.
Note: The drop in time factor; remember that all fire fighting is hard work. Testing
1. Ensure by-pass valve fully
2. Open main valve fully
3. Take gauge reading
4. Hold face piece to face, inhale and deeply to ensure lung demand valve, exhaling and
inhaling valves are functioning correctly.
5. Turn off main valve, Gauge reading should remain constant.
6. Release pressure and check for low flow/pressure alarm operation.
7. Treat visor with anti-mist.
Instructions for use:
Proceed as laid down above, and then on the apparatus, adjust the shoulder straps so that

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the set is comfortable to wear. Place the looped strap of the face piece over the head. Open
the main valve fully. Put the face piece on chin first then tighten from bottom straps upwards
and test for air
Tightness by turning off main valve momentarily inhaling, the face piece should now
collapse to face. If all is correct, work may be carried out until the pressure reading or whistle
sounding indicators it is time to return to fresh air. Read the gauge at regular intervals.
Careful note must be taken of the time used to reach the objective and ample time allowed
to return to a safe atmosphere.

If any difficulty in breathing is experienced, or smoke or gas enters the mask, or fault in the
set develops, return to fresh air immediately. The by-pass is for emergency use only, it
should normally be kept closed, but should difficulty in breathing be experienced then open
the by-pass so gently so that it gives sufficient air for comfortable breathing. Remember that
when the by-pass is open a continuous flow of air provided resulting in wastage of air.
Therefore the valve should be opened no wider than is necessary.

N.B. Breathing Apparatus is designed to protect Respiratory Organs in spaces depleted of

oxygen in the air. The wearer feels hot or humid wearing a Breathing apparatus than without
it. The techniques of firefighting must always apply; take advantage of the cooler air at lower
levels, where dangers and obstacles, the location of a fire, and persons to be rescued are
more quickly detected. Frequent drills should be carried out to familiarize personnel with their
particular type of breathing Apparatus, thus instilling confidence in a person to perform
efficiently under emergency conditions.

Note: Cylinders may be found on later types with larger capacity e.g.3000psi. This will be
printed on cylinder in Black. Figures on Yellow background and indelibly stamped on cylinder
neck.

The Siebe-Gorman (Marine) International set (C.A.B.A) Mk2

The International is a versatile twin cylinder, two stage Breathing apparatus with each
cylinders charged to a pressure of 2840 P.S.I (200 kg/cm Sq). Both cylinders are attached
with hand wheel

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connections to a centrally placed reducing valve, which is set at a pressure of 80psi. &
incorporating a by-pass valve, auxiliary air line adaptor, pressure gauge takes off point and a
low level cylinder warning device (whistle). The second stage demand valve is located on the
front of Vistarama full face mask and is linked to the reducing valve by a low pressure air
hose.
An aluminium alloy back plate holds both cylinders with one centrally secured retaining strap,
and is supported on the back of the wearer by a Terylene harness. A short hemp covered
wire lanyard is attached to the back plate in a D ring to facilitate the attachment of a safety
or lifting line.

The International Marine is supplied on board ships with four spare cylinders, a test gauge,
and 120 feet (37m) of hemp covered wire life line complete in a steel chest mounted on the
bulk head.
Note on cylinders
Capacity: 800 Litters each 1600 Total (Normal)
Working Pressure: 200aA.T.M (approx.) 2840psi or 200kg/cm sq. Duration: Hard Work – 40
Minutes
Medium Work: 60 Minutes
Normal air a 100 Marine C.A.B.A
The set consists of a cylinder mounted on a formed plastic back plate secured by two quick
release cylinder straps and supported on the wearer’s back by a harness and belt. Moulded
rubber face mask is secured over the face by a rubber head harness and incorporate a speech
transmitter, expiratory valve and an acrylic visor.
The high pressure air in the cylinder is supplied to the demand regulator and to a pressure

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gauge by two reinforced flexible rubber hoses. A cylinder valve within easy reach of the
wearer is the only valve that has to be manually operated before using the set. This valve
must be operated to supply air to the demand regulator and gauge. A whistle warning
device is fitted to the back plate and teed into the high pressure manifold.

Note on cylinders
Capacity 1200 litre 1800 litre or 2240 litre
Working Pressure 200 A.T.M 200 A.T.M 200 A.T.M
Duration 20 Minutes 30 Minutes 37 Minutes
Hard Work Duration 30 Minutes 40 Minutes 36 Minutes
Medium Work
One of the usual objections to open circuit B. is that the large cylinder, necessary to give
reasonable endurance, obstructs the passage of the wearer through narrow openings.
However, if the 1200 Litre 3000 psi cylinder is fitted as it is only 5 inches diameter,
reasonably small openings can be negotiated.
The manufacturers state that the Normaliar C.A.B.A. set can be used under water at no
greater depth than 15 feet by inexperienced under water operations. A strong life line must
be used. When surfacing breath normally, do not hold your breath.

There have been fatal accidents through inexperienced users attempting to use
C.A.B.A as an aqualung.
Emergency Escape Breathing Apparatus (EEBD)
All existing ships must have these fitted not latter than the date of the first survey after 1st
July 2002 as follows:-
 All ships shall carry at least two emergency escape breathing devices within
accommodation spaces.
 In passenger ships, at least two emergency escape breathing devices shall be carried
in each main vertical zone; in passenger ships carrying more than 36 passengers, two
emergency escape breathing devices, in addition to those required above, shall be
carried in each main vertical zone. (Regulations [Link] to [Link] – certain
exemptions apply – see regulation [Link]).
 On all ships, the machinery spaces, emergency escape breathing devices shall be
situated ready for use at easily visible places, which can be reached quickly and easily
at any time in the event of fire. The location of emergency escape breathing devices
must take into account the layout of the machinery space and the number of persons
normally working in the spaces.
 The number and location of EEBD’s must be indicated in the fire control plan and they
must comply with the Fire Safety Code (regulation 13.4.3, which refers to the
Guidelines for the performance, location, use and care of emergency escape breathing
device(MSC/Circ.849).)
Respiration:
 In normal respiration inhalation takes place about 15-24 times a minute, this may
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however be increased to as much as 30-40 times a minute if a person is working hard,

is excited or afraid, or in ill-health.
 In the lungs oxygen is absorbed by the red blood corpuscles. The heart then circulates
the blood to the muscles and the brain, where the oxygen is used to oxidize the food
also carried there by the blood stream. The energy thus released is used to work and
think, and the products of the oxidation, H2O and CO2 are carried away by the
bloodstream. The concentration of CO2 in the lungs stimulates the next inhalation.

Carbon Monoxide Poisoning

 Carbon monoxide (CO) has no smell, is colourless, it is heavier than air and is
flammable. There is a greater affinity for carbon monoxide to be carried by the
Hemoglobin in blood over oxygen, thus resulting in its exclusion. Oxygen can no longer
be carried to the brain, four minutes without oxygen and brain cells begin to die.

Symptoms and Signs

1. There are no characteristic symptoms or signs; in particular breathlessness does not
occur but leads to loss of consciousness. It is the circumstances in which the patient is
found that usually leads to the suspicion of poisoning.
2. The exposure limits are difficult to define because they vary with the concentration of
CO in the air and the duration of [Link], 0.01 % can be breathed for 8 hours

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safely. 1 % CO Produces 50 % saturation of Haemoglobin in 15 minutes and about 80

% saturation in 20-25 minutes. 1.5 % causes death within minutes. The effects depend
upon the degree of saturation of HB with CO: 40% saturation – confusion and in co-
ordination 60% saturation – unconsciousness 60 – 80% - death To give some guide
to the sort of concentration, which might occur, exhaust from petrol engines usually
contains about 7% CO.
First Aid Measures
i. Immediate removal to fresh air.
ii. If not unconscious
a. keep at rest for 4 hours.
b. Oxygen is not necessary, but if available would speed recovery
iii. If unconscious and breathing adequately give preferably 95% O2 + 5% CO2 or 100%
O2 for 2-3 hours. If breathing is inadequate, artificial ventilation must be given without
delay preferably using 100% O2 and a ventilator. If mouth to mouth breathing has to
be employed, and O2 is available, the resuscitator should try and fill his own lungs
with oxygen while carrying out the manoeuvres.
iv. Removal to a pressure chamber for oxygen therapy at up to 2 atmospheres pressure
may benefit the severely asphyxiated patient.

Resuscitation
Resuscitation is the process by which a person who is suffering from oxygen starvation is
aided, either manually or with the aid of specific apparatus. However, one that is most
effective and easy to administer with very little training is the Mouth to Mouth (or mouth to
nose) Method.
The vital needs are:
Air: An open airway to allow the air to reach the lungs Prompt ventilation of the lungs. An
adequate circulation so that oxygen from the air can get to the tissues, in which case it may
be necessary to give external cardiac compression.
Success depends upon immediate and swift action. Every second counts.
Method:
1. Lay patient on his back and support the nape of the patient’s neck and press the top of
his head backwards.
2. Press the angle of the jaw forward from behind. (These maneuvers extend the head on
the neck and lift the tongue of the airway.
3. Open your mouth wide and take a good breath.
4. Pinch the patient’s nostrils together with your fingers.
5. Seal your lips around his mouth.
6. Blow into his lungs until they are filled.
7. Remove your mouth
8. Watch the chest movement.
9. Repeat.
If after 10/12 breaths there are no change in condition of patient, i.e. lips and fingernails

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remain blue and pupils dilated, feel for carotid pulse (situated in the neck above and behind
the Larynx). If no pulse is felt, start external cardiac compression while continuing ventilate
the lungs, in ratio of one inflation of the lungs to six to eight compressions of the sternum.
External Cardiac Compression Method
1. Take up position at the side of the patient.
2. Locate the lower half of the breast bone.
3. Place the heel of your hand on this part of the bone, keeping the palm and fingers off
the chest.
4. Cover this hand with the other hand.
5. With straight arms rock forward and press down on the lower half of the sternum.
6. Maintain until normal pulse beat is obtained or muscles becomes stiff (Riger Mortis)
occurs. The pressure in all cases should be firm and controlled Erratic or violent is
dangerous. In children use lighter pressure. If two First Aiders are available, one
should undertake the inflation of the lungs, while the other carries out external
cardiac compression.

[Link] OF BREATHING APPARATUS FOR EFFECTING RESCUES

 Many fire fighting situations may require the use of some form of breathing
apparatus. The use of such equipment will ensure a supply of oxygen to the
wearer so that he can perform his particular tasks in safety.
 A self-contained breathing apparatus (SCBA), sometimes referred to as a
compressed air breathing apparatus (CABA) or simply breathing apparatus
(BA), is a device worn by rescue workers, firefighters, and others to provide
breathable air in an immediately dangerous to life or health atmosphere
 It has allowed firefighters to be more effective while providing a high level of
respiratory protection.
 Out of everything that we wear, the SCBA provides the highest level of
protection. The human body has many systems that work together to keep us
functioning and living.
 The respiratory system is both the biggest system and the easiest to
compromise. One quick breath can make the difference between life and death.
What we inhale affects the whole body.
 We cannot always see the contaminants that are present within the
environment that will harm us. This is why we must always wear an SCBA

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whenever we are in any kind of immediately dangerous to life and health

environment.

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