CHITKARA UNIVERSITY SCHOOL OF

MARITIME STUDIES

Basic Safety Training

Fire Prevention & Fire Fighting

Course Handout

Chandigarh-Patiala National Highway, Punjab 140401.

Ph: +91 8288088578
Web: www.chitkara.edu.in
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FPFF COURSE OUTLINE

Hours
Topic
Demonstration
Lecture Video
& Practical

1. Introduction, safety and principles 0.75

2. Theory of Fire
ü Conditions for Fires

ü Properties of flammable materials 0.5

1.00
ü Fire hazard and spread of fire

ü Classification of fires & appropriate extinguishing agents

3. Fire prevention
ü Fire prevention principles

ü Ship construction arrangements 1.50

ü Safe practices

4. Fire detection system and alarms

ü Fire and smoke detection systems 0.75
ü Automatic fire alarm.

5. Fixed Fire-extinguishing systems

ü General
ü Smothering effect systems: carbon dioxide (CO2), foams

ü Inhibitor effect systems: Powders

1.75
ü Cooling effect systems: Sprinkler, pressure spray
ü Emergency fire pump (cargo ships)

ü Chemical powder applicant

6. Fire-fighting Equipment
ü Fire hoses and nozzles

ü Mobile apparatus

ü Portable fire extinguishers 1.00 1.50

ü Fireman's outfit

ü Breathing apparatus
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ü Resuscitation apparatus

ü Fire blankets

7. Ship Fire-Fighting Organization

ü General Emergency Alarms
ü Fire Control Plan & Muster List

ü Communication 0.75
ü Personal safety procedures

ü Periodic shipboard drills

ü Patrol systems

8. Firefighting methods
ü Knowledge of fire safety arrangements
0.75 1.00
ü Fire alarms and fire actions

ü Fire fighting

9. Fire fighting 0.75

10. Firefighting drills

ü Small fires
ü Extensive fires
4.50
ü Drills in smoke filled spaces
ü Drills on Firefighting Operation on Oil & Chemical Tankers.
ü Drills on Fire Fighting Operation on Liquefied Gas Tanker.

11. Review and final assessments 1.50

Sub Totals 10.50 6.00 1.50

Total 18.00
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1. Introduction

International Fire Safety Systems (FSS) Code. Some of the original technical provisions were
transferred from the Convention to the International Fire Safety Systems (FSS) Code, and many others
are spelled out in greater detail in the Code. The purpose of the FSS Code is therefore to provide
international standards for fire safety systems required by revised SOLAS chapter II-2, under which it
is made mandatory. The FSS Code consists of 15 chapters, each addressing specific systems and
arrangements.

Objectives
• Understand basic firefighting concepts:
§ R.A.C.E.
§ P.A.S.S.
• Know what to do if you find a fire
• Be able to correctly and safely select and use a
• fire extinguisher

2. Theory of fire
What is Fire?
A combination of three elements (air, fuel and heat) causes fire to take place. This can be easily
understood by looking at the Fire Triangle given below:

If any one of the element is isolated, then fire cannot take place. Fire is classified depending on
the fuel that causes fire. Fire can be easily extinguished if minimum one element is isolated (fuel or
heat or air).
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• Removal of fuel from fire is called Starving

• Removal of heat from fire is called Cooling
• Removal of air from fire is called Smothering

Fire Tetrahedron

To better understand the properties of fire we can

examine extinguishment techniques. The following
image is known to fire fighters as the fire tetrahedron.

It is very similar to the fire triangle with the

does not represent the chemical chain reaction. The
fire tetrahedron is based on the components of
extinguishing a fire. Each component represents a
property of flaming fire; fuel, oxygen, heat, and
chemical chain reaction.
Extinguishment is based upon removing or hindering any one of these properties. The most
common property to be removed is heat.
Heat is commonly eliminated by using water. Water is used because it absorbs heat extremely
well and is cost efficient. During fire operations you may see objects being placed outside a structure.
Though this is commonly referred to as salvage operations, it also acts to remove any fuel from
the fire. Without the objects exposed to heat there can be no flammable gasses given off to burn,
The third property, Oxygen, is usually the hardest to remove. Oxygen removal is accomplished
when a Carbon Dioxide extinguisher is used on a fire. More extreme cases may be to use explosives
on a fire. The explosion will use up the oxygen in the immediate area.
Finally the last property is the chemical chain reaction. This can be considered the reaction of
the reducing agent (fuel) with the oxidizing agent (oxygen). In complete combustion the only chemical
products given off are Carbon Dioxide (CO2) and water (H2O).

Condition of Fire:
Fire comes from a chemical reaction between oxygen in the atmosphere and some sort of fuel (wood
or gasoline for example). Of course, wood and gasoline don't spontaneously catch on fire just because
they're surrounded by oxygen. For the combustion reaction to happen, you have to heat the fuel to its
ignition temperature.
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Properties of Flammable Materials

Back draft - The beginning of a back draft occurs from a fire in a structure being deprived of
necessary oxygen. The fire smoulders giving off unburned carbon particles and other flammable
products. Then, suddenly the smouldering fire is given a sudden influx of oxygen causing combustion
to restart possibly at devastating speeds consistent with an explosion.
Fire Point - The temperature at which a liquid fuel will produce sufficient vapours to support
continuous combustion once ignited.
Flash Over - Flash over occurs due to the heat build up from a fire when the gasses reach their
ignition temperature and flames flash over the entire surface of a room or area.
Flash Point - The minimum temperature at which a liquid fuel gives off sufficient vapours to form
an ignitable mixture with the air near the surface. At this temperature, the ignited vapours will flash
but will not continue to burn.
Ignition Temperature - The minimum temperature to which a fuel in air must be heated to start self
sustained combustion without a separate ignition source.
Boiling Point - is the temperature at which the vapour pressure equals atmospheric pressure, such that
the pressure of the atmosphere can no longer hold the liquid in a liquid state and bubbles begin to form. In
general, a low boiling point indicates a high vapour pressure and, possibly, an increased fire hazard.
Flashpoint - is the minimum temperature at which the vapour concentration near the surface of the liquid
is high enough to form an ignitable mixture. Any liquid with a flashpoint less than 100" F is considered to
be a flammable liquid. Any liquid with a flashpoint between 100°F - 200°F is considered combustible. In
general, the relative hazard of a flammable liquid increases as the flashpoint decreases.
The proportion of vapour to air mixture that is ignitable is referred to as the flammable range, and
is expressed in terms of percentage of vapour in air by volume.
Auto ignition temperature - is the minimum temperature at which a vapour-air mixture will
spontaneously ignite, without the necessity of a spark of flame.
Vapour density is a measure of a vapour's weight when compared to air. Air is assigned a value of 1.
Heavier, or denser, vapours tend to sink to floor level while lighter, less dense vapours tend to rise to
ceiling level.

Fire Hazard & Spread of Fire

Fire that may result in death, injury, or property damage, alert those in a structure to the presence of a
fire in the event one occurs, better enable those threatened by a fire to survive, or to reduce the
damage caused by a fire. Fire safety measures include those that are planned during the construction
of ships or implemented in structures that are already standing, and those that are taught during
regular course of training. Threats to fire safety are referred to as Fire Hazards. A fire hazard may
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include a situation that increases the likelihood a fire may start or may impede escapee in the event a
fire occurs.

Classification of Fire
Class A: Ordinary Combustibles
• Trash
• Wood
• Cloth
• Paper
• Rubber
• Plastics

Class B: Flammable Liquids

• Gasoline
• Oil
• Greaser
• Tar
• Oil-Based Paint
• Lacquer
• Flammable Gases

Class C: Electrical
• Energized
• Electrical
• Equipment

Class D: Combustible Metals

• Magnesium
• Sodium
• Potassium
• Titanium
• Zirconium
• Other Flammable Metals

3. Fire Prevention
If total awareness is created to all personnel on Fire Prevention, then there is no need for
Fire Detection, Fire Fighting etc., Remember the old saying
“Prevention is better than Cure''
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Fire Prevention Principles

Prevention of Class A (General) Fire is by:
• good house Keeping
• taking regular rounds of working premises
• use of fire retardant, fire resistant materials while construction of ships wherever applicable
• keeping working areas under lock & key, when not in use or manned
• denying entry to unauthorized personnel

Prevention of Class B (Oil) Fire is by:

• Proper storage of oil & petrol products
• Properly maintained fuel handling systems
• Properly trained personnel
• Avoiding leakage in the fuel system
• No smoking
• Not using naked lights
• operating fuel systems under supervision

Prevention of Class C (Electrical) Fire is by:

• Properly maintained Electrical equipment
• Ensuring proper electrical insulation
• Avoiding naked wires Using weather proof, explosion proof fittings where necessary
• Properly trained personnel
• Switching off electrical equipments when not in use (lights, fans, air conditioners etc.)
• Avoiding prolonged use or overloading of equipment

Prevention of Class D (Metals) Fire is by:

• Understanding the characteristics of the Metals and accordingly standard operating
procedures must be implemented for the personnel handling these Metals.
• Here is a list of some of the less obvious tips for fire prevention, based on the most common
causes of fires:
• Cooking equipment
• Cooking is the number one cause of home fires,
• Keep appliances clean, and wipe surfaces after spills. Clean stove surfaces and ovens regularly.
• Wear tight-fitting sleeves, or roll them up when cooking
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• Keep flammable objects, including pot holders, dish towels and curtains, at least three feet
away from the stove.
• Wood and coal stoves, fireplaces, chimneys, and all other solid-fuelled heating equipment
needs to be inspected annually by a professional and cleaned accordingly.
• Assure microwaves have enough room to breathe, that all the vents are cleared of obstructions.
• If there is a microwave fire, keep the door closed and unplug the microwave. Make sure to
have the microwave oven serviced before you use it again.
A grease fire occurs when oil or greasy foods are heated and ignite. The simplest way to fight a grease
fire is to carefully side a lid over the pan. 1 urn off the burner, don't move the pan, and keep the lid on
until the pan cools completely. Baking Soda may also be used to suffocate the fire. NEVER PUT
WATER ON A GREASE FIRE. Water causes the grease to splatter and the fire to spread. Also,
NEVER attempt to take a grease fire outdoors. It will be too hot to carry and you will drop it, causing
a major house fire.

Electrical Distribution Equipment

• Wiring, outlets, switches, circuit breakers and other electrical devices are the third leading
cause of home fires and the second leading cause of fire deaths.
• Replace or repair loose or frayed cords on all electrical devices.
• If outlets or switches feel warm, shut off the circuit and have them checked by an electrician.
• Try to avoid extension cords. If you feel an extension cord is necessary, make sure that it is not
frayed or worn. Do not run it under carpet or around doorways.
• Never overload a socket. The use of "octopus" outlets or "power bar", outlet extensions that
accommodate several plugs, is strongly discouraged. Try to limit one high-wattage appliance
into each individual outlet at a time.
• If a circuit breaker trips or a fuse blows frequently, cut down on the number of appliances on that
line. In many older homes, the capacity of the wiring system has not kept pace with today's modern
• appliances and can overload electrical systems. Some overload signals include: dimming lights
when an appliance goes on, fuses blowing frequently or shrinking TV picture.
• Assure there's plenty of air space around home entertainment units such as the TV and stereo to
avoid overheating.
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• Although some fires are caused by electrical system failures and appliance defects, many are
caused by the misuse and poor maintenance of electrical appliances, incorrectly installed
wiring, and overloaded circuits and extension cords.

Smoking
• Smoking is the leading cause of fire deaths.
• Never smoke in bed. Always look under cushions and in trashcans for burning cigarettes before
going to bed. Check carpeting where ashtrays have been used.

More to think about

• Get rid of stored newspaper or other unnecessary materials. Newspapers stored in a damp,
warm place may ignite spontaneously.
• Install smoke detectors on every level of your home and outside of sleeping areas.
• Mount a fire extinguisher in the kitchen, garage and workshop.
• Agree in advance on an escape plan. There should be at least two exits in every room Note:
Half of all fire deaths occur at night, so fire hazard checks and special attention to fire
prevention should occur before going to bed.

Ships Constructional arrangements:

Ships are constructed in stringent standards with STT (Standard fire test). STT is one in which
specimen of the relevant bulkheads or deck is exposed in a test furnace to temperature corresponding
approximately to the standard time temperature curve. The specimen shall have an exposed surface of
not less than 4.65 meter square and height of 2.44 meters resembling as closely as possible to the
intended Construction and including were appropriate at least one joint. The standard time temperature
curve is defined by a smooth curve drawn to through the following temperature points measured above
the initial furnace temperature.
• At the end of first five minutes 556 degrees centigrade
• At the end of first ten minutes 659 degrees centigrade
• At the end of first fifteen minutes 718 degrees centigrade
• At the end of first thirty minutes 825 degrees centigrade
• At the end of first sixty minutes 925 degrees centigrade
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“A” class division

Arc those divisions formed by bulkheads and decks which comply with following:
1. They shall be constructed of steel or equivalent material.
2. They should be suitably stiffened;
3. They shall be constructed so as to be capable of preventing the passage of smoke and flame to
the end of the one hour standard fire test.
4. They shall be insulated with approved non-combustible material such that the average
temperature of the unexposed side will not rise more than 139 degree Celsius, above the
original temperature, nor will the temperature at any one point, rise more than 180 degree
Celsius, above the original temperature within the time listed below:

Class "A - 60'' 60 minutes

1. Class "A-30"30 minutes
2. Class "A-15'' 15 minutes
3. Class "A-0'' 0 minutes.
4. The administration may require a test of a prototype bulkhead or deck to ensure that it needs
the above requirements for integrity and temperature rise.

'B' class division

“B” class division is those divisions formed by bulkheads, decks, ceiling of lining which
comply with following:
They shall be so constructed as to be capable of preventing the passage of flame to the end of the
They shall have an insulation value such that the average temperature of the unexposed side
will not rise more than 139 degree Celsius, above the original temperature, nor will the temperature at
any one point, including any joint, rise more than 225 degree Celsius above the original temperature
within the time lasted below:
1. Class "B-15' 15 minutes
2. Class “3- O'O minutes
They shall be constructed of approved non combustible materials and all materials entering
into the construction and erection of “B” class division shall be non combustible with exception that
combustible veneers may be permitted provided they meet other requirements of this chapter and;
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4.1 INTRODUCTION
An automatic fire alarm and detection system is required to be installed in the cargo,
accommodation and service spaces of certain classes of passenger ships and in the cargo spaces of
ships carrying explosives. such systems are also fitted in the machinery spaces of cargo ships specially
designed br unmanned operation and on the vehicle decks of certain roll-on, roll-off ships depending
on the conditions of carriage of the vehicles. Deliberations at IMCO may well result in a fire alarm
and detection system being included in one method of structural fire protection in cargo ships.
Fire detectors operating on various different principles are currently available and the types
presently found in service on board ship will be included in the following list:
1. heat detectors which operate at a predetermined temperature;
2. heat detectors which operate when the r2 of temperature rise of the surrounding air reaches a set limit;
3. smoke detectors which operate when smoke obscures a beam of light falling on a photoelectric cell;
4. smoke detectors which operate when a beam of light is scattered by smoke and caused to
fall on a photoelectric cell;
5. Combustion products detectors which operate when an electric current flowing through an
ionized atmosphere is changed;
The administration may require a test of prototype division to ensure that it meets the above
requirements for integrity and temperature.

C” class division
"C" class division is division constructed of approved non combustible materials. They need
meet neither requirement relative to the temperature rise. Combustible veneers are permitted provided
they meet certain requirements.
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4. FIRE ALARM AND DETECTION

HEAT DETECTORS

Fixed Temperature Type

Alarm Systems in Bulldogs, although this is 'a specification basically for land use, it is convenient to
accept and use it for marine applications as well.
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 required 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 spring, 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 circuit by the action of melting solder are available; Fig. 10 shows one such type.
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Fig-10, Fire detector-fixed temperature type

Heat detectors incorporating bi-metallic strips are especially useful in such places as boiler
rooms where rapid variations of temperature are likely to be encountered and preclude the use of the
rate-of-rise of pre detection described later. The soldered type of detector is seldom found on board
ship due to various factors which include the impracticability of routine testing and possible effects of
the marine environment on solder.
This type of detector 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.

Fire detector-rate of rise (pneumatic) type.

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Two typical ways of affecting the required result are illustrated. In Fig is a pneumatic type shown in which
an otherwise sealed chamber is fitted with a bleed-off orifice. Means for permanent expansion of the
chamber due to increase in temperature are provided so that when a predetermined limit of movement is.
Reached, an alarm is sounded. Thus, und -r normal diurnal and nocturnal changes of temperature the bleed-
off hole will be able to exhaust and inhale air such that the alarm condition is never reached. Under the
action of rapid heat input under fire conditions however, the air expands faster than it can exhaust through
the Bleed-off orifice, the resulting expansion ultimately sounding the alarm.
Fig below shows a thermal type of detector which works on the bimetallic strip principle. It
consists essentially of two such strips, one insulated from rapid changes of temperature and the other
although enclosed being exposed to such changes. Contacts on the ends of the Strips form part of an
electric circuit. Thus, on slow rise of temperature due to strip normal climatic conditions, the heat
input to both strips is similar and hence the contacts remain apart. On rapid increase in temperature,
the unprotected
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Fire detector-rate of rise (bi-metal strip) type.

Strip responds more quickly than the insulated strip with the result that the contacts meet and the
alarm sounds.

SMOKE DETECTORS

Light Obscuration Type

In this particular type, a beam of light is arranged to fall on a photoelectric cell and if the
atmosphere between the light source and cell is clear, the balance of the electrical circuit is not
disturbed. On smoke passing by convection across the detector however, 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 predetermined level.
As greater sensitivity can be obtained by utilizing what is known as the Tyndall effect,
detectors of the light obscuration type are being gradually superseded by detectors of the light scatter
type described below.
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Light Scatter Type

When a beam of light traverses a transparent medium, e.g. air, its intensity is reduced by
absorption and partly by scattering. The latter arises from some kind of heterogeneity in the medium,
the most obvious ones being due to suspended particles such as smoke, dust or liquid particle: This
light scattering property is often called the Tyndall effect after the physicist 01 the same name who
pioneered the work in this field.

Smoke detector-light scatter type showing principle of operation

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Two diagrammatic arrangements of smoke detectors which utilize this principle are shown at
Figs. As can be seen from an inspection of Fig the beam of light is prevented from illuminating the
photo-electric 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 articles are present in it, the
electrical balance of the detector circuitry remains undisturbed. On smoke entering the detector
however, the light rays are reflected or scattered around the light barrier and reach the photo-electrical
cell, the change in current being used to signal the alarm condition.
Another type is shown where a parallel beam of light is caused to pass through inwardly facing
photo-electric cells. The inside of the chamber is matt black and the cells referred to only receive a
small amount of stray light. The light also falls on an end cell mounted obliquely to the beam and so
angled that balance of the circuit is obtained. On smoke entering the chamber, the intensity of the light
falling on the end cell is decreased and that received by the inwardly facing cells increased by reason
of the deflection of the light beam by smoke particles, the imbalance in the circuit being arranged the
signal the alarm condition.
Disadvantages of detector heads using photo-electrical cells and lamps are obvious, e.g. failure
of the lamp, filament, gradual falling off in performance of the photo-electrical cells, susceptibility of
both to vibration, etc. but modern day circuitry can be arranged that in such an eventuality the
equipment "fails safe" and registers the fault condition in the circuit.
This is particularly important when such a fire detection used in conjunction with a system
which draws air samples from several spaces simultaneously and passes the composite sample through
the single head, as failure of the detector renders the whole system inoperative. The sensitivity of the
detector in this case, of course, must be extremely high as any smoke emanating from anyone
sampling pipe is diluted by the air issuing from the remainder.
Much larger than the ions, the latter are virtually stopped by the collision. A reduction in the ion
flow obviously means a reduction in the voltage across the chamber and hence a change in the voltage at
the common terminal. The latter, as stated, is connected to the trigger electrode of a cold cathode tube, so
arranged that on a predetermined voltage level being reached, the tube "fires" and permits the passage of a
small current sufficient to activate an alarm relay. The alarm will continue to sound until such time as the
electrical power is removed, this permitting the tube to return to its initial state.
The sensitivity of this type of detector can be varied by altering the levels of radiation in the.
Chambers or by altering the voltage necessary to "fire" the cold cathode tube.
Such a detector is most suitable for use in machinery spaces and can be adjusted to a high level
of sensitivity especially when unmanned operation is required and where prompt detection of fire is
imperative. However, this very feature is to some extent a disadvantage as false alarms can occur
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when the sensitivity is too high; too many false alarms produce a lack of confidence in the equipment.
It is, worth while noting here that this of detector does not depend on the combustion products being
visible; it is the number of particles that is important. Thus, a large number of particles although they
may be visible will cause the indicator to go to the alarm condition.
While a smaller number of particles, which may be in the form of smoke, may not necessarily do
so. From a more practical point of view, the presence 01 steam, in the outer chamber will activate this type
of detector and it is important to site them well clear of any steam leak-off, e.g. turbine glands.

COMBUSTION PRODUCTS TYPE DETECTOR

Most of the detectors of this type use two ionized chambers. One of the chambers is open to the
surrounding atmosphere while the other is enclosed. The atmosphere in both chambers is ionized by a
radioactive source, elements such as americium and radium being used. The ionization of the
atmospheres in the two chambers under normal conditions permits a minute current t-flow, caused by
the positive and negative ions, created by the radiation, in opposite directions Fig. The supply voltage
across the two chambers is therefore divided, a common connection being taken from the central point
to a cold cathode tube. On the products of combustion, which may even be too small to be seen by the
naked eye, entering the outer chamber the tendency is for them to collections by collision and as the
"aerosols", as they are known.

Basic detector circuit.

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5 FIXED FIRE EXTINGUISHING SYTEMS

INTRODUCTION
Any crew member may come across a fire in its early stages before the fire alarm system, if fitted,
has operated and by prompt and intelligent action, using the portable or non-portable extinguishers
immediately to hand (depending on where the fire is), he can avert a major conflagration. If the fire is in
the machinery spaces and has gained a stronghold. the use of the larger and more complicated fixed fire
extinguishing system may ultimately be necessary, but in view of the necessity for abandoning and closing
down the affected space, these would only be resorted to on the authority of the master or chief engineer.
Such an operation would generally be carried out under the supervision of one of the more
senior engineer officers, but this is no excuse whatsoever for the junior or uncertified members of the
engineering staff not being familiar with the particular system fitted in their ship. It is also in his best
interests to be equally familiar with the fixed fire extinguishing systems fitted in other parts of the ship
external to the machinery spaces. Descriptions of the various systems available are given below,
reference being made to the types of ship and spaces therein for which they are suitable.

DETECTORS - Flame
Detectors of this type can be of the infra-red or ultra-violet light type but up to now it is only the
former type which is being used in ships. These detectors are intended to respond to radiated heat and light,
and to avoid false alarm - being given by natural or artificial light, they have been designed to respond only
to that particular part of the spectrum which is characteristic of flame. Heat radiating from hot machinery
will therefore not affect this type of detector. The Circuitry of the system is also arranged such that the
detectors will not go to the alarm condition when immediately sensing radiation, e.g. the striking of a
match to light a cigarette or pipe, but only if the radiation persists for a pre-determined time.
One Obvious, drawback of such detectors is that if smoke screens the detector from fire before
the detector has an opportunity of sensing it, its operation is unlikely. Another disadvantage is the
possibility of the detector reacting to light being received from a vibrating source this, of course, can
be catered for by careful sitting during installation.
With the above mentioned drawbacks in mind, these radiation type detectors are seldom, if
ever, used by themselves but always in company with types previously mentioned.
In conclusion, it is considered that a fire detector system for use in machinery and for boiler
spaces should ideally consist of, in the main, smoke or ionization E detectors, backed up by one or two
infrared type detectors so sited as to survey as much as possible of the protected space, and one or
more thermal detectors of the rate of rise type for use in such spaces as boiler rooms,
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It goes without saying that such intricate equipment is valueless if it is not regularly serviced
and tested and the aspiring professional engineer is well advised to be all fail with the practicalities of
the system in his ship, if not with the intricate electronics involved.

WATER SPRAY SYSTEMS

Accommodation and Service Spaces
The accommodation and service spaces of a cargo ship are not required to be fitted with any
form of fixed fire extinguishing system although a certain amount of structural fire protection is
required under the Merchant Shipping (Cargo Ship Construction) Rules 1965. Improved methods of
structural fire protection in cargo ships are presently under consideration at IMCO though.
Passenger ships of certain classes however, when built to Method 11 construction, referred to
in Part V of the Merchant Shipping (Passenger Ship Construction) Rules 1965, or in fact; to one of the
alternatives referred to in Chapter H of the International Convention for the Safety of Life at sea 1960,
are required to have an automatic sprinkler and fire alarm system fitted for the detection and extinction
of fire in all spaces in which a fire may be expected to originate, and a typical sprinkler system is
shown below

Sprinkler head

This sprinkler heads are supplied with water under constant pressure, and so arranged that every
part of each space requiring1- protection is adequately covered. Each head has a glass or quartz bulb which
retains a diaphragm seal in the outlet of the water pipe. This bulb is partially filled with a special fluid so
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arranged that a rise in temperature in the compartment concerned will cause the liquid to expand. When the
liquid has expanded and entirely filled the space the bulb being unable to withstlI1d further pressure,
bursts, the water pressure forces the diaphragm out and water flows from the sprinkler. The usual
temperature at which the bulb bursts is 155°F but special bulbs are available to burst at 79°e and ~3°e
(175°F and 200°F) for operating in hotter parts of the ship. Under the specific pressure of 5.5 to 8.3 bars
(80 to 120 Ib/in2) maintained in the vessel's tank by air pressure the water from the sprinkler is deflected
upward and outwards and broken into a fine spray by the serrated edge of tilted sprinkler base and will
adequately cover a floor area of 12 m2 (169 ft2). As the pressure falls to the lower figure, the salt water
pump starts automatically. Each installation is divided into convenient sections, generally containing not
more than 200 sprinkler heads and each section has a control valve as shown in Fig. above. When a
sprinkler head comes into operation water pressure lifts the non-return valve thereby gaining access to the
ports normally covered by the valve face. This allows pressure to build up in the alarm system and operates
the trip switch, causing the alarm to sound on the bridge and indicates the section concerned. For testing
purposes a small all valve is incorporated, and when this is opened it allows the same flow through the
valve as a sprinkler head and confirms that the alarm system is in good order. This method may also be
used to give the alarm if a small fire is discovered before the sprinkler heads come into operation. The
control valve must be open at all times except when sprinkler heads are being replaced so it is either
locked open or has an electric alarm to show if it is inadvertently shut. The system is charged initially
with fresh water to prevent
Corrosion, but the pump naturally supplies sea water so that when the system has been
operated it must be drained, flushed through and refilled with fresh water. The system should be tested
each week and to avoid contaminating the standing fresh water charge with sea water each time, a
drain valve is fitted in the pump discharge line. By opening this valve and shutting the cock at the
pressure operated switch and the pump discharge valve. The pump can be allowed to cut in
automatically as required and discharge to the bilges.

Smothering effect Systems

Machinery Spaces
The machinery spaces of certain cargo and passenger ships-depending on the type and
horsepower of the machinery and the vessel's size and class-are required by law to be with a fixed fire
extinguishing system. a choice of basic types being permitted. The water spray system is one such is
shown below for a passenger
 BST_FPFF Course Handout

Water Spray System

Cross connected to the sprinkler head provided for the protection of the accommodation and
service spaces and the drencher system referred to later,
The Main difference between the machinery space water spray system and the sprinkler system
is automatic in operation; the former requires to be manually The sprayer head is similar to the
sprinkler head but has no glass bulb, different types of deflector base being used to vary the spray
pattern as required.
When the section control valve is opened water is supplied to the various sprayer heads fitted
over, for example, bilges, tank tops and other areas over which oil may spread, and to other main fire
hazard areas. The system may be divided into zones so that water need only be directed on to those
areas involved in a fire.
As is to be expected, the pump and its controls are positioned outside the space anti the
arrangements are such that a fire in the protected space cannot put the system out of action.
The system should be tested regularly but the efficient execution of this may be more easily
said than done. The possibility of water spraying over electrical equipment and wiring while the ship
is on passage i-something which the professional marine engineer will avoid at all costs; consequently
a section of the system is often sought for testing purpose which may be operated without fear of the
 BST_FPFF Course Handout

consequence. Once this is found, it is only too easy to assume that if the system is tested satisfactorily
on the section in question, then the remaining sections of the system are equally efficacious. It is
suggested that this complacency is the very attitude which must be discouraged if a high level of
confidence in the ship's fire fighting capability, backed by actual testing, is to be maintained. Every
effort should be made to vary the sections tested. Where an air line connection is provided, the pipe
work and sprayer heads can be proved clear by blowing through with compressed air but the automatic
operation of the pump can only be demonstrate by actual test. It goes without saying that the external
source of power to the water spray system (probably the emergency generator) and the mobile hand
sprayers provided should be included in the periodic testing

Cargo Spaces
In passenger ships, the use of water spray systems outside the machinery and accommodation
spaces is almost exclusively used for the protection of vehicle decks in roll-on, roll-off ferries where access
to the deck is required and a smothering gas system is therefore inappropriate. Whereas the strict letter of
the law requires A60 fire divisions to be fitted in vehicular decks, the nature and purpose of the latter.
Precludes their provision end a water spray system has long been accepted as an alternative.
Prior to 1965, a normal sprinkler system as fitted in passenger accommodation, together with
arrangements for providing, at intervals not exceeding 40 m, athwart ship water curtain

DRY POWDER APPLICANTS

Although tankers are referred to specifically in the MS (Fire Appliances) Rules 1965, no
specific reference is made to ships carrying liquid hydro carbon gases in bulk, i.e. LNG and LPG and a
moment's reflection will indicate that the types of fixed installation referred to in

Spraying over a 1 m prohibited parking zone was basically accepted as being satisfactory but
progress and experience has shown that a modified sprinkler system commonly called a drencher
system. is preferable and superior. This latter system then is the one generally fitted on all new
passenger vehicular ferries built in the last few years and eliminates the spray curtain and 1 m
prohibited parking zone referred to above the observance of which was difficult to maintain and whose
efficacy was always a bone of contention.

FOAM SMOTHERING SYSTEMS

Low expansion Foam Systems
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A foam smothering system to the boiler room or engine room may use cither chemical or mechanical
foam. In older ships there may be chemical foam supplied from storage tanks on the upper deck
containing larger quantities (If solutions similar to those used in the porthole foam extinguisher. When
these are allowed to mix by opening a valve, the formation of CO2 produces bubbles in the stabilizer
liquid and builds up the pressure necessary to eject the foam through open ended over the boiler room
or engine room tank tops, the quantities being arranged so as to give about 150 mm (6i1) depth of
foam over the areas to be protected.the Rules are not the most suitable for fighting gas fires,
Although LPG (e.g. propane and butane) may be carried in tanks under pressure at ambient
temperature, they are more usually carried refrigerated whilst LNG, e.g. methane with a critical
temperature Df -82°C (-116°F), is always carried deeply refrigerated in the liquid state, its boiling
point at ambient pressure being - 162°C (-260°F).
Any leakage of such liquids from joints, valves, etc. on deck vaporizes quickly. The speed of
vaporization is affected by such factors as the area over which the liquid has spread, the depth of spill,
ambient temperatures,

Fixed CO2 Flooding System

 BST_FPFF Course Handout

The carbon dioxide extinguishing system is a fixed system to extinguish fire by smothering action
with CO2. It is a most effective system for protection of machinery spaces, paint store and cargo holds
along with advantages

* As a fire extinguishing agent, CO2 is non-corrosive and causes no chemical reaction on metals,
electrical insulations and oil, or a mechanical damage to applied surfaces. CO2 does not deteriorate
with age and can therefore be stored for an indefinite time

*CO2 leaves no residue to be cleaned up after extinguishing fire. Therefore the equipment that has not
been damaged by fire can be re-used at once.

Total Flooding System for Engine Room, Pump Room, and Cargo Holds, etc. The total flooding
system is designed to discharge at least 85% of the total quantity of CO2 required for the protected
space within two minutes so that any fires in the space can be

extinguished at once. The total flooding system is the best method which allows the carbon dioxide
extinguishing system to fully exhibit its advantages.
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6. Fire fighting Equipments

Fire pump, fire main, water service pipes, hydrants, hoses and nozzles

(1) Every ship of Class I or Class II shall be provided with appliances whereby at least 2 jets of
water can be supplied.
(2) Every ship of Class I or Class II which is of 4000 tons or over shall be provided with at least 3
fine pumps operated by power and every such ship of under 4000 tons shall be provided with least 2
such pumps. Each such pump shall be capable of delivering at least one jet simultaneously from each
of any 2 hydrants provided in the ship.
(3) (a) in every ship of Class I or Class II which is of 1000 tons or over the arrangement of the fire
pumps, their sea connections and the sources of power for operating the fire pumps shall be
such as will ensure that a fire in any one compartment will not put all the fire pumps out of
action.
(b) If in any such ship of less than 1000 tons a fire in any one compartment could put all the fire
pumps.
(c) Out of action, there shall be provided, in a position outside the machinery spaces, an
independently driven power operated emergency fire pump and its source of power and sea
connection. Such emergency pump shall be capable of producing at least one jet of water
simultaneously from each of any 2 hydrants and hoses through nozzles which shall simultaneously
maintain a pressure of at least 2.1 bar at any hydrant in the ship,
(4) Water from the fire main of every such ship carrying more than 36 passengers shall, as far as
practicable, be kept immediately available by maintaining the pressure in the fire main or by providing
an easily operable and readily accessible remote control system for the fire pumps.
(5) In every ship of Class I or Class II at least one fire hose shall be provided for every hydrant,
 BST_FPFF Course Handout

(6) In every ship of Class I or Class II which is fitted with oil-fired boilers or internal combustion type
propulsion machinery there shall be provided in each space containing such boilers or machinery at least 2
fire hydrants, one on the port side and one on the starboard side. In addition in any such ship in which there
is access to the machinery space by way of a shaft tunnel, a fire hydrant shall be provided in the tunnel at
the end adjacent to that machinery space. A nozzle shall be provided for every fire hose at every
hydrant which is fitted in such spaces in compliance with this regulation.
(7) In every ship of Class I or Class II, dual purpose nozzles shall be provided for all hoses.

Fire pumps
(1)(a) In passenger ships to which these regulations apply, fire pumps (other than any emergency fire
pump) which are to be operated by power shall (operating together if more than one) be capable of
delivering for fire fighting purposes under the conditions and a quantity of water of not less than two
thirds of the quantity required to be dealt by the bilge pumps
(b) In ships other than passenger ships fire pumps (other than any emergency pump) which are
required to be operated by power shall (operating together if more than one) be capable of delivering
for fire fighting purposes under the conditions and at the pressure specified. A quantity of water of
Cd2 per hour where
(i) C= 5 in the case of ships required to be provided with more than one fire pump (excluding any
emergency fire pump) and C = 2.5 in the case of ships required to be provided with 1 fire pump; and
(ii) d = 1 + 0.066 (L(B + D))1/2 to the nearest 0.25, where- L = the length of the ship in meters on
the summer load waterline from the foreside of the stem to the a foreside of the rudder post. Where
there is no rudder post, the length is measured from the foreside of the stem to the axis of the rudder
stock. For ships with cruiser sterns, the length shall be taken as 96% of the total length on the
designed summer load waterline or as the length from the foreside of the stem to the axis of the rudder
stock whichever is the greater; B = the greatest molded breadth of the ship in metres; and D = the
molded depth of the ship in metres measured to the bulkhead deck amidships:
Provided that in any such ship the total capacity of the fire pumps for fire fighting purposes
shall not be required to exceed 180 cubic metres per hour.
(2) Every fire pump required by these regulations to be operated by power shall, except as expressly
provided otherwise, be operated by means other than the ship's main engines. Fire pumps provided in
compliance with these regulations may be sanitary, ballast, bilge or general service pumps provided
that they are not normally used for pumping oil and that if they are occasionally used for the transfer
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or pumping of oil, suitable change-over arrangements are provided and operating instructions are
conspicuously displayed at the change-over position.

(3) (a) In every ship which is required by these regulations to be provided with more than one fire
pump operated by power (other than any emergency pump)every such fire pump shall have a capacity
of not less than 80% of the total capacity of the fire pumps require to be divided by the number of fire
pumps required by these regulations to be provided in the ship, provided that when more fire pumps
operated by power than are required by these regulations are provided in any ship, the Director may
permit the capacity of any such additional fire pumps to be less than 80%.
(b) Every fire pump required by these regulations which is operated by power shall be capable of
producing from any fire hydrant or hydrants in the ship, at least the minimum number of jets of water
required by these regulations as appropriate to the class and tonnage of the ship, while maintaining the
pressure required.
(4) Relief valves shall be provided in conjunction with all fire pumps if the pumps are capable of
developing a pressure exceeding the design pressure of the fire main, water service pipes, hydrants
and hoses. Such valves shall be so placed and adjusted as to prevent excessive pressure in any part of
the fire main system.
5) Every centrifugal pump which is connected to the fire main shall be fitted with a non-returned valve.
(6) In every ship of Class I, Class II or Class II (A) any emergency fire pump shall be situated in
positions aft of the ship's collision bulkhead.
(7) In any ship in which automatic and remote-control systems have been provided in the machinery
space, in lieu of continuous manning of the space, arrangements shall be made to ensure immediate
availability of a water supply from the fire main at the required pressure either by permanent
pressurization or by suitably placed remote starting arrangements of the fire pumps.

Emergency Fire Pumps Inspections:

Port state control officers (PSCOs) typically focus on the ship's emergency fire pump during
inspections, and they can require evidence that the pump is operable while the vessel is in any operational
condition. Failure to meet the required standard can result in the vessel being subject to port state control
detention. While it is the flag administration's responsibility to ensure that onboard arrangements are
satisfactory, owners/operators are advised to check that the pump works under all operating conditions,
including those at anchor, in ballast and when loaded and pulling away from the quay.
The SOLAS standard requires that emergency fire pumps operate when a single casualty, such
as a fire or a switchboard failure, renders the main fire pumps in one compartment inoperable - in the
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engine room, for example. The pump must be operable in any condition of list or trim, including light
ship condition. The standard will not be met where a vessel uses one of the main fire pumps to prime
its emergency fire pun system.

Some have identified that there is an increasing trend towards bulk carriers being unable to
operate their emergency fire pumps in certain conditions - typically in light ship condition at anchor
while waiting to load. This problem is, however, not confined to bulk carriers. One way of avoiding a
PSC detention would be to test the emergency fire pump prior to any port state activity. Any failure to
provide pressure noted should be reported to the operator and to your local Register Group office
under the requirements of the ISM Code. Measures to remedy the problem should then be instigated.
The USCG has indicated a desire to work with operators to mitigate this problem.
It has suggested that, where an operator is taking positive steps to resolve the issue through the
implementation of measures set out in its vessels' safety management systems, and where it has a
temporary mitigation method in place (such as keeping the fire main primed through regular tests), it
might avoid unnecessary detentions.

6.2 Mobile Apparatus

International shore connection
Every ship of Class I or Class II of 1000 tons or over shall be provided with at least one
international shore connection which shall comply with the requirements of Schedule 2 to enable
 BST_FPFF Course Handout

Description Dimensions
Outside Diameter (OD) 178 mm
Inside Diameter (ID) 64 mm
Bolt Circle Diameter (PCD) 132 mm
Slots in Flange 4 holes 19mm in diameter spaced equidistantly
on a bolt circle of above diameter, slotted to
flange periphery.
Flange Thickness 14.5mminimum
Bolts & Nuts 4, each of 16mm diameter, 50m m in length

water piped from another ship or shore to be connected to the fire main, and fixed pro vision shall be
made to enable such a connection to be used on the port side and on the starboard side of th e ship.

Portable fire Extinguishers

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Early stages of fire can be extinguished by Portable Fire Extinguishers available as per fire
plan of the ships:
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Fire Extinguisher Types

PRESSURIZED WATER

• Class "A" fires only.

• 2.5 gal. water - approximately 1 minute discharge time
• Range 30 - 40 feet
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CARBON DIOXIDE (CO2)

• Class "B" or "C" fires

• 2.5— 1OO Ib. 8-30 seconds discharge time
• Range 3-8 ft.
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MULTI PURPOSE DRY CHEMICAL

• Class "Α", "B", Or "C" fires

• 2.5-20 lb. dry chemical 8-25 seconds discharge time
• Range 5-20 ft.
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HALON
• Class "A", "B", or "C" fires
• 9-17 Ib Halon 1211 8-18 seconds discharge time
• Range 9-16 ft.
• Furness toxic if inhaled
• Halon is no longer manufactured

COMBUSTIBLE METAL
• Class "D" combustible metal fires only.
• 30 lb. pressurized dry powder optimized
• for specific combustible meta l
• Range 6-8 ft.
• To activate, must first open nitrogen cylinder on back to pressurize body
 BST_FPFF Course Handout

Fire Extinguisher Anatomy

 BST_FPFF Course Handout

Portable fire Fighting Appliances

These have been colour coded so that you can identify them quickly and you do not use the
wrong extinguisher and put yourself in danger. The main body colour of the extinguisher have
changed a couple of times over the past few years (any extinguishers that are not of the correct colour
will be replaced when they become unserviceable), however the type colour has remained the SATTC.
Water extinguishers are usually colour signal red. Other types of extinguishers fall into a
couple of categories, either: The entire body of the extinguisher is collared in the type colour
predominantly red with a 5% second colour to indicate the contents of the extinguisher. Or
predominantly red with a bold collared block in the relevant colour stating its type.

Requirements Portable fire extinguishers in accommodation and service spaces

(1) In every ship of Class 1 or Class II there shall be provided on each deck a sufficient number of
portable fire extinguishers for at least 2 to be readily available for use in every accommodation and
service space i.e. galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms plumbers'
workshops, and trunks to such spaces. At least one portable fire extinguisher shall be provided for use
on each side of the ship in any area of enclosed accommodation and service spaces above the bulkhead
 BST_FPFF Course Handout

deck. In addition at least one portable fire extinguisher and a fire blanket shall be provided in every
galley provided that where the superficial deck area of any galley exceeds 45 square meters at least 2
such extinguishers and 2 such blankets shall be provided.
(2) In every such ship at least one portable fire extinguisher shall be provided for use in each
control station.
(3) In every such ship there shall be provided in each special category space and cargo space intended
for the carriage of motor vehicles with fuel in their tanks for their own propulsion
• at least 2 portable extinguishers, suitable for extinguishing oil fires, for every 40 meters length
of deck space, so arranged that at least one extinguisher is available on each side of the space
and at least one extinguisher is available at each access to the space; and

• (b) 1 foam applicator complying with the port state requirements, at least 2 such applicators
shall be available in the ship for use in any such space. Every ship of Class VII of 500 tons or
over shall be provided with a sufficient number of portable fire extinguishers to ensure that at
least one such extinguisher will be readily available for use in any part of the accommodation
or service spaces. The number of such extinguishers shall not be less than 5 in a ship of 1000
tons or over and not less than 3 in a ship of 500 tons or over but under 1000 tons.

How to Use a Fire Extinguisher

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BST_FPFF Course Handout
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Firemen's outfit

(1) Every ship of Class I or Class II shall be provided with

(a) 2 firemen's outfits which shall include breathing apparatus of the air-hose type; and in addition
(b) 2 firemen's outfits for every 80 metres (or part thereof) of the aggregate of the lengths of all
passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one
such deck, on the deck which has the largest of such lengths;
(2) If in any ship of Class I or Class II which carries firemen's outfits containing only breathing
apparatus of the air hose type an air hose exceeding 36 metres in length would be necessary to reads
from a point on the open deck well clear of any hatch or doorway to any part of the accommodation,
service, cargo or machinery spaces, at least 2 sets of firemen's outfits provided include breathing
apparatus of the self-contained type.

Breathing Apparatus
Self contained breathing apparatus
Self contained breathing apparatus, or SCBA, sometimes referred to as a Compressed Air
Breathing Apparatus (CABA) or simply Breathing Apparatus (BA) is a device worn by rescue
workers, fire-fighters, and others to provide breathable air in a hostile environment. When not used
underwater, they are sometimes called industrial breathing sets. The term "self-contained" means that
the breathing set is not dependent on a remote supply (e.g., through a long hose). If designed for use
 BST_FPFF Course Handout

under water, it is called SCUBA (self-contained underwater breathing apparatus). An SCBA typically
has three main components: a high-pressure tank (e.g., 2200 psi to 4500 psi), a pressure regulator, and
an inhalation connection (mouthpiece, mouth mask or face mask), connected together and mounted to
a carrying frame. There are two kinds of SCBA: open circuit and closed circuit.
Open-circuit industrial breathing sets are filled with filtered, compressed air, the same air we
breathe normally. The compressed air passes through a regulator, is inhaled by the user, then exhaled
out of the system, quickly depleting the supply of air. Most modern SCBAs are open circuit. An open-
circuit rescue or fire-fighter SCBA has a full-face mask, regulator, air cylinder, cylinder pressure
gauge, and a harness with adjustable shoulder straps and waist belt which lets it be worn on the back.
The air cylinder usually comes in one of three standard sizes: 30, 45 or 60 minutes. The
relative fitness, and especially the level of exertion of the wearer, often results in variations of the
actual usable time that the SCBA can provide air, often reducing the working time by 25% to 50%.

Resuscitation Apparatus

SCBA apparatus with a PASS device attached.

 BST_FPFF Course Handout

Air cylinders are made of aluminium, steel, or of a composite construction (usually carbon-
fibre wrapped.) The composite cylinders are the lightest in weight and are therefore preferred but they
also have the shortest lifespan and must be taken out of service after 15 years. Air cylinders must be
hydrostatically tested every 3 years for composite cylinders, and every 5 years for metal cylinders.
During extended operations, empty air cylinders can be quickly replaced with fresh ones and then
refilled from an air compressor brought to the scene.
Open circuit SCBA will be either "positive pressure" or "negative pressure" operation. A
"negative pressure" SCBA may be used with a standard facemask instead of filter canisters, and air is
delivered to the wearer when he breathes in, or in other words, reduces the pressure in the mask to less
than outside pressure, hence the name "negative pressure". The limitations of this are obvious, as any
leaks in the device or the interface between the mask and the face of the wearer would reduce the
protection offered. "Positive pressure" SCBA addresses this limitation. By careful design, the device is
set to maintain a small pressure inside the face piece. Although the pressure drops when the wearer
breathes in, the device always maintains a higher pressure inside the mask than outside of the mask.
Thus, even if the mask leaks slightly, there is a flow of clean air out of the device,
automatically preventing inward leakage under most circumstances. Although the performance of both
types of SCBA may be similar under optimum conditions, this "fail safe" behaviour makes a "Positive
pressure" SCBA preferable for most applications. As there is usually no air usage penalty in providing
positive pressure, the older "Negative pressure" type is in most cases an obsolete configuration and is
only seen with older equip merit.
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CHAPTER 7 - SHIP FIRE FIGHTING ORGANIZATION

General Emergency Alarm
The general emergency alarm system signal consists of seven or more short blasts followed by
one long blast on the ships whistle or siren and additionally on an electrically operated bell or there
equivalent warning system, which shall be powered from the ships main supply and emergency source
of electrical power required by regulation 11 - 1/42 or 11 - 1/43. The system shall be capable of
operation from the navigating bridge and except for the ship's whistle, also from other strategic points.
The system should be audible throughout the accommodation and normal crew working spaces.
Fire Alarm is also as same as the General Emergency Alarm or the auto generated fire alarm through
the detection or through the alarm given by activating Manual Call Point (MCP). The Operation of
this alarm is automatic which can be operated manually by either pressing normal call points. Both
above alarms can be activated from bridge for alerting the crew about the emergency and also to
summon them to muster station (Fire Station)
A special alarm, operated from the navigating bridge or fire control station shall be fitted to
summon the crew. This alarm may be part of the ship's general alarm system and should be capable of
being sounded independently of the alarm to the passenger spaces. Upon hearing fire alarm individual
crew must wear proper clothing i.e. full sleeve cotton boiler suit, life jacket, safety shoe, helmet and
should proceed to muster station and perform initial task, like pressurizing fire main and rigging up
fire hoses. The fire pressure should be checked by operating the fire nozzle, so that proper type of
jet/spray is available for fighting the fire.
Crewmember must also be familiar with other types of alarms given below for taking appropriate
steps when they are sounded.
1. CO2 alarm to engine room.
2. CO2 alarm to pump room
3. Man overboard alarms
4. Abandoning ship alarm
5. Machinery alarm in E/R
6. VMS fire detection alarm

Fire Control Plans and Muster

List the fire control plans should clearly indicate the following:
1. Fire Control Station
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2. Fire Zones enclosed by 'A' class division and 'B' class division
3. Details of fire extinguishing appliances provided on board.
4. Details of ventilating system and dampers
5. Particular of fire detection and alarm system.
6. Details of fire pump, fire main and position of fire hydrants and hoses.

The fire control plans are located at main deck near port side and star board side gangway. It is
essential to ensure that a clearly laid down fire control plan should always be available.
Muster List: It is displayed on notice board in crew's and officers smoke room. These muster lists
describe the duties of individual crew members to perform in case of emergency and also specifies
which officers/crew members to perform in case of emergency and also specifies which officers/
crews are assigned to maintain fire appliances to ensure them in good working condition. Muster list
should indicate substitutes for key persons who may become disabled taking into account that
different emergencies may call for different action. Muster list must be prepared before the vessel
proceeds to sea and revised whenever any change in crew takes place.
Muster Station: The muster station of various teams should be made as per the layout of the ship.
The team leader of his deputy must take charge of the muster and report to command control. The
command team may normally operate from navigating bridge as its primary station. Secondary station
to be decided before hand. The emergency team may be allotted a muster station where there is no
difficulty to communicate with the command centre.
Normally team musters at boat deck of the ship & the technical team should muster in the
engine control room or at a convenient location in the engine room. The support team should muster
on the open deck to hospital. The choice of all muster station must be made after closely considering
the position of emergency equipment and the accessibility to survival crafts.

Communication:
Effective communication to and between command centre and team plays vital role during fire
emergency. Modem communications gadgets are available to communicate from external
environment, in case the latter rescue is required.
Following means of Communications are generally used
1. Public address system
2. Telephone
3. Walkie-talkie
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4. Ship to shore VHF

5. Messengers 6. Sat.Com

Personnel Safety Procedures: Teams are made and the duties of each member are allotted in
order to make the effort more organized and efficient and it is ensured that each team should perform
the jobs assigned to it. The size and the number of teams depend on the availability of the manpower
considering the manpower to the tune of 24 persons; the teams can be formed as below.

Command Team: This is responsible for command and control of emergency situations, efficient
muster of personnel to maintain safe navigation of the vessel, detailed time event records of fire
fighting operations.
Master - Overall in charge
2nd Officer - Communications/Logging down events
AB 1 - Steering.

Emergency Team (as the case may be)

Chief Officer - Leader/Deputy leader
2nd Engineer - Deputy Leader / Leader Rest all as directed
Cadet Cadet 2
Fourth Engineer Boson
Pumpman AB2
M/M Chief Cook
G.S.

Technical Team would proceed to engine control room when the fire alarm is sounded. The team
leader would indicate command centre, the status of (1 emergency equipment and whether they have
been affected by the fire or not.
1. Chief Engineer-Leader
2. Electrical Officer - As directed

Engine Team: Would proceed to engine room and follow the instructions of the Chief Engineer.
1. Third Engineer-as directed by Chief Engineer
2. M/M2 - As directed
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Support Team (Preparation of life Boats/Life rafts) Would proceed to the location of Lifeboats and
Life rafts and prepare them for any eventual emergency so as to not to lose any time in case of any
abandonment.
Third Officer-Leader A.B3 M/M3
Each team should have minimum members. The team leader should ensure the cohesiveness of the
group. The team must not enter the fire zone unless ordered to do so by the team leader. The members
should be ready to make entry in fire zone. The team members making entry to fire zone should be
familiar with the compartment. They should know escape route from the compartment. The team
should make entry with all the equipment.
The team making entry in smoke filled compartment especially if the lights have failed and the space
is full of smoke, should take following equipments:
1. Self contained breathing apparatus or smoke helmet set
2. Safety lamp
3. Fire axe
4. Fire proof life line
5. Safety harness
6. Charged fire hose
A team member should put on firemen's outfit S.C.B.A. set and charged fire hose. The fire fighter
should be familiar with the compartment, lifeline signals.
Additional members (say Chief Cook and GS) should keep the stretchers and first air1 kit
standby at the scene of fire so that in case of any casualties, they could be removed from the scene
and given fresh air and first aid.

Periodic Shipboard Drills:

The objective of regular fire drill on board the ship is to train ship's personnel in handling any
emergencies that may occur on board in an efficient and organized manner so that the loss to life and
property can be kept minimized.
Everyone onboard should be familiar with alarm systems, general layout of the ship, communication
system, operation and maintenance of the firefighting equipment provided on ship.
All drills must be conducted in a realistic manner covering all the spaces prone to fire.

The drills must include:

1. Extinguishing a deep fat fire
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2. Entering an enclosed space in fire

3. Extinguishing a major fire on deck filled space
4. Rescuing an unconscious person from a smoke filled space
5. Fire drills should be planned in such a way that due consideration is given to regular practice in
various emergencies that may occur depending on the type of ship and its cargo.
The equipments used during drills should immediately be brought back to its fully operational
condition and any fault noticed should be rectified at the earliest. Patrol System. The ships having
more than 36 passengers should have an efficient patrol system in order to prevent/minimize the
occurrence of an emergency.
Duties of fire Patrol Team
These can be described as follows:
• Inspection of passenger's smoke room at regular interval.
• Should raise alarm in case of emergency.
• Restrict fire by using portable extinguishers, sand, and bucket of water.
• Patrol team should be able to recognize fire hazards and to take necessary action to avoid
the spread of fire/fire occurring in any compartment.
• In Addition to the Documents required for the main class the following plans & Particulars
have to held
• A general arrangement plan showing the disposition of all fire-fighting equipment.
• A general arrangement plan showing the disposition of fire divisions and their class.
• Stability calculations,
• Plans showing the layout and capacity of the water spraying system.
• Plans of any other fire-fighting systems provided
• Construction plan of the fire doors.
• A plan of the seating arrangements for the water monitors.
• Details of major items of firefighting equipment.
• Detailed plans of the fire divisions
• Particulars of the means of keeping the ship in position during fire-fighting operations,
• A plan showing the fire pumps, the fire water main, the hydrants, hoses and hose nozzles and
the monitors and their delivery capabilities.
• Details of the fireman's Outfits provided.
• The Operation Manual
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8. Fire Fighting Methods

Before deciding to fight a fire, be certain that:
• The fire is small and not spreading. A fire can double in size within two or three minutes. You
have the proper fire extinguisher for what is burning.
• The fire won't block your exit if you can't control it. A good way to ensure this is to keep the
exit at your back.
• You know your fire extinguisher works. Inspect extinguishers once a month for dents, leaks o,
other signs of damage. Assure the pressure is at the recommended level. On extinguishers
equipped with a gauge, the needle should be in the green zone - not too high and not too low.
• You know how to use your fire extinguisher. There's not enough time to read instructions
when a fire occurs.

How to Fight a Fire Safely:

• Always stand with an exit at your back.
• Stand several feet away from the fire, moving closer once the fire starts to diminish.
• Use a sweeping motion and aim at the base of the fire.
• If possible, use a "buddy system" to have someone back you up or call for help if something
goes wrong.
• Be sure to watch the area for awhile to ensure it doesn't re-ignite.

Never Fight A Fire If:

• The fire is spreading rapidly. Only use a fire extinguisher when the fire is in its early stages. If
the fire is already spreading quickly, evacuate and call the fire department.
• You don't know what is burning. Unless you know what is burning, you won't know what type
of fire extinguisher to use. Even if you have an ABC extinguisher, there could be something
that will explode or produce highly toxic smoke.
• You don't have the proper fire extinguisher. The wrong type of extinguisher can be dangerous
or life-threatening.
• There is too much smoke or you are at risk of inhaling smoke. Seven out often fire related
deaths occur from breathing poisonous gases produced by the fire.
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• Any sort of fire will produce some amount of carbon monoxide, the most deadly gas produced by a
fire. Materials such as wool, silk, nylon and some plastics can produce other highly toxic gases
such as carbon dioxide, hydrogen cyanide, or hydrogen chloride. Beware - all of these can be fatal.
• Smoke inhalation or exposure to fire itself can be life threatening so get educated about the
basics in CPR and burn treatment.

Sparky is showing what you should do if your clothes catch fire.

Why? Because if you Shop, drop, and roll. You will put out the flames. Make sure to have
your hands cover your face-just like Sparky-and roll and roll and roll until the flames are o ut.
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Fire Alarm & Fire Action

Fire Alarms

A typical Analogue Addressable Fire Alarm Arrangement:

An automatic fire alarm system is designed to detect the unwanted presence of fire by monitoring
environmental changes associated with combustion. In general, a fire alarm system i s either classified
as automatic, manually activated, or both. Automatic fire alarm systems can be used to notify people
to evacuate in the event of a fire of other emergency, to summon emergency forces aid , and to prepare
the structure and associated systems to control the spread of fire and smoke.

Fire Action:
• Upon hearing a building fire a larm signal, immediately begin evacuation. Close the doors
behind you. Do not stop to collect be longings.
• Proceed calmly; follow the exit signs to the nearest fire escape. Do NOT use lifts.
• Make your way to Assembly Point as per your Muster List
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• If caught in smoke or heat, stay low where the air is better and attempt to reach a safe exit or
area of refuge.
• Know the location of all exists from your ship. All exits in the ship shall be properly marked
with illuminated EXIT signs and directional arrows, where applicable.

Fire Blankets
A fire blanket is a safety device designed to extinguish small incipient (starting) fires. It consists
of a sheet of fire retardant material which is placed over a fire in order to smother to smother small fires.
Small fire blankets, for use in galley and is usually made of fibre glass and are folded in to a
quick-release container for ease of storage.
Larger fire blankets, for use in industrial situations, are often made of wool (sometimes treated
with a flame retardant fluid). These blankets are usually mounted in vertical quick-release cabinets so
that they can be easily pulled out and wrapped round a person whose clothes are on fire

Fire Blankets
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10 FIRE FIGHTING DRILLS PRACTICALS

10.1 - SMALL FIRIES
10.2 - EXTENSIVE FIRES
10.3 - DRILLS IN SMOKE FILLIED SPACES

1. MV Dona Paz (Philippines, December 20, 1987)

Passenger vessel MV Dona Paz collided with MT Vector, an oil tanker, along the Tablas Strait,
between Mindoro and Marinduque. The collision ignited some 8,800 barrels of petroleum products
that Vector was carrying at the time, causing a fire that rapidly engulfed the tanker and the Doña Paz.
Subsequent investigations into the incident found that Dona Paz exceeded its passenger and cargo
limits and that the Vector's boat license had expired. Casualties reached 4,375.

2. MV Joola (Senegal, September 26, 2002)

The disaster happened within five minutes after MV Joola sailed to a sea of storm in the coast
of Gambia. Various reasons for the disaster were cited, among them overcrowding, and negligence by
management as the ship was not originally designed for seafaring. Death toll totalled 1,863.

3. MV Al-Salam Boccaccio 98 (Red Sea, February 3, 2006)

Faulty drainage pumps and unpredictable weather were some of the reasons cited for the
sinking of MV al-Salam Boccaccio 98, a Roll-on/Roll-off ferry, into the depths of the Red Sea.
Survivors and eyewitnesses said a fire started at the storage area and, as the ship turned, it capsized
and eventually sank. 1,018 passengers died in the disaster.

4. MV Bukoba (Lake Victoria, Tanzania, May 21, 1996)

The passenger steamer MV Bukoba sank in Lake Victoria causing 894 casualties while en
route to Mwanza, a city in Tanzania. The steamer was already in bad shape before the voyage. It was
also found out that the steamer was overcrowded.

5. MS Estonia (Baltic Sea, September 28, 1994)

The locks on the bow visor and bad weather caused this cruise-ferry's demise. A total of 852
were killed during the tragedy.

6. KM Cahaya Bahari (Indonesia, June 29, 2000)

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A total of 550 deaths were recorded after a storm hit and eventually capsized Cahaya Bahari,
an Indonesian wooden-huled ship, of the island of Sulawesi the ship was overcrowded with refuges
fleecing from the Maluku islands.

7. MV Nazreen 1 (Bangladesh, July 8, 2003)

The overcrowded MV Nazreen I sank at the confluence of the Padma, Meghna, and Dakana
rivers, considered one of the most dangerous parts of the river from July to October. Casualties were
counted at 528 although there's no recorded number of passengers aboard.

8. Salem Express (Egypt, December 15, 1991)

The Salem Express, a roll-on/roll-off ferry sank off Safaga in the Red Sea as it was crossing the
treacherous Hyndman Reefs. Because of the storm, the ship hit a reef, causing the bow visor to open,
creating a hole on the starboard side. Water penetrated the ship which eventually sank in 20 minutes.
Deaths were counted at 464.

9. MW Senopati Nusantara (Indonesia, December 30, 2006)

The Indonesian ferry sank due to a violent storm off Mandalika Island in the Java Sea. One
survivor said that the ship rolled over before it submerged to the depths. Deaths were counted at 461.

10 KM Bismas Raya 2 (Indonesia, October 1999)

KM BIsmas Raya 2 caught fire while off Merauke, Irian Jaya. It eventually capsized and
caused the death of 361 people.
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Rough Page
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Rough Page