CAPT AJAY KUMAR

Life saving & fire fighting

appliances
 Observe Safe working practices
Follow safe working practices for your own safety and for the
safety of others on board
Five Cardinal rules:
• Do not carry out any work for which you are not authorized.
• Wear appropriate PPES and follow required checklists
• Do not by pass lock out procedures
• Do not work under influence of drug / alcohol
• Report all incidents

Safety is 30% Common Sense, 80% Compliance, and the rest is good luck.
SOLAS requirements for LSA’s on cargo ships
Life-saving appliances required by chapter III of the 1974 SOLAS Convention includes:
Lifebuoys
Lifejackets
Immersion suits
Anti-exposure suits
Thermal protective aids
Visual aids, ie, parachute flares, hand flares and buoyant smoke signal
Survival craft, ie, life rafts, lifeboats, rescue boats, launching and embarkation appliances
Marine evacuation systems, ie, line throwing appliances, general alarm and public address
systems.
Emergency Position Indicating Radio Beacons (EPIRBs)
Radar Transponders (SARTs)
Classification of ships for life saving appliances
Cargo Ships : General cargo ships, Bulk carriers, Container ships, Tankers (oil,
chemical, gas), Ro-Ro cargo ships (Roll-on/Roll-off), Special-purpose ships (e.g.,
research vessels, cable layers )
Passenger Ships (Ships carrying more than 12 passengers): Ferries, Cruise ships
High-Speed Craft: High-speed passenger craft (e.g., catamarans, hydrofoils), High-
speed cargo craft
Offshore Units: Mobile offshore drilling units (MODUs), Offshore supply vessels
Other Types of Ships: Fishing vessels, Pleasure yachts (commercially operated),
Tugs , Dredgers

The quantity of life saving appliances also vary as per size of the vessel.
 Lifeboat
Construction and parts of life boat including buoyancy tanks, means of propulsion
Hull Typically constructed from fiberglass, steel, or aluminum to provide durability and resistance to
harsh marine environments. The hull is designed to be self-righting, meaning it can return to an
upright position if capsized. It has a V-shaped or rounded bottom for stability.
Steering System - Tiller or Wheel is used to steer the lifeboat. Rudder is attached to the stern, it
helps in steering the lifeboat when the tiller or wheel is operated.
Bailer and Bilge Pump – Bailer is a manual scoop used to remove water from the lifeboat. Bilge
Pump is a mechanical or manual pump to expel water accumulating in the bilge area.
Grab Lines and Lifelines - Grab Lines are Located along the sides of the lifeboat for crew / passengers
to hold onto. Lifelines are installed around the perimeter to provide additional safety for occupants.
Painter Line – Painter line is attached to the bow of the lifeboat. It is used to secure the lifeboat to
the ship or to other lifeboats.
Drain Plug - It allows water to be drained from the lifeboat when it is not in use. It must be properly
closed before lowering the lifeboat in water.
Reflective Tape and Markings – It enhances visibility during search and rescue operations.
Seats and Benches - Typically along the sides of the lifeboat with additional seating in the center.
Some lifeboats have secure seating arrangements to keep occupants safe during rough seas.
 Lifeboat
Construction and parts of life boat including buoyancy tanks, means of propulsion ( Cont )
Canopy - Rigid or inflatable canopies. It provides protection from the elements (rain, sun,
wind, and sea spray). Canopies also enhance visibility and help retain heat.
Emergency Equipment Storage - Under the seats or in designated lockers. It contains food
rations, water, first aid kits, signaling devices (flares, EPIRB), and other essential items.
Buoyancy Tanks – Buoyancy tanks are integrated into the sides (gunwales) and sometimes
the bottom of the lifeboat. It provides positive buoyancy to keep the lifeboat afloat. These
tanks are sealed and filled with foam or air.
Means of Propulsion - Manual Propulsion by oars and rowlocks. Rowlocks are pivot points
fixed to the lifeboat’s gunwales, allowing the oars to be used effectively.
Mechanical Propulsion by Outboard Motor or inboard engine. OBM is a small gasoline or
diesel engines attached to the stern. Inboard Engine is installed within the lifeboat with a
propeller shaft extending through the hull, usually a diesel engine.
 Lifeboat
Different types of life boats, totally enclosed lifeboat, partially enclosed lifeboat, free fall life
boat:
Totally Enclosed Lifeboat - A fully enclosed lifeboat provides complete protection from the
external environment including wind, waves, rain, and fire. It is often used on ships where the risk
of hazardous conditions (such as fire or extreme weather) is high.
Partially Enclosed Lifeboat – It Offers partial protection from the external environment, with
covered sides and an open or partially covered top. It is Commonly used on ships where the risk of
exposure to harsh weather is lower.
Free-Fall Lifeboat - It is designed to be launched by free-fall from a ramp, allowing for rapid and
safe deployment in emergencies. It is ideal for ships that need a quick evacuation method, such as
oil tankers and offshore platforms
Lifeboat
Totally enclosed Lifeboat
Totally enclosed Lifeboat
Freefall Lifeboat
Life boat
Lifeboat equipment and their uses:
Buoyant oars – Sufficient for the size of boat

•Except for free-fall lifeboats, sufficient buoyant oars to make headway

in calm seas.
•An oar is an equipment used for water-borne propulsion. Oars have a
flat blade at one end. Rowers grasp the oar at the other end.
Life boat
Lifeboat equipment and their uses:
Boat-hooks – 2 Nos.

•A boat hook is part of Life boat equipment. Its most common

use is as a docking and undocking aid.
•It may be similar to a pike pole, however it must have a blunt
tip, for pushing during un-docking, with a hook for docking.
•In addition, it may have a line attached to the other end,
which may have a ring for this purpose.
•In lifeboats its mainly used for pulling floating people or
things out of water, such as debris or people, as well as for
other fetching tasks.
Life boat
Lifeboat equipment and their uses

A buoyant bailer and two buckets

•A hand bailer is a device used for removing water which has entered a
boat. In the simplest case, it is merely a container which can be filled
manually and then emptied.
Life boat
Lifeboat equipment and their uses:

A survival Manual
Life boat
Lifeboat equipment and their uses:
Operational compass
•An operational compass which is luminous or
provided with suitable means of illumination.
•In a totally enclosed lifeboat, the compass shall
be permanently fitted at the steering position; in
any other lifeboat, it shall be provided with a
binnacle if necessary to protect it from the
weather, and suitable mounting arrangements
Life boat Lifeboat equipment and their uses:

A sea-anchor of adequate size

•A sea-anchor of adequate size fitted with a shock-resistant

hawser which provides a firm hand grip when wet.
•The strength of the sea-anchor, hawser and tripping line if
fitted shall be adequate for all sea conditions

https://www.youtube.com/watch?v=zfacd713zHE&t=449s
Life boat
Lifeboat equipment and their uses:

Painter line – 2 sets

• Two efficient painters of a length equal to not less than twice the distance from
the stowage position of the lifeboat to the waterline in the lightest seagoing
condition or 15 m, whichever is the greater.
• On lifeboats to be launched by free-fall launching, both painters shall be stowed
near the bow ready for use.
• On other lifeboats, one painter attached to the release device required to come
together with release mechanism shall be placed at the forward end of the
lifeboat and the other shall be firmly secured at or near the bow of the lifeboat
ready for use;
Life boat
Lifeboat equipment and their uses:

Lifeboat Hatchet – Two – one at each end of the lifeboat

•Hatchet is basically a term used for axe, it is used to cut/break/free

any object which may be entangled to the life boat. For eg. Cutting of
painter.
•If very small object is stuck/entangled to the boat, you may cut it
with “jack knife”
Life boat
Lifeboat equipment and their uses:

Watertight receptacles

Watertight receptacles containing a total of 3 liters of fresh water for each

person the lifeboat is permitted to accommodate, of which either 1 liter
per person may be replaced by a desalting apparatus capable of producing
an equal amount of fresh water in 2 days, or 2 liters per person may be
replaced by a manually powered reverse osmosis desalinator capable of
producing an equal amount of fresh water in 2 days;
Life boat
Lifeboat equipment and their uses:

A rustproof dipper with lanyard

•A rustproof dipper with a lanyard, used for extracting fresh water

from the containers.
•The lanyard should be long enough to reach the bottom of any
water tank.
Life boat
Lifeboat equipment and their uses:

A rustproof graduated drinking vessel – Minimum 1

Life boat
Lifeboat equipment and their uses:

Food ration

One of the important survival item among life boat equipment.

Total not less than 10,000 kJ for each person the lifeboat is
permitted to accommodate; these rations shall be kept in airtight
packaging and be stowed in a watertight container;
 Life boat
Pyrotechnics
Rocket parachute flares – Four

•As the name suggests, the equipment is designed to fire a single red star to a height of approximately 300m;
•This flare, launched at the minimum height of 300m in the air, self-activates to produce intense red smoke.
•A parachute opens up and reduces the rate of descent which gives more time to the flare to remain at a height and to provide a clear view to nearby
ships or help.

Hand flares – at least 6

•A hand flare is a small cylindrical stick which when activated, produces an intense red smoke or light without an explosion.
•Should be held out leewardLifeboat equipment and their uses:
when activated.
•Can be used by the day as well as night.
Life boat Lifeboat equipment and their uses:
Pyrotechnics ( cont )

Buoyant smoke signals – at least 2

•This equipment is held in a compact container with a

buoyant nature so that it can float on the water surface to
signal distress situation.
•Mostly for use by the day, this can indicate the position of
distress with the bright orange smoke as well as for
determining the wind direction for rescue

https://www.youtube.com/watch?v=WqMze8nRNJE
https://www.youtube.com/watch?v=TRoS5uv4lD4&t=1s
Life boat
Lifeboat equipment and their uses:

Waterproof electric torch- at least 1

Suitable for Morse signaling together with one spare set of

batteries and one spare bulb in a waterproof container
Life boat
Lifeboat equipment and their uses:

Daylight signaling mirror (Heliograph) – at least 1

•With instructions for its use for signaling to ships and aircraft;
•A heliograph is a wireless telegraph that signals by flashes of
sunlight (generally using Morse code) reflected by a mirror.
•The flashes are produced by momentarily pivoting the mirror, or by
interrupting the beam with a shutter.
•The heliograph is a simple but effective instrument for
instantaneous optical communication over long distances

https://www.youtube.com/watch?v=Uf-eykGL4VM&t=96s
Life boat
Lifeboat equipment and their uses:

Life saving signals

•One copy of the life-saving signals prescribed

by regulation V/16 on a waterproof card or in a
waterproof container;
•Copy of Life saving signals
Life boat
Lifeboat equipment and their uses:

A first-aid outfit

•Survival item of lifeboat equipment.

•in a waterproof case capable of being closed tightly after use
Life boat
Lifeboat equipment and their uses:

Whistle or equivalent sound signal – At least 1

Whistle are often forgotten, poorly maintained. They don't work when
they are needed the most because the rolling ball inside gets swollen or
rusty and does not roll. It is a good practice to try them during every
routine maintenance.
.
Life boat
Lifeboat equipment and their uses:
Anti-seasickness medicine
Anti-seasickness medicine sufficient for at least 48 h and one
seasickness bag for each person

A jack-knife
A jack-knife to be kept attached to the boat by a lanyard

Tin openers – Minimum 3

Life boat
Lifeboat equipment and their uses:
Buoyant rescue quoits

Two buoyant rescue quoits, attached to not less than 30 metres

of buoyant line with a breaking strain of at least 1.0 kilo newtons

A manual pump

•If the lifeboat is not automatically self-bailing, a manual pump

suitable for effective bailing;
•Self–bailing boats, or self–bailing hulls, are designed to remove
water from the boat deck area using pumps of any kind. The
water is discharged overboard through the side or transom, the
“back wall” of the boat.
Life boat
Lifeboat equipment and their uses:
Fishing tackle – one set
•This helps the inmates to spend some time, a stress buster and to keep them busy which
will help them to be engaged and with high morale.
•It is recommended not to eat the fish as fish has Protein, it will require lot of water to
digest, Therefore consuming fish will make one dehydrated and thirsty.

Tool kit
Sufficient tools for minor adjustments and to the engine and its accessories

Portable fire-extinguishing equipment

Which types of fire extinguisher is used in lifeboat as per SOLAS?
•Lifeboats with permanently installed internal combustion engines are to be equipped with
portable fire extinguishers for class A and Class B fires.
•Preferably dry chemical powder types are used.
Life boat
Lifeboat equipment and their uses:

A searchlight
A searchlight with a horizontal and vertical sector of at least 6° and a measured luminous
intensity of 2500 cd which can work continuously for not less than 3 h

Radar reflector
Rescue item of lifeboat equipment.
•An efficient radar reflector, unless a survival craft radar transponder is stowed in the lifeboat
•Radar reflectors are metallic devices that help small boats show up on the radar screens of
larger boats.
Radar reflectors are required for boats that are:
•Less than 20 metres (65.6 feet) in length.
•Built mainly of materials that are not metallic.
•Radar reflectors should be mounted as high as possible on the boat.
 Life boat
Lifeboat equipment and their uses:

Thermal protective aids

TPA complying with the requirements sufficient for 10% of the number of persons the
lifeboat is permitted to accommodate or two, whichever is the greater
 Life boat
Communication equipment on Lifeboats – Portable radio set, SART, EPIRB:
Portable Radio Set:
It is used for short-range communication between the lifeboat and other vessels or shore stations for
coordination of rescue operations.

SART (Search and Rescue Transponder):

It helps in locating the lifeboat during search and rescue operations. When activated, it responds to radar
signals from ships or aircraft, creating a series of dots on the radar screen, which helps rescuers pinpoint the
lifeboat's location. When interrogated by radar waves of the X-band (3cm or 9 Ghz)a SART gets triggered into
transmitting a series of 12 pulses of 400 mW. These signal appear as a distinctive line of 12 blips on the PPI of
X-band radar extending outwards from the position of the SART along the line of bearing.

EPIRB (Emergency Position Indicating Radio Beacon):

EPIRB sends out a distress signal along with the lifeboat's location to satellites and rescue services. It
activates automatically when it comes in contact with water or can be manually activated in an emergency.
The device contains two radio transmitters, a 5-watt one, and another one 0.25-watt, each operating at 406
MHz, which is a distress frequency.
 Life boat
Communication equipment on Lifeboats – SART:
 Life boat
Communication equipment on Lifeboats – EPIRB:
 EPIRB
Communication equipment on Lifeboats – EPIRB:
A properly registered EPIRB will assist SAR in identifying the vessel and
its owner. Once an EPIRB is activated (automatically or manually), the
battery-powered source allows the EPIRB to continue to transmit for up
to 48 hours. The equipment shall be capable of floating free and get
activated automatically. It is designed to release itself and float free
before reaching a depth of 4 meters.
One EPIRB should be installed in a place where it will float-free
unobstructed and with the switch in the automatic mode, second EPIRB
should be installed in a location where it can be quickly and easily
accessed for manual use and transport. When abandoning ship, EPIRBs
should be taken to the survival craft to continue transmitting.
 EPIRB
Communication equipment on Lifeboats – EPIRB:
be so designed that the electrical portions are watertight at a depth of 10 meters for at least 5
minutes. Consideration should be given to a temperature variation of 450 C during transitions from
the mounted position to immersion.
be capable of manual activation and manual deactivation,
be capable of floating upright in calm water and have positive stability and sufficient buoyancy in all
sea conditions,
be capable of being dropped into the water without damage from a height of 20 meters,
be capable of being tested without using the satellite system to determine that the EPIRB is capable
of operating properly,
be of highly visible yellow orange colour and be fitted with retro reflecting material,
be equipped with a buoyant lanyard,
be provided with a low duty cycle light (.075 candela) activated by darkness to indicate its position
for the survivors,
not be unduly affected by seawater or oil; and
be resistant to deterioration in prolonged exposure to sunlight.
 SART
Communication equipment on Lifeboats – SART:
Search and Rescue Transponders (SARTs) are designed to help locate vessels in distress or
survivors in a life raft. They can be detected by 9 GHz radars carried onboard most vessels.
In the event of abandonment, SARTs should be taken aboard the survival craft and
manually activated and placed as high as possible clear of obstructions that would impede
or suppress signals to and from the radar. The SART can be activated manually, or will
activate automatically when placed in water. The SART signal appears on the radar screen
as a series of 12 blips, each 0.64 nautical miles apart.
The SART shall have sufficient battery capacity to operate in the standby condition for 96
hours. The SART shall be design so as to be able to operate under ambient temperatures
of – 200C to 550C. It should not be damaged in stowage through the temperature range of
– 300C to 650C. The SART shall operate correctly when interrogated by 9 GHz radars, with
an antenna height of 15 meters and at a distance of up to at least 10 nautical miles. It
shall also operate correctly when interrogated by air-born radars with at last 10 kilowatt
peak output power at a height of 916 meters and at a distance of at least 30 nautical
miles.
 SART
Communication equipment on Lifeboats – SART:
 be capable of being easily activated by unskilled personal.
 be fitted with means to prevent inadvertent activation.
 be equipped with a visual and/or audible means to indicate correct operation and to alert survivors that a
radar has triggered the locating device.
 be provided with an indication of the stand by condition.
 be capable of withstanding without damage drops from a height of 20 meters into water
 be watertight to a depth of 10 m for a at least 5 minutes.
 maintain watertight when subjected to a thermal shock of 450C under specified conditions of immersion.
 be capable of floating if it is not an integral part of the survival craft.
 be equipped with a floatable lanyard, suitable for use as a tether, if it is floatable.
 not be unduly affected by seawater or oil.
 be resistant to deterioration by prolonged exposure to sunlight.
 be of highly visible yellow/orange colour on all parts where this will assist detection, and
 have smooth external construction to prevent the damage of the survival craft.
 Life boat Video

https://www.youtube.com/watch?v=MZLkiTwh10M&t=99s

Totally enclosed life boat equipment & controls explained

 Life boat
Life boat launching procedures including onload release offload release system:
 Life boat
Life boat launching procedures including onload release offload release system:
 Life boat
Life boat launching procedures including onload release offload release system:
Life Boat Davit: A davit is a crane-like devices used on a ship for stowing, lowering and
heaving back life boat to the stowed position.
Types of Life Boat Davit:
1) Radial (obsolete) – Hand powered davit.
2) Mechanical (obsolete) – This type is like the radial davit, but both arms are moved out at
the same time using a screw system, uses manila rope falls.
3) Gravity – Most of the ships will have this arrangement. This davit uses wire falls and one
man can carry out lowering and heaving back of life boat to the stowed position.
 Life boat
Life boat launching procedures Open lifeboat:
Life Boat Lowering procedures:
1) Make sure the Davit tracks are clear. Remove the lifeboat cover if applicable
2) Put in the lifeboat plugs.
3) Attach the sea painter to the bow of the ship.
4) Remove the gripes from the lifeboat.
5) Have the assigned brake man to control the brake system and lower the lifeboat to the embarkation
deck.
6) Now that the tricing pendants have pulled the lifeboat in close, attach the bowsing tackle to the boat
and heave it alongside embarkation deck.
7) Once the lifeboat is alongside the embarkation deck, embarkation of crew can be allowed. Two crew
members embark the life boat and position themselves near forward and aft falls alternatively all crew
members can board the life boat by embarkation ladder once the life boat is lowered in water.
7) After two crew members have embarked the life boat and positioned themselves near forward and aft
fall, have the brake man raise the lifeboat slightly so the workers can release the tricing pendants.
8) Brake man lifts the bar and lowers the vessel into the water.
9) Operate the releasing gear and release the davit on the crest of a wave.
10) After completion of embarkation of crew, use boat hook to push the boat away from ship’s hull and use
engine / oars to move away
 Life boat
Life boat recovery ( Open life boat ):
1) Bring the life boat along side ship & close to the position where the lifeboat was lowered
in water so that the hooks on the davit are vertically below the falls. This can be done by
using engines or oars.
2) The forward and aft falls to be connected to the hooks on the boat. ( Manual
arrangement )
3) Painter shall be made fast forward & aft to keep the boat alongside.
4) Except two persons all other crew members may use embarkation ladder to go back on
the ship.
5) The boat is hoisted from the boat deck and brought alongside embarkation deck using
bowsing tackle.
6) The two crew members can disembark at embarkation deck.
7) The boat is further heaved up and brought to its housing position.
8) The tricing pendants are put back and gripes secured.
 Life boat
Launching of a totally enclosed Life boat using onload / offload release
system:
https://www.youtube.com/watch?v=qaOO-I2PcTI
1) Have the crew board the lifeboat and secure themselves with seat belts or harnesses. Ensure all hatches are
properly closed and secured.
2) Release the gripes (securing straps) that hold the lifeboat in place.
3) Engage the brake on the davit to control the descent of the lifeboat. Slowly release the brake to start lowering
the lifeboat. Continue to release the brake gradually, maintaining a controlled descent. Ensure the lifeboat
remains balanced and aligned with the davit tracks.
4) As the lifeboat approaches the water, prepare for water entry by ensuring all personnel are seated and
secure. Once the lifeboat is a few feet above the water, release the brake completely to allow the lifeboat to
enter the water gently.
5) The on load release mechanism is designed to lower the life boat when the life boat is slightly above water (
about 1M ). A release lever or handle is provided inside the life boat to disengage the hooks while the lifeboat is
still under load. On load mechanism is normally used when sea is rough and there could be problem in
disengaging the life boat in off load mode.
5) The off-load release mechanism is designed to release the forward and aft hooks simultaneously once the
lifeboat is fully supported by the water and under no load. Ensure the lifeboat is floating freely before
confirming the release of the hooks. The hooks should disengage automatically, but if needed, use the manual
release handle inside the lifeboat to release the hooks.
6) Use the lifeboat's propulsion system (engine or oars) to move away from the ship. Ensure a safe distance is
maintained from the ship and any other potential hazards.
 Life boat
Recovery of a totally enclosed Life boat:
1) Use the lifeboat's propulsion system to carefully approach the ship. Aim to align the lifeboat with the
recovery area.
2) Use the painter line (a rope attached to the bow of the lifeboat) to help control and guide the lifeboat during
the recovery
3) Securely attach the forward and aft lifting hooks (falls) to the designated lifting points on the lifeboat. Ensure
they are properly engaged and locked.
4) Start the winch to slowly and steadily lift the lifeboat out of the water. Ensure the lift is balanced to prevent
tipping. Continuously monitor the lifeboat and the lifting process to ensure that it remains stable and that the
hooks stay engaged.
5) Carefully maneuver the lifeboat to align it with the davit cradle as it is lifted. Use guide ropes or lines if
necessary.
6) Gradually lower the lifeboat into the davit cradle, ensuring it is properly seated and secure. Once the lifeboat
is safely in the cradle, disengage the lifting hooks and secure them in their stowed positions.
7) Fasten the gripes (securing straps) and any other securing devices to ensure the lifeboat is firmly held in
place.
 Life boat
Life boat launching procedures including onload release
offload release system:

https://www.youtube.com/watch?v=Iw
B9AN8Ariw&t=214s
Totally enclosed life boat onload & offload release explained
 Life boat
Launching of a totally enclosed free fall life boat from the Stern:

https://www.youtube.com/watch?v
=W5QvxugfQm0&t=5s
 Life boat
Launching of a totally enclosed free fall Life boat
1) Unlike gravity davit lifeboats, free-fall lifeboats are designed to slide down a ramp and fall
freely into the water, providing a rapid and effective means of evacuation.
2) Have the crew board the lifeboat in an orderly manner, ensuring that the weight is evenly
distributed. Close and secure all hatches to ensure the lifeboat is watertight. Ensure all
personnel are seated and have their seat belts securely fastened.
3) Establish communication with the bridge or the control center to confirm readiness for
launch. Verify that the release mechanisms are in the correct position for launch. Ensure the
launch system is armed and ready.
4) Pull the release handle to disengage the securing devices. The lifeboat will slide down the
ramp and free-fall into the water. Instruct all crew members to brace for impact as the
lifeboat enters the water.
5) Once the lifeboat is in the water, stabilize it and ensure it is floating properly. Allow the
crew to release their seat belts and check for any injuries or issues. Start the lifeboat’s engine
and navigate away from the ship to a safe distance.
 Life boat
Recovery of a totally enclosed free fall Life boat
1) Use the lifeboat’s propulsion system to carefully approach the ship. Align the lifeboat with
the recovery area.
2) Follow manufacturers guidelines on maximum number of persons the life boat can be
retrieved with.
3) Ensure that the shackles on the davit falls are secured into the lifting foundation. Fit the
slings of the davit falls onto the hooks. Helmsman gives the order to the winch operator to
hoist the boat.
4) When the boat is clear of the waves, the engine can be stopped and use the bilge pump to
drain water and dry.
5) Stow the boat according to the instruction/maintenance manual for boat davit. Once the
boat is in position the linkages between the davit and the boat are fitted into the hook.
6) Before leaving the boat ensure that the stop controller of the engine is in a neutral
position, top up the fuel tank, check coolant and lubricating oil levels & check that battery is
fully charged and the recharging plug between the boat and the ship is connected. Ensure
that the charger is working.
7) Check that the boat is tidy and all the safety belts are stowed properly. Close all the doors
and hatches except the ventilator, leaving the boat ready for emergency use.
 Life boat
List the precautions when lowering / launching survival craft:
1) Inspect the Survival Craft & ensure that the survival craft & davit is in good
working order with all equipment and provisions on board- pyro techniques,
EPIRB, extra ration & FW etc
3) Check the weather and & ensure conditions are suitable for lowering the
craft.
4) Ensure proper manning for the survival craft as well as for lowering.
5) Remove any obstruction in the launching area.
6) Conduct a safety briefing.
7) Wear appropriate safety gear, ie, life jacket & other protective gear as per
company policy.
8) Maintain clear communication
9) Monitor the davit system & lower slowly and steadily,
10) Check for leaks or damage
11) Maintain calm and order
 Life boat
Life boat cut off switch / limit switch:
The life boat limit switch or cut off switch serves to cut power to the davit winch motor before the davit arms reach the hard
stops. The limit switch must be wired into either the control circuit or the power circuit and stop the arms a minimum of 12
inches before hard contact will occur. If the davit winch motor were to pull the arms all the way to the hard stops,
catastrophic damage could occur to either the motor, the gear box, or the wire ropes.
To prevent the davits from pulling up against the stops. B) To assist in raising the lifeboat when using the hand crank. C) To
keep the tricing lines from releasing or getting tangled.
https://www.marineinsight.com/videos/watch-the-video-of-a-lifeboat-drill-gone-terribly-wrong/
1)Limit switch failed to stop the winch. Thus the falls parted. A person who operates has no idea about limit switch. You can
see that he didn’t stopped hoisting until the lifeboat fall into the water. It is enough to presumed that the lifeboat is lack of
maintenance and this was the first time they lowered the lifeboat for so many months thus, some of its automatic control
device were no longer functioning caused by corrosion or cavitation.
2)This was unconnected with limit switches and the falls did not break. The stern hook failed as is clearly seen at 1.07.
The hook was not properly set prior to lifting the lifeboat. On some boats it is not possible to positively identify where a
hook is properly set.
As the lifeboat is brought inboard it stikes the stopper just below the davit arm which puts a sideways force on the
improperly set hook, jogging it open. Improper hooking prior to lifting is the root cause of the accident.
There is signs of slight rolling
Lessons to be learnt:
Strat hoisting only after getting an OK from the Bowman or the Stern sheet’s man.
Team leader and the winchman should be vigil. winchman or the team leader did not stop hoisting.
Only properly trained personnel should be deployed
The communication should be correctly in place.
https://www.youtube.com/watch?v=5iDqCailtGA
 Rescue boat
Rescue boats may be either of right or inflated construction or a combination of both and
shall:
(a) be not less than 3.8 meters and not more than 8.5 meters in length;
(b) be capable of carrying at least five seated persons and a person lying down.

Unless the rescue boat has adequate sheer, it shall be provided with a bow cover extending
for not less than 15 per cent of its length.
Rescue boats shall be capable of maneuvering at speed up to 6 knots and maintaining that
speed for a period of at least 4 hours.
Rescue boats shall have sufficient mobility and maneuverability in a seaway to enable
persons to be retrieved from the water, marshal liferafts and low the largest life raft carried
on the ship when loaded with its full complement of persons and equipment or its
equipment or its equivalent at a speed of at least 2 knots.
A rescue boat shall be fitted with an inboard engine or outboard motor. If it is fitted with an
outboard motor, the rudder and tiller may form part of the engine.
Arrangements for towing shall be permanently fitted in rescue boats and shall be sufficiently
strong to marshal or tow liferafts.

Rescue boats shall be fitted with weather tight stowage for small items of equipment.
Rescue boat

https://www.youtube.com/watch?v=cpn9Crr8ROU

https://www.youtube.com/watch?v=CVNQppsufe4&t
=302s
 Rescue boat
Procedures for Operating Rescue Boat / Single Arm Davit including recovery, stowage and securing
(a) Lowering:
Try out OBM in fresh water & test two way portable VHF radio. Ensure that the propellers are stopped if rescue
boat is lowered in the stern area and / or shipside is clear. Check all accessories on boat are intact. Ensure boat
drain plug is fitted in place.
Release all boat securing lines. Ensure hoisting & slewing handles are removed. Switch on the motor. Engage
the clutch to hoist and de-clutch after getting required height. Switch off the motor.
Operate slewing handle to take the boat clear off the ship. Persons onboard should hold the painter line till it is
lowered. Pull the release handle to lower the boat by gravity (don’t lift the brake lever by hand).
Board the boat after lowering in water using embarkation ladder. When boat in water operate the quick release
mechanism to free the boat from sling hook.
Start OBM. Release forward painter and aft steady lines. Manoeouver the boat away from ship.
Measure the speed of the boat at full speed. (Required min. speed is 6 Knot). Bring the boat alongside vessel
after trail and pass the painter line. Stop OBM.
(a) Hoisting:
Secure the boat sling hook with quick release mechanism. Keep release handle tight so that release wire is
wound properly on drum. Hoist manually to take weight of the boat.
Remove hoisting handle. Disembark all crew from boat by boarding ladder. Keep clutch handle in neutral. Start
the motor. Hoist boat slowly with engaging clutch till the required height.
Stop the motor. Lowering the boat using slewing handle till it comes above cradle. Lower boat on cradle with
release handle.
 Muster & Emergency drill
MUSTERS AND EMERGENCY DRILLS

Every crew member shall participate in at least one abandon ship drill and one fire drill every
month. The drills of the crew shall take place within 24 h of the ship leaving a port if more
than 25% of the crew have not participated in abandon ship and fire drills on board that
particular ship in the previous month. When a ship enters service for the first time, after
modification of a major character or when a new crew is engaged, these drills shall be held
before sailing.
The purpose of musters and emergency drills is:
1. To ensure that in real emergency the ship’s officers and crew will respond in a disciplined
and controlled manner.
2. To familiarize the ship’s officers and crew with equipment provided on board to deal with
emergency situations.
3. To build up a shipboard organisation to deal with emergency by practicing realistic
situation.
4. To give confidence in, and knowledge of the use and limitations of the equipment.
5. To provide a working check on the condition of the equipment.
6. To fulfill statutory obligations.
 Muster & Emergency drill
ABANDON SHIP DRILL:
Each abandon ship drill shall include:
1) Summoning of passengers and crew to muster stations with the alarm followed by drill
announcement on the public address or other communication system and ensuring that they
are made aware of the order to abandon ship;
2) Reporting to stations and preparing for the duties described in the muster list;
3) Checking that passengers and crew are suitably dressed;
4) Checking that lifejackets are correctly donned;
5) Lowering of at least one lifeboat after any necessary preparation for launching;
6) Starting and operating the lifeboat engine;
7) Operation of davits used for launching life rafts;
8) A mock search and rescue of passengers trapped and
instruction in the use of radio life-saving appliances.
Emergency lighting for mustering and abandonment shall be tested at each abandon ship
drill.
Muster list and emergency situation
MUSTER LIST AND EMERGENCY SITUATIONS

• The Muster list specifies the General Emergency Alarm, Fire Alarm and Abandon
Ship signal.
• It describes actions to be taken by officers and crew on board when alarm signals
are sounded.
• The muster list specifies which officers are assigned to ensure that life-saving and
fire appliances are maintained in good condition and are ready for immediate
use.
• It also describes substitutes for key persons who may become disabled, taking
into account that different emergencies may call for different actions.
• The Muster List is displayed at various conspicuous locations on board as per
approved LSA Plan, e.g. wheel house, engine room, alleyways, etc.
 Sample Muster list
SUBSTITUTE
S.N. NAME RANK FIRE STATION OIL SPILL RESCUE BOAT (R/B) ABANDON SHIP
DUTIES
Overall in charge Overall in charge Overall in charge on Overall in charge on Bridge & I/C stbd. Life raft, communication,
01 MASTER CHIEF OFFICER
On Bridge on Bridge Bridge documentation.

I/C Lowering, Hoisting

02 CHIEF OFFICER NWKO -1 I/C seat of fire I/C Deck operation I / C Port Life raft.
R/B on deck

Fireman’s suit / safety lamp / I/C & Manning of R/B I/C R/B, bring 1 No. GMDSS walkie talkie along with 1 No. emergency
03 NWKO -1 CHIEF OFFICER Scupper / Drip trays plugs / scoops / buckets
First aid / boat plug. battery to R/B, Stbd life raft.

Communication / log Entries / On Communication / Log Assist Port Life raft I/C, bring SART from W/H port side & 1 No. GMDSS
04 NWKO - 2 NWKO -1 Communication / Log Entries / On bridge
bridge Entries / on bridge walkie talkie along with 1 No. emergency battery. Port Life raft

Asst. I / C Stbd. Life raft

05 CH. ENGR 2ND ENGR I/C Engine room / Release CO2 I/C Bunker Operations / Cleanup I/C Engine room
Eng. Room Logs
Assist lowering/
Assist I/C at seat of fire /
06 2ND ENGR OICEW Assist Chief Engineer hoisting R/B. Power Launching rails Port Life raft.
Extinguishers
supply to Davit.
Quick closing valves / ventilators / Fire pumps /Assist
07 OICEW 2ND ENGR I/C O.B.M. Engine R/B Team, Port L/R.
Fire pump Chief Engineer in E/R
Assist Chief Engineer / SCBA Assist Chief Engineer
08 ERR OICEW Oil Tank Sounding / Assist in clean up EPIRB/ Responsible for Lashing / Painter/Launching / Stbd Life raft
Wearer for E/R fire in E/R
Painter / Lowering Bring SART from W/H stbd side / 1 No. GMDSS walkie talkie along with 1
09 SEAMAN - 1 SEAMAN - 3 SCBA Wearer SOPEP Drum fwd. store / Clean up Embarkation Ladder No. emergency battery, assist removal / Lashing / Painter Launching
(R/B crew) Stbd. Life raft.

10 SEAMAN - 2 COOK Hose / Nozzle / Stretcher SOPEP Drum Fwd. store / Clean up Steering / Messenger Responsible for removal of Lashing / Painter / Launching Port Life raft

Remove / Lashing of
11 SEAMAN - 3 SEAMAN - 1 Steering on Bridge SOPEP Drum Fwd. store / Clean up R/B Team, Port L/R.
R/B .(R/B crew)
Assist in Removal /
Stretcher / Fireman suit / Air
12 COOK SEAMAN - 2 SOPEP Drum Fwd. store / Clean up Lashing of R/B. (R/B R/B Team, Stbd L/R.
bellow
crew)
TR. Stretcher / Fireman suit / Air Assist in Removal /
13 SOPEP Drum Fwd. store / Clean up Stbd L/R.
SEAMAN bellow Lashing of R/B

Stretcher / Fireman suit / Air Assist in Removal /

14 R/ GUIDE SOPEP Drum Fwd. store / Clean up PortL/R.
bellow Lashing of R/B

MUSTER LIST
M. V. XYZ
FIRE :CONTINUOUS RINGING OF FIRE ALARM.
EMERGENCY ALAR 7 SHORT BLASTS ON SHIPS WHISTLE FOLLOWED BY A PROLONGED BLAST.
ABANDON SHIP ONLY ON VERBAL ORDERS FROM MASTER.
Emergency MUSTER STATION is at No. 2 Hatch Top near (port) Life raft and all ship’s Personnel should muster there as soon as Fire/Emergency Alarm is sounded.
Chief Officer and under his supervision Second Officer is responsible for maintenance of all LSA / FFA in good condition and ready for immediate use.
Alternate Muster Station is bridge. This Muster Station to be used in case it is not possible to muster at No. 2 hatch top due to some reason, i.e., bad weather, fire near No. 2 hatch top etc. *INCASE IT IS NOT POSSIBLE TO LOWER
RESCUE BOAT, RESCUE BOAT TEAM CREW SHALL BOARD DESIGNATED LIFE RAFT (L/R).
ISPS TEAM :
TEAM – I : CHIEF OFFICER, SEAMAN – I, 2&TR.SEAMAN AREA : MAIN DECK
TEAM – II : CHIEF ENG. , 2/ENG , OICEW & ERR AREA : ENGINE ROOM
TEAM – III : SECOND OFF. , SEAMAN – III & COOK AREA : ACCOMODATION MASTER
SUBSTITUTE FOR MASTER & CHIEF ENGINEER IN CASE OF INCAPACITATION WILL BE CHIEF OFFICER & SECOND ENGINEER RESPECTIVELY. M.V. AMBUJA KEERTI
 Life boat maintenance
According to SOLAS weekly the life boat will be lowered up to embarkation deck and all davit
mechanism is inspected and checked. engine should be tried out weekly, Propulsion has to be checked
both forward and astern. Check the quantity of fuel.
Mechanical linkage and electrical equipment of launching gear are checked including lubrication.
Cleaning of limit switch of davit & ensure it’s functioning.
Life boat should be launched once in 3 month and maneuvered in the water.
Check davit for corrosion, misalignments, deformations and excessive free play;
Check Wires and sheaves for any damages
Check Winch – Inspect brake mechanism, replace brake pad if required, remote control system, power
supply, winch foundation. Winch type hand operated brake static and dynamic test to be carried out.
Lifeboat - Inspect hull for any damages, inspect hooks & their attachment, check all life boat
equipment
Examination & operational testing of on load release and off load release gear
 Throw overboard and Davit launched Life raft
A throw overboard life raft is designed to be manually deployed by physically
throwing it into the water. Once the life raft is in the water, a painter line (a rope)
is pulled, which activates the inflation system. The life raft then automatically
inflates, and crew members can board it directly from the ship or from the water.
This arrangement is suitable for smaller ships or when quick deployment is
necessary. These life rafts are stowed on the ship's deck or in easily accessible
locations from where it is easy to throw it overboard.
A davit launched life raft is deployed using a davit, a small crane-like device
mounted on the ship. The life raft is first secured to the davit and then lowered
into the water while the crew members are already inside or about to board it.
This type of life raft is often used on larger vessels where a more controlled
deployment process is needed.
Throw overboard and Davit launched Life raft
 Construction and parts of life raft
 capable of withstanding exposure for 30 days afloat in all sea conditions.
 If it is dropped into the water from a height of 18 m, the life raft and its equipment will operate satisfactorily. If the life raft
is to be stowed at a height of more than 18 m above the waterline in the lightest seagoing condition, it shall be of a type
which has been satisfactorily drop-tested from at least that height.
 The floating life raft shall be capable of withstanding repeated jumps on to it from a height of at least 4.5 m above its floor
both with and without the canopy erected.
 The life raft and its fittings shall be so constructed as to enable it to be towed at a speed of 3 knots in calm water when
loaded with its full complement of persons and equipment and with one of its sea-anchors streamed.
 The life raft shall have a canopy to protect the occupants from exposure which is automatically set in place when the life
raft is launched and waterborne.
 Unless the life raft is to be launched by an approved launching appliance or is not required to be stowed in a position
providing for easy side-to-side transfer, the total mass of the life raft, its container and its equipment shall not be more than
185 kg.
 The life raft shall be fitted with an efficient painter of length equal to not less than 10 m plus the distance from the stowed
position to the waterline in the lightest seagoing condition or 15 m whichever is the greater.
 The life raft shall be stowed in a watertight container. The container shall be marked with maker's name, serial number,
name of approving authority and the number of persons it is permitted to carry, type of emergency pack ( SOLAS A pack ),
date when last serviced, length of painter, maximum permitted height of stowage above waterline, launching instructions.
 The life raft shall be stowed with its painter permanently attached to the ship and with a float free arrangement so that the
life raft floats free and inflates automatically when the ship sinks and is not dragged under by the sinking ship.
 The weak link used in the float-free arrangement shall not be broken by the force required to pull the painter from the life
raft container, be of sufficient strength to permit the inflation of the life raft and break under a strain of 2.2 ± 0.4 kN.
 Construction and parts of life raft
Parts of life rafts:
Inflatable Chambers - Main Buoyancy Tubes & Floor
Canopy - Protective Canopy, entrance flap, Observation Port
Ballast System - Ballast Bags
Lifelines and Boarding Devices –Lifelines, Boarding Ladder, Righting Straps
Emergency Equipment Pack
Inflation System - CO2 Cylinder, Manual Inflation Tube, Overpressure Valve
Painter

•
 Life raft equipment
One buoyant rescue quoits, attached to not less than 30 meters buoyant line,
One safety knife of the non folding type having a buoyant handle and lanyard attached. In addition, a life raft
which is permitted to accommodation 13 persons or more shall be provided with a second safety knife which
need not be of the non-folding type,
Life raft which is permitted to accommodate not more than 12 persons, one buoyant bailer. For a life raft
which is permitted to accommodate 13 persons or more, two buoyant bailers,
Two sponges, Two sea anchors, Two buoyant paddles,
Three tin openers, One first aid box, One whistle
Four rocket parachute, six hand flares, two smoke float,
One approved waterproof electric torch, An efficient radar reflector, One approved daylight signaling mirror,
One copy of the life-saving signals,
One set of approved fishing tackle,
Approved food rations totaling not less than 10,000 Kilojoules to reach person,
Watertight receptacles containing a total of 1.5 liters of fresh water for each person,
One rust proof graduated drinking vessel,
Six does of anti-seasickness medicine and one sea-sickness bag for each person ,
Approved instructions on how to survive, approved instructions for immediate action,
Thermal protective aids sufficient for 10 per cent of the number of persons the liferaft is permitted to
accommodate or two, whichever is the greater.
Life raft launching procedures and use of hydrostatic unit
Manual launching of life raft:
Remove the securing straps ( lashing arrangement to hold
the life raft in it’s housing ), make fast painter at a strong
point on ship, throw the life raft in water, keep pulling the
painter line till the time life raft is inflated
Auto release & inflation from a sinking ship:
The strong white rope is secured to the deck or life raft
cradle and attached to the life raft lashing with a slip
hook. If the ship sinks, the water pressure will (within 4
metres) activate the sharp knife which cuts the white
rope and the life raft will float free. As the ship sinks, the
life raft painter line will be stretched and the life raft
starts to inflate. The Red Weak Link breaks and survivors
can board the floating life raft.
Hydrostatic release:
The HRU is made of glass fibre reinforced nylon, which
means it won't rust. The HRU needs no annual service
maintenance or spare parts; however it must be replaced
after 2 years.
 Use of Life raft repair kit
Components of a Life Raft Repair Kit:
Various sizes of adhesive patches made from the same material as the life raft to seal holes or
tears, adhesive/Glue, sandpaper, application Tool such as a roller or brush & Instructions
Locate the hole, tear, or puncture in the life raft that needs repair. The damage might be visible
as a leak, or you might hear air escaping. If the damaged area is wet, dry it thoroughly to ensure
the adhesive will stick properly.
Use the sandpaper from the kit to roughen the area around the damage. This helps the
adhesive bond more effectively. Paste proper size of patch in the damaged area.

•
 Life raft servicing and maintenance
Servicing requirement:
Within 12 months of last service or date of manufacture. Servicing must be done by workshop authorized by the
manufacturer. Some maritime authorities may allow an extension of up to 5 months if the next service falls during a voyage,
but this is generally not encouraged.
Inspection and Maintenance on board:
Ensure that life raft securing straps are properly secured on deck ( check condition of shackle )
Ensure that the painter and hydrostatic release unit is correctly installed after the life raft is brought back after annual
servicing
Ensure the upper and lower half of life raft containers are properly sealed, if not call authorized workshop to seal it.
Inspection and Maintenance Procedures during annual servicing:
The life raft is fully inflated to check for leaks, tears, or other damage. The inflation system, including gas cylinders and
inflation valves, is tested to ensure they function correctly.
The pressure inside the life raft is monitored over a specified period to ensure it maintains the correct pressure without
significant loss.
All components, including the canopy, buoyancy tubes, and boarding ramps, are inspected for wear and tear, degradation, or
damage. Any worn or damaged parts are repaired or replaced.
The life raft's survival equipment, such as food rations, water, first aid kit, signaling devices, and repair kits, are inspected and
replaced if expired or damaged.
Any defects or damages found during the inspection are repaired, and any components that are beyond repair are replaced
according to the manufacturer’s guidelines.
After inspection, testing, and any necessary repairs, the life raft is carefully repacked into its container according to the
manufacturer's instructions, ensuring it can be deployed quickly and correctly in an emergency.
 Life buoy, It’s attachments & MOB marker
A lifebuoy is a life saving buoy designed to be thrown to a person in the water, to provide buoyancy, to
prevent drowning. Some Lifebuoys are fitted with seawater-activated lights, to aid rescue at night. Attached line
allows the casualty to be pulled to the rescuer. In addition to carriage by ships, they are also located beside
bodies of water that have the depth or potential to drown some one.
The total number of lifebuoys and their distribution on board ship are as per approved LSA Plan of the ship.
 have an outer diameter of not more than 800 mm and an inner diameter of not less than 400 mm;
 be constructed of inherently buoyant material;
 it shall not depend upon rushes, cork shavings or granulated cork, any other loose granulated material or any
air compartment which depends on inflation for buoyancy;
 be capable of supporting not less than 14.5 kg of iron in fresh water for a period of 24 hours;
 have a mass of not less than 2.5 kg;
 not sustain burning or continue melting after being totally enveloped in a fire for a period of 2 seconds;
 be constructed to withstand a drop into the water from the height at which it is stowed above the waterline in
the lightest seagoing condition or 30 m, whichever is the greater, without impairing either its operating
capability or that of its attached components;
 Life buoy, It’s attachments & MOB marker
 if it is intended to operate the quick release arrangement provided for the self-activated smoke
signals and self-igniting lights, have a mass sufficient to operate the quick release arrangement or 04
Kg whichever is greater;
 be fitted with a grab line not less than 9.5 mm in diameter and not less than 4 times the outside
diameter of the body of the buoy in length. The grab line shall be secured at four equidistant points
around the circumference of the buoy to form four equal loops;
 be so distributed as to be readily, available on both sides of the ship and as far as practicable on all
open decks extending to the ship's side at least one shall be placed in the vicinity of the stern;
 be so stowed as to be capable of being rapidly case loose and not permanently secured in any way;
 be so stowed that at least one lifebuoy on each side of the ship shall be fitted with a buoyant life
line and shall be equal in length to not less than twice the height at which such lifebuoy is stowed
above the waterline in the lightest sea-going condition, or 30 meters whichever is greater;
 be marked in block capitals of the Roman alphabet with the name and port or registry of the ship.
i. Not less than one-half of the total number of the lifebuoys provided on board ship shall be fitted
with self igniting lights out of which two shall also be provided with self-activating smoke signals
and be capable of quick release from the navigation bridge;
ii. Lifebuoys with lights and lifebuoys with light and smoke signals provided shall be equally distributed
on both sides of the ship and shall not be one of the lifebuoys provided with life lines.
Life buoy, It’s attachments & MOB marker
 Life buoy, It’s attachments & MOB marker
Lifebuoys Carriage Requirement:
Cargo Ships
1-Vessel less than 100 meters – 8
2-Vessel length 100 – 149 meters – 10
3-Vessel length 150 – 199 meters – 12
4-Vessel length more than 200 meters -14
Passenger Ships
1-Vessel less than 60 meters – 8
2-Vessel length 60 - 120 meters – 12
3-Vessel length 120 – 180 meters – 18
4-Vessel length 180 – 240 meters – 24
5-Vessel length more than 240 meters – 30
These requirements are as per SOLAS and LSA Code
 Life buoy, It’s attachments & MOB marker
Buoyant Life line:
Buoyant lifelines shall be non-kinking & have a diameter of
not less than 8 mm. The breaking strength of the rope shall
not be less than 5 kN.

SELF IGNITING LIGHT:

Lifebuoy self-igniting lights shall be such that they
cannot be extinguished by water.
 be capable of either burning continuously with a
luminous intensity of not less than 2 candelas in all
directions of the upper hemisphere of flashing
(discharge flashing) at a rate of not less than 50
flashes per minute with at least the corresponding
effective luminous intensity.
 be provided with a source of energy capable of
meeting the requirement of sub-paragraph 2 for a
period of at least 2 hours.
 be capable of withstanding the drop test.
 Life buoy, It’s attachments & MOB marker
Lifebuoy self-activating smoke signals shall:
 emit smoke of a highly visible colour at a uniform rate for a
period of at least 15 minutes when floating in clam water;
 not ignite explosively or emit any flame during the entire
smoke emission time of the signal;
 not be swamped in a seaway;
 continue to emit smoke when fully submerged in water for
a period of at least 10 seconds;
be capable of withstanding the drop test. This is used for
MOB marker.

DROP TEST: Shall be so constructed to withstand a drop into the water from the height at which it
is stowed above the waterline in the lightest seagoing condition or 30 meters whichever is the
greater, without impairing either its operating capability or that of its attached components
 Maintenance of Life buoy
 Visual inspection for damage, colour, visibility & marking ( ship’s name & call sign )
 Check Lifeline is securely attached, free from fraying, knots, or tangling, and that it is the correct length (typically 27.5
meters or more). Ensure the MOB marker (smoke signal/light) is securely attached and not expired. Check that any battery-
operated lights have functional batteries.
 Test the operation of any attached lights by manually activating them to ensure they function correctly. Replace batteries if
needed.
 Check the condition of the smoke canister visually (do not activate). Ensure the seals are intact and that it is not corroded.
 If the lifeline shows signs of wear, it should be replaced immediately. The rope should be coiled neatly and secured to avoid
tangling.
 Ensure the lifeline is stored in a way that it can be easily deployed without tangling when the lifebuoy is thrown.
 Lifebuoys should be stored in designated holders on the ship’s deck, easily accessible in an emergency.
 Lifebuoys should be protected from direct sunlight, salt spray, and extreme weather conditions to prevent degradation.
Covers or shades may be used but should not impede quick access.
 Clean lifebuoys periodically with fresh water to remove salt, dirt, or other contaminants that can cause damage over time.
 Keep a detailed log of all inspections, tests, and maintenance activities, including dates and any actions taken.
 Replace lifebuoys that show significant wear, have been involved in a rescue operation, or fail any inspection or test.
Replace any expired components, such as the MOB marker.
 Life jacket and it’s attachments
LIFEJACKETS: A lifejacket shall be provided for every person on board the ship and, in addition:
 a number of lifejackets suitable for children equal to at least 10% of the number of passengers on board shall be provided
or such greater number as may be required to provide a lifejacket for each child; and
 a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located survival craft
stations. The lifejackets carried for persons on watch should be stowed on the bridge, in the engine control room and at
any other manned watch station.
 Lifejackets shall be so placed as to be readily accessible and their position shall be plainly indicated.

General requirements of lifejackets:

An adult life-jacket shall be so constructed that:
 shall not sustain burning or continue melting after being totally enveloped in a fire for a period of 2 seconds.
 at least 75% of persons, who are completely unfamiliar with the lifejacket, can correctly don it within a period of one
minute without assistance, guidance or prior demonstration
 after demonstration, all persons can correctly don it within a period of one minute without assistance;
 it is clearly capable of being worn in only one way or, as far as is practicable, cannot be donned incorrectly;
 it is comfortable to wear;
 it allows the wearer to jump from a height of at least 4.5 m into the water without injury and without dislodging or
damaging the lifejacket.
 shall have buoyancy which is not reduced by more than 5% after 24h submersion in fresh water.
 shall be fitted with a whistle firmly secured by a cord
 Life jacket and it’s attachments
An adult lifejacket shall have sufficient buoyancy and stability in calm fresh water to:
 lift the mouth of an exhausted or unconscious person not less than 120 mm clear of the water with the body
inclined backwards at an angle of not less than 20° from the vertical position;
 turn the body of an unconscious person in the water from any position to one where the mouth is clear of the
water in not more than 5 s.
 shall allow the person wearing it to swim a short distance and to board a survival craft.

A child lifejacket shall be constructed and perform the same as an adult lifejacket except as follows:
 donning assistance is permitted for small children;
 it shall only be required to lift the mouth of an exhausted or unconscious wearer clear of the water a distance
appropriate to the size of the intended wearer;
 assistance may be given to board a survival craft, but wearer mobility shall not be significantly reduced.

In addition to the markings with approval information including the Administration which approved it, and any
operational restrictions, a child lifejacket shall be marked with:
 the height or weight range for which the lifejacket will meet the testing and evaluation criteria
 a "child" symbol as shown in the "child's lifejacket" symbol.
Life jacket and it’s attachments
 Life jacket and it’s attachments
On Cargo ships
1-There must be a life jacket for all the crew and their families, if onboard.
2-Since officers carry their family with them, infant life jacket must be provided in cargo
ships.
3-The number of life jackets must be carried in excess as in case of damage to any, it can be
replaced with spare one.
4-Sufficient additional life jackets are to be provided in duty and working places like bridge,
engine room and forward
On Passenger Ships
1-There must be a life jacket for every person onboard ship.
2-Life jacket for each child or 10 % of the total number of passenger which ever is higher.
If the adult lifejackets provided are not designed to fit persons weighing up to 140 kg and with
a chest girth of up to 1,750 mm, a sufficient number of suitable accessories shall be available
onboard to allow them to be secured to such persons.
 Life jacket and it’s attachments
Lifejacket light:
• Shall have a luminous intensity of not less than
0.75 cd in all directions of the upper hemisphere;
• Have a source of energy capable of providing a
luminous intensity of 0.75 cd for a period of at
least 8 hours;
• Be visible over as great a segment of the upper
hemisphere as is practicable when attached to a
lifejacket;
• Be of white color,
• If the light referred above is a flashing light it shall
in addition be provided with a manually operated
switch and flash at a rate not less than 70 flashes
per minute with an effective luminous intensity of
at least 0.75 cd
 TPA, use, care and maintenance
The TPA is designed to reduce the loss of body heat and protect against cold shock and hypothermia. It should
be donned in emergency situations where there is a risk of exposure to cold temperatures, such as during an
evacuation or after abandoning ship.
A thermal protective aid shall be made of waterproof material having a thermal conductance of not more than
7800 W/(m2.K) and shall be so constructed that, when used to enclose a person, it shall reduce both the
convective and evaporative heat loss from the wearer's body.
The thermal protective aid shall:
 cover the whole body of persons of all sizes wearing a lifejacket with the exception of the face. Hands shall
also be covered unless permanently attached gloves are provided;
 be capable of being unpacked and easily donned without assistance in a survival craft or rescue boat;
 permit the wearer to remove it in the water in not more than 2 min, if it impairs ability to swim.
The thermal protective aid shall function properly throughout an air temperature range -30°C to +20°C.
Store the TPA in a dry, cool place, away from direct sunlight and heat sources. It should be kept in its original
packaging or a protective case to prevent damage. Regularly inspect the TPA for any signs of wear, tear, or
damage. Look for holes, tears, or signs of degradation in the material. After cleaning or if the TPA becomes wet,
allow it to air dry completely before repacking.
If the TPA shows any signs of damage or if it has been used in an emergency situation, it should be replaced
immediately.
 Immersion suit use, care and maintenance
Immersion Suit is a protective suit which reduces the body heat loss of a person wearing it in
cold water:
In the unlikely event that you find yourself in a situation where abandoning your ship or
entering cold waters becomes necessary, donning an immersion suit becomes imperative.
These specialized suits play a crucial role in minimizing the loss of your body’s heat, thereby
safeguarding your core temperature which increases your chances of surviving until help
arrives.

An immersion suit or an anti-exposure suit, of an appropriate size, shall be provided for every
person assigned to crew the rescue boat or assigned to the marine evacuation system party.
For Cargo Ship one shall be provided for each crew member.
For passenger ship at least three for each lifeboat and one TPA for every person to be
accommodated in the lifeboat if an immersion suit for all is not provided. The immersion suit &
TPA need not be provided for person to be accommodated in totally or partially enclosed life
boat or if the ship is continuously trading in warm climate ( subject to flag state approval )
 Immersion suit use, care and maintenance
Immersion suits must be made of waterproof material such that:
•It can be put on without assistance within 2 minutes, including the time to don any associated clothing
and a lifejacket.
•It will not burn or melt after being fully engulfed in fire for 2 seconds.
•It will cover the entire body except the face, and hands should be covered or attached with separate
hand gloves.
•The suit must minimize excess air in the leg areas and prevent significant water ingress after jumping
from a height of at least 4.5 meters into the water.
Immersion suits which can be worn with or without lifejacket shall meet following requirements:
• Lift the exhausted or unconscious person’s mouth to a minimum height of 120mm above the water.
• Automatically turn the person from facing downward to upward in 5 seconds or less in fresh water.
• The Immersion Suit shall permit a person to:
– Climb up and down a vertical ladder that is at least 5 meters in length.
– Perform normal duties associated with abandonment.
– Jump from a height of no less than 4.5 meters into the water without damaging or dislodging the
immersion suit or risking injury.
– Swim a short distance through the water and board a survival craft.
 Immersion suit use, care and maintenance
Immersion Suit with inbuilt buoyancy (Life Jacket Not Required)
In this type of immersion suit, life jackets are not required to be worn.
•A suit with built-in buoyancy should meet the requirements of a lifejacket.
•Has light and whistle if worn without lifejacket
•provided with a releasable buoyant line or other way to attach to another person’s suit in the water
(buddy line).
•it should have a means to lift the wearer out of the water into a rescue boat.
Immersion Suits Needing Lifejackets
In this type of immersion suit, life jackets are to be worn above the suit.
•Person able to don life jackets without assistance.
•Immersion suits should be clearly marked to show they must be worn together with life jackets.
Insulated and Non-Insulated Immersion Suits (includes both with or without life jackets)
Non-Insulated Immersion Suits
•Non-insulated suits must be clearly marked to wear with warm clothes.
•When wearing the immersion suit for one hour in calm, circulating water at 5°C (41°F), the suit should
prevent the wearer’s core body temperature from decreasing by more than 2°C (around 3.6°F).
Insulated Immersion Suits
•After being in calm, circulating water between 0°C and 2°C (32°F – 35°F) for 6 hours while wearing the
suit, the wearer’s core body temperature should not decrease by more than 2°C (about 3.6°F).
 Line throwing appliance- use, care & maintenance
A line throwing appliance, also known as a line throwing apparatus (LTA), is a self-contained device on a ship
that can be used to quickly and accurately pass a line.
It is designed for ship-to-ship and ship-to-shore operations as well as for the rescue of people in distress at
sea.
The line thrower is a robust device consisting of a waterproof plastic container with integral handle and
trigger mechanism, a solid-fuel rocket and 300 meters of line. To activate it, the user removes a safety pin,
holds the device steady and pulls the trigger.

Every line-throwing appliance shall:

•be capable of throwing a line with reasonable accuracy;
•include not less than four projectiles each capable of carrying the line at least 230 m in calm weather;
•include not less than four lines each having a breaking strength of not less than 2 kN;
•have brief instructions or diagrams clearly illustrating the use of the line throwing appliance.
•In addition, in the case of a pistol-fired rocket, the line and rockets together with the means of ignition shall
be stowed in a container which provides protection from the weather.
•The LTA is kept on BRIDGE. It has a rope kept in a cylinder which is spring loaded and when the cylinder is
propelled by pressing lever, the spring is released and the rope turns out from cylinder which is kept in the
direction of wind and at angle of 45°from the surface to achieve max projectile path.
Line throwing appliance- use, care & maintenance

https://www.youtube.com/watch?v=FsFARoi5Mb0&t=186s
Classification of fires
CLASSIFICATION OF FIRES:
Fires are classed according to fuel and most effective extinguishing agent.
• Class A: Fire involving common combustion material and which can be extinguished by use of water or
water solution in form of jet and spray e.g. materials include wood, wood based material, cloth, rubber,
and certain plastics.
• Class B: Fires involving flammable or combustible liquids, paints, varnishes, greases and similar products,
either miscible or immiscible with water. Extinguishing agents include water spray, foam, carbon dioxide
and dry chemicals.
• Class C: Fires that involve gases or liquid gases in the form of a liquid spillage or a liquid or gas leak. Gases
include methane, butane etc. Foam or dry chemicals may be used to control class c fires involving shallow
liquid spills; water in the form of spray is used to cool the containers.
• Class D: Fires that involve combustible metals, e.g. sodium, magnesium etc. Extinguishing agents like
water, CO2 and bicarbonates are infective and hazardous if used. Powered graphite, powered talc, soda
ash, limestone and dry sand are normally suitable for extinguishing class d type fires.
• Electrical Fires: Electrical fire by itself does not constitute a class since any fire involving or started by
electrical equipment will be a fire of class a, b, c or d. In case of a fire involving electrical equipment,
electricity supply to the respective equipment must be cut off and an extinguishing medium appropriate
to what is burning must be used.
Fire triangle
FIRE EXTINCTION:
• If any of the 3 elements viz fuel, oxygen, heat is removed, the fire will die out. If the chain reaction is broken, resulting
reduction in vapours and heat production will rapidly extinguish the fire.
Removal of Fuel or Starvation:
• Remove combustible material away from seat of fire. e.g. drain fuel burning fuel tank or discharge combustible material
from a ship on fire.
• Cut off liquid or gaseous fuel supply to seat of fire by shutting off proper valves.
Removal of Oxygen or Smothering:
• Any fire will be extinguished if oxygen level in the air surrounding of the seat of fire drops below 16% by volume.
• Carbon dioxide or foam will smother the fire and starve the fire off oxygen.
• Exceptions of this phenomenon are oxidising substances that release oxygen when heated or when they come in control
with water. These substances include hypo chlorites, chlorates, nitrates, chromates, oxides and peroxides. Thus burning
oxidizers cannot be extinguished by smothering them. Instead copious amount of water will have to be used for this
purpose.
Removal of Heat or Cooling:
• Fresh as well as seawater is an excellent heat absorber, if applied directly to the seat of fire, quickest heat reduction can be
achieved.
• Breaking the Chain Reaction or Inhibition:
• Fire will be extinguished rapidly once the chain reaction sequence is broken. Dry chemicals are commonly used to attack
chain reaction and inhibit combustion. These chemicals rapidly and directly attack the molecular structure of compounds
formed during the chain reaction sequence. Break down of these compounds adversely affect the flame producing
compatibility of the fire.
• These chemicals do not cool a smoldering fire or a liquid container heated above the liquid’s ignition temperature. So a
cooling medium like water must be subsequently used to cool the smoldering embers or the sides of the container.
Fire fighting
Fire Fighting:
Fire is the nightmare of every seamen because it is the root cause of major
accidents in ships. A ship is approved to sail in international waters only if it
is constructed as per the Fire Safety System code (FSS code).
The hazards of fire is one of the most dreaded problems on board ships.
SOLAS Chptr-II-2, provides for the:
1- Fire Protection
2- Fire Detection
3- Fire Extinction, of fire by providing ship specification for fire integrity.
There are two codes, they talk about/govern the problem related to fire
and fire fighting on board ship.
1-FSS Code –Fire Safety System Code
2-FTP Code – Fire Test Procedures Code
Fire fighting
Fire Safety & Functional requirement:
The best way to deal with fires on board ships is to prevent them rather than
letting them occur. In order to achieve the above fire safety objectives, the
regulations include certain Functional Requirements as given:
• Division of the ship into main vertical zones by thermal and structural
boundaries.
• Separation of accommodation spaces from remainder of the ship by
thermal and structural boundaries.
• Restricted use of combustible materials.
• Detection of fire in the zone of origin.
• Containment and extinction of any fire in the origin.
• Protection of means of escape and access for fire fighting.
• Ready available of fire extinguishing appliances.
• Reducing of the chances of ignition of flammable cargo vapor.
Fire fighting
The fire safety objectives are to:
• Prevent the occurrence of fire and explosion.
• Reduce the risk to life caused by fire.
• Reduce the risk of damage caused by fire to the vessel, its
cargo and the environment.
• Contain, control and suppress fire and explosion in the
compartment of origin.
• Provide adequate & accessible means of escape for all.
Fire fighting
Causes Of Fire On board
• Poor house keeping
• Poor maintenance of Equipment.
• Poor monitoring of equipment.
• Over use of equipment.
• Leaking of oil and Gases.
• Collision with other ship.
• Due to smoking near dangerous cargoes.
• Non compliance of work permit & SOP
• Smoking, Aggarbatti
• Spontaneous combustion
• Cargo related fire coal, sulphur, chemicals, dangerous cargo
• Galley fire
Fire fighting
Function of fire safety:
• Fire safety reduces the risk of injury
• Reducing damage that fires can cause.
• Developing and implementing fire safety protocols in the workplace is not only
required by law but it is crucial to everyone's safety that may be in the ship
during a fire emergency.
• Important points to consider for fire prevention on board ships
• In engine room, waste bins used for storing oily rags must have lids (covers). Oily
rags should not stay lying around or stuck at unnecessary places. Receptacles
with covers should be provided at each floor and on both sides.
• High pressure fuel oil pipes should not be tightened to control a leakage while the
engine is running. Also, oil shouldn’t be taken in to turbochargers during
operation.
Fire fighting
• Short sounding pipes should be kept shut with plugs. Never should they be left in
open position for the sake of convenience. Cases have been reported wherein oil
has spilled out from these short sounding pipes leading to accidents.
• Exhaust leakages and steam leakages should be promptly attended.
• Ship’s crew should be careful about galley fires, especially by keeping electrical
equipment in good order. Senior officers should keep an eye in the galley when
provision is being received because this is the time when galley remains
unattended for a long time.
• One of the effective methods of fire prevention is regular fire patrol. There is no
method that can beat physical monitoring.
• Fire caused by cigarettes & agarabatti is still one of the most common causes of
fire. All care should be taken to dispose cigarettes (using self closing ashtrays) and
never should one smoke in bed.
Structural fire protection
Structural Fire Protection:
• A non-combustion material is defined as one that neither burns nor gives off flammable
vapours in sufficient quantities for self-ignition when heated to high temperature.
Common examples of non-combustible materials include certain metals (such as steel),
concrete, glass, bricks, and some mineral-based materials.
• Any material other than a non-combustible material is a combustible material.
• Structural fire protection is taken care of in the design and construction stage of a vessel
and include following measures:
• Division of vessel into main vertical zones by thermal and structural boundaries.
• Separation of accommodation spaces from the remainder of ship by thermal and
structural boundaries.
• Restrict use of combustible material.
• Containment and extinction of fire in the space of origin.
• Protection of access for fighting fire as well as means of escape.
• Ready availability of fire extinguishing appliances.
• Minimization of possibility of ignition of flammable vapours.
Structural fire protection
Standard Fire Test:
A standard fire test is one in, which specimens of relevant bulkheads or decks are exposed in a test
furnace to temperatures corresponding approximately to the standard time temperature curve. The
specimen must have as a minimum, height or length 2.44m, exposed surface area of 4.65 m2 and a
joint over a period of 60 minutes, this specimen is then exposed to temperatures ranging from 556°
c to 925° c. The standard time-temperature curve illustrates the relationship between time and temperature in a specific material's
behavior, particularly in processes like heating, cooling, or phase changes.
A Class division
a) Constructed of steel or equivalent material and suitably stiffened.
b) Insulated with approved non-combustible material.
c) Must prevent the passage of smoke and flame to the end of one-hour standard fire test.
d) If subjected to a standard fire test, average temp. of unexposed side will not rise more than 140
c above the original temperature and temperature at any one point, including any joint will not
rise more than 180o c above the original temperature within the time listed below.
•
Class A – 60: 60 minutes, Class A – 30: 30 minutes.
Class A – 15: 15 minutes, Class A – 0: 0 minutes.
Structural fire protection
B Class division
a) Constructed of approved non-combustion material.
b) Must prevent the passage of smoke fire test, average temperature of unexposed
side will not rise more than 140° c above the original temperature nor will
temperature at any one point including any joint will rise more than 225° c
above original temperature within the time listed below:

Class B – 15: 15 minutes, Class B – 0: 0 minutes.

C Class Division
a) Constructed of approved non-combustion materials and need not meet any
requirements regarding passage of flame/smoke or limitations relative to
temperature rise.
b) Corridor bulkheads within the accommodation spaces are to be of at least B
Class division.
Fire doors
Fire Doors:
• Fire door is installed to control access to compartments and passageways.
Although they are not designed especially for use in fighting fires, a closed fire
door will prevent to a certain extent the spread of fire from space to space.
NO FIRE DOOR TO HAVE ANY DOOR OPENING HOOK.
• A W/T door is designed to prevent the movement of water thro the doorway and
its fire retarding capabilities normally match those of the bulkhead in which it is
installed.
• Material used for bulkheads and decks must be approved and non-combustible.
• A charged hose must be available whenever a closed door is to be opened.
Fire dampers and ventilation flap
Fire Dampers:
• Dampers are provided in the ventilation system of cargo holds, engine
room, accommodation etc. in order to block out the excessive oxygen
supply to the fire. For this, it is necessary that open and shut positions
clearly marked for fire dampers.
• A typical fire damper is a suitably stiffened steel plate at least 3.2 mm
thick. They are positioned within ventilation ducts and held open by
fusible links that melt at temperatures between 74° c – 100° c and
close the dampers thus cutting of ventilation.
• Fire dampers can also be operated manually.
• A fire damper will not prevent a fire but will prevent a fire from
spreading. It will also block heat, smoke and flame.
Ventilation flap:
• Ventilation Flap is provided on the Funnel leading out from the Engine
Room onto the Funnel Deck. These must be shut immediately in the
event of Fire in Engine Room. Similarly, the Engine Room Blowers
should also be stopped and their mushroom valves closed in the event
of a fire in the engine room.
Means of escape

Means of Escape:
• Using escape routes, ship’s crew must be able to evacuate quickly and safely, any compartment in the
event of a fire / emergency and be able to reach survival craft launch station.
• Thus every escape route can also be used for access to the respective compartment. Main escape
routes onboard a vessel must be widely separated.
• Escape routes must be clearly marked using photo luminescent escape signs so that even in total
darkness, ships crew can use it without any danger.
• Escape routes have requirements as to material, dimensions, extent of continuous stair run, and safely
handrails.
• Doors located along the escape routes generally open in the direction of escape. Cabin doors are an
exception and open into respective cabins.
• Doors or hatch covers along vertical emergency escape trunks must open out of the respective trunk.
• Emergency escape breathing devices would be located along the escape routes in the machinery spaces.
Fire control station

Fire Control Station (SOLAS): A control station in which the following control and indicator
functions are centralized:
• Fixed fire detection and fire alarm systems
• Automatic sprinkler, fire detection and fire alarm systems
• Fire door indicator panels
• Fire door closure
• Watertight door indicator panels
• Watertight door closures
• Ventilation fans
• General/fire alarms
• Communication systems including telephones, and
• Microphones to public address system.
Fire alarm and initial response
Fire Alarm and Initial Response:

Fire ! Fire ! Fire !

• Once a fire is detected, alarm signal will come on in the fire detection cabinet and
vibrating type fire bells will ring throughout the vessel continuously.
• The alarm signal however must not be extinguished or reset.
• A responsible officer must investigate cause for any fire alarm immediately.
• In case of fire drill, sound fire alarm consisting of continuous ringing of bell.
• Ship’s crew must proceed to muster station wearing helmet and safety shoes and with a
life jacket and extinguish the fire.
• Ship’s emergency organization should make every effort to confine, control and
extinguish the fire.
• In case of a false alarm, a responsible officer will investigate the cause for false alarm and
correct it.
• Every fire alarm must be responded with initiating emergency procedures until it has
been confirmed beyond doubt that it was a false alarm. Subsequently, fire detection
system should be checked and put back in service.
Fire Detectors and Manual call points
FIRE DETECTORS AND MANUAL CALL POINTS:
• Fire detector is a device that gives a warning when fire occurs in the area
protected by the device. A fire detector will respond to one of the several
characteristics of fire e.g. Smoke, Heat, and Flame.
• A shipboard fire detection and alarm system employs combination of fire
detectors and alerts ship’s crew in the event of fire.
• Early detection of fire is absolutely essential, fire must be confined, controlled
and extinguished before it gets out of control and endangers life, vessel, cargo
and environment.
• A well designed, properly installed and well-maintained detection system will
give early warning of a fire in the area it protects and exact location of life.
Type Of Detectors:
• Heat detector that operates at a temperature at a pre determined temperature.
• Heat detector that operate when rate of temperature rise of surrounding air
exceeds a set limit.
• Smoke detector that operates when smoke obscures a light beam falling on
photoelectric cell.
• Flame detect that react to light intensity, flicker of frequency or radiant energy.
Fire Detectors and Manual call points
Manual Call Points
• Manual call point is a location from where fire
alarm can be raised manually by a ship’s crew.
• A manual call point is connected series with other
fire detectors in the respective fire zone and once
activated locally, will indicate its location in the fire
detection and alarm system cabinet located on the
ship’s bridge.
• A manual call point cabinet is red in colour and the
cell button is usually held in pressed position by a
small portion of either glass or Perspex to prevent
accidental activate.
• If fire is sighted, break protective glass or Perspex
to release button. This will sound a fire alarm.
• Manual call points are so located in each fire zone
International Shore Coupling
• At least one shore connection is provided with facilities
to enable it to be used on either side of the ship. It is
used for connecting ship's fire mains to shore mains
when they are of different sizes. International shore
connection is stowed in a box and kept on bridge. It is to
be checked every month as per PMS.
• The international shore connection, shall be in
accordance with the following specifications:
• Outside diameter: 178 millimetres
• Inner diameter: 64 millimetres
• Blot circle diameter: 132 millimetres
• Holes: 4 holes each of 19 millimetres diameter
equidistantly placed slotted to the flange periphery.
• Flange thickness: 14.5 millimetres minimum
• Bolts: 4, each of 16 millimetres diameter. 50
millimetre in length with 8 washers.
• Flange surface: Flat face
• Material: Any suited to 10 bar (1.0 N/mm2) service.
• Gasket: Any suited to 10 bar (1.0 N/mm2) service.
Fire hydrants

Fire Hydrants
• Hydrants are fitted in suitable places all over
the ship so that at least two jets of water may
reach any part of the ship. Fire hydrants shall
be checked every month as per checklist. Fire
hoses are connected to fire hydrants from
which the water supply is controlled. They are
made up of heat retardant material so that
they are least affected by change in
temperature and also to ensure that hoses
can be easily coupled with them.
Fire hose and duel nozzle
Fire Hoses & Nozzles
• Fire hoses with a length of at least 10 meters are used in ships. The number
and diameter of the hoses are determined by the classification society. The
nozzle of diameters 12 m, 16 m and 19 m used on the ship are of dual-
purpose types- Jet and spray mode.
• 65 mm dia and 15 metres long fire hoses are provided on board as per Fire
Control Plan. A nozzle and an instantaneous coupling are provided for each
hydrant. Fire Hoses & Nozzles shall be checked every month as per PMS.
• A fire hose must stand up to high pressure, be flexible, should be unaffected
by oils, acids, alkali, sunlight, mildew and seawater.
• Fire hoses are kept inside fire hose box. The size, number and location of fire
hoses are as per approved on board Fire Control Plan.
• Dual purpose type (jet and spray) nozzles are available on board with a shut-
off facility.
• The dual purpose nozzle when used as jet nozzle, will direct a solid stream of
water directly at seat of fire. Only a small portion of this water (about 10% by
volume) comes in actual contact with fire.
• The dual purpose nozzle when used as spray nozzle, breaks the water stream
into extremely fine water droplets. These droplets have a much larger total
surface area as compared to water jet thus can absorb much more amount of
heat. Also most of the amount of water easily turns to steam once it hits the
seat of fire.
Fixed fire detection and alarm system
Fire Detection System:
• Fire Detection Systems are fully automatic, with the purpose to warn of fire by
optical and acoustic alarm. The system consists of a general unit with one or
more group units. Each group unit consists of sections. In case of main supply
failure, a battery included in the system is automatically switched on. The
detectors subdivided into suitable sections are located in fire hazard areas.
System Fundamentals:
• When a fire occurs, a detector is activated generating an alarm signal. This alarm
signal is sent to the central panel, which in turn releases the optical and acoustic
alarm. There are several different types of detectors, depending on installation
site and demands on speed to indicate a fire. Smoke and flame detectors are the
types that react to fires quickest. For detailed instructions, please consult
instruction manual for fire alarm system which is available on bridge / with
Chief Engineer Officer.
Fixed fire detection and alarm system
• A fixed fire detection and the alarm system with manually
operated call points shall be capable of immediate
operation at all times.
• Occurrence of a fault condition shall initiate a visual and
audible fault signal at control panel and will be distinct
from a fire alarm.
• Including an emergency source, there will be 2
independent sources of power supply for a fire detection
and fire alarm system.
• Detectors and manually operated call points will be
grouped into sections. Activation of any detector or
manually operated call point will initiates a visible and
audible alarm. The indicator unit will denote a section or
zone in which a fire detector or a manually operated call
point has operated.
• Suitable instructions and spares for test and maintenance
of above equipment must be available on board.
• All fire detectors must be tested periodically for correct
operation and restored to normal surveillance.
Shipboard Training Manual
Shipboard training Manual
• The Training Manual is provided in accordance with Regulation 35 to the Chapter III of the SOLAS
Convention and incorporates all the life saving appliances on board.
• The Master shall ensure that all Officers and ratings read and understand the contents of this
manual. The Training Manual has been designed “Company’s ship specific” in order to assist
Master, Officers and ratings on board to become familiar with the types and whereabouts of all
lifesaving equipment on board and operation thereof. The Training Manual is also designed to
meet the relevant requirement of the ISM Code and should be read in conjunction with the
Company’s SMS Manuals.
• Nothing in this manual removes from the Master his authority to take any steps and issue any
orders whether or not they are in accordance with contents of this manual which he considers are
necessary for the Safety of life, safety of the vessel and her cargo or for the protection of the
environment.
• In addition to other manuals and publications including Flag State Notices, Circulars, Orders, etc.
available on board, this manual acts as a set of guidelines to saving life at sea for Master, Officers
and Crew.
• This manual shall be read and signed by the Master, officers and ratings on board.
• Availability and distribution of this Training Manual: As per LSA Plan of the vessel
• This manual is subject to revision by ship’s personnel and necessary changes shall be incorporated
to keep the manual up-to-date by DP from time to time.
Fire control plans
Fire Control Plans:
• The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation 15
of Chapter II.
• There shall be permanently exhibited for the guidance of the master and officers of ship, general
arrangement plans showing clearly for each deck the position of the control station, the sections
of the ship which are enclosed by fire resisting bulkheads, together with particulars of the fire
alarms, fire detection systems, the sprinkler installations (where fitted), fireman's outfits, fire
extinguishing appliances, the means of access to the various compartments and decks in the ship,
the ventilating system including particulars of the master-fan controls, the position of dampers
(where fitted) and identification numbers of the ventilating fans serving each section of the ship,
the location of the international shore connection, and the position of all means for stopping
machinery, shutting off oil fuel suction pipes and closing of openings.
• The Fire Control Plans shall be kept up-to-date, any alteration being recorded therein without
delay.
• A duplicate set of fire control plans or booklet containing such plans shall be permanently stored
in a prominently marked weathertight enclosure outside the deckhouse for the assistance of
shoreside fire fighting personnel.
 Fire Fighting Appliances
Construction, operation and Merits of different types of Portable and non portable fire extinguishers and fixed fire
fighting installations for ships:
PORTABLE FIRE EXTINGUISHERS
• A portable fire extinguisher because of its limited capacity and duration must only be used in the early stage of a fire.
• According to the fire extinguishing agent they contain, portable fire extinguishers are divided into 4 categories.
Water.
Foam.
Dry chemical powder.
Carbon dioxide.
• A portable extinguisher will be placed next to locations with major fire risks (e.g. galley, radio console) and also near exit
points of escape routes. So that they can be readily seen and used by crew following an escape route.
• Each portable extinguisher is to be clearly marked as under:
a) Manufacturer
b) Type of fire on which the extinguisher is suitable
c) Type and quantity of extinguishing medium
d) Approval details
e) Operating instructions in pictorial form
f) Recharging instructions
g) Year of manufacture
h) Test pressure
i) Temperature over which the extinguisher will operate satisfactory
 9 Litre water Type Extinguishers
This type of fire extinguisher consists of a cylinder 9 L WATER TYPE

containing normal fresh water. A CO2 cartridge (60

gm) is screwed into the cap of the container. When
this cartridge is punctured, CO2 gas is released
under pressure which causes the water to emanate
as a jet via the discharge outlet. This jet of water is
directed towards the base of the Class A fire.

The extinguisher actuating mechanism shall be

protected so that it is safeguarded against
inadvertent operation.
Water as fire extinguishing agent
Fire Extinguishing Agents:
Water:
• Water acts as a cooling agent, absorbs heat and cools burning material more effectively than any other fire-
extinguishing agent.
• Water when used to douse a fire will keep absorbing heat till its temperature rises to 100o c. at this
temperature, water will absorb more heat to convert itself into steam thus moving a large chunk of absorbed
heat away from burning material.
• Steam being almost 1700 times more voluminous than water from which it generates, acts as smothering
agent, smothers the burning material and starves it off oxygen.
• Seawater is just as effective for fighting fire as fresh water
• Water is easily available in large quantities. Onboard a ship, water is moved to a seat of fire in 2 ways:
• Using ship’s fire main, fire hydrants, fire hoses and nozzles controlled by ship’s crew.
• Using fixed automatic sprinkler system.
Disadvantages of water medium:
• It is a conductor of electricity.
• Can damage cargo or machinery.
• If use in large quantities, may cause stability problems for vessel.
• Cannot be used on cargoes that emit flammable gases in contact with water.
•
Aqueous Film Forming Foam ( AFFF) Fire
Extinguishers
As a jet of water is ineffective in fighting oil
fires, foam is used to fight such fires. The
system on board consists of a cylinder
containing a special foam solution mixed in
water. A CO2 cartridge (60 gm) is screwed
into the cap of the container. When this
cartridge is punctured, CO2 gas is released
under pressure and pressurises the foam
solution. In this case there is no chemical
reaction, but the foam solution is directed
through a hose to a special nozzle, which
agitates the mixture and induces air into the
stream, thereby forming a mass of small air
bubbles.
Foam as fire extinguishing agent
Foam:
• Foam is the most suitable for extinguishing fires involving flammable liquids.
• Foam forms a blanket of small bubbles on the surface of burning liquid
preventing fuel vaporising and restricting oxygen supply. Water portion in the
foam also cools down the surrounding structure below the ignition temperature
of the flammable liquid and hence it is important that the foam blanket is
maintained even after the flames have been extinguished.
• Ideally, consistency of foam solution should be such that it should be able to flow
freely to cover burning liquid rapidly, maintain a vapour tight blanket and must
retain water to provide a long lasting seal.
• The foam solution should be light enough to float on the material on fire and
heavy enough to resist winds.
Foam as fire extinguishing agent
Mechanical Foam:
• A foam concentrate is mixed with water to form foam solution, this
mixed turbulently with air will form mechanical air foam. As this term
suggests, bubbles are filled with air, degree of mixing decides the
foam quality and design of equipment will control of the foam quality
produced. Mechanical foam is produced from proteins, synthetic
detergents and surfactants.
Types of Foam:
• Protein Foam.
• Fluoroprotein Foam.
• Alcohol Resistant Foam.
• Aqueous Film Forming Foam (AFFF).
Foam as fire extinguishing agent
Aqueous Film Forming Foam (AFFF):
• Surfactants include detergents, wetting and liquid soaps and are widely used to produce AFFF or aqueous
film forming foam.
• AFFF controls the vaporisation of flammable liquids by means of a water film containing foam. It also cools
and blankets the material on fire like any other foam. This double action gives a highly efficient quick acting
foam cover for combustible liquid spills.
• One end of surfactant molecule is polar and water soluble whereas other end is non polar and oil soluble.
When a surfactant is mixed with water before application, polar end will dissolve in water but the non-polar
end would remain intact. Once sprayed on a flammable liquid, this non-polar end dissolves in the liquid fuel
and polar end drags water along with it.
• As water is always heavier than fuel, this polar end should sink in the flammable liquid as per law of gravity.
But the surface tension holding non-polar end being greater than the force of gravity on polar end, an
extremely thin water film floats on top of flammable liquid.
• Remainder free water in the solution would sink below the fuel surface to the bottom of the container. This
thin water film keeps flammable vapours beneath its surface and prevents them to reach flames, ceasing
flame production.
• On ships, AFFF is used normally in Portable Fire Extinguisher.
Foam as
Advantages:
fire extinguishing agent
• Effective smothering agent provides cooling as secondary effect.
• Can be used on class A and class B fires.
• Prevents flammable vapours from rising.
• When applied on the upstream side of oil spill, will effectively blanket the spill, does not break down readily,
stays put and absorbs heat.
• Uses water economically, does not tax ship’s pumps, do not need much storage space.
Disadvantages:
• Effective only in horizontal plane. In case fire is burning higher up in a protected space, foam will not be
effective.
• Foam compounds are expensive and deteriorate over a time period.
• Do not offer any protection to personnel trapped in fire. If trapped in foam blanket, personnel find difficult
to escape.
• Foam systems are difficult to test.
Types of Foam Concentrates:
• Low Expansion Foam.
• Medium Expansion Foam.
• High Expansion Foam
 Dry Chemical Powder Extinguishers
It consists of a container containing very fine
sodium bicarbonate powder, which is ejected
out of the extinguisher with the help of
pressurized gas released from a carbon dioxide
cylinder when it is punctured by pushing the
knob in. Uses the smothering effect of the
powder and the carbon dioxide gas that is
produced when this powder gets heated by
coming into contact with fire. Can be used for all
types of fires.
Dry chemical powder as extinguishing agent
DRY CHEMICAL IN POWDER FORM :
• May be installed in a fixed system or in portable and semi-portable fire extinguishers. Dry chemical agents extinguish fires
to the greatest extent by breaking the combustion chain. They offer extremely little cooling, smothering and shielding of
radiant heat.
Sodium Bicarbonate:
• Very economical dry chemical, which is extensively used for fire fighting in galley and duct fires as it is particularly effective
on animal fats and vegetable oils.
• If used on fires involving inflammable liquids, there is a possibility of fire flash back. (flashback is referred to a dangerous
situation where the flame of a fire follows a path back to its source, potentially reaching a point where flammable gases or
substances are present )
Potassium Bicarbonate:
• Most effective on liquid fuel fires in driving flames back and eliminating flash back. More expensive than sodium
bicarbonate.
Potassium Carbonate:
• Fire extinguishing properties are as good as that of potassium bicarbonate. It however causes corrosion after it has
extinguished fire.
Urea Potassium Bicarbonate:
• Very effective fire fighter but not used widely due to high costs.
Monoammonium Phosphate (A B C Multipurpose):
• Effective on class A, class B and class C fires. Once in contact with the fire, the phosphate changes into phosphoric
acid, a glassy fusible material and covers solid surfaces with a fire retardant coating
Dry chemical powder as extinguishing agent

Disadvantage:
• Forms an opaque cloud on release affecting visibility.
• May cause breathing difficulty for fire fighters.
• Not effective on materials which release oxygen if heated as well as combustible
metals likes sodium, magnesium, potassium etc.
• May deposit an insulated coating on electronic or telephonic equipment on fire.
• If moisture is present, dry chemical may corrode or stain surface on which it
settles.
• May not be able to extinguish a deep-seated class A type fire.
 6.5 KG CO2 Fire Extinguishers
The squeeze grip type of fire extinguisher
consists of a cylinder containing liquefied
CO2 gas. To operate it, remove the safety
pin, squeeze the operating handle and
direct the discharge at the base of the
flame. CO2 gas extinguishes the fire within
seconds by dilution of oxygen and chilling
effect. The squeeze grip type extinguisher
removes all risk of freeze burn. It is safe for
use on sensitive equipment. Works on Class
B & C fires.
Freeze burn refers to injuries that can occur
due to exposure to extreme cold
temperatures or cryogenic substances such
as liquid gases.
 6.5 KG CO2 Fire Extinguishers
1. Cylinder: The outer casing of the fire extinguisher is typically a strong, durable cylinder that
houses the internal components. It is capable of withstanding high pressure.
2. Valve Assembly: At the top of the cylinder, there is a valve assembly that contains the operating
lever, a valve, a siphon tube, and a dip tube. This assembly controls the release of the CO2.
3. CO2 Cartridge or Stored Gas: Inside the extinguisher, there is a large cartridge or stored gas of
liquid carbon dioxide (CO2) that is held under pressure. This is the main extinguishing agent.
4. Siphon Tube/Dip Tube: These tubes are used to draw the liquid CO2 from the bottom of the
cylinder when the extinguisher is activated. The siphon tube helps ensure that only the CO2 gas is
released, as the liquid CO2 is converted to gas.
5. Pressure Gauge (optional): Some extinguishers may have a pressure gauge to indicate the
pressure level of the CO2 inside. This helps in ensuring that the extinguisher is ready for use.
6. Safety Pin or Tamper Seal: To prevent accidental discharge, there's a safety pin or tamper seal
that needs to be removed or broken before the extinguisher can be operated.
• When the fire extinguisher is activated by pulling the safety pin and squeezing the operating lever,
the valve is opened, allowing the pressurized CO2 gas to be released. As the CO2 expands rapidly,
it cools and turns into a gas, flowing out through the nozzle in a high-velocity stream. The gas
displaces the surrounding air, reducing the oxygen levels in the immediate vicinity of the fire, thus
smothering the flames.
CO2 as Fire extinguishing agent
CARBON DIOXIDE:
• Carbon dioxide is a non-flammable, colourless, slightly acidic gas about 1.5 times heavier than air
and can penetrate and spread to within the fire area effectively to smother the fire.
• Being non-combustion, carbon dioxide does not chemically react with most substances.
• Carbon dioxide can be compressed easily to liquefy it. Its critical temperature is 31o c, which
means above this temperature, it will only remain as gas regardless of pressure. It is a non-
conductor of electricity and does not deteriorate in quality with age.
• To be effective, quantity of carbon dioxide required amounts to 30% volume of the space to be
protected.
• Can be effective on fires involving flammables oils and greases, electrical & electronic equipment
paints and thinners.
• It can be used for total flooding of machinery space, pump room, paint locker and bow thrusters
space.
CO2 as water extinguishing agent
Disadvantages:
• Has a limited cooling effect.
• Although CO2 is non poisonous for humans, it is suffocating in the
concentrations required for extinguishing fires. A person exposed to
CO2 concentration of more than 9% by volume in air will suffer
dizziness and will become unconscious unless removed to fresh air
quickly. A person could be dead if left inside CO2 concentrated
atmosphere.
• Cylinders are heavy and maintenance difficult. Once used, CO2
cylinders will have to be recharged ashore prior another use and this
facility may not be available or expensive if available at many ports.
 Portable Foam applicator unit
Every portable foam applicator unit shall be provided with :
• an induction type of air-foam nozzle capable of being
connected to the fire main by means of a fire hose;
• a portable tank containing at least 20 litres of form
concentrate from which the nozzle can induce the
contents;
• a spare tank.
• The nozzle whilst being supplied at the minimum hydrant
pressure on the ship shall be capable of producing
effective foam suitable for extinguishing an oil fire at the
rate of at least 1.5 cubic metres per minute.
• The foam expansion ratio (i.e the ratio of the volume of
foam produced to the volume of foam solution) shall not
exceed 12 to 1.
Non Portable Foam fire extinguishers (45/50 L)
• A reinforced discharge hose shall be
provided together with a nozzle, the
area of which shall be such that
when the extinguisher is operated,
the foam is projected to a distance of
10.0 metres for a period of not less
than 60 seconds.
• The extinguisher actuating
mechanism shall be protected so
that it is safeguarded against
inadvertent operation.
• The extinguishers should be placed in
conspicuous positions and shall be
readily accessible for immediate use
in all parts of the occupancy.
Fixed CO2 Gas fire extinguishing system
• The system consists of CO2 cylinders of capacity 45 KG and above and
CO2 pilot cylinder of capacity 2 KG as per Fire Control Plan.
• The system can be operated either from the control station outside
engine room or CO2 room.
• As soon as the control cabinet is opened, the engine room ventilation
will stop and a distinctive alarm siren will sound in engine room. The
engine room spaces are to be vacated immediately. All persons on
board should get conversant with this distinctive alarm siren. A head
count of personnel before the release of CO2 is imperative.
Maintenance schedule of CO2 Fixed Fire Fighting System is to be
carried out as per PMS.
Fixed CO2 Gas fire extinguishing system
• Fire extinguishing systems provided for use in any ship shall not contain an
extinguishing medium which either itself or under expected conditions of use
gives off toxic gases in such quantities as to endanger personnel.
• Suitable provisions shall be made to prevent inadvertent admission of the
medium to any compartment.
• Means shall be provided to close all openings which may admit air to or allow gas
to escape from a protected space.
• The piping for the distribution of fire extinguishing medium shall be arranged and
discharge nozzles so positioned that a uniform distribution of medium is
obtained.
• Means shall be provided for automatically giving audible warning of the release
of fire extinguishing medium into any space in which personnel normally work or
to which they have access. The alarm shall operate for a suitable period before
the medium is released.
• The means of control of any fixed gas fire extinguishing system shall be readily
accessible and simple to operate and shall be grouped together in as few
locations as possible at positions not likely to be cut off by a fire in a protected
space. At each location there shall be clear instructions relating to the
operation of the system having regard to the safety of personnel.
Fixed CO2 Gas fire extinguishing system
• Where the quantity of extinguishing medium is required to protect more than one space, the
quantity of medium available need not be more than the largest quantity required for any one
space so protected.
• The storage containers and associated pressure components shall be constructed of suitable
material and shall be of efficient design and sufficient strength having regard to their locations
and maximum ambient temperatures expected in service.
• When the fire extinguishing medium is stored outside a protected space, it shall be stored in a
room which shall be situated in a safe and readily accessible position and shall be effectively
ventilated. Any entrance to such a storage room shall be from the open dock and in any case shall
be independent of the protected space. These spaces should not be located in front of the
forward collision bulkhead.
• Access doors shall open outwards and bulk-heads and decks including doors and other means of
closing any opening therein, which form the boundaries between such rooms and adjoining
enclosed spaces shall be gas tight.
• Spaces situated below the deck should be directly accessible by a stairway or ladder from the
open deck. The space should be located no more than one deck below the open deck.
• Spaces where entrance from the open deck is not provided or which are located below deck are
to be fitted with mechanical ventilation. The exhaust duct (suction) should be lead to the bottom
of the space. Such spaces should be ventilated with at least 6 air changes per hour.
• Spare parts for the system shall be stored on board.
Fixed CO2 Gas fire extinguishing system
• Discharge requirement is, at least 50% of CO2 discharge to be carried out in 1
minute and at least 85% discharge in 2 minutes.
• Capacity of CO2 in the system to be: 1.) 30% of the gross volume of the largest
protected cargo space, 2.) 40% of the gross volume of machinery space excluding
engine casings, 2.) 35% of the gross volume of machinery space including engine
casings for vessels GT < 20000. Total amount of CO2 cylinders depends on the
highest gross volume out of above 1,2,3 in a particular ship.
• Safety procedures must be there against unauthorized use of the system.
• Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
• Alarm must trigger well before operation of CO2 flooding system.
• Permanent piping arrangements should be made.
• Manifold, distribution piping to be pressure tested. See Pressure Testing of CO2
Flooding System below.
• Diameter of associated pipe lines in the system should not be less than 20 mm.
Fixed CO2 Gas fire extinguishing system
• Copper and flexible pipes are allowed between CO2 cylinder and common
manifold.
• Distribution pipes to cargo spaces should not pass through engine room.
• All stop valves to be checked every month to ensure their working and
position.
• The CO2 flooding system installation to be checked monthly for any
leakages.
• All control valves to be tested annually.
Calculation of CO2 Required
• Quantity of free carbon dioxide calculation at 0.56 m3/ kg
Fixed CO2 Gas fire extinguishing system
Checking CO2 room
Procedure for checking CO2 Room
• Inform bridge before testing.
• Start CO2 room exhaust blower.
• Carry out visual check of CO2 room.
• Check CO2 bottles, pipes and fittings.
• Check keys for CO2 room cabinet.
• Open cabinet, check for audible, visible alarm and cut off of engine room blower &
AHU.
• After checks, lock CO2 room again and stop exh. Blower.
Safety Precautions:
• Ensure that no authorised personnel enter CO2 Room.
• While working CO2 system, extreme caution to be exercised to prevent any in
advertent release of CO2.
 Merits of Fixed Fire Extinguishing installations
• Fixed systems provide immediate response to fires
without the need for human intervention.
• They can protect large or critical areas of the ship.
• Well-suited for high-risk areas, such as engine rooms.
• Minimize the risk to crew members by keeping them
away from dangerous fires.
• Ensure continuity of ship operations and safety during
fire incidents.
Merits of Portable Fire Extinguishers
• Immediate Response: Immediate response can help prevent small
fires from escalating into larger, more dangerous ones.
• Versatility: Fire extinguishers are designed to tackle various types of
fires
• Mobility: Portable fire extinguishers are mobile and can be easily
carried to the location of a fire..
• Accessibility: Fire extinguishers are strategically located throughout
the ship
• Training: Portable fire extinguishers can be used easily for training on
board as well as ashore.
Merits of Portable Fire Extinguishers
• Redundancy: Ships often have multiple fire extinguishers of different
types and sizes, providing redundancy in case one extinguisher is
exhausted or malfunctions.
• Compliance: International and national regulations require ships to
carry and maintain a specific number and type of fire extinguishers,
ensuring compliance with safety standards.
• Cost-Effective: Portable fire extinguishers are cost-effective fire-
fighting tools when compared to more elaborate shipboard fire-
suppression systems.
Fire main system & fire pumps
Fire Mains:
1. Description: Fire mains are the primary pipelines on a ship that supply pressurized water for
firefighting purposes. They are a part of the ship's fire suppression system and are vital for controlling
and extinguishing fires on board.
2. Location: Fire mains are typically located throughout the ship, running alongside various
compartments and areas.
Isolation Valves:
1. Description: Isolation valves are essential components in the ship's fire suppression system. They allow
for the control of water flow through the fire mains. These valves can be manually operated or, in more
modern systems, remotely controlled.
2. Location: Isolation valves are strategically placed along the fire mains to isolate specific sections or
areas in case of a fire.
Relief Valves:
1. Description: Relief valves are safety devices designed to release excess pressure from the fire mains to
prevent them from overpressurizing. This ensures that the fire mains remain at a safe operating
pressure during firefighting operations.
2. Location: Relief valves are typically installed at specific points along the fire mains where pressure
relief is necessary.
Fire Hydrants:
1. Description: Hydrants are fitted in suitable places all over the ship so that at least two jets of water
may reach any part of the ship. Fire hydrants shall be checked every month as per checklist. Fire hoses
are connected to fire hydrants from which the water supply is controlled. They are made up of heat
retardant material so that they get least affected from high as well as sub-zero temperatures. Fire
hydrants are crucial for the distribution of water to fight fires.
2. Location: Fire hydrants are strategically placed throughout the ship, typically near critical areas and
compartments, to ensure quick and easy access to firefighting water.
 Fire main system & fire pumps
Fire Pumps and Fire Main System:
• As per regulation, a ship must have the 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 the main fire pump is located
• The Fire Main piping which is connected to the main and emergency fire pump must be of approved type and capacity.
Isolation and relief valves must be provided in the line to avoid overpressure of the same.
• Water pipes of 64 mm inner diameter are laid throughout the ship. Sea water is pumped into these pipes by electric motor
or diesel engine driven pumps. At least two such independently driven pumps are required. A fixed emergency pump,
independently driven, and independently positioned, is also provided. Maintenance schedule of Fire pumps to be carried
out as per PMS.
Requirements for Fire Pumps:
• Sanitary, ballast, bilge or general service pumps may be acceptable as fire pumps, provided that they are not normally
used for pumping oil.
• Each of the fire pump shall be capable of delivering 3.5 bar pressure in at least 2 jets of water.
• Total required capacity of the fire pumps need not exceed 60 meter cube/hr.
• In case all fire pumps onboard are so located that fire in any one compartment may put all of them out of action, there
shall be an alternative means consisting of an emergency fire pump with its source of power and sea connection located
outside the space where the main fire pumps or their sources of power are located.
• No direct access is permitted between the machinery space and the space containing the emergency fire pump and its
source of power. However an arrangement is accepted where the access is by means of an airlock, with the machinery
space door being A-60 class standard and other door made of steel. Both doors must be reasonably gas tight, self-closing
and without any hold back arrangement.
 Procedure for operating emergency fire pump
BEFORE STARTING:

• Switch on Compartment ventilation fan.

• Shut off E/R deck isolating valve.
• Ensure sea chest flushing cock / valve is shut.
• Shut both anchor washing valves.
• Connect 2 fire hoses on fire hydrants on deck and ensure the hydrant valves are
open.
• Check fuel tank level and open the fuel line supply valve.
• Check engine crankcase lubricating oil level.
• Open sea suction valve.
• Check decompression lever is in “ON” position.
• Keep the start / stop handle in starting position.
• With the help of cranking lever, crank the engine.
• When the engine attains speed, put the decompression lever in “OFF” position
and disengage the cranking lever.
• Open the pump discharge valve slowly when discharge pressure reaches 1.5
Kg/Cm2.
Procedure for operating emergency fire pump
Checks while normal running:
• Check suction and discharge pressures. Confirm both gauges are working satisfactorily.
• Ensure that pump develops discharge pressure 2.0 Kg/Cm2 with two fire hoses connected.
• Ensure there is no abnormal sound.
• Ensure the engine does not get overheated.
• Ensure cranking lever is in good condition.

Normal shut down:

• Stop the engine by bringing the start / stop handle to stop position
• Put the decompression lever to "ON" position.
• Shut off fuel, sea suction and discharge valves.
• Shut off the hydrant valve on deck.
• Open E/R deck isolation valve.
• Open both anchor washing valves.
• Top up fuel tank to 90% of capacity.
Muster list and emergency situation
MUSTER LIST AND EMERGENCY SITUATIONS

• The Muster list specifies the General Emergency Alarm, Fire Alarm and Abandon
Ship signal.
• It describes actions to be taken by officers and crew on board when alarm signals
are sounded.
• The muster list specifies which officers are assigned to ensure that life-saving and
fire appliances are maintained in good condition and are ready for immediate
use.
• It also describes substitutes for key persons who may become disabled, taking
into account that different emergencies may call for different actions.
• The Muster List is displayed at various conspicuous locations on board as per
approved LSA Plan, e.g. wheel house, engine room, alleyways, etc.
 Sample Muster list
SUBSTITUTE
S.N. NAME RANK FIRE STATION OIL SPILL RESCUE BOAT (R/B) ABANDON SHIP
DUTIES
Overall in charge Overall in charge Overall in charge on Overall in charge on Bridge & I/C stbd. Life raft, communication,
01 MASTER CHIEF OFFICER
On Bridge on Bridge Bridge documentation.

I/C Lowering, Hoisting

02 CHIEF OFFICER NWKO -1 I/C seat of fire I/C Deck operation I / C Port Life raft.
R/B on deck

Fireman’s suit / safety lamp / I/C & Manning of R/B I/C R/B, bring 1 No. GMDSS walkie talkie along with 1 No. emergency
03 NWKO -1 CHIEF OFFICER Scupper / Drip trays plugs / scoops / buckets
First aid / boat plug. battery to R/B, Stbd life raft.

Communication / log Entries / On Communication / Log Assist Port Life raft I/C, bring SART from W/H port side & 1 No. GMDSS
04 NWKO - 2 NWKO -1 Communication / Log Entries / On bridge
bridge Entries / on bridge walkie talkie along with 1 No. emergency battery. Port Life raft

Asst. I / C Stbd. Life raft

05 CH. ENGR 2ND ENGR I/C Engine room / Release CO2 I/C Bunker Operations / Cleanup I/C Engine room
Eng. Room Logs
Assist lowering/
Assist I/C at seat of fire /
06 2ND ENGR OICEW Assist Chief Engineer hoisting R/B. Power Launching rails Port Life raft.
Extinguishers
supply to Davit.
Quick closing valves / ventilators / Fire pumps /Assist
07 OICEW 2ND ENGR I/C O.B.M. Engine R/B Team, Port L/R.
Fire pump Chief Engineer in E/R
Assist Chief Engineer / SCBA Assist Chief Engineer
08 ERR OICEW Oil Tank Sounding / Assist in clean up EPIRB/ Responsible for Lashing / Painter/Launching / Stbd Life raft
Wearer for E/R fire in E/R
Painter / Lowering Bring SART from W/H stbd side / 1 No. GMDSS walkie talkie along with 1
09 SEAMAN - 1 SEAMAN - 3 SCBA Wearer SOPEP Drum fwd. store / Clean up Embarkation Ladder No. emergency battery, assist removal / Lashing / Painter Launching
(R/B crew) Stbd. Life raft.

10 SEAMAN - 2 COOK Hose / Nozzle / Stretcher SOPEP Drum Fwd. store / Clean up Steering / Messenger Responsible for removal of Lashing / Painter / Launching Port Life raft

Remove / Lashing of
11 SEAMAN - 3 SEAMAN - 1 Steering on Bridge SOPEP Drum Fwd. store / Clean up R/B Team, Port L/R.
R/B .(R/B crew)
Assist in Removal /
Stretcher / Fireman suit / Air
12 COOK SEAMAN - 2 SOPEP Drum Fwd. store / Clean up Lashing of R/B. (R/B R/B Team, Stbd L/R.
bellow
crew)
TR. Stretcher / Fireman suit / Air Assist in Removal /
13 SOPEP Drum Fwd. store / Clean up Stbd L/R.
SEAMAN bellow Lashing of R/B

Stretcher / Fireman suit / Air Assist in Removal /

14 R/ GUIDE SOPEP Drum Fwd. store / Clean up PortL/R.
bellow Lashing of R/B

MUSTER LIST
M. V. XYZ
FIRE :CONTINUOUS RINGING OF FIRE ALARM.
EMERGENCY ALAR 7 SHORT BLASTS ON SHIPS WHISTLE FOLLOWED BY A PROLONGED BLAST.
ABANDON SHIP ONLY ON VERBAL ORDERS FROM MASTER.
Emergency MUSTER STATION is at No. 2 Hatch Top near (port) Life raft and all ship’s Personnel should muster there as soon as Fire/Emergency Alarm is sounded.
Chief Officer and under his supervision Second Officer is responsible for maintenance of all LSA / FFA in good condition and ready for immediate use.
Alternate Muster Station is bridge. This Muster Station to be used in case it is not possible to muster at No. 2 hatch top due to some reason, i.e., bad weather, fire near No. 2 hatch top etc. *INCASE IT IS NOT POSSIBLE TO LOWER
RESCUE BOAT, RESCUE BOAT TEAM CREW SHALL BOARD DESIGNATED LIFE RAFT (L/R).
ISPS TEAM :
TEAM – I : CHIEF OFFICER, SEAMAN – I, 2&TR.SEAMAN AREA : MAIN DECK
TEAM – II : CHIEF ENG. , 2/ENG , OICEW & ERR AREA : ENGINE ROOM
TEAM – III : SECOND OFF. , SEAMAN – III & COOK AREA : ACCOMODATION MASTER
SUBSTITUTE FOR MASTER & CHIEF ENGINEER IN CASE OF INCAPACITATION WILL BE CHIEF OFFICER & SECOND ENGINEER RESPECTIVELY. M.V. AMBUJA KEERTI
 Fireman’s Outfit
A fireman’s outfit consists of following:
•
• Protective clothing material for shielding skin against
heat radiation and burns and scalding by steam. The
outer surface must be water resistance.
• Boot and Gloves made from electrically non conductive
material.
• A rigid helmet providing effective protection against
impact.
• An electric safety lantern of electric battery type with a
minimum burning period of 3 hours. Means must be
provided for the lamps to be attached to the wearer at
waist level.
• A fire axe with a spike as well as a cutting edge,
wooden or insulated handle and a belt and pouch.
• A self-contained breathing apparatus. For each
breathing apparatus a fire proof lifeline of sufficient
length and strength with a snap hook will be provided
 Self contained breathing apparatus
• A human being requires oxygen and this will be absorbed in blood stream at a rate depending on
amount of work body is performing. Once we breathe in 4% of oxygen inhaled goes into the blood
stream.
• Compressed air breathing apparatus sets are popular on vessels due to following:
• Simple Design
• Need less maintenance
• Possible recharge onboard.
• Ship staff can be trained easily for donning and use
• consists of a single steel cylinder mounted on a stainless steel back plate secured by two quick
release cylinder straps and this is supported on a wearer’s back an adjustable shoulder harness
and a waist belt.
• Each cylinder will have 1200 liters of air stored at a pressure of 200 bars.
• Upon opening the air valve on the cylinder, high pressure air is routed thro a reducing valve that
reduce the air pressure to the region of 4 bars. This air is then fed to a whistle warning unit and
facemask with a demand valve incorporating a positive pressure mode.
• Once air amount is reduced to 10 minutes of use, a whistle sound continuously warning user.
• The demand valve will supply fresh air to the facemask only upon inhalation and will pass this air
along visor to prevent misting.
• Upon exhalation, expended air is passed out to atmosphere thro positively closed extinguisher
valve.
• It is important to note that the facemask is designed to snug fit human face and prevent toxic
gases from entering respiratory system. This facemask will only snug fit if the mask rubber seal
makes close contact with skin. There must not be any facial hair, side burns and stubble in this
 Self contained breathing apparatus
Predonning Checks:
•Open cylinder air valve slowly and fully. Check
the pressure gauge reads 200 bars.
•Shut cylinder air valve and listen for any air
leak. The pressure drop if any must not exceed
10 bars within a minute.
•Vent face mask slowly and confirm that the
warning whistle at appropriate pressure
After Donning Checks:
•Open cylinder air valve and don the facemask.
•Breathe in slowly and deeply several times.
Confirm that the demand valve and the
exhalation v/v are in good working order.
•Close cylinder air valve and continue breathing
as usual. Once the air in the system is
exhausted. The visor should pull on the face. If
this does not happen, the facemask seal is not
complete the head harness will have to be
readjusted and this test to be repeated.
•A Self-Contained Breathing Apparatus must
always be donned completely and put to use
while the users are still in fresh air.
Emergency escape breathing device
• The EEBD is a self contained emergency breathing device which enables personnel to
escape through a smoke filled or toxic atmosphere to the weather deck. The EEBD has
service duration of atleast 10 minutes. It should not be used for fighting fires, entering
oxygen deficient voids or tanks or worn by fire fighters. EEBDs have been provided on
board as per LSA Plan. Its inspection and maintenance shall be carried out as per
manufacturer’s instruction and SOLAS requirement. EEBD should be stowed at a
marked location easily accessible and ready for immediate use.
• An Emergency escape breathing device is a compressed air, constant flow, short
duration emergency life saving apparatus used for making good an escape from a
toxic or oxygen deficient atmosphere.
• Emergency escape breathing device must be approved.
• Must be stored at locations that can be reached quickly and easily in the event of fire.
• Lightweight, to be donned quickly and carried hands free.
• Made from fire retardant material.
• Hood must cover mouth, nose and eyes and to have clear window for viewing.
• Must provide a breathing air supply for minimum ten minutes upon activation.
• Never use an E E B D for firefighting purposes.
• A self- contained breathing apparatus must be used for firefighting purposes
Fire control, Fire Fighting & Shipboard Organisation
Fire Control, Fire Fighting & Ship Board Organisation: Fire fighting
arrangement has to carry sea water from sea bottom to fire hydrants.
System involves fire fighting pumps, main line, valves, couplings,
hoses and monitors. A minimum of two main fire fighting pumps and
one emergency pumps are used for this system.
A fire onboard may happen in every vessel and has to be managed
not only successfully, but also quickly, in order to prevent larger
damages or even loss of vessel and crew, which could happen if the
fire spreads. Fire on board is one of the most dangerous emergencies
for a vessel.
Fire control, Fire Fighting & Shipboard Organisation
Emergency Organizational Structure:
1. Emergency Command Centre (Bridge team)
2. Emergency Party
3. Back-up / Emergency Party
4. Engine Room Party (Engine Room Team)
5. Support team
Emergency Plan: The plan should be directed at achieving the following aims:
1-Rescuing and treating casualties
2-Safeguarding others
3-Minimizing damage to property and the environment
4-Bringing the incident under control
5-Maintaining fire patrol
Fire on board
Immediate Action
• Sound the fire alarm and call the Master
• Start fire pumps and shut off fans, dampers, skylights, fire doors, other openings, stairways,
ramps, etc.
• Locate the fire
• Crew “stand-by” prepare fire fighting
• In port - call the fire brigade or the Port Authorities
• Prepare life saving equipment
• Keep the radio station “stand-by” with current and updated position available
• Show applicable signal from the International Code of Signals. (VHF could also be used to indicate
distress)
• Check that nobody is missing and trapped (verify at muster stations).
• Fix time and position
Fire on board

Then
• Seal off (gas-tight) the affected area
• Search the affected area
• Decide on the best way to fight the fire based on
• all available information and knowledge
• contents of the affected area and its surroundings
• information on hazardous and dangerous goods on board
• Fight the fire (together with the fire brigade). Pay attention to:-
• risks for explosion and spread of fire - on board and ashore
• loss of stability when using water
• water shall not be used on electrical equipment
• Keep the area shut off (Order replacement of CO2 for earliest supply).
• Towage/salvage could be needed (SALVAGE OF OWN VESSEL to be used).
• Report to the Company by the fastest of most efficient way. Keep them continuously informed
• Continuously watch and measure the temperature in the affected area and its surroundings.
Fire Safety precautions on cargo ships & tankers
Machinery Space:
Causes Include:
• Combustible liquids leaking through faulty or damaged joints / piping.
• Oil soaked insulations and lagging.
• Hot surfaces e.g. exhaust piping or overheated engine parts in close proximity of oil lines.
• Hot work e.g. welding and cutting with oxy acetylene torch.
• Auto ignition e.g. oil dripping on hot surfaces.
Methods of Detection Include:
• Smoke and heat detectors.
• High temperature probes.
• Rate of rise temperature probes.
• Fire patrol.
Methods of Containment Include:
• Watertight doors.
• Fire doors and fire dampers.
• Water sprinkles, (where fitted).
Fire Extinguishing System and Appliances Include:
• Fixed fire-extinguishing systems: e.g. carbon dioxide.
• Portable and mobile fire extinguishers using water, foam, carbon dioxide and dry chemical powders.
Fire Safety
Accommodation:
precautions on cargo ships & tankers
Causes Include:
• Combustible material.
• Smoking and careless disposal of burning matchsticks, cigarettes and ash.
• Textiles adjacent to hot objects such as radiators and lamps.
• Defective or overloaded electrical systems.
• In laundry, incorrect installation of washing machine or failure to keep it clean.
Methods of Detection Include:
• Smoke and heat detectors.
• Sprinkler systems, (where fitted).
• Fire patrol.
Methods of Containment Include:
• Construction of main horizontal and vertical zones using approved non-combustible material.
• Fire doors and fire dampers.
• Sprinkler systems, (where fitted).
• Fire retardant deck covering and furnishing.
Fire Extinguishing System and Appliances Include:
• Water hydrants and hoses.
• Portable extinguishers using water, foam, dry chemical powders and carbon dioxide.
Fire Safety precautions on cargo ships & tankers
Ship’s Galley:
Causes Include:
• Overheating of cooking oils and fats.
• Hot surface.
• Defective electrical connections.
• Grease / oil accumulation near hot plates or in the exhaust ducting.
Methods of Detection Include:
• Smoke and heat detectors.
• Fire patrol.
• Temperature probes.
Methods of Containment Include:
• Fire doors, ventilation and fire dampers.
• Fire blanket.
Fire Extinguishing System and Appliances Include:
• Fixed carbon dioxide system, (where fitted).
• Portable fire extinguishers using carbon or dry chemical powder.
Fire Safety precautions on cargo ships & tankers
GMDSS Radio Console / Battery:
Causes Include:
• Overloads and short circuits.
• Defective insulation.
• Fractured and loose connections.
• Build up of hydrogen and its ignition in the battery room.
Methods of Detection Include:
• Fire patrol.
• Smoke detectors.
Methods of Containment Include:
• Fire doors.
Fire Extinguishing System and Appliances Include:
• Portable fire extinguishers using carbon or dry chemical powder.
Fire Safety precautions on cargo ships & tankers
Paint Locker:
Causes Include:
• Spontaneous combustion.
• Spillage of thinners / paints.
Methods of Detection Include:
• Smoke Detectors
• Fire patrols.
Methods of Containment Include:
• Fire tight doors.
• Vents, fire dampers.
Fire Extinguishing System and Appliances Include:
• Water sprinkler, (where fitted).
• Portable fire extinguisher
Fire Safety precautions on cargo ships & tankers
Cargo spaces:
Bulk carriers, General Cargo ships & Container ships will have mostly
CO2 fixed fire fighting system
Fire fighting as per cargo carried:
General cargo – CO2
Coal – Sprinkle water – check stability
Bulk cargo – BC code
Dangerous cargo – IMDG code
Tankers – Inert gas
Chemical tankers – Depending on nature of cargo, may have foam fixed
fire fighting system
Fire fighting in port and drydock
• Firefighting on ships, whether in port or in drydock, involves a structured approach to prevent,
contain, and extinguish fires. Here's a general overview of the procedures for fire-fighting in these
settings:
• 1. Fire Prevention Measures:
• Regular inspections and maintenance of fire detection and suppression systems.
• Ensuring compliance with safety protocols and regulations.
• Training crew members in fire safety and prevention.
• 2. Fire Detection:
• Immediate detection of fire through automated fire detection systems, heat sensors, and smoke
alarms.
• Crew members should also be trained to recognize signs of fire or smoke.
• 3. Alert and Response:
• Once a fire is detected, the alarm is raised, and emergency procedures are initiated.
• Crew members are deployed to control and contain the fire.
Fire fighting in port and drydock
• Initial Response and Containment:
• Using portable fire extinguishers to control small fires and prevent their spread.
• If the fire is manageable, the crew attempts to extinguish it using appropriate firefighting equipment and techniques.
• Closing fire-rated doors to contain the fire and prevent it from spreading to other compartments.
• 5. Alerting Shore Authorities:
• Communication with port authorities to notify them of the situation and request assistance if needed.
• 6. Evacuation Procedures:
• If the fire cannot be contained, crew and any personnel in the vicinity are evacuated to designated safe areas.
• Drydock Specific Procedures:
• Firefighting in drydock involves added precautions due to the close proximity of multiple vessels in confined spaces.
• Cooperation among drydock staff, ship crew, and shore-based firefighting services is crucial.
• Specialized firefighting equipment and personnel might be available in the drydock facility to handle emergencies.
• Further Firefighting Steps:
• If the situation escalates and cannot be controlled by onboard efforts, external firefighting resources such as fireboats, shore-based firefighting services, or specialized response teams might be called in.
• Post-fire Actions:
• Investigation to determine the cause of the fire.
• Assessing and repairing fire damage.
• Reviewing procedures to prevent similar incidents in the future.
•
Procedures for reentry in the Engine room
after CO2 is released
• Re-entering the engine room of a ship after a CO2 system has been discharged to
extinguish a fire requires a methodical and cautious approach to ensure the safety of the
crew. The release of CO2 in the engine room is a serious measure taken to eliminate the
fire by displacing oxygen, but it poses risks due to the absence of breathable air. Here are
the general procedures for re-entry:
1.Wait for Sufficient Ventilation:
1. After the CO2 has been released, allow time for the gas to disperse and for adequate ventilation
to restore the oxygen levels to safe limits.
2. Monitoring systems for gas levels should indicate when it's safe to re-enter.
2.Use Gas Detection Equipment:
1. Use gas detectors or monitoring devices to check the air quality in the engine room before re-
entry.
2. Ensure that the atmosphere is safe and free from dangerous levels of CO2 or other harmful gases.
3.Personal Protective Equipment (PPE):
1. Equip yourself with appropriate personal protective equipment, such as a self-contained
breathing apparatus (SCBA) or air-supplied respirators to enter the area safely.
Procedures for reentry in the Engine room
after CO2 is released
1. Buddy System and Communication:
1. Re-enter the area with a colleague using the buddy system. Maintain constant communication with each
other and with a control point or the ship's control center.
2. Visual Inspection:
1. Once it's safe to re-enter, visually inspect the area for any signs of re-ignition, hotspots, or remaining fire.
2. Check the structural integrity and stability of the engine room to ensure it's safe for continued operation.
3. Emergency Escape Plan:
1. Have a clear emergency escape plan in case the situation changes, and you need to evacuate again.
2. Ensure that all personnel are aware of the evacuation procedures and the nearest emergency exits.
4. Further Safety Checks:
1. Check the status of critical systems and equipment affected by the fire or CO2 discharge to ensure they are
safe and operational.
2. Verify that all fire hazards have been completely eliminated.
5. Post-Fire Assessment and Reporting:
1. After re-entry and safety checks, conduct a comprehensive assessment to document the damage, the cause
of the fire, and any preventive measures that can be implemented to avoid similar incidents in the future.
Water sprinkler system in the engine room
• Every
systemsfixed pressure
fitted shall bewater spraying
provided with
aand
pump, piping system,
spraying nozzles. control valves
• The
kept water
chargedspraying
at system
the shall be
necessary
pressure and the pump supplying the
water for the
automatically put system
into shallbybea
action
pressure drop in the system.
• Means
prevent shall be provided
nozzles from which will
becoming
closed by impurities
corrosion of piping, in the water
nozzles, or
valves
and pump.
• Operating instructions in clear and
permanent lettering shall be affixed
to every water spraying system or in
a position adjacent thereto.
Procedures for testing E/R water sprinkler system
During normal running following checks to be carried out.
• Ensure power supply is available to pump and alarm panel.
• Ensure pump is in auto mode.
• Ensure no alarms are active in alarm panel.
• Ensure all valve are protected area are in closed condition.
Testing for water sprinkler system
• Before testing alarm and valve operation, open pump discharge valve to bilge and close pump
Discharge valve to sprinkler manifold.
• Check individual manual activation point locally for each protected area simultaneously check
auto operation of valve opening, auto starting of pump and alarm for same area.
• Check individual manual activation point from remote i.e. from Engine Control room for each
protected area simultaneously check auto operation of valve opening, auto starting of pump and
alarm for same area.
• After testing all activation point from local and remote close pump discharge valve to bilge and
open pump discharge valve to sprinkler manifold.
Emergency operation of water sprinkler system

In case of fire in protected area following steps to be carried out.

• Activate manual activation point for the area of fire locally, pump will start in auto
mode and water sprinkle for protected area will start.
• If local activation point is not accessible activate it from remote place (from ECR)
Maintenance & inspection of fire protection system and appliances
MONTHLY TESTING AND INSPECTIONS:

• All fireman outfits, fire extinguishers, fire hydrants, hose and nozzles are in place,
properly arranged, and are in proper condition.
• All fixed fire-fighting system stop valves are in the proper open or closed position.
• All fixed fire-extinguishing installation using extinguishing gas are free from leakage.

Quarterly testing and inspections:

• The international shore connection is in proper condition.
• Lockers providing storage for fire-fighting equipment contain proper inventory and
equipment is in-proper condition.
• All fire doors and fire dampers are tested for local operation.
• All CO2 bottle connections for cable operating system clips should be checked for
tightness on fixed fire-extinguishing installations.
Maintenance & inspection of fire protection system and appliances
Annual testing and inspections:
• All fire extinguishers are checked for proper location, charging pressure and
condition. Charges of dry chemical / water type fire extinguishers should be
renewed, if on checking, there is any indication of deterioration in the contents or
as specified by the manufacturer, but in any case not later than once every five
years.
• Fire detection systems are tested for proper operation, as appropriate.
• All accessible components of fixed fire-fighting system are visually inspected for
proper condition.
• All fire pumps are flow tested for proper pressures and flows.
• All hydrants are tested for operation.
• All fire hoses are hydrostatically tested.
• Control valves of fixed fire-fighting system should be inspected
• Air should be blown through the piping of extinguishing gas systems.
Maintenance & inspection of fire protection system and appliances
Refilling and testing of fire extinguishers (as per GOI Engineering Circular No. 6 of 2013):
a) Extinguishers to be refilled / operated for performance test:
• Portable/Non Portable Fire Extinguisher, Mechanical Foam Type – Yearly.
• Portable Fire Extinguisher, Water Type (Gas Cartridge) – 3 Yearly.
• Portable Fire Extinguisher, Dry Powder (Cartridge Type) – 3 Yearly.
• Portable CO2 fire extinguisher, 6kg & 9.5kg refilling on 10% reduction of weight.
• At least one extinguisher of each type manufactured in the same year and kept on board a ship
should test discharged once every five years intervals (as part of a fire drill) in any case.
a) Schedule for hydraulic pressure testing of fire extinguishers, SCBA & EEBD cylinders:
• Water Type (Gas Cartridge), Mechanical Foam & Dry Powder Type Fire Extinguishers shall
be hydraulically pressure tested at an interval of Three Years.
• Portable CO2 fire extinguisher shall be hydraulically pressure tested at an interval of Five Years.
• SCBA cylinders shall be pressure tested at an interval of Five Years.
• EEBD cylinders shall be pressure tested at an interval of Five Years.
• FOAM COMPOUND:
• All foam compound (concentrate) in Engine room, CMR and MCR need to be tested / replaced every
Three years.
 FSI deficiencies related to fire safety
FIRE SAFETY

CO2 bottles (fixed fire fighting system) weighment over due, last done in 11.08.09.

Funnel flaps not closing completely (E/R CO2 protected).

E/R blower wire mesh is off.

One fire hose leaking.

Weekly checks not being done of portable extinguishers.

CO2 - air blowing line to be fitted with non return valve. Till such time, line to plug.

Face mask of one BA set on bridge found leaking.

Fire control plan not on board, however DGS approved FFA plan is available.

One No. SCBA cylinder empty.

Inspection certificate / pressure testing of CO2 system by agency without approval by DGS.

In paint store, fixed for fire fighting DCP extinguishers have been supplied, to be verified by class.

1 No. DCP cap found frozen.

Condition of relief v/v for main fire line very poor.

The CO2 capillary copper tube seen ruptured.

Hydrants rubber seal frozen.

 FSI deficiencies related to fire safety
Hydrants rubber seal frozen.
Two SCBA bottles pressure found less.
CO2 pilot cylinder Leak Pressure Test on 04/2011, hydrostatic pressure test due.
To confirm the next weighment date of fixed CO2 cylinders, last done on 24.03.2009.
CO2 fixed fire fighting system for engine room, steering flat and cargo machinery room not operationally ready (undergoing two & half yearly routine maintenance)

Funnel flaps not closing completely.

Many of the fire hose boxes on deck and outside accomodation are hanging
loose due to poor securing arrangements. Fire hose box covers could not be closed in many places.

2 Nos. EEBD's found leaking.

Wire mesh for engine room blower found damaged.
Escape door from engine room cannot be closed.
The Exh trunking of gen engines & main engine exhaust are not lagged.
The funnel plating is holed. Engine room is CO2 protected and cannot be made air tight.
On board maintenance of portable extinguishers is poor. Ship's crew could not open the extinguisher caps.

Engine room door not closing positively.

Emergency generator room fire damper found frozen.
Galley Class A fire door packing was observed missing.
Fuel tank air vent’s flame arrestor mesh is not of correct size.
FSI deficiencies related to fire safety
Fuel tank air vent’s flame arrestor mesh is not of correct size.
On deck, few air vents flame arrestor screens found with paint.
Entrance door to bridge, accommodation, cabins (few) are found with fixed locking arrangement (latches).

E/R ceiling few areas found without insulating material and retaining plates not secured properly.

Few paint drums found without cover.

Flame arrestor screen found bent and gap formed on fuel tank air vent.
Galley vent found very dirty and found soaked with oil and grease.
Few fire doors found with fixed locking latches.
Fire hydrant pipe line section near trunk deck near DC 1 found rusted & wasted.
M/E exhaust trunking lagging damaged at two places.
Engine room entrance door locking mechanism broken.
IMO symbols for smoke and heat detectors missing at few places.
One fire hydrant valve leaking while test.
Fire main line on the port side found not as per the approved fire control plan. Additional pipeline connection found welded on the fire main line, fire
main line found corroded at various locations.

Various portable fire extinguishers found improperly secured.

Fire control plan in cannisters found illegible.
The condition of portable fire extinguishers, the spare cartridges and certificates reflected that the annual servicing was not carried out. However,
the annual servicing report was available on board.

Fire Insulation of the starboard side main engine found to be damaged at some places.
FSI deficiencies related to fire safety
Fire Insulation of the starboard side main engine found to be damaged at some places.
Vessel is 25 years old and all CO2 bottles need to be pressure tested as per DGS circular 01 of 2022.

The FFA plan on board has a mismatch between the capacity of extinguishers as indicated in the plan against the actual capacity of
extinguishers.
Sight glass on one fire hose box located on accommodation deck found broken.
Fire hydrant found leaking from the valve spindle in one location.
Fireman outfit bellow found leaking.
E/R funnel vent flap closing arrangement found broken while operating.
Fire hose box holding arrangement found badly corroded and wasted.
One of the supporting brackets of the emergency fire pump suction filter found to be corroded.

Safety pin of one the cylinder of the CO2 fixed fire fighting system found to be missing.
Two portable foam fire extinguishers tried during inspection did not operate. Ship to check all foam fire extinguishers.

The flexible hoses of fixed CO2 system has been replaced in 2014, however no certificates sighted on board.

Three portable fire extinguishers fail to operate during testing on board (i.e. Foam, CO2, Water CO2).

Fireman outfit clothing’s found to be damaged.

Ventilation duct in engine room damaged at places. Nuts securing isolation valve on fire line at break of accommodation rusted and
showing thinning.
Fire accident

An Indian crew member was killed and 20 others were injured when a major fire
broke out on board a cargo vessel carrying nearly 3,000 cars off the Netherlands
coast, with Dutch coastguards warning that the blaze could last for several days.
The fire broke out on Tuesday night on the 199-metre Panama-registered
Fremantle Highway, which was en route from Germany to Egypt. Several crew
members were forced to jump overboard.

The Indian Embassy in the Netherlands said in a social media post the fire had
resulted in the death of an Indian national.
“We are deeply saddened by the incident involving Ship ‘Fremantle Highway’ in the
North Sea, resulting in the death of an Indian seafarer & injuries to the crew,” it
said in a tweet on Wednesday.
 Fire accident

The embassy said it was in touch with the family of the deceased and is assisting in the repatriation of the mortal remains.
“Embassy is also in touch with the remaining 20 injured crew members, who are safe and receiving medical attention. All possible
assistance is being extended in coordination with the Dutch authorities and the shipping company,” it said.
Rescue boats and helicopters were used to get the 23 crew members off the ship after some had jumped in the water, a spokesperson for the Dutch coastguard told CNN on
Wednesday.
Pictures show grey smoke emitting from the ship amid fears the vessel could sink 27 kilometers north of the Dutch island, Ameland, off the Wadden Sea – a UNESCO World Heritage
Site that is considered one of the most important regions for migratory birds in the world, the report said.
The fire may have been started by one of the 25 electric cars on board, according to Dutch national broadcaster NOS.
Dutch firefighters were still struggling to put out the fire on the cargo ship some 16 hours after the blaze started, a Dutch coastguard said.
It could take hours, days, or even weeks to make sure the fire is completely out, a spokesman said, adding that it is currently too dangerous to put firefighters on the ship.
“If you start filling the ship with water, you risk destabilising it and that could tip it over,” spokesman Edwin Grammeman told NOS.
According to the coastguard, a distress call came when the ship was some 30 kilometres off the coast of the Wadden Sea island of Ameland.
The 23 crew members on board the Panamanian-flagged ship attempted to put out the fire themselves, but the blaze spread too fast. Specialised firefighters were brought in from
Rotterdam but the situation had already become too dangerous by the time they arrived, the Dutch News reported.
Seven of the crew jumped into the sea and were picked up by nearby ships. The remaining crew members were rescued by helicopters. It is not clear how the person who died was
killed, it said.
The authorities are now focusing their efforts on preventing the listing ship from sinking. A tugboat from the Wadden Island water taxi service Rederij Noordgat was able to attach a
rope to the Fremantle Highway and prevent it from drifting into shipping lanes.
Other boats are on standby to try to help pull the vessel to safety.
More than a week after fire swept through a cargo ship carrying almost 4,000 cars in the North Sea, the crippled ship has been towed into port in the north-east of the Netherlands.
Inert gas system
Inert Gas System: Inert gas system is the most important integrated
system for oil tankers for safe operation of the ship. Inert gas is the
gas that contains insufficient oxygen (normally less than 8 %) to
suppress the combustion of flammable hydrocarbon gases.
Inert gas system on ships: A system of preventing any explosion in
the cargo tanks of a tanker by replacing the cargo, as it is pumped
out, by an inert gas, sometimes by flue gas from ship boilers. Gas
freeing must be carried out subsequently if workers have to enter
the empty tanks.
Sources of Inert Gas: Possible sources of IG on tankers and
combination carriers are:
1-Uptake gas from the ship’s main auxiliary boilers;
2-An independent IG Generator and
3- gas turbine plant when equipped with an afterburner.
Inert gas system
Inert Gas Operations
1-Tankers using the inert gas system should maintain their cargo
tanks in a non-flammable condition at all times. It follows that:
2-Tanks should be kept in an inert condition at all times, except
when it is necessary for them to be gas free for inspection or work.
The oxygen content should not be more than 8% by volume and the
atmosphere should be maintained at a positive pressure.
3-The atmosphere within the tank should make the transition from
the inert condition to the gas-free condition without passing through
the flammable condition. In practice, this means that, before any
tank is gas freed, it should be purged with inert gas until the
hydrocarbon content of the tank atmosphere is below the critical
dilution line. Check Flammability Diagram (Line GA).
Inert gas system
4-When a ship is in a gas-free condition before arrival at a
loading port, the tanks must be inerted prior to loading.
5-Inert empty cargo tanks
6-Be in operation, or be ready for immediate operation, during
cargo discharge, deballasting, COW and tank cleaning
7-Purge tanks prior to gas freeing
8-Top up the pressure in the cargo tanks when necessary
during other stages of the voyage
9-It must be emphasized that the protection provided by an
inert gas system depends on the proper operation and
maintenance of the entire system.
Inert gas system
Inert Gas System Maintenance
There should be close co-operation between the deck and
engine departments to ensure proper maintenance and
operation of the inert gas system. It is particularly important to
ensure that non-return barriers function correctly, especially
the deck water seal or block and bleed valves so that there is
no possibility of petroleum gas or liquid petroleum passing
back to the machinery spaces. To demonstrate that the inert
gas plant is fully operational and in good working order, a
record of inspection of the inert gas plant, including defects
and their rectification, should be maintained on board.
Inert gas system
Inerting of Empty Tanks
• When Inerting empty tanks that are gas free, for example following a
dry docking or tank entry, inert gas should be introduced
into the distribution system while venting the air in the tank to the
atmosphere. This operation should continue until the oxygen
content throughout the tank is not more than 8% by volume.
Thereafter, the oxygen level will not increase if a positive pressure is
maintained by using the Inert gas system to introduce additional
inert gas when necessary. If the tank is not gas free, the precautions
against static electricity should be taken until the oxygen content of
the tank has been reduced to 8% by volume. When all tanks have
been inerted, they should be kept common with the inert gas main
and the system pressurized with a minimum positive pressure of at
least 1 DO mm water gauge. If Individual tanks have to be segregated
from a common line (e.g for product Integrity}, the segregated tanks
should be provided with an alternative means of maintaining an
inert gas blanket.
Inert gas system
Loading Cargo or Ballast into Tanks in an Inert Condition
When loading cargo or ballast, the Inert gas plant should be
shut down and the tanks vented through the appropriate
venting system. On completion of loading or ballasting, and
when all ullagging is completed, the tanks should be closed
and the Inert gas system restarted and re-pressurized. The
system should then be shut down and all safety isolating valves
secured. Local regulations may prohibit venting after crude oil
washing.
Purging: When it Is required to gas free a tank after washing,
the tank should first be purged with Inert gas to reduce the
hydrocarbon content to 2% or less by volume. This is to ensure
that, during the subsequent gas freeing operation, no portion
of the tank atmosphere Is brought within the flammable
range.
Inert gas system
The hydrocarbon content must be measured with an appropriate
meter designed to measure the percentage of hydrocarbon gas in an
oxygen deficient atmosphere. The usual flammable gas Indicator Is
not suitable for this purpose. If the dilution method of purging Is
used, It should be carried out with the inert gas system set for
maximum capacity to give maximum turbulence within the tank. If
the displacement method Is used, the gas Inlet velocity should be
lower to prevent undue turbulence.
Gas Freeing: Before starting gas freeing, the tank should be isolated
from other tanks by means of closing valves or blanking off
associated pipelines. When either portable fans or fixed fans
connected to the cargo pipeline system are used to introduce air into
the tank, the Inert gas inlet should be isolated. If the Inert gas
system fan Is employed to draw air into the tank, both the line back
to the Inert gas source and the Inert gas Inlet into each tank that Is
being kept Inerted should be isolated.
Inert gas system
Preparation for Tank Entry
To ensure the dilution of the toxic components of Inert gas to
below their Threshold Limit Values (TLVs), gas freeing should
continue until lasts with an oxygen analyzer show a steady
oxygen reading of 20.9% by volume and tests with a flammable
gas Indicator show not more than 1% LFL. If the presence of a
toxic gas such as benzene or hydrogen sulphide is suspected,
gas freeing should be continued until tests Indicate that its
concentration Is below its TLV-TWA. Positive fresh air
ventilation should be maintained throughout the period that
personnel are In a tank, and frequent tests should be made of
both oxygen and hydrocarbon content of the tank atmosphere.
When other tanks in an Inert condition are either adjacent or
Interconnected (e.g. by a pipeline) to the tank being entered,
personnel should be alert to the possibility of Inert gas leaking
Into the gas free tank through, for example, bulkhead fractures
or defective valves.
Inert gas system