SHIP FIRE PREVENTION

AND CONTROL
UNIT 1

Pls refer all the drawings, documents and videos, in attached folder for
the unit, for better clarity.
 Fire triangle

OXYGEN, HEAT & FUEL are needed to start a fire.

If any one is cut-off then the fire can be put off.
For the fire to sustain, continuous availability of fuel is
required.

There are three (3) components required for combustion to

occur:

• Fuel – to vaporize and burn

• Oxygen – to combine with fuel vapor
• Heat – to raise the temperature of the fuel vapor to its
ignition temperature
 What is known as fire is actually a chemical reaction involving
the oxidation of the fuel molecules.
 However, the reaction occurs at a much faster rate and only
under certain conditions (e.g., elevated temperatures, proper
mixture, etc.).
 In addition, what is called burning or combustion is actually the
continuous rapid oxidation of millions of fuel molecules.
 Fire is the result of combustion of organic material and oxygen.
For example
CH4 + 202 -- CO2 + 2H2O

Chemistry of fire
 However in a fire, the oxidation rate of the fuel molecules is
much faster.
 Because of this rapid reaction, energy is released at a much
greater rate.
 The released energy is actually felt and seen in the form of heat
and light.
 The more rapid the oxidation rate, the greater intensity in which
the energy is released.
 An explosion is, in fact, the oxidation of a combustible media at
an extremely fast rate.

FIRE SAFETY OBJECTIVES AND SOLAS REQUIREMENTS

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 ship, its cargo and
the environment.
 Contain, control and suppress fire and explosion in the compartment
of origin.
 Provide adequate and readily accessible means of escape for
passengers and crew.
 FUNCTIONAL REQUIREMENTS
 Division of the ship into vertical and horizontal zones by thermal
and structural boundaries.
 Separation of accommodation spaces from the remainder of the
ship by thermal and structural boundaries.
 Restriction on use of combustible materials.
 Detection of any fire in the zone of origin.
 Containment and extinction of any fire at origin.
 Protection of means of escape and access for fire fighting.
 Fire fighting Appliances readily available.
 Minimize cargo vapour igniting possibility on tankers.
The main sources of fire onboard a ship are
 Smoking
 Faulty electrical installations / faulty circuits
 Attitude of personnel onboard
 Improper storage of materials
 People from ashore (Ignorance)
 Galley
 Welding and Hot work.
 Smoking
 Faulty electric circuits (Overload, faulty/poor quality
materials/damaged insulation)
 Improper storage of Oily rags
 Oil soaked lagging/ Missing lagging on hot exhaust pipes
 Scavenge fires/ Crankcase explosions/ Boiler uptake fires
 Improperly maintained Equipment, Ex: Incinerator
 Leaking fuel oil /Lub oil HP pipes
 Leaking/splashing of oil from pumps,pipes
 Poor housekeeping
 Spontaneous combustion
 Fires started by spontaneous combustion are caused by the
following mechanisms:

o (i) spontaneous heating,

o (ii) pyrophoricity, and
o (iii) hypergolic reactions.
 Spontaneous heating is the slow oxidation of an element or
compound which causes the bulk temperature of the element or
compound to rise without the addition of an external heat source.
 Spontaneous heating may be the result of
o direct oxidation of hydrocarbon derivatives (for example, oils
and solvents) or
o it may occur because of the action of microorganisms in
organic materials.
 Saturated hydrocarbon derivatives (such as alkane derivatives) do
not have a tendency for spontaneous combustion whereas
unsaturated hydrocarbon derivatives do have a tendency for
spontaneous combustion.
 Spontaneous heating of hydrocarbon derivatives usually involves a
combustible liquid hydrocarbon in contact with combustible
materials.
 An example of this would be combustible rags impregnated with oils
or solvents.
 Whether or not spontaneous heating leads to ignition depends on
several items:
o (i) the rate at which heat is generated and removed from the
material being oxidized,
o (ii) the ignition temperature (flash point) of the fibrous
combustible material, hydrocarbon, or any gases liberated by
oxidation,
o (iii) the specific area (cm2/g, defined below) of the hydrocarbon
exposed to an oxidizer, and
o (iv) the amount of moisture present in the atmosphere and the
fibrous material.
 For spontaneous ignition to occur, the rate of heat being generated
through oxidation must exceed the rate of heat removal by
conduction, convection, and radiation (thermal).
 As the temperature of the material begins to rise, the rate of heat
generation will often increase.
 The result is a runaway reaction which ultimately causes ignition.
 If the rate of heat removal exceeds the rate of generation, the
material will cool and will not ignite.
 The rate of heat removal may be increased
o through physical contact with a thermally conductive surface,
by rotating piles of combustibles to cool hot spots, and
o by circulating inert gases through the piles to cool hot spots
and displace oxygen.
 The ignition temperature of the materials is obviously of concern and
varies widely among materials.
 Much more stringent controls must be placed on materials
o which have lower ignition temperatures and
o those which liberate explosive gases.
 Although most materials with high ignition temperatures are of lesser
concern, some are more explosive than those with lower ignition
temperatures.
 The specific area of a combustible substance is a measure of the
surface area of the material exposed to an oxidizing atmosphere per
gram of material and is expressed in units of cm 2/g.
 Materials which have a high specific area are more prone to heat
and ignite spontaneously.
 For example, combustible liquids on fibrous material pose a
spontaneous fire hazard because the fibers of the material
o allow the liquid to spread out over a larger surface area,
o allowing more contact with oxygen and, therefore, porous
combustible materials are more likely to ignite than tightly
packed solid materials.
 As the ambient temperature rises, the rate of spontaneous heat
generation will also rise.
 High ambient temperatures also reduce the rate of heat removal,
bringing the hydrocarbon closer to its ignition temperature.
 Spontaneous combustion may occur in piles of moist organic
material where heat is generated in the early stages by the
respiration of bacteria, molds, and microorganisms.
 The likelihood of biological heating may be reduced by the following
measures:
o (i) provide adequate ventilation of the organic material to
remove moisture, heat, and dust particles,
o (ii) limit the storage time of the organic material using a “first in,
first out” rule of thumb, and
o (iii) circulate large quantities of organic materials to disperse
areas of localized heating.

 Pyrophoric substances ignite instantly upon exposure to air

(atmospheric oxygen).
 A pyrophoric substance may be a solid, liquid, or gas.
 Most materials are not pyrophoric unless they are in a very finely
divided state.
 Although there are some pyrophoric liquids and gases,
o most pyrophoric materials are metals.
 Pyrophoricity is a special case of a hypergolic reaction because the
oxidizing agent is restricted to atmospheric oxygen.
 Whereas pyrophoricity is concerned only with the spontaneous
combustion of a material when exposed to air (atmospheric oxygen),
o a hypergolic reaction describes the ability of a material to
spontaneously ignite or explode upon contact
with any oxidizing agent.

 An oxidizing agent is a substance that oxidizes other substances

involved in the reaction by gaining or accepting electrons from them.
It is also referred to as an oxidizer or oxidant. Common examples of
oxidizing agents are
o oxygen gas,
o halogens (such as chlorine and bromine), and
o certain chemicals like potassium permanganate and hydrogen
peroxide.
o The usual source of oxygen for burning is air. However,
oxidizing materials can supply combustible substances with
 oxygen and support a fire even when air is not present.
o They are not necessarily combustible, but they can intensify
combustion and increase the flammable range for chemicals so
they ignite more readily
 Certain chemicals used for boiler treatment are also oxidising
agents and although carried in diluted form, they are capable of
spontaneous combustion, if permitted to evaporate.

PYROPHORIC MATERIALS IN OIL TANKS

 The reaction of iron rust with H2S is represented by the following
equation :
Fe203 + 3H2S = 2FeS ÷ 3H20 + S, H = -40 kcal (1)

 The oxidation of FeS in air regenerates the Fe203 with considerable

heat :
4FeS + 302 = 2Fe2O3 + 4S, ~H = -151 kcal

 FeO/Fe(OH), have been shown to be pyrophoric and are know to

oxidize readily in air at room temperature . On sudden exposure to
air they can ignite spontaneously.

Oxidizing flame
 If the flame has too much oxygen, an oxidizing flame is produced.
 When the amount of oxygen increases, the flame shortens due to
quicker combustion, its color becomes a more transparent blue, and
it hisses/roars.

Reducing flame
 A reducing flame is a flame with insufficient oxygen.
 It has an opaque yellow or orange color due
to carbon or hydrocarbons[3] which bind with (or reduce) the oxygen
contained in the materials the flame processes.
 The flame is also called carburizing flame, since it tends to
introduce carbon soot into the molten metal.
 Auto ignition temperature

Flash point and Pour point

• Flash point
The lowest temperature at which a liquid gives off
sufficient gas to form a flammable gas mixture near the surface
of the liquid. It is measured in a laboratory in standard
apparatus using a prescribed procedure.

• Pour point
The lowest temperature at which a petroleum oil will
remain fluid.

 Fire-Point
This the lowest temperature at which
o vapors of the material
o will keep burning after being ignited and
o the ignition source removed.
o The fire point is higher than the flash point, because at the
flash point more vapor may not be produced rapidly enough to
sustain combustion.
• Autoignition Temperature is the temperature at which
• the vapor of materials or substances
• can spontaneously ignite when mixed with air
• without a power source
• The auto-ignition temperature decreases as the carbon
number increases.
• The auto-ignition temperature of crude oil is about 230°C and
is the reason why the cargo tank heating coils should be fed
with steam below this temperature.
• Oil saturated lagging in contact with a steam pipe could
cause exothermic oxidation which will raise the temperature
within the lagging eventually causing auto ignition .
 VOLATILE
• Non-volatile petroleum
Petroleum having a flash point of 60°C or above as
determined by the closed cup method of test.

• Volatile petroleum
Flashpoint below 60°C as determined by the closed
cup method of testing.

FLAMMABILITY
• When petroleum is ignited, it is the gas progressively given off
by the liquid, which burns as a visible flame.
• The quantity of gas given off by a petroleum liquid depends on
its volatility ,which is frequently expressed for purposes of
comparison in terms of ‘Reid vapour pressure’.
• Reid vapor pressure (RVP) is a measure of the volatility of
gasoline and other petroleum products.
• It is defined as the absolute vapor pressure of the fuel at 100
degrees Fahrenheit (37.8 degrees Celsius), which is the
temperature at which gasoline is stored and transported.
• Reid vapor pressure (RVP) is a measure of the vapor pressure
of a fuel at 37.8°C, while true vapor pressure (TVP) is a measure
of the vapor pressure at the actual temperature.
 COMPOSITION OF AIR

COMPOSITION OF INERT GAS

FLAMMABILITY
 LOWER FLAMMABLE LIMIT (LFL) and
UPPER FLAMMABLE LIMIT (HFL)
• Petroleum gases can be ignited and will burn only when mixed
with air in certain proportions.
• If there is too little or too much petroleum gas the mixture cannot
burn.
• The limiting proportions,
• expressed as percentage by volume of petroleum gas in air,
• are known as the lower and upper flammable limits.
• They vary amongst the different possible components of
petroleum gases.

 For the gas mixtures from the petroleum liquids encountered in

normal tanker practice,
o the overall range is from a minimum lower flammable limit of
about 1 % gas by volume in air to
o a maximum upper flammable limit of about 10% gas by volume
in air.
• The concentration of a hydrocarbon gas in air above which
there is insufficient oxygen to support and propagate
combustion, Sometimes referred to as upper explosive limit
(UEL).

LFL or LEL and HFL or HEL

 Flammable range (also referred as `Explosive’ range)

 The range of hydrocarbon gas concentrations in air between
the lower and upper flammable (explosive) limits.
 Mixtures within this range are capable of being ignited and of
burning .
 FIRE TETRAHEDRON

 Moving into a slightly more advanced theory of fires, there is

a fourth ingredient necessary for fire, and the "fire
tetrahedron" more accurately demonstrates the combustion
process.
 A tetrahedron is a solid figure with four triangular faces.
 It contains the four things required for combustion;
1. Fuel (to vaporize and burn),
2.Oxygen (to combine with the fuel vapor),
3. Heat (to raise the vapor to its ignition point),
4.The Chain reaction (the chemical reaction among the
fuel, oxygen and heat).
Remove any one of these four and you have no fire.
 Chain reaction
 When combustion processes was first studied, it was believed that
thermal conduction was the means by which the hot gases in a
flame started the chain reaction in the unburnt combustible gases.
 It is now known that during the combustion of many hydrocarbons,
high concentrations of short-lived chemically active species such
as hydroxyl radicals (OH) and positive ions - CH3, CHO, C5H3
have been identified and hydrogen atoms are present.
 The diffusion of these radicals into the unburnt gases is
believed to transmit reactivity ahead of the flame by chain
reactions.

EFFECT OF HALON GAS and DRYPOWDER on

CHAIN REACTION
 It is the ability of Halon gas (halogenated hydrocarbon gas)
and certain Dry chemical powder to break the chain reactions
of these highly active species, which renders them so
effective, as fire extinguishing agents.
 Although they extinguish the fire, re-ignition is possible unless
the combustibles are cooled or air is excluded.
 This method of suppression eliminates the fourth (chain
reaction) side of the fire tetrahedron.
 Methods Of Extinguishing Fires
The Fire of Tetrahedron type
1. Removal of Fuel
 The removal of fuel is not always possible.
 However, in the case of liquid fuel fires caused by leaking pipes
or fittings,
o the fuel supply should be closed.
o It may also be possible to drain fuel from a burning tank.
 All the fuel bunker tanks, service, settling tanks, Lubrication oil
storage tanks should have ‘Quick closing valves’.
 stem (1)
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setting nut (3).
piston rod (4)
release cylinder (5)
spring (6)
disc (7)
 2. Removal of Oxygen
 Except in those substances that contain their own oxygen, the
removal of sufficient oxygen will extinguish a fire.
 Small fires can be smothered with
o sand from a fire bucket, and
o a rug or blanket can be used to smother flames from a
person’s clothes.
 It is imperative to ensure the door is properly closed, when
leaving a fire to burn in a compartment or room.
 Fires in cargo holds can be starved of oxygen by
o closing hatches and blanking-off ventilators.

o
 In all spaces affected by fire,
o ventilating fans should be shut down and doors and other
openings closed.

 In galley fat fires, a wet towel or purpose-made blanket (fire blanket )

can be applied after disconnecting the power source.

 In fire extinguishing operations, oxygen is excluded by

smothering the fire with a layer of foam.
 Oxygen is also cut off during the operation of portable and semi-
portable carbon dioxide extinguishers and Oxygen is cut off to some
extent, during the operation of dry powder extinguishers.
 However, in the instances of carbon dioxide and dry powder, the
removal of oxygen is temporary and unless the fuel is cooled,
re-ignition may occur.
 In total flooding fixed fire extinguishing systems for ships holds,
pump rooms and machinery spaces, carbon dioxide gas
displaces the air to such an extent that there is insufficient air
for combustion.
 inerting the tank atmosphere plays an important role in oil and
chemical tanker operations.
 3. Removal of Heat
 A reduction in temperature is achieved by the use of a suitable
cooling medium - normally water - at a sufficient rate.
 The rate at which heat is removed by the cooling medium
must be greater than that produced by the fire.
 Cooling of boundary bulkheads will reduce the possibility of
igniting material outside the affected compartment.

 One litre of water will produce approximately 1,700 litres of steam

when it boils.
 For a given quantity of water, about six times more heat will be
removed, if the water droplet size is small enough ( as fine spray
) for it to be vapourised into steam.
 To achieve this level of effectiveness the water has to be
applied as a fine spray.
 Coincidentally, a degree of smothering can also be achieved
from the steam generated.
 Heat can also be absorbed by the decomposition of dry powders
 The source of power should be cut off in electrical installations
and galley fires.
 4. Breaking the Chain reaction
• The extinguishing agents commonly used to attack the
chain reaction and inhibit combustion are dry chemical
powders and Halon alternatives.
• These agents directly attack the molecular structure of
compounds formed during the chain reaction sequence by
scavenging the “O” and “OH” radicals.
• The breakdown of these compounds adversely affects the
flame-producing capability of the fire.
• It should be borne in mind that chain reaction breaking
agents such as Halon or Dry powder do not cool a deep-
seated fire or a liquid whose container has been heated
above the liquid’s ignition temperature.
• In these cases, the extinguishing agent must be maintained
on the fire until the fuel has cooled down naturally .
 CLASSIFICATION OF FIRES as per
International Standards Organization ( ISO 3941)

 Class A – Fire involving Solid Materials

 Class B – Fire involving Flammable Liquids

 Class C – Fire involving Gases

 Class D – Fire involving Metals (Electrical fires are included

here since they eventually end up as metal fires)

 Class F – Fire involving Cooking media (vegetable or animal oils

and fats) in cooking appliances.


 Fires involving cooking oils and fats are classified as

 "Class F" under the European and Australian systems, and

 "Class K" under the American system.
FIG: CLASSIFICATION AS PER ISO 3941, EUROPE/AUSTRALIA

FIG: CLASSIFICATION AS PER US

Area of fire hazards:
 The accommodation area of the ship is vulnerable to fire as it
comprises substance such as wood, cardboard, and other personal
fire-sensitive things used by the ship's crew onboard.
 A ship accommodation is an area where the crew member's cabin
is located along with galley, recreational room, meeting room etc.
 Out of all the causes for accidents and casualties onboard a ship,
fire remains at the top of the lists.
 In the past, even a simple accident of fire has resulted into sinking or
grounding of the ship.
 In this article we bring you the dos and don’ts to avoid fire in the
ship’s accommodation area.
 It is noted that the maximum number fires on ships initiates in the
ship’s accommodation area due to negligence of the ship’s staff.
 The accommodation area of the ship is vulnerable to fire as it
comprises substance such as wood, cardboard, and other personal
fire-sensitive things used by the ship’s crew onboard.
Fire risks in cargo areas:
 Fire onboard becomes a more challenging emergency dependent on
the location of ignition.
 Ships are used to transport various types of cargoes which are
distributed wisely in the various cargo areas according to a cargo
plan as prepared by the officer in charge.
 It is not an easy task to deal with afire in the cargo hold, or any area
of the ship for that matter, and surely any fire situation onboard a
ship needs to be taken seriously.
 Normally all precautions are taken to ensure that inflammable
cargoes are kept in isolated conditions.
 Taking into consideration that cargo vessels have similar
Accommodation and Engine room spaces, the difference of
approaching a fire incident is in line with the differences in cargo
spaces.
 Additionally, other types of cargo ships, like Ro-Ro have a totally
different approach for fire in cargo areas.
 Another category which is totally different is the passenger vessel
category.
Fire risks in accommodation areas
 Class A - Ordinary combustible materials such as wood, cloth, paper
or other materials included in accommodation spaces
 Class F or K - Fires involve burning cooking oil, fat or grease or
other galley or kitchen materials

Fire risks in engine room spaces

 Class B - Involve flammable and combustible liquids and gases such
as gasoline,oil, lacquers, paints, mineral spirits, and alcohols
 Class C - Fires involving energized electrical equipment
 Class D - fires involve combustible materials such as aluminum,
magnesium, titanium, zirconium, sodium, and potassium.
 It is worth noticing that the classification of fire in accommodation
spaces and engine room spaces is similar to all ship types;
therefore, it is more feasible to focus on these fire classes and plan
the response in case of emergency accordingly.

 The risk becomes higher when there are cargo spaces because
different cargoes hide different risks and dangers onboard same
ship types, making the response to a fire more challenging.

Different cargoes hide different risks:

-Bulk carriers / General cargo vessels (dry cargo)
 The risks of Class A are the majority among fire risks for such type
of vessels.
 The pre-planned response with fixed systems (usually CO2) is the
most effective method to respond to a cargo hold fire.
 Other types of cargo (eg wooden materials) stored on deck will
require the deployment of fire teams with fire hoses in order to
respond to the fire.

-Oil tankers (Liquid cargo)

 The main risk lies to the nature of cargo which may start a fire in
class B.
 In these typesof vessels the CO2 batteries are used for engine room
spaces while cargo spaces are covered with foam extinguishing
 systems, as foam is the most suitable applicator to fight class B
fires.

-Chemical tankers
 These are almost same with oil tankers but the fire risk in cargo
nature is not only due to liquid formation (class B fires) but also to
extended air gases created by the nature of cargo.
 On such types of vessels the most important fire fighting step
against cargo fires is the pre fire operations of isolating cargo
systems (eg inert gas).
 However in case of fire the most suitable applicator to respond is
foam.

-LNG carriers
 LNG cannot burn in liquid but it can be easily vaporized and the
vapors of such fuel are extremely flammable.
 So again the first important step is to isolate vapors from flammable
conditions (using inert gas).
 When a fire starts in LNG cargo spaces, the most suitable applicator
is dry powder from fixed positions.
 Such types of fire are very dangerous as the vapor from LNG, apart
from flammable, can also lead to explosions when restricted in
confined spaces.

-Container vessels
 One of the most difficult types of vessel is to respond to a fire in
cargo spaces.
 Practically, class A is of high risk, but considering the nature of
cargoes included in containers, class D fires cannot be excluded
either.
 Additionally, some cargoes may be subject to evaporation and
produce fires similar to class B fires.
 For areas and compartments below main deck, CO2 and water
based fixed systems are assigned to respond to fires.
 However, open deck stored containers are very difficult to be subject
to fixed systems and so the deployment of fire teams is essential.
 Mobile water monitors used by teams are the main equipment of
fighting such fires.

-Ro-Ro cargo vessels

 This type of vessels is assigned to carry vehicles in large garage
cargo areas.
 The most common fire risk is class A fire and class B (from fuel
carried in vehicles’ tanks).
 In case of loaded vehicles, the cargoes carried may create
additional risks for fire on board.
 The fixed fire system is (commonly water based) the most suitable
solution for fire in cargo spaces of such vessels.
 The important issue in such vessels is to maintain the isolation
between decks and cargo areas in order to prevent fire from
spreading onboard.
 https://www.youtube.com/watch?v=RE8r-4bM84s
https://www.youtube.com/watch?v=xZHeFKLuKSk
 FIRE EXTINGUISHER
Pls refer:
i) Resolution A.951(23)
ii) FSS code
iii) SOLAS Ch II-2
 An extinguisher is an appliance containing an extinguishing
medium,
o which can be expelled by the action of internal pressure
and
o be directed into a fire.
o This pressure may be stored pressure or be obtained by
release of gas from a cartridge.
o The main parts of a fire extinguisher are five:
 one or two tanks;
 a valve assembly;
 a hose, or a nozzle;
 an extinguishing agent;
 a propellant.
 The tanks are made of metal;
 they contain the
 extinguishing agent and
 the propellant.
 Extinguishing medium is the substance contained in the
extinguisher which is discharged to cause extinction of fire.
 Charge of an extinguisher is the mass or volume of the
extinguishing medium contained in the extinguisher.
 The quantity of the charge of water or foam extinguishers is
normally expressed in volume (litres) and
o that of other types of CO2 and Dry powder
extinguishers in mass (kilograms)
The firefighting system and fire extinguisher types on board ships can be
classified into three category –
1. Portable fire extinguisher

 The mass of all portable fire extinguishers shall not exceed 23 kg

and
o they shall have a fire-extinguishing capability at least
equivalent to that of a 9 L fluid extinguisher
2. Semi-portable fire extinguisher
3. Fixed type fire fighting

Marking of extinguishers

• 8 Marking of extinguishers as per FSS Code

 Each extinguisher should be clearly marked with the following

minimum information:
.1 name of the manufacturer;
.2 types of fire and rating for which the extinguisher is suitable;
.3 type and quantity of extinguishing medium;
.4 approval details;
.5 instructions for use and recharge (it is recommended that
operating instructions be given in pictorial form, in addition to
explanatory text in language understood by the likely user);
.6 year of manufacture;
.7 temperature range over which the extinguisher will operate
satisfactorily; and
.8 test pressure.
 Each powder or carbon dioxide extinguisher shall have a capacity
of at least 5 kg and
o each foam extinguisher shall have a capacity of at least 9 L.
A portable foam applicator unit shall
 consist of a foam nozzle/branch pipe,
 either of a self-inducing type or in combination with a separate
inductor,
 capable of being connected to the fire main by a fire hose,
 together with a portable tank containing at least 20 L of foam
concentrate and
 at least one spare tank of foam concentrate of the same capacity.
 9L CO2 AND WATER PORTABLE FIRE EXTINGUISHER

Construction
 The body of the extinguisher is of welded steel zinc coated,
with the external surface painted.
 A brass neck ring Is silver soldered to the top of the steel
body and the brass head assembly, which incorporates
plunger, handle and swivel safety guard, is screwed into it
and seals ona thick rubber washer.
 Small radial vent holes are drilled in the head assembly
which serve to relieve internal pressure when the head is
being unscrewed in the event of the nozzle being blocked.
 A brass double purpose nozzle is fitted to the delivery end
of the reinforced rubber hose and the nozzle can be
operated to give water jet or spray as desired.
 When the swivel guard is in the protective position the
springloaded piercer is slightly depressed, this serves to
keep the extinguisher vented when not in use and prevents
water overflow due to change in atmospheric conditions.
Contents
 The body contains 9 litres of fresh water, usually a wetting
agent is added to the water which enables the water to
spread more readily.
 The inner container is welded steel, zinc coated, and is
charged with 74 mg of CO2, at a pressure of approximately
36 bar (3.6 MN/m2).
Operation
 The hose is first uncoiled from the body and the swivel
guard is swung to uncover the plunger.
 The plunger is then depressed, this releases the COz which
then drives the water out of the extinguisher via the dip tube
and hose.
Performance
 Length of jet 10.6 m approximately, spray 6.06 m with about
36 m2 of cover.
 Duration of discharge approximately 60 seconds. Body
tested hydraulically to 25 bar(2.5 MN/ m 2).
Disadvantages and dangers:
 Not to be used where there is electrical hazard
Maintenance:
 Extinguishers with copper or copper alloy body should not be
polished with products of corrosive or abrasive nature which
may cause wall thickness reduction. Such extinguishers should
be avoided but where used they should preferably be painted
externally.
 The charge can freeze at temperatures of about 00C (unless
the charge is made non-freezable chemically)
 Avoid installing the extinguisher in excessively warm locations,
where the internal pressure of the carbon dioxide in the
cartridge might rise to a very high value.
9 LITRE PORTABLE MECHANICAL FOAM FIRE EXTINGUISHER

Construction
 The body is made of welded steel, zinc coated, with a solid
brass neck ring silver soldered to it.
 The removable head assembly, which incorporates the
plunger, is made from a solid brass pressing.
 When the head assembly is screwed into the neck ring it
presses down on to a thick rubber washer and flange on the
charge container thus providing a seal and securing the
charge container in place.
 A nozzle made of aluminium alloy with fin-protected air
holes is connected to a reinforced hose one metre in length.
 The hose is coupled to a brass elbow coupling which is
soldered to the stainless steel diptube.
 To prevent accidental discharge a swivel safety-guard is
provided which also, when in position, holds the spring-
 loaded plunger valve open which vents the extinguisher
thus preventing dribbling from the nozzle.
Contents
 The body is filled with 8.25 litres of water and the charge
container is made up of (1) 0.85 litre liquid air foam
concentrate in a sealed plastic bag (2) a sealed 0.074 kg
capsule of COz at a pressure of 53 bar, both of which are
contained in an alumimium alloy tube.
Operation
 When the plunger is depressed it pierces the thin copper
seal releasing CO, which ruptures the plastic bag and forces
out the liquid foam concentrate into the water, where rapid
mixing takes place.
 The foam solution is then driven up the steel dip tube,
through the hose to the nozzle, here it is aerated into good
quality fire-smothering air foam.
Performance
 The 9 litres of solution produce approximately 72 litres of
foam, length of jet approximately 7 m.
 Duration of discharge is about 50 seconds and the body is
pressure-tested to 25 bar.
 This type of extinguisher can be rapidly reloaded, all that is
needed is to fill body with water to the required level, drop in
a new charge container and replace head assembly.
Maintenance:
o Extinguishers with copper or copper alloy body should not be
polished with products of corrosive or abrasive nature which
may cause wall thickness reduction. Such extinguishers should
be avoided but where used they should preferably be painted
externally.
o The charge can freeze at about 50C. The charge can be altered
by elevated temperatures (about 400C or more). Therefore, the
extinguisher should not be installed in positions where it may
be exposed to high or low temperatures.
Disadvantages and dangers:
o Not to be used where there is electrical hazard
 DRYCHEMICAL POWDER EXTINGUISHER

Construction
 Body is of riveted or welded steel with a brass neck ring.
The neck ring incorporates the CO2 injection tube.
 Screwed over the neck ring is the head assembly which is
fitted with a spring-loaded plunger and has screwed into it, a
replaceable CO bottle.
 Connected to the outlet end of the discharge tube is a
reinforced hose which leads to a brass nozzle that is fitted
with a lever operated control valve.
Contents
 The body of the extinguisher contains approximately 2.25 to
 13.6 kg of dry powder and semi-portable models contain up
to 22.7 kg (50 lb) of agent, this powder charge is principally
sodium bicarbonate with some magnesium stearate added
to prevent the powder from caking. The CO, bottle contains
about 600 mg of CO}.
 An extinguisher may be filled with any of the five agents,
and its rating will be based on the particular agent used. A
small cylinder of inert gas is used as the propellant.
 Cartridge-operated, dry chemical extinguishers have a
range from 3 to 9.1 m (10 to 30 ft).
 The 2.25 kg (5 lb) extinguisher will have a discharge
duration of approximately 8 to 10 seconds, while the larger
extinguishers provide up to 30 seconds of discharge time.
Operation
 The extinguisher is carried and used upright.
 The extinguisher is removed from its supporting bracket and
the safety cap is removed.
 When the plunger is depressed it pierces the CO, bottle
seal, CO, then blows out the powder charge.
 The flow of dry chemical is controlled with the squeeze-grip
On-Off nozzle at the end of the hose. The discharge is
directed at the seat of the fire, starting at the near edge.
 The stream should be moved from side to side with rapid
motions, to sweep the fire off the fuel. On a weather deck, the
fire should be approached from the windward side if possible.
 The initial discharge should not be directed onto the burning
material from close range, 0.91 to 2.4 m (3 to 8 ft), as the
velocity of the stream may scatter the burning material.
 However, the agent may be applied in short bursts by opening
and closing the nozzle with the squeeze grips.
 If the propellant gas cylinder is punctured but the extinguisher
is not put into use or is only partially discharged, the remaining
gas may leak away in a few hours.
 Thus, the extinguisher must be recharged after each use or
activation.

Performance
  Range about 3 to 4m, duration of discharge about 15s.
Body is tested to 35 bar(3.5 MN/ m2).
 Dry powder acts to smother a fire in a similar way toa
blanket.
 Owing to the great shielding properties of the powder cloud
the operator can approach quite close to the fire.
 The sodium bicarbonate powder will, due to the heat from
the fire, produce CO, which should further assist in
smothering the fire.
Disadvantages and dangers:
 Generated powder mixtures may be suffocating and can
impair vision. Powder can damage electrical contact.
Maintenance:
 Some types of powder may be altered by humidity, therefore,
avoid the refilling of the extinguisher in humid locations.
 When a carbon dioxide container is provided, avoid the
installation of the extinguisher in excessively warm locations,
where the internal pressure of the carbon dioxide in the
container might rise to very high values.
The extinguisher is carried and used upright. The ring pin is removed and
the puncturing lever is depressed. This releases the propellant gas, which
forces the extinguisher agent up to the nozzle.
CO2 EXTINGUISHER
Construction
 The body is made of solid drawn steel which is hydraulically
tested to 227 bar (22.7 MN/ m 2) and it is coated internally
and externally with zinc, the external surface being finally
painted.
 A solid brass pressing forms the head assembly and this is
screwed into the neck of the steel bottle.
 The head assembly incorporates a lever-operated valve,
copper dip tube, bursting disc and a discharge horn made of
non-conducting (electrically) material that can be swivelled
in one plane only into the desired position,

Contents
 The body is charged with 4.5 kg of liquid CO, at a pressure
of 53 bar (5.3 MN/ m7?) approximately.
 Operation A safety pin (not shown in sketch) would first be
removed and then the valve operating lever would be
depressed.
  The liquid CO, would pass into the discharge horn and
emerge as a cloud of CO. Performance Range about 3 to 4
m in still air, duration of discharge about 20 s, about 2.5 m3
of gas is produced.

 Note:

 CO, extinguishes a fire by cooling and smothering, the gas

has the advantage that it can get into inaccessible places.
CO, extinguisher contents, can be checked by regular
weighing, this should be done about every four months.

Purpose of the dip tube

 2/3 of the bottle is filled with liquid Co2 rest is gaseous Co2.
 If the dip tube is not there, at the time of releasing the
gaseous Co2 flow out first and the remaining liquid will try to
get latent heat of vaporization from its surroundings ie, from
outer liquid Co2.
o After giving away the heat, the outer liquid Co2 will
freeze forming dry ice which will remain inside the
bottle with out releasing.

 If dip tube is there, only liquid is drawn during release.

o The liquid expands after the nozzles
by absorbing latent heat from surrounding
atmosphere and assumes the gaseous state.
o This will prevent co2 freezing and blocking the nozzle.

Disadvantages and dangers:

 Carbon dioxide may be suffocating
Maintenance:
 When a carbon dioxide container is provided, avoid the
installation of the extinguisher in excessively warm locations,
where the internal pressure of the carbon dioxide in the
container might rise to very high values.
Fig: weighing-in of portable fire extinguishers
 WET CHEMICAL-TYPE FIRE EXTINGUISHERS

 Wet chemical is a new agent that extinguishes the fire by

removing the heat of the fire triangle and prevents re-ignition by
creating a barrier between the oxygen and fuel elements.
 Wet chemical extinguishers mostly contain a solution of
potassium acetate, sometimes with some potassium citrate or
potassium bicarbonate and are mainly used on Class “K” or “F”
(cooking grease, fats and oils) fires while some may also be
used on Class “A” fires.
 The most common size is a 6 liter or 9.5 liter unit, typically
having a discharge range from 2.4 to 3.7 meters and a duration
from 50 to 55 seconds (6 liter) or 75 to 80 seconds (9.5 liter).
 Class “K” or “F” fires most often occur in the galley where
cooking media (fats, greases, and oils) are used.
 These are most often found in the galley cooking operations.
 Wet chemical extinguishers work on the principle of
saponification.
o Saponification takes place when alkaline mixtures such as
potassium acetate, potassium citrate, or potassium
carbonate are applied to burning cooking oil of fat.
o The alkaline mixture combined with the fatty acid create a
soapy foam layer on the surface which holds in the vapors
and steam and extinguishes the fire.
 Since vegetable oils have lower fatty acid content, many
vegetable oils will prevent the “foam blanket” from developing
completely.
o This inhibits the extinguishing agent by allowing vapors
 and steam to release.
o In addition, newer efficient fryers retain heat much longer
than in the past. Vegetable oils have a much higher auto-
ignition temperature than animal fats.
o Therefore, dry chemical agents have trouble preventing a
re-flash from occurring and cannot pass the current test
standards for fryers because of the retained heat.
o Heat breaks down the weaker foam layer created, making
it necessary to cool the oils in addition to the foam layer.
 To address these issues, wet chemical agents were introduced
and are now required in SOLAS (Consolidated Edition 2014)
Reg. II-2/10.3 referring to IMO MSC.1/Circ.1275 “Unified
Interpretation of SOLAS Chapter II-2 on The Number and
Arrangement of Portable Fire Extinguishers on Board Ships” for
galleys with deep fat fryers.
o These agents are alkaline by nature and are the only
extinguishing agents listed for suppression of fires in
cooking because of their ability to maintain the foamy
layer enough to allow complete cooling.
o In addition, these wet chemical agents pose minimal
damage threat to hot appliances, minimize splash hazard,
offer improved visibility during firefighting and provide
easier clean-up than with dry chemical agents.
 The wet chemical extinguisher is carried to the fire, held in an
upright position.
o The pin is twisted to break the seal and pulled to release
the trigger mechanism.
o The applicator is held and aimed at the base of the
flames. The trigger is squeezed and gripped so that the
upper and lower parts of the trigger are pressed together.
o Then agent of the extinguisher will start to discharge.
o During discharging, the operator is to apply the wet
chemical using the extended applicator in slow circular
movements, which give a gentle, yet highly effective
application and apply the fine spray onto the burning fat
until the surface of the burning cooking oil changes into a
soapy like substance which prevents re-ignition.
 136-LITRE FOAM FIRE EXTINGUISHER

 This fire extinguisher is similar to the 9 litre type apart from the
screw down valve, hose and frame.
 To operate, the hose is uncoiled, valve opened, stop pin
removed and the extinguisher is pivoted until it rests on the
crossbar.
 This causes the two solutions to mix and generate foam.
 The performance figures are: Foam generated 1,000 litres,
working pressure 15 bar (1.5 MN/ m 2), testing pressure 25 bar
(2.5 MN/m2), length of jet 18 m, duration of discharge 15
minutes approximately.
Testing
 In order to test the extinguisher contents, 5 ml of the acid
solution should be mixed with 15 ml of the alkali solution in a
graduated vessel and this should produce about 160 ml of
foam.
 Testing should be carried out about every four months with a
thorough inspection and test every 12 months.
 Resolution A.951(23) - Guidelines for Extinguisher
construction
• Construction
• The construction of an extinguisher should be designed
and manufactured for simple and rapid operation, and ease of
handling.
• Extinguishers should be manufactured to a recognized
national or international standard ,which includes a requirement
that the body and all other parts subject to internal pressure, to be
tested:
• (a). to a pressure of 5.5 MPa or 2.7 times the normal working
pressure, whichever is the higher, for extinguishers with a service
pressure not exceeding 2.5 MPa; or
• (b). in accordance with the recognized standard for
extinguishers with a service pressure exceeding 2.5 MPa.

CHECKS ON PORTABLE FIRE EXTINGUISHERS:

 Visually inspect the fire extinguisher for corrosion and damage
 Check that the extinguisher has not been used, by verifying:
o Safety pin and tamper seal are in place
o Pressure gauge indicating needle in the green area
 Check that the operating instructions on the extinguisher are clear
and legible
 Remove the discharge hose and check for blockages and corrosion
 Once the discharge hose has been removed replace the ‘O’ ring
 Weigh the extinguisher and record on the service label
o If there is more than a 10% weight loss, investigate and
recharge
 Wipe down the extinguisher
 Maintenance of portable extinguishers
• Maintenance of Portable Fire Extinguishers are
required to be carried out as specified in IS 2190:1992.
• Every fire extinguisher placed on board ships shall be
hydraulically pressure tested as per the schedule given
below.
• Extinguisher, which fails during the pressure testing, shall
be replaced.

SPARE EXTINGUISHERS
• Spare charges shall be provided for 100 % of the first ten
extinguishers.
• 50% of the remaining extinguishers.
• Not more than 60 spare charges required.
• For fire extinguisher which can not be
re -charged on board , additional portable extinguishers of the
same quantity, type and capacity should be provided.
 Obsolete Extinguishers

• The following types of fire extinguishers are

considered obsolete and shall be removed from
service:
• a. Soda acid

•
• b. Chemical foam (excluding film-forming agents)

•
• Al2 (SO4)3 + 6 NaHCO3 -> 2Al (OH) 3 + 3Na2SO4 + 6 Co2
• c. Vaporizing liquid (e.g., carbon tetrachloride)
 •
• d. Cartridge-operated water
•
• e. Extinguishers made of copper and brass shell
joined by soft soldering or by rivets
PROHIBITION OF HALON
 With the adoption of the 1992 and 2000 amendments to the
1974 SOLAS Convention (resolutions MSC.27(61) and
MSC.99(73)), new installations of halon fire-extinguishing
systems were prohibited.
 However, halons need not be withdrawn from existing fire-
extinguishing systems.
 Noting that it would be useful to have information on the
availability of halon banking and reception facilities at
various ports around the world to recharge or
decommission existing fire-extinguishing systems, it was
decided by the Sub-Committee on Fire Protection (FP) to
disseminate information on the availability of such facilities.
 LPG FIRE
 Fire involving leaking Liquefied Petroleum gases to be
extinguished by stopping the gas flow.
 If the gas flow cannot be stopped, use water spray to
cool and to control the effect of radiant heat.
 Extinguishing the flame may result in a wide spread of
un-ignited gas and subsequent wider spread of flame, if it is
re-ignited.
 Water jets should be never used in to a LPG fire and
Foam will not extinguish LPG fires.
 To extinguish the flames in the vicinity, dry powder
extinguishers may be used.

ELECTRICAL FIRE
 Electrical fires are caused by
o short circuit,
o overheating, or
o the spreading of fire from elsewhere.
 The immediate action should be
o de-energise the circuit or equipment and
o a non conductive fire fighting agent such as CO2 or
dry powder should be used to extinguish the fire
 FIRE SAFETY MEASURES IN TANKERS

1. Obey all instructions about smoking.

2. Never smoke in bed.
3. Keep all matches and lighters away from areas ,where
you are not allowed to smoke.
4. Use only special torches (spark proof) on board.
5. Keep your electric shaver, radio, cell phone in your cabin.
6. If there is a possibility of flammable vapours entering
galleys or accommodation – do not use electrical
appliances.
7. Never drag aluminium or light metal objects across decks.
8. Never allow heavy objects to strike rusty areas which are
covered with aluminium paint.
9. When removing scale or sludge never use scoops or
shovels made of aluminium or aluminium alloys.
10. Never knock anodes or supports in tanks.
11. When tank cleaning or gas freeing using portable equipment ,
use only approved type. Report any defects in this equipment.
12. In any area where there may be explosive vapour
a) Prevent metal hand tools from knocking together
b) Prevent metal tools from striking other metal.
c) Prevent metal tools from being dropped.
d) Lower metal tools into tanks in a canvas bag or bucket.
e) 13. Never take portable equipment made of aluminium or its
alloys into cargo tanks b) pump rooms c) any space where
flammablevapours may accumulate.
 DG Shipping - Circular
Maintenance plan
The maintenance plan should include, but not limited to
the following fire protection systems and Fire-fighting systems
and appliances, where installed.
• (i) Fire mains, fire pumps and hydrants including
hoses, nozzles and international shore connections.
• (ii) Fixed fire detection and fire alarm systems
• (iii) Fixed fire-extinguishing systems and other
fire extinguishing appliances
• (iv) Automatic sprinkler, fire detection and fire
alarm systems
• (v) Ventilation systems including fire and smoke
dampers, fans and their controls
• (vi) Emergency shut down off fuel supply
(vii) Fire doors including their controls
• (viii) General emergency alarm systems
• (ix) Emergency Escape Breathing
Devices (EEBD)
• (x) Portable fire extinguishers including spare
charges
• (xi) Fire-man's outfit