SHIP FIRE PREVENTION

AND CONTROL

UNIT 4
Pls refer all the drawings, documents and videos, in attached folder for
the unit, for better clarity.
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 SCAVENGE FIRE

•
• What is scavenge fire ?
• Carbonized lube oil, unburnt fuel oil and carbon from the
residual products of the combustion spaces are accumulated in the
scavenge spaces with the running of the engine.
• Under certain faulty running condition of the engine, these may ignite
causing a fire in the enclosed scavenge space, known as scavenge fire.
 Causes of Scavenge Fire
• Blow past of combustion products caused by
o leaky, sticky or broken piston rings,
o worn out liner,
o faulty cylinder lubrication, or
o insufficient axial clearance of the piston rings.
• Overheated piston dissipates heat to the under piston area caused by
o faulty atomization and injection pressure,
o faulty fuel pump timing,
o loss of compression,
o engine overload,
o failure of coolant circulation or
o insufficient cooling due to formation of scale.
• Blow back of exhaust gases caused by
o exhaust back pressure or deposits on exhaust ports,
o fouling of grid before turbine inlet,
o fouling of turbine blades,
o choking of EGB or economiser gas outlet.
• Presence of fuel oil in the scavenge spaces due to
o defective fuel injectors,
o incorrect pressure setting of injectors or fuel particles landing on the
cylinder liner due to excessive penetration.
• Excessive cylinder lubrication which is drained down to scavenge spaces.
• Fouled scavenge manifold.
 Indication of Scavenge Fire
• Loss in power and irregular running of the engine.
• Surging of turbocharger.
• High exhaust gas temperatures of affected units
• Smoky exhaust and the discharge of sooty smuts or carbon
particles.Sparks and smoke emitted from scavenge drains.
• High local temperature in scavenge trunk.
• Cooling water outlet temperature of the affected unit is increased.
• In ships where the engine room is designed as UMS,
o temperature sensors are fitted at critical points within the scavenge
spaces.
o So, activation would cause an automatic slow down of the engine.
• Paint getting peeled off or blister formation near the affected unit.
• The parameters in the control room may show huge fluctuations in
temperature for the affected units.
 For small Scavenge fires
• Start reducing the engine rpm and
o reduce it to slow or dead slow.
• Increase the cylinder lubrication of the affected unit.
o Special attention is to be given to this as this does not feed the fire.
o In case of an increase in fire do not increase the lubrication.
• The fire can be due to leaky fuel valves, so lift up the pump of the affected
unit.
• Keep scavenge drain closed.
• Keep monitoring the scavenge and exhaust temperatures and let the fire
starve and wait for it to burn itself out.
• After confirming that the fire is out start increasing the rpm slowly.
• Keep monitoring the scavenge temperature for any signs of re-ignition.
Note:
• ( A minor fire may shortly burn out without damage, and conditions will
gradually return to normal.
o The affected units should be run on reduced power until
▪ inspection of the scavenge trunking and
▪ overhaul of the cylinder and piston can be carried out at the
earliest safe opportunity.
• Once navigational circumstances allow it, the engine should be stopped ,
the auxiliary blowers stopped and the whole of the scavenge trunk
examined and any oil residues found round other cylinders removed.
• The actual cause of the initiation of the fire should be investigated)

For large Scavenge fires

• Inform the bridge immediately, and stop the engine immediately if possible.
• Stop fuel oil booster pump.
• Open indicators cocks,
o engage turning gear and turn the engine to prevent engine seizure.
• Normal engine cooling and lubrication are maintained.
• Extinguish the fire with a fixed fire fighting system for scavenge fire. This
may be a CO2 system or a steam connection for smothering the fire.
• Before opening scavenge door, ventilate the space if CO2 is released.
 Inspection after Scavenge Fire
• Intense fire can cause distortion and may upset piston alignment
• Check by turning the engine and check movement of piston in the liner,
check for any occurrence of binding at part of stroke (Binding indicates
misalignment of piston)
• Check spring on scavenge space relief device, if the device was near the
fire
• Piston rod packing spring also should be checked, which may have
become weakened by overheating
• Check piston rings and liner for any distortion or reddish burning mark
• Check diaphragm and frame near affected part
• Check guides and guide shoes
• Check tension of tie bolts
 Prevention of Scavenge Fire
• Clean scavenge space and drain at regular intervals
• Keep scavenge space drain open at regular intervals
• Excess cylinder lubrication must be avoided
• In case of timed lubrication, the time has to be checked as per PMS
• Piston rings must be properly maintained and lubricated adequately
• Piston rod stuffing box must be maintained to prevent oil ingress in the
scavenge space.
• cylinder over loading to be avoided
• Cylinder liner wear must be within admissible limits

Scavenge Space Protection Devices

• Electrical temperature sensing device fitted within the trunking, which will
automatically sound an alarm in the event of excessive rise in local
temperature.
• Pressure relief valves consisting of self closing spring loaded valves are
fitted and should be examined and tested periodically.
• Fixed fire extinguishing system may be CO2, Dry Powder or Steam.
CRANKCASE EXPLOSION
 • SOLAS regulations to prevent crankcase explosions came into place after
a particularly devastative explosion that claimed the lives of 28 people
onboard MV Reina Del Pacifico in 1947.

• What is crankcase explosion ?

• It is an explosion that occurs in the crankcase because of the mixture of oil
mist and air in the ratio that is within the range of flammability.
• In addition there must be a source of high temperature energy sufficient to
initiate combustion. This source is called hot spot.

Mechanism of crankcase explosion

• The flash point of the main engine crankcase lubricating oil is about 220
degrees Celsius.
• Temperature and area of surface contact affect the rate of oil mist
generation.
• At this stage, a temperature as low as 150°C could result in ignition.
• Ignition by a hotspot, which may be that which triggered the initial
vaporization, is now a possibility.
• This results in the combustible gasses igniting, as the ignition temperature
for this type of oil mist can be extremely low depending on the type of oil
being atomized which in turn ignites the fine droplets that are present in
the mist.
• For this reason, regulations require that the engine must be equipped with
an oil mist detection system that will detect an oil mist before it can reach
levels where it saturates the atmosphere to such an extent that there is a
risk of fire.
• The blue smoke will continue to grow in size and density until the lower
flammability limit is exceeded.
• The explosion that occurs as a direct consequence can range from being
relatively mild, with explosion speeds of a few millimeters per second and
little rise in heat and pressure, to being severe, with shock wave and
detonation velocities of 2 to 3.3 kilometers per second and pressures of 30
atmospheres produced.
Example of typical blast pressure-time curve
• It is clear that after the initial explosion, there is a drop in pressure;
however, if the explosion is not dealt with in a safe manner and there is
damage to the crankcase closure, it is possible that air could be drawn into
the crankcase, thereby creating the environment for a secondary explosion
that could be more violent.
• This can be seen by looking at how the pressure drops after the initial
explosion.
• The availability of fuel and oxygen are the key elements that control the
size of explosions of this type; however, it is possible that air will be pulled
in due to the minor vacuum that is generated by the primary explosion.
• It’s possible that the passage of the shockwave may break the bigger oil
droplets into smaller sizes that are more easily combustible, which will
result in the creation of a supply of fuel.

MECHANISM OF CRANKCASE EXPLOSION

• Under normal conditions, the atmosphere in the crankcase typically has a
o significant quantity of relatively large oil droplets,
o of around 150 – 200 microns,
• The possibility of the droplets being ignited by a heat source is extremely
rare
o due to the small surface area relative to the total volume of the
droplets.
• The flash point of the main engine crankcase lubricating oil is about 220
degrees Celsius.
• When a hotspot is generated due an overheating event,
 o for example the failure of a bearing or a bearing’s lubrication failure,
o the temperature will generally exceed 300 ºC
o (as per laboratory tests oil mist is formed at a temperature of about
350 ºC).
• In this case the lubricating oil that spills onto the heated surface will turn to
vapour,
o oil mists generated by being boiled off can produce particles between
3 to 10 microns.
• This mist is visible and is known as a blue/white smoke.
• So when a hot spot occurs it first evaporates the surrounding oil into
vapour.
• When this oil reaches relatively colder areas of the engine,
o it condenses and forms a white mist that is capable of explosion.
• The mist will continue to grow in size and density
o until the lower flammability limit is exceeded.
• the air-fuel mixture present inside the crankcase reaches within a certain
limit (known as the combustible range between LEL and UEL), a small
explosion occurs initially.
o This explosion is known as the primary explosion.
• The explosion that occurs as a direct consequence can range
o from being relatively mild, with explosion speeds of a few millimeters
per second and little rise in heat and pressure,
o to being severe, with shock wave and detonation velocities of 2 to 3.3
kilometers per second and pressures of 30 atmospheres produced.

Example of typical blast pressure-time curve

• The primary explosion sends a shock wave through the engine causing
o a sudden increase in the pressure inside the crankcase.
• This pressure may cause the development of cracks in the engine
structure.
• This is why we have crankcase relief valves fitted into the main engine.
• When the internal pressure of the crankcase increases between 0.2-1.0
bar,
o the valve lifts and relieves the pressure inside the crankcase.
• It also prevents the ingress of fresh air as it is a non-return valve.
• After a primary explosion,
o a vacuum within the crankcase exists, and
o this would draw in a significant amount of air
o if no CERVs are fitted.
• However, leaky piston glands, cracks and other sources
o may reintroduce air and fuel into the crankcase
o which may result in a secondary explosion.
• It’s possible that the passage of the shockwave may break the bigger oil
droplets into smaller sizes that are more easily combustible, which will
result in the creation of a supply of fuel.
• The secondary explosion is far more severe than the primary explosion.
• The oil mist droplets have a size of less than 10 microns.
 •

What is the function of crankcase relief valves ?

• To relieve excess pressure inside the crankcase thereby normalizing the
pressure
• To prevent the flames inside the crankcase from coming out and causing
further damage
How does crankcase relief valve works?
• All the explosion safety relief valves are spring loaded self-closing valves,
which stop the entry of atmospheric air in to the crankcase.
• Requirements of crankcase relief valves
• The internal combustion engine of cylinder diameter of 200 mm or a
crankcase volume of 0.6 m3 and above shall be provide with crankcase
relief valve of a suitable type with sufficient relief area.
• In small engine, cylinder diameter not more than 300mm, crankcase door
of which are usually very strong. It may have relief valve or valves at its
end.
• In large engine, cylinder diameter more than 300mm, require one relief
valve to be placed on each crankcase door.
• Its free area should not be smaller than 45 cm2 and there shall be minimum
of 115cm2 /m3 of the gross crankcase volume.
• Spring setting for opening pressure is 0.07 bar at an internal pressure and
will close when the pressure has been relieved.
• The valves open and close positively and rapidly.
•
 Flame Arrester
• The flame arrester is a device that prevents flames from escaping the
crankcase.
• It is typically manufactured as a fine mesh screen or a series
of perforated plates.
• Flames are cooled as they pass through the flame arrester,
o which causes them to be extinguished prior to reaching the exterior
of the engine.
• The flame arrester is sometimes oil saturated due to its location within the
crankcase (CERV design dependent);
o this adds an additional flame cooling effect.

Deflector
• directs any pressure pulse and flames downwards to protect nearby
personnel;
• the gap through which the pressure pulse is directed is 120 degrees of the
total valve circumference.
 • What is a hot spot and how does it occur?
• A hot spot is any region inside the crankcase of an engine that has an
unusually high temperature due to some defect or damage.
• It can occur for a variety of reasons.
• Some leading causes of hot spot development are:
o Bearing failure
o Blow past
o Scavenge fire
o Overloaded engine
• There are other causes too
o crankshaft misalignment,
o poor quality lube oil,
o insufficient clearance, etc.)
o but they are not as common.
• When such conditions occur in the engine,
o they can cause local hot spots
o that have a temperature range between 200 to 400 degrees Celsius.

• What is hot spot and why it occur ?

• It is an overheated part, sufficient to initiate combustion.
• A hot spot occur due to the following reasons.
• Failure of lube oil to bearing, sprockets and similar parts.
• Hot gas blowing past the pistons may provide spark sufficient to cause an
explosion in the trunk type pistons engine.

Symptoms of hot spot

• By hand feel to crankcase door
• Abnormal noise in crankcase.
• Irregular running of engine (rpm)
• Bearing L.O temperature increase
• Alarm will operate when it reach at oil mist concentration 2.5 – 5% LEL
• Acrid smell & appearance of the dense oil mist when open breather pipe,
drain cock.
 Preventive measure for crankcase explosion
• To minimize the formation of explosive mixture breather pipe or exhaust
fan fitted on crankcase.
• To prevent the formation of hot spot in the crankcase, the bearing should
be in correct running clearance, lubricating oil should be adequately
supplied to bearing , chain with sprocket wheels and other running parts.
• The piston with rings and cylinders should be in safe working limits.
• Good fitting and efficient locking of working parts.
• Proper purification and analysis of lube oil.
o Routine test on used L.O for viscosity, flash point and contamination
• Lube oil filter to be changed over & cleaned as per schedule.
• Ensure proper cylinder lubrication by checking the condition of
o piston, piston rings and liner through scavenge ports.
• Clean scavenge space as per schedule & drain scavenges space regularly.
• Maintain the stuffing box gland sealing in good condition.
• All running gears maintenance & checks to be carried out as per PMS.
• Observe the crankcase for any abnormal noise.
• All safety trips & alarms fitted on M/E to be tried out for satisfactory.
• Proper watch on all running gears temperature & pressure to be
maintained.
• Blow through all sampling tubes of Oil Mist Detector (OMD) regularly.
• Zero adjustment & sensitivity of OMD to be checked regularly.
• Check for oil leakage at crankcase explosion relief doors & check for the
operation by hand.
• Check flame trap for cleanliness and intact condition.
 Action after detecting a hot spot
• Inform chief engineer & bridge
• Reduce the engine speed to reduce the heat generation
• Increase lubrication to the running surfaces
• Keep clear off crankcase relief door to prevent personnel injury,
o keep fire extinguisher ready and
o open skylight.
• Inform bridge,
o stop engine,
o open indicator cocks,
o engage turning gear and
o turn engine with lube oil circulation continuing to prevent engine
seizure.
• After about 30 minutes when the engine is sufficiently cooled down,
o stop lube oil pumps and
o open crankcase door.
• Try to locate the hot spot by hand feeling over and
o by observation like change in colour.
• If the hot spot is located,
o prevent re-occurrence by making permanent repair.
• Make thorough inspection of crankcase.
• Pay particular attention to hot bearings, piston, bottom end bolts, guides
and piston rod around stuffing box.
• Start lube oil pumps and
o check for proper flow of oil from every lubrication point.
• If everything is found normal,
o inform bridge,
o start the engine and
o gradually increase speed.
 CRANKCASE SAFETY DEVICES
• Breather pipe with flame trap
• Crankcase exhaust fan
• Oil mist detector
• Crankcase relief doors
• Bearing temperature sensor
• L.O return temperature sensor
• Routine test on used L.O for
o viscosity,
o flash point and
o contamination.

Why is breather pipe fitted in the crankcase ?

• It is fitted to prevent crankcase explosion and to reduce pressure build up
in it.
• It maintains the pressure level in the crankcase about 25mm of water below
the atmospheric pressure.

Why crank case relief valve is fitted ?

• It is fitted to release any sudden rise of internal pressure with large free
escape area thus to prevent secondary explosion.

What are the requirements of crankcase relief valves ?

• The internal combustion engine of cylinder diameter of 200 mm or a
crankcase volume of 0.6 m3 and above shall be provide with crankcase
relief valve of a suitable type with sufficient relief area.
• In small engine, cylinder diameter not more than 300mm, crankcase door
of which are usually very strong. It may have relief valve or valves at its
end.
• In large engine, cylinder diameter more than 300mm, require one relief
valve to be placed on each crankcase door.
• Its free area should not be smaller than 45cm2 and there shall be minimum
of 115cm2 /m3 of the gross crankcase volume.
• Spring setting for opening pressure is 0.07 bar at an internal pressure and
will close when the pressure has been relieved.
• The valves open smartly and close positively and rapidly.
 How would you test crankcase relief valve ?
• When engine is stopping, after removing the flame trap and press up the
valve disc and check the action of opening and closing.
• The valve must be opened smartly and closed positively and rapidly.
• The valve must be oil and gas tight.
• When the engine is running we must only check the oil leakage that shows
the v/v is seal or not.

CAUSES OF BEARING HIGH TEMPERATURE

• Improper viscosity of oil
• Insufficient lubrication
• Misalignment of shaft or bearings
• Foreign matters in oil
• Score in journal
• Poorly fitted bearing
• Improper oil clearance
• Whenever the bearing begins to heat up, check the lubrication whether it
is clear, correct temperature and flow sufficient or not.
What is the blow past / blow by ?
• Blow past and blow by are the same.
• Hot gas or flame passed through the piston rings and cylinder liner from
the combustion space.
CHECKS DURING CRANKCASE INSPECTION
• Appearance of all parts inside the crankcase
• Hot spot
• Corrosion
• Wear and tear
• Locking arrangement
• Bolts tightness
• Chain inspection
• Lube oil system
• Metal chip in the crankcase
• Bearing clearances
• Crankcase relief valves, flame trap
• Crankcase door joints
• Crankshaft deflection
 Why oil mist detector is fitted ?
• It is fitted to detect the oil mist concentration in the crankcase and to give
early warning.
• To prevent the primary explosion.
• Alarm setting is 2.5% of the lower flammable limit.

What are oil mist detector maintenance

• Daily check alarm system.
• Check for any abnormal alarms in the panel.
• Detector head cleaning.
• Make sure fans is working.

How will you take action when oil mist detector alarm is on ?
• Inform chief engineer
• Inform bridge, take the permission to stop the engine
• Gradually reduce the engine and then stop.
• Cool down the engine.
• Check the inside parts of the crankcase inspection.
• Make necessary repair
• Reset OMD and start engine
OIL MIST DETECTOR
FiG: OMD (Make- DAIHATSU)
FIG: OMD - (MAKE-VISATRON)
Construction
The assembly consists of;
• Extraction fan-
o draws the sample from the sample points through the reference and
measuring tubes via non-return valves.
• Rotary valve-
o This valve is externally accessible and is so marked so as to
indicate which sample point is on line.
o In the event of exceeding the set point , the valve automatically
locks onto that point so giving a clear indication of the locality of the
fault condition.
• Reference tube-
o measures the average density of the mist within the crankcase, as
there will always be some mechanically generated mist.
• Measuring tube-
o measures the opacity of the sample by means of a photoelectric cell
as with the measuring cell.
o To exclude variables in lamps a single unit is used with beams
directed down the tube by mirrors.
Working
• The arrangement of OMD consists of two tubes of the same size, one is
called reference tube and the other one is called measuring tube.
• Both these tubes are placed parallel to each other.
• At one end of each tube, a photo-electric cell is fixed.
• Photo-electric cells generate an electric current when light falls on their
surface.
• The amount of electric current generated is directly proportional to the
intensity of light falling on it.
• The other ends of both the tubes are sealed by fitting lenses that allow
light to pass through them.
• Equal intensity of light is reflected on the photo-electric cells using a lamp.
• Light passes through the lenses after being reflected by mirrors.
• One of the tubes has an inlet and outlet connection for introducing oil mist.
• Measuring tube has a connection for oil mist, which is extracted from the
crankcase with the help of an electric extractor fan.
• Samples from each cylinder are monitored by using a rotating selector
valve, which connects each cylinder in sequence to the OMD.
• If the concentration of Oil mist in the measuring tube rises, the intensity of
light reaching the photo-electric cell reduces.
• Now as both the tubes are electrically connected, reduction in the
generation of electric current will induce an electrical imbalance between
the two cells, which will lead to ringing of the alarm.
• The Graviner Mk 6 oil mist detector constantly monitors the oil mist density
in the main engine crankcase using a light scatter optical sensing system
that gives high sensitivity.
• This ensures that an alarm is raised before an oil mist concentration can
build up to the lower explosion limit.
• Individual engine-mounted sensors electrically transmit the signals from
each unit to a control unit where each detector is checked in turn for the oil
mist density value.
• The system also incorporates self-checks for any internal faults as part of
the detector readings.
• The control unit, which is located on the ECR console, scans signals from
the detector heads sequentially and all engine detector heads are scanned
regularly every 1.2 seconds.
• The average oil mist density is calculated and stored.
• Each detector signal is then compared in turn with the stored average
• A positive difference or deviation is then compared with a preset value, and
if found greater, will initiate an alarm.
• The stored average is also compared to a preset reference, and an
average alarm is given if the reference value is exceeded.
• The system has an alarm priority so that an alarm condition at any detector
head is responded to as soon as it occurs.
• As all detectors work independently, the loss of one by failure or the need
to clean the detector does not affect the operation of the rest of the system.
• Individual sensors can be isolated for maintenance while the remainder
fully operate.
• Modular construction of the system means that a faulty detector can be
replaced in a matter of minutes.
• It is essential that the oil mist detector system is maintained in a full and
effective operating condition and that any alarms are acted upon
immediately, as this instrument provides an essential safeguard against a
crankcase explosion.
• Activation of the oil mist detector initiates an engine slowdown.
• The duty engineer should test the functioning of the mist detector unit each
day.
• Testing of the unit takes place at the control panel, but each detector head
is fitted with indicator LEDs, and checks must be made daily to ensure that
these are functioning.
• If a detector head fails or transmits an abnormal signal,
o an alarm is activated
 BOILER UPTAKE FIRE AND EXHAUST GAS ECONOMISER FIRE

• An Exhaust Gas Boiler is a type of heat recovering system on ships which

allows the exhaust heat of the main engine to produce steam while going
out in the atmosphere.
• EGB which has the inlet temperature of exhaust gases @ 300-400 deg. C.
• The most common type of Exhaust Gas Boiler (EGB) used on ships are
water tube boilers.
• In water tube type of arrangement, the water passes through tube stack,
which is arranged in the path of exhaust gas inside the exhaust gas
trunking of the main engine.
• The exhaust gas flows over the tube stacks and heats the water, thus
producing steam.
• Along with the flue gases some un-burnt carbon particles also get
deposited on the economisers.
Types of Exhaust Gas / Soot fire in the Exhaust Gas Boiler (EGB)
EGB fires can be differentiated in two or three stages depending upon the
intensity of the fire.
Stage 1: Normal Soot fire
Stage 2: Hydrogen Fire
Stage 3: Iron Fire

Stage 1: Normal Soot Fire:

• At slow speed, the main engine exhaust temperature may vary from 100 to
2000C.
• Normally dry soot deposits have a very high ignition temperature.
• But when the soot gets wet with hydrocarbon vapours, their ignition
temperature comes down to around 1500C.
 • When the engine is running at higher speed and the temperature of gases
reaches to above 3000C,
• then in the presence of excess oxygen the deposits of combustible
materials give out sufficient vapor,
• which can be ignited by a spark or a flame.
• The above soot fires are called small or normal soot fire because
• the heat energy is conducted away by the circulating boiler water and
steam.
• Also, the sparks remain inside the exhaust trunking in the funnel or
• Become less while passing through the flame arrestor in the funnel
top.

Stage 2: Hydrogen Fire

• Hydrogen fire in an EGB occurs when the chemical reaction of dissociation
of water takes place at a temperature above 10000C.
• This leads to the formation of Hydrogen (H2) and Carbon mono-oxide (CO)
which are both combustible in nature.

2H2O= 2H2 + O2
(Dissociation of water Leading to formation of hydrogen-H2)

H2O + C =H2 + CO
(Reaction of water with carbon deposit leading to formation of carbon
monoxide-CO)
 Stage 3: Iron Fire
• At this stage, the chain reaction of oxidation of iron metal starts at a high
temperature of 11000C
• which means at such high temperature the tube will start burning
itself,
• leading to complete meltdown of tube stacks.

2Fe + O2 =2FeO+ heat

• It is strictly advised NOT TO USE WATER OR STEAM at this stage to fight
the fire because the overheated iron will react with water to continue this
reaction.
Fe + H2O =FeO+ H2 + heat

Causes of soot deposit and fire in the EGB :

• Poor combustion of fuel in the main engine
• Prolonged slow steaming
• Long maneuvering of the ship
• Frequent starting and stopping of the engine
• Poor grade of fuel oil/ cylinder oil
• Low exhaust gas velocity passing the EGB
• Low water inlet velocity in the water tubes
• Low water circulation

Indications of EGE fire

• Acrid smoke smell from the economizer.
• Overheating of economizer
• Heavy smoke and sparks from the funnel.
• Sudden increase in uptake gas temperature
 Preventive Actions
• Regularly inspect boiler flame to ensure correct air fuel ratio is maintained.
(clear flue gas).
• Carry out boiler burner and swirler routines as per PMS.
• regular soot blow of boiler tubes
• water washing of economiser at regular interval
• Good quality, treated & purified fuel oil .
• Avoid low load operation of boiler for long period.
• Running boiler near full load periodically,
o helps in expelling carbon deposits adhered in uptake passages
• Avoid slow steaming of the main engine
• Ensure good fuel combustion in the main engine
• Start boiler water circulating pump for at least an hour before the main
engine is started
• Circulating pump should not be turn off at any time while the main engine
is running
• Do not stop Boiler water circulating pump for at least two hours after the
main engine is stopped

Action in case of EGB Fire

The response for tacking EGB fire will be different for different stages.

Stage 1 fire, i.e. normal soot fire:

• Inform to the bridge and chief engineer. Take the permission to stop main
engine.
• Gradually slowdown the ME.
• Stop the main engine
• Keep the boiler water-circulating pump running.
• Never use soot blowers for firefighting whatever type it is – Steam or Air
• Ensure all the exhaust valves in the stopped Main engine are in closed
position so as to cut any chance of air supply to the soot fire
• Cover the filter of turbocharger
• Shut off oil burners, draught fans, dampers & air register.
• Raise water level full and blow down continuously so as to maintain good
flow of water.
• Reduce boiler pressure by easing gear.
• A few times starting and stopping of main engine should be done to blow
out soot at the uptake.
For Major Fire:
• Stop the main engine, if it has not stopped already
• Stop the circulating water pump.
• Shut all the inlet and outlet valves on the water circulation line
• Drain the (remaining) water from the exhaust gas boiler sections
• boundary cooling of the economizer (Do not spray at open fire)

What are the actions to be taken after economizer fire ?

• Cool down to ambient temperature.
• Open the economizer cover.
• Clean inside parts of the economizer.
• Check the any defective coil and repair for temporary used by welding or
plugging the tubes.
ST ARTING AIR LINE EXPLOSION
 SOURCE OF THE IGNITION FOR STARTING AIR EXPLOSIONS
• A leaking air start valve:
o when the engine is running,
▪ the hot gases produced as the fuel burns in the cylinder (at
above 1200°C)
▪ leak past a valve which has not re-seated correctly.
▪ The branch pipe of the air start manifold heats up to red hot.
o If the engine is stopped & restarted before the pipe has time to cool,
▪ any oil vapour in the air can be ignited &
▪ an explosion can result if the mixture of oil or air is correct.

• Fuel leaking inside the cylinder when the engine is stopped:

o When the engine then undergoes a start sequence, & builds up
speed, the fuel which has been leaked into the cylinder vaporises &
the heat from the compression of the air in the cylinder, as the piston
rises, ignites the fuel.
o When the air start valve opens as the piston comes over the TDC,
the pressure inside the cylinder is higher than the air start pressure,
& the burning combustion gases pass to the air start manifold,
igniting the oil entrained in the air.

• auto ignition of the oil deposited on the inner surface of the manifold:
o Auto-ignition conditions occur because of the high temperature
produced by the rapid inflow of the high-pressure air.
o This incoming air compresses air downstream of the main starting
valve, leading its temperature to reach as high as 400°C which in
some cases causes the oil deposits in the manifold to self-ignite
leading to an explosion.
 HOW TO PREVENT STARTING AIR LINE EXPLOSION
• Regular overhaul and maintenance of starting air valve.
• Before departure, test the air starting valve leakage.
• Regular drain off the air bottle drain valve.
• Regular drain off air starting system.
• Regular cleaning of the compressor suction air fitter and use oil wetted
suction filter.
• Feed minimum absolute cylinder lubrication to compressor.
• Ensure that all safety devices fitted are working correctly
• Air compressor is well maintained to avoid oil carry over
• The oil separator at discharge of the compressor is working efficiently
• The starting air manifold pipe to be cleaned and check for paint
deformation which will indicate overheating of the pipe
• Starting air valve to be overhauled regularly to avoid leakage

Safety devices on starting air line

• Relief Valve:
o It is fitted on the common air manifold which supplies air to the
cylinder head.
o Normally fitted at the end of the manifold and it lifts the valve in the
event of excess pressure inside the manifold.
o The advantage of relief valve is it will sit back after removing the
excess pressure and thus continuous air is available to engine in
case of manoeuvring or traffic.

•
• Bursting Disc:
• Bursting Disc:
o It is fitted in the starting air pipe and consist of a perforated disc
protected by a sheet of material which will burst in case of excessive
pressure caused due to air line explosion.
o It also consist of a protective cap such constructed that if the engine
is required to run even after the disc has been ruptured, the cap will
cover the holes when it is turned.
o This will ensure that in manoeuvring or traffic air is available for
engine at all time.

• Non Return Valve:

• Positioned in between the Air Manifold and Air Receiver, it will not
allow the explosion and its mixture to reach the air bottle because of
unidirectional property of N.R. valve.

• Flame Arrestor:
• It is a small unit consisting of several tubes which will arrest any
flame coming out of the cylinder through leaking start air valve. It is
fitted on every cylinder before the start air valve.
 •

• Starting air line drain valve. (Inlet of automatic air starting valve)

• Turning gear interlock

• Reversing interlock
 TESTING PROCEDURE OF STARTING AIR VALVE LEAKAGE OF
MAIN ENGINE ON SHIPS
When Engine Running
• By feeling the branch pipe of the starting valve by hand/ checking the
temperature with a temperature gun/ thermal tape (it will change colour.
• If leak, we can feel the pipe hotter than others.
• Also indicated by a thermal patch, if it is provided on the branch pipe, a
change in colour will indicate increased heat and thus leaking starting air
valve When starting air valve becomes leaky, the branch pipe becomes hot
and colour of thermal patch changes. so that you don't have to touch and
feel it. Just by looking itself, one can understand that the air starting valve
is leaky.

When Engine Stopped

• Shut the isolating valve of starting air distributor
• All indicator cocks must be opened
• Disengage the turning gear
• Open the main air bottle stop valve
• Set the control lever to starting position
• Check all the indicator cocks
• Escape of air through indicator cock will show a leaking starting valve
• It should be replaced immediately.

Bursting disc arrangement on main engine

• When starting air line explosion occurs, bursting disc burst out of safety
tube, the outer hood can be moved round just far enough to blank off the
holes in the inner hood, thus preventing air leaks when the engine
continue using air.
• It is only used for emergency and the bursting disc should be renewed as
soon as possible.
• The detector fixed to the safety cap will by bent out at the explosion and it
tells at a glance which disc has burst.

Bursting disc maintenance

• For renewable type, renew after complete running hours.
• For reusable type, annealing must be done.
Fire-fighting on board
General principles on fire for crew members on board:
All the crew shall observe the following general principles on fire in daily
life:
i. Using fire or electricity or smoking in places other than those
designated are prohibited without permission of the master.
ii. Heaters, toasters, irons and other electric appliances are to be
used in places authorized by the master.
ii. Electrical wiring, light installing and using private electric
appliances are not allowed without permission of master.
iii. Explosives or other dangerous goods should not be possessed
by crew members.
iv. No modification of electric appliances on board is allowed
without permission of the master.
v. oil- or paint-soaked waste could reach ignition point if piled up
and left unattended.
Measures to be taken in case of fire and Emergency Station Bills
General Fire Extinguishing Procedure
Work shall be implemented in the order of the alphabetic of FIRE:

i. F = FIND - Find the fire

Shout and inform everybody, and if the fire has just ignited,
extinguish it immediately upon detection: (initial fire extinction)

ii. I = INFORM - Inform everybody

Ensure that all persons on board are informed and activate the
fire stations

iii. R = RESTRICT – Restrict access to the location where fire has

occurred and minimize casualties.
Close all hatches and doors to the space, cut off the supply of
air, and reduce flammables.
If necessary, cool the surroundings and prevent the spread of
fire

iv. E = EXTINGUISH - Extinguish the fire

After restricting access to the location where the fire has
occurred, start fire-extinguishing work, Make appropriate and
effective use of fire-extinguishing equipment by using them at a
position lower than the level of the fire on the windward side and
extinguish the fire.
GENERAL FIRE PROTECTION WORK IN EACH COMPARTMENT
o FIRE IN ACCOMMODATION SPACES
o ENGINE ROOM FIRES (MACHINERY SPACE FIRES)
o CARGO HOLD/ TANK FIRES

FIRE IN ACCOMMODATION SPACES

• This is a common type of fire involving solids (Class A Fire) such as
beds, clothes, wood, and paper.
• If the flames are extinguished, it does not necessarily mean that the
risk of fire is totally eliminated.
• The fire might rekindle from the burn residue.
• Make preparations to spray water, open doors, and spray water on
the flames from the upper part of the entrance, and also spray water
on high temperature parts to restrict the spread of fire, using a water-
spray system.
• Simultaneously, exhaust smoke and high temperature gases outside
the ship.
• After extinguishing the flames, rip up the burning material using water
jets, and cool the interior.
• After confirming the safety of accessing the space where a fire has
occurred, investigate. the causes, clean away all burnt residues and
water used to extinguish the fire, and ensure that the ship has
adequate stability.
• Position a watch to prevent recurrence of fire.
 ENGINE ROOM FIRES
• The engine room has several sources of fire and flammables which
might cause oil fires (Class B Fire) and electrical fires (Class C Fires).
• Moreover, there are various obstacles in the engine room which
hinder fire extinguishing work, and the risks of total damage ace high,
therefore, fire hose arrangements for discharging jets of water and
carbon dioxide fire-extinguishing systems shall be utilized effectively
for an immediate response in a contingency.

i. When it is possible to enter the engine room:

a. Bilge fire:
• First stop oil leaks.
• After extinguishing the fire using carbon dioxide and dry
chemical extinguishers, cool the space by discharging
water from a spray nozzle.
b. Electrical fire:
• Switch off power to electric circuits.
• Carbon dioxide is the best fire-extinguishing agent.
• Dry chemical powder necessitates cleaning of the space
after extinguishing the fire, Foam and water jets discharged
through hoses pose risk of electric shock, Water
discharged from a spray nozzle poses a lesser shock
hazard.

ii. If it is not possible to enter the engine room:

a. Direct fire extinguishing from the shaft tunnel (in ships which
have a shaft tunnel, such as passenger ships).
a. The fire-extinguishing team shall stand by in the shaft tunnel,
skylights shall be opened to dispel high-temperature gases
and smoke, and simultaneously, the watertight door in the
shaft tunnel shall be opened.
b. The firemen shall enter the engine room through the shaft
tunnel while discharging water from spray nozzles and
extinguish the fire.
 b. Fire extinguishing with a fixed carbon dioxide system:
a. All persons shall evacuate the engine room before any action
is taken.
b. Boiler flames shall be put out, auxiliary engines and ventilation
system shall be stopped and all openings shall be dosed.
c. After discharging carbon dioxide gas, the compartment shall
be kept closed .
d. After the fire is extinguished, the space in the engine room
shall be cooled and water sprayed on the firemen for safe fire-
fighting operations.

FIRE HAZARDS OF MACHINERY SPACES

• Machinery spaces are potentially dangerous, despite the continual
improvement in fire protection, and the reason for the relatively low loss of
life compared with accommodation spaces is most probably due to the
lower numbers of people in the space.
• Serious machinery space fires still occur due to operator carelessness or
defects in arrangements, when bunkering, transferring oil, changing over
fuel oil and lubricating oil filters, leakage of oil from thermometer pockets
and from makeshift repairs using Jubilee clips and plastic piping.
• The absorption of oil or oil vapours into lagging and subsequent
spontaneous ignition (see Pumproom Protection) is another recurring
cause of machinery space fires.
• However, as the number of steamships decreases, the traditional hazards
from furnace leaks of burning oil onto tank tops and furnace explosions
have been largely replaced by the major hazards from high and fluctuating
fuel oil pressures, and vibration from diesel engines leading to fractures of
both high and lower pressure pipes discharging high temperature oil onto
hot surfaces, and auto-ignition.
• Machinery is now more highly rated leading to smaller machinery (and
machinery spaces) and distances between fuel piping and exhaust
manifolds have consequently been continually reduced leading to greater
probability of ignition of escaping oil.
• Turbo-chargers have added hazards, sometimes high in the machinery
space.
• Fuel oils now need to be heated to above their flash points making it
essential that piping and glands are kept tight and that there is no escape
 of vapour into the machinery space from settling and service tanks and that
adequate ventilation is maintained.
• The use of 'hydraulically' operated systems and thermal heating oils has
increase the potential for fires involving other than fuel and lubricating oil.
• The above, and other factors, necessitate the highest standards of
maintenance, cleanliness, safety consciousness, preparedness and
training.
• In particular, the engineer officers should, through prior thought and tests,
be fully aware of the practicalities of fighting a fire in the different areas of
the machinery space using the equipment provided.
• For example, from access, visibility and air supply considerations, the
feasibility of a fire party wearing breathing apparatus proceeding down the
engine room steps to deal with a fire on the bottom platform should have
been established during fire drills.
• The location of the fire fighting equipment should similarly have been given
prior consideration so that effective action may be taken as soon as a fire
breaks out.
• Unless rapid action is taken to deal with a fire in its early stages, more oil
may be released and, furthermore, electrical power may be lost leaving the
fire fighters dependent for water upon the emergency fire pump.
• This possibility is greater with an unmanned machinery space where the
chance of extinguishing a fire with portable or semi-portable extinguishers
is reduced.

MACHINERY SPACE FIRES

• In the event of a fire in a machinery space, the fire alarm must be sounded
and the bridge informed of the location and severity of the fire.
• Efforts should be made, using localised fire fighting equipment, to contain
the fire and to maintain essential services.
• Oil leaks should be isolated and non-essential oil fuel pumps and units
should be shut down.
• If the watchkeepers cannot contain the fire until the fire party wearing
breathing apparatuses arrives, the space must be evacuated and secured
closed.
• The chief engineer will take charge and decide whether the fire party
should attempt to extinguish the fire or whether the fixed installation should
be used.
• He will not wish to abandon the power centre of the ship lightly and,
providing an escape route is available, will probably order that the attack
be pressed home.
• It has been stated that, in about 50% of cases,analysis of incidents has
shown that machinery spaces were abandoned unnecessarily and that
continued action would have extinguished the fire.
• However, circumstances differ and his knowledge of the arrangements and
estimate of the severity of the fire may lead to a decision to use the fixed
C02 gas installation.
• The instruction for operating such systems are concisely stated at the
remote operating position but, before the gas is released all personnel
must be evacuated, ventilator fans should be stopped and dampers and
skylights closed, the main engine should be stopped, quick closing valves
operated, pumps stopped and machinery space doors closed.
• In the case of a high pressure C02 system it should be ascertained that the
system has been discharged by checking in the bottle room that the
required number of cylinders have been discharged by feeling the
temperature of the bottles.
• The danger of minor gas leaks (due to the change in temperature on
discharge) should be borne in mind. The emergency generator should be
run to supply essential services and the emergency fire pump started to
provide boundary cooling.
• The screw lift isolating valve on the fire main outside the machinery space
must be closed to prevent loss of pressure through machinery space
hydrants left open or damaged piping.
• Checks should be made on adjacent holds and the accommodation to
ensure that the fire has not spread out of the machinery space.
• The chief engineer will decide when re-entry to the machinery space, at a
lower platform level if possible, should be attempted, by a fire party wearing
breathing apparatus.
• Unprotected personnel should not be allowed into the space until it has
been thoroughly ventilated.
• If early re-entry using breathing apparatus is decided upon, care must be
taken to maintain the gas concentration by, say, the use of a flexible screen
at the entrance.
• Cooling of hot spots within the space may be accomplished with coupled
hoses from hydrants outside the space or from hydrants within the space
supplied from the emergency fire pump.
 HOLD FIRES

• Fire extinguishing operations are influenced considerably by the type of

cargo, quantity, stowage, conditions of adjacent compartments and type
and capacity of fire-extinguishing system used.
• Cargo fires that can be extinguished by smothering (Class A Fire
flammables such as fibrous materials)
• Close end seal hatch covers and ventilation ducts.
• Start the fixed carbon dioxide system, arid discharge gas into the hold.
• Monitor adjacent compartments, shift combustibles if necessary and cool
the high-temperature parts.
• Take samples from the ventilation ducts, measure the temperature and
proportion of oxygen in the air periodically, investigate the status of the fire,
and replenish the gas.
• Cargo fires that cannot be extinguished by smothering. Adopt appropriate
measures for extinguishing the fire in accordance with the characteristics
of the cargo.

At all times when opening the hatch cover to enter the hold adhere to the
following:
i. Prepare fire hoses and nozzles connected to hydrants.
ii. Close openings to cut off the supply of unwanted air.
iii. Estimate the status of the fire by measuring the temperature and
quantity of smoke from the ventilation outlet, and the temperature of
the transverse bulkhead: in the hold where the fire has occurred from
the other side of the bulkhead in the adjacent compartment.
iv. Wear a fireman's outfit with as much protective equipment as possible
(breathing apparatus, etc.) and get standby.
v. Workers shall always wear lifelines to ensure they can be evacuated
from the hold safely.

Note: There have been several instances of casualties during fire-

extinguishing operations because of the non-use of lifelines.
Duties and precautions for cargo handling operations relating to fire
safety
BULK CARRIER
• Cargo management and precautions in relation to fire safety while
underway and in port (during cargo work) Prior to loading.
• The master should obtain from the shipper a cargo declaration detailing
the characteristics of the cargo and recommended safety handling
precautions for loading and transportation of the cargo.
• Smoking and the use of naked flames should not be permitted in the cargo
areas and adjoining spaces and appropriate warning notices should be
posted in conspicuous places.
• Burning, cutting, chipping, welding or other sources of ignition should not
be permitted in the vicinity of cargo areas or in other adjacent spaces,
unless the spaces have been properly ventilated and gas measurements
indicate it is safe to do so.
• The atmosphere in the space above the cargo at each hold should be
regularly monitored to check for the presence of combustible gases,
carbon monoxide and oxygen deficiency and the results of the
measurements be maintained.
• Where such monitoring indicates the presence of methane, a rise in
temperature or the presence of carbon monoxide, the master should refer
to relevant special precautions
• Regular hold bilge testing should be carried out.
• If the pH monitoring indicates that a corrosion risk exists, the master should
ensure that all hold bilges are kept dry throughout the voyage in order to
avoid accumulation of acids on the tank top and in the bilge system.
 Special precautions for Cargoes emitting methane
If the ship is notified by the shipper that the cargo is liable to emit methane,
or analysis of the atmosphere in the cargo holds-indicates the presence of
methane, the following additional precautions should be taken:

i. Adequate surface ventilation should be maintained by keeping the

ventilators open.
ii. Air should never be directed into the body of coal by adopting
mechanical ventilation with fans, etc. as air could promote self-
heating.
iii. When opening hatch covers or other related openings on occasions,
including cargo discharge, care should be taken to vent any
accumulated gases. Cargo hatches or other openings should be
opened carefully to avoid creating sparks. Smoking and the use of
naked flame should be prohibited.
iv. No person should be permitted to enter the cargo space-or adjacent
enclosed spaces unless the space has been ventilated and the
atmosphere tested, and found to be gas free and to have sufficient
oxygen to support life.
 Special precautions for Self-heating Cargoes
When advised by the shipper that the cargo is liable to self-heat, the master
may ask the shipper to check if the precautions intended to be taken and
the procedure intended for monitoring the cargo during the voyage are
adequate. When the cargo is liable to self-heat or analysis of atmosphere
indicates an increase in
Carbon Monoxide content or that the cargo temperature is rising rapidly,
the following additional precautions should be taken:

i. The hatch of each cargo space should be closed immediately after

the completion of loading.
ii. The hatch covers should additionally be sealed tightly using a suitable
sealing tape. Surface ventilation should be limited to the extent
necessary to remove gases which may have accumulated.
Mechanical ventilation should be prohibited. Air should never be
directed into the body of coal because air could promote self-heating.
iii. No person should be permitted to enter cargo spaces.

iii. If the cargo temperature exceeds 55 ' C and the temperature or

carbon monoxide level is increasing rapidly, a potential fire situation
may be developing.
• The cargo space should be completely closed down and all ventilation
stopped.
• In such a case, the master should consult the Company immediately
for advice and such advice should be used as reference.
• Water should not be used to cool coal down or to fight coal cargo fire
at sea, but may be used to cool the boundaries of the cargo space.
 OIL TANKERS
Cargo management and precautions in relation to fire safety:
General works in relation to cargo management, inspections and
operational tests of cargo devices and equipment
i. Operational test of inert gas system (INS) including the alarms
and emergency shut-down system etc. shall be conducted at
proper intervals and prior to entry or cargo work.
a. In addition, the scrubber should be sufficiently washed to
eliminate the discharge of soot and other impurities when
the scrubber pump is operated.

ii. Checks of gas leaks through openings on deck and vent system:

b. In calm weather conditions while at sea, gas leaks from

openings such as tank cleaning holes, tank hatches, ullage
holes and peep holes, must be checked and leaks, if any,
must be provided with necessary measures taken to rectify
the situation, e.g., tightening the relevant bolts and nuts
and replacing packing.

c. Oxygen content inside tanks. The oxygen content of every

cargo tank should be checked to see that it is 5% or less,
and recorded. If it is over 5%, such tanks must be inerted
to reduce the oxygen content to 5% or less.

d. Testing of Oxygen Analyzers and Hydrocarbon Analyzers

should be carried out with operational tests and
calibrations at intervals specified in the company Safety
Management System.

e. Adjusting of tank pressure. When ullage holes are to be

opened for the purpose of sampling, water cuts (dipping)
and ullaging, etc. upon arrival at a loading port the vent
system must be opened at a convenient time before port
entry to reduce the tank pressure to the atmospheric level.
iii. Preparation of fire-fighting facilities:
• Before the commencement of cargo handling operations at least two
fire hoses fitted with multi-purpose nozzles and connected to a fire
hydrant should be arranged for immediate use, both in the vicinity of
the manifold and at the entrance to the pump room.
• In the vicinity of the manifold, two portable fire extinguishers must be
provided.

Notices
On arrival at a terminal, a tanker should display the following notice at the
gangway:

Warning
No naked lights
No smoking
No unauthorized persons
 TANKER DECK FIRES
• Tanker companies operate stringent procedures before and during cargo
operations and fires on deck are fortunately infrequent but their effects may
be disastrous.
• Consequently foam installations consisting of monitors and foam
applicators are required on ships built after May 1981 and many older
vessels are fitted with less comprehensive systems discharging low
expansion foam.
• It is essential when using foam to ensure that there is a sufficient supply of
foam solution available to maintain an adequate rate of discharge to control
the fire.
• If the supply is interrupted or otherwise inadequate, the heat will break
down the foam blanket and the fire will burn back.
• On the outbreak of a tanker deck fire, the general alarm should be sounded
(and if in port, the ship's whistle would be sounded to alert shore personnel,
and the local fire department's help requested).
• The cargo pumps and cargo valves must be shut down to red uc~ the
supply of fuel and the foam system should be activated.
• Foam from the nearest foam monitor on the wind ward side of the fire,
between the fire and: the accommodation block would be lobbed onto the
near edge of the fire.
• The foam blanket would be steadily formed by side to side movement of
the nozzle until the spill area is completely covered. Any areas shielded
from the monitor stream would be covered by foam from the foam
applicators.
• During the operation, the fire-fighters would be protected as necessary by
a fine spray curtain from fire main hose nozzles which would not be allowed
to dilute or otherwise destroy the foam blanket.
• In such situations, foam is the only medium which remains effective after it
has been discharge.
• If the supply of foam is depleted before the fire is controlled, the action
would be continued using as many hoselines and fine spray nozzles as
could be manned from the wind ward side of the fire.
• The firefighters would advance only slowly and never so far as would
endanger themselves through a possible flashback.
• The attack would be continued until all surfaces had been cooled down,
the fuel supply shut down and the flammable liquid washed overboard.
 CONTAINER VESSEL
Cargo management and precautions in relation to fire safety while
underway:
i. Cargo control
a. Confirm segregation of dangerous goods.
b. Utilize fire detector to ensure early detection of fire.
c. Carry out pre-loading survey if loading charcoal and measure the
temperature of it during the voyage.

FIRES IN CONTAINERS
• Fires in containers in holds should be dealt with in a similar manner as for
general cargo holds, i.e. flaps in ventilator trunks should be closed and the
refrigerating machinery and ventilation for an~· reefers stowed therein
should be shut down.
• An appropriate quantity of carbon dioxide should be admitted and checks
made on the temperatures of the boundaries and also those within the hold
by means of thermometers lowered down sounding pipes.
• The hold should be kept closed down for a least 48 hours and until the fire
is likely to be totally extinguished.
• Arrangements should be made to have the local fire brigade present when
the hold is unloaded.
• If a fire breaks out in a container stowed on deck, the vessel should be
turned to a course such that the flames blow away from it and speed
reduced to the minimum navigable speed.
• The contents of the container will determine whether water spray, dry
powder, or foam will be used for extinguishing purposes.
• Water should only be used in the form of a spray since strong water jets
will spread burning material.
• Adjacent containers should be kept cool by water sprays during the
operation.
• If necessary, a hole may be punched at the position of greatest heat in an
exposed side of the container with, for example, the pike end of a fireman's
hatchet.
• If the cargo therein is not exceptionally valuable and water isa suitable
agent, the container may be completely flooded.
• In the case of very valuable cargoe., carbon dioxide may be discharged in
sufficient quantity (say six portable extinguishers) and the hole plugged.
• The extinguishing gas would be topped up hourly and the exterior of the
container and those surrounding it kept cool by water spray.

GENERAL PRECAUTIONS
i. Galley Areas:
It is essential that galley personnel be instructed in the safe operation
of galley equipment.

ii. Designation of smoking places

Smoking should be strictly prohibited, except in designated smoking
places by the master. Matches and lighters should not be carried
around on the vessel and matches other than safety matches should
not be used.

iii. Hot work restrictions

Establish procedures and follow them strictly when engaging in hot
work, any work involving welding or burning and other work including
certain drilling and grinding operations, electrical work and the use of
non-intrinsically safe electrical equipment, which might produce an
incentive spark.

iv. Monitoring atmosphere in the accommodation space and engine

room
If the vessel is fitted with a fixed gas detection system inside the
accommodation spaces, the atmosphere in the accommodation
space and engine room can be monitored at all the times otherwise
the existence of petroleum gases must always be suspect. Proper
measures should be taken to prevent flammable gas from being
drawn into the accommodation space during cargo work:
a. Keep doors closed
b. Switch air conditioner to re-circulate mode

v. Emission of smoke from the funnel

The emission of smoke from the funnel shall be confirmed to be normal.
Especially when soot is blowing, due attention must be paid to funnel fires
and prevention of ignition of inflammables on deck, such as hawsers.

vi. Portable electrical equipment including lamps

 All portable electrical equipment, including lamps, should be approved by
a competent authority. Unless approved for use in a flammable
atmosphere, portable radios, tape recorders, electronic calculators,
cameras containing batteries, photographic flash units, portable
telephones and radio pagers must not be used on the tank deck, 'or in
areas where flammable gas may be present. .

vii. Communications equipment

Transmission should not be permitted during periods when there is likely
to be a flammable gas in the region of the transmitting antenna.

a. Main transmitting antenna should be earthed during cargo operations.

b. UHFNHF portable transceivers must be intrinsically of safe type.

vii. Sparks from tools

Due attention must be paid when using steel hammers, or chipping

hammers, etc. which might possibly ignite petroleum gas.
"Non-spark tools", made of an alloy of copper and beryllium, produce less
sparks than steel instruments, but they are not completely safe to use as
sand or other particles often become embedded in soft metal surfaces and
when in contact with a hard metal can also cause sparks.
Bearing this in mind, "non-spark tools" should be used with the same care
and attention as for iron tools.

viii. Tugs and other craft alongside

The number of craft which come alongside and their duration of stay should
be kept to a minimum and port authority regulations followed. Small craft
should be advised to extinguish all open fires when adjacent to tankers.
Precautions to be observed:
i. General Precautions
a. Restriction of smoking
b. No fires except in designated areas
c. Restriction on private electrical appliances
d. No wiring permission
e. No hobnailed boots
f. No inebriated person on deck
g. Precaution against spontaneous combustible substances h.
Precaution against sparks from funnel
ii. Precaution for on board working area
a. Confirm safety around working area
iii. Precaution for officers on watch
a. Precaution against sparks from funnel
Cargo management and precautions in relation to fire safety before and during
cargo work
i. Cargo control before cargo work
a. Confirm segregation of dangerous goods.
b. Utilize fire detector to ensure early detection of fire.
c. Confirm that fire-fighting equipment in the dangerous cargo sections is
readily available.
d. Confirm hazard labels of dangerous goods are in place.
ii. Precautions and cargo control during cargo work
a. Utilize fire detector to ensure early detection of fire.
b. Confirm that fire-fighting equipment in the cargo sections is readily
available.
c. Display specific signals.
d. Display warning placard.
FIREMAN'S OUTFIT

Each vessel shall carry a minimum of two fireman's outfits as detailed below.
Masters are expected to be familiar with the flag state requirements for the
carriage of this equipment and shall therefore ensure that the correct number of
outfits are carried and ready for immediate use.
Equipment Checklist
Each fireman's outfit on board shall consist of:
Personal equipment comprising:
 Protective clothing of material to protect the skin from the heat
radiating from the fire and from burns and scalding by steam.
The outer surface shall be water-resistant.
 Boots and gloves of rubber or other electrically nonconducting
material.
 A safety helmet.
 An electric safety lamp (hand lantern) of an approved type with
a minimum burning period of three hours.
 An axe.

A self-contained compressed-air-operated breathing apparatus, the

volume of air contained in the cylinders shall be at least 1,200 litres and
capable of functioning for at least 30 minutes.
Two spare cylinders for each set shall be carried.
For each breathing apparatus a fireproof lifeline capable of being
attached to the safety harness by means of a snaphook.
Separate safety harness.
Breathing Apparatus Communications
Once fire-fighting or a rescue team wearing breathing apparatus (BA)
enter an emergency area, the following actions are initiated:
• A gauge reading is taken.
• A BA control board is positioned in fresh air at the entry point.
• A signalling/life line is attached to the leader for communication
purposes.
• The system of signals, basis upon tugs on the lifeline, should be
agreed and specified on cards attached to the life line.
 ESCAPE SYSTEMS AND APPLIANCES
• The engine room escape trunk must be clearly illuminated and a rescue
harness should be rigged to a block and tackle to allow removal of injured
personnel.
• Escape doors must be clearly marked with photo-luminous signage.
Photo-luminous arrows should be affixed to bulkheads indicating the way
out in the event of a loss of power.
• Likewise the throughout the accommodation passageways, luminous
arrows should be fitted at crawl height to indicate the way out in the event
of a loss of power.
• Emergency Escape Breathing Devices (EEBD) will be located at stations
designated on the fire plans.
• The EEBD will provide at least 10 minutes of air in the event personnel are
trapped in the accommodation and must escape smoke or other unsafe
atmospheres.
• The unit should be simple enough to allow ready use however the
manufacturers instructions should be readily available at each location.

BUNKER FUEL OIL REGULATIONS

1. The flash point of the oil fuel carried shall not be less than 60*C.
2. Oil fuel systems containing heated fuel at a pressure exceeding 1.8 bar
gauge must be in well illuminated locations so that defects and leakage can be
readily observed.
3. Suitable drip trays must be provided around any pumps, filters or heaters
from which oil may spill and arrangements must prevent spraying of oil onto
heated surfaces.
4. Oil fuel tanks shall, where necessary, be provided with save-alls or gutters
which will catch any oil which may leak from the tank. Oil tanks shall not be
situated directly above boilers or other heated surfaces.
5. Operation of Quick closing Shut off valves must be provided from outside
the machinery spaces for the outlets of all fuel oil storage, settling and service
tanks. In the event of evacuation of the machinery space, these valves must
be closed to limit the possibility of otil feeding a fire.
6. Special arrangements must be made for measuring the amount of oil in oil
fuel tanks. Sounding pipes are permitted only, if their upper ends terminate in
safe positions.
7. Provisions shall be made which will prevent over-pressure in any oil fuel
tank, oil fuel filling pipe or any part of the oil fuel system. Air and overflow
pipes and relief valves must discharge to a position where there will be no risk
of fire or explosion from the outlet of oil or oil vapour.
8. Every oil fuel pipe must be made of steel or other suitable material.