FPFF

U.V.
PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY
FPFF COURSE OUTLINE

Hours
Demonstration
Subject Area Lecture Films
& practical
Registration 0.25
1. Introduction, safety and principles 0.50
2. Theory of Fire
2.1 Conditions for Fires
2.2 Properties of flammable materials 0.5
1.00
2.3 Fire hazard and spread of fire
2.4 Classification of fires and appropriate
extinguishing agents
3. Fire prevention
3.1 Fire prevention principles
1.50
3.2 Ship construction arrangements
3.3 Safe practices
4. Fire detection system and alarms
4.1 Fire and smoke detection systems 0.75
4.2 Automatic fire alarm.
5. Fixed Fire-extinguishing systems

5.1 General
5.2 Smothering effect systems: carbon
dioxide (CO2), foams
5.3 Inhibitor effect systems: powders 1.75
5.4 Cooling effect systems; sprinkler,
pressure spray
5.5 Emergency fire pump (cargo ships)
5.6 Chemical powder applicant
6. Fire-fighting Equipment
6.1 Fire hoses and nozzles
6.2 Mobile apparatus
6.3 Portable fire extinguishers
1.00 1.50
6.4 Fireman's outfit
6.5 Breathing apparatus
6.6 Resuscitation apparatus
6.7 Fire blankets
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STCW - 1978 - FIRE PREVENTION & FIRE FIGHTING (FPFF)
U.V. PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY
7. Ship Fire-Fighting Organization

7.1 General Emergency Alarms
7.2 Fire Control Plan & Muster List
7.3 Communication 0.75
7.4 Personal safety procedures
7.5 Periodic shipboard drills
7.6 Patrol systems
8. Firefighting methods
8.1 Knowledge of fire safety
arrangements 0.75 1.00
8.2 Fire alarms and fire actions
8.3 Fire fighting
9. Fire fighting 0.75
10. Firefighting drills

10.1 Small fires
10.2 Extensive fires
10.3 Drills in smoke filled spaces
5.50
10.4 Drills on Firefighting Operation on
Oil & Chemical Tankers.
10.5 Drills on Fire Fighting Operation
on Liquefied Gas Tanker
11. Fight and extinguish fires
11.1 Use various types of portable fire
extinguisher
11.2 Extinguish smaller fires, e.g.,
electrical fires, oil fires, propane fires
11.3 Extinguish extensive fires with
water, using jet and spray nozzles
11.4 Extinguish fires with foam, powder
or any other suitable chemical agent
3.00
11.5 Enter and pass through, with
lifeline but without breathing apparatus, a
compartment into which high-expansion
foam has been injected
11.6 Fight fire in smoke-filled enclosed
spaces wearing self-contained breathing
apparatus
11.7 Extinguish fire with water or any
other suitable fire-fighting agent in an
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accommodation room or simulated engine-

room with fire and heavy smoke
11.8 Extinguish oil fire with fog
applicator and spray nozzles, dry chemical
powder or foam applicators
11.9 Effect a rescue in a smoke-filled
space wearing breathing apparatus
12. Review and final assessments 0.50
Sub totals 10.50 6.00 4.50
Total 21.00
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1. Introduction
International Fire Safety Systems (FSS) Code. Some of the original technical provisions were
transferred from the Convention to the International Fire Safety Systems (FSS) Code, and many others
are spelled out in greater detail in the Code. The purpose of the FSS Code is therefore to provide
international standards for fire safety systems required by revised SOLAS chapter II-2, under which it is
made mandatory. The FSS Code consists of 15 chapters, each addressing specific systems and
arrangements.
Objectives
 Understand basic firefighting concepts:

- R.A.C.E.
- P.A.S.S.
 Know what to do if you find a fire
 Be able to correctly and safely select and use a
 fire extinguisher
2. Theory of fire
What is Fire?
A combination of three elements (air, fuel and heat) causes fire to take place. This can be easily
understood by looking at the Fire Triangle given below:
FIRE TRIANGLE
HEAT FUEL
FIRE
OXYZEN(AIR)
If any one of the element is isolated, then fire cannot take place. Fire is classified depending on
the fuel that causes fire. Fire can be easily extinguished if minimum one element is isolated (fuel or heat
or air).
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 Removal of fuel from fire is called Starving

 Removal of heat from fire is called Cooling
 Removal of air from fire is called Smothering
Fire Tetrahedron
To better understand the OXYZEN

FUEL
properties of fire we can examine
extinguishment techniques. The
following image is known to fire Chain
fighters as the fire tetrahedron.
Reaction
It is very similar to the fire triangle with the

does not represent the chemical chain reaction. The HEAT
fire tetrahedron is based on the components of
extinguishing a fire. Each component represents a
property of flaming fire; fuel, oxygen, heat, and
chemical chain reaction.
Extinguishment is based upon removing or hindering any one of these properties. The most
common property to be removed is heat.
Heat is commonly eliminated by using water. Water is used because it absorbs heat extremely
well and is cost efficient. During fire operations you may see objects being placed outside a structure.
Though this is commonly referred to as salvage operations, it also acts to remove any fuel from
the fire. Without the objects exposed to heat there can be no flammable gasses given off to burn,
The third property, Oxygen, is usually the hardest to remove. Oxygen removal is accomplished
when a Carbon Dioxide extinguisher is used on a fire. More extreme cases may be to use explosives on
a fire. The explosion will use up the oxygen in the immediate area.
Finally the last property is the chemical chain reaction. This can be considered the reaction of the
reducing agent (fuel) with the oxidizing agent (oxygen). In complete combustion the only chemical
products given off are Carbon Dioxide (CO2) and water (H2O).
2.1 Condition of Fire:
Fire comes from a chemical reaction between oxygen in the atmosphere and some sort of fuel (wood or
gasoline for example). Of course, wood and gasoline don't spontaneously catch on fire just because
they're surrounded by oxygen. For the combustion reaction to happen, you have to heat the fuel to its
ignition temperature.
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2.2 Properties of Flammable Materials
Back draft - The beginning of a back draft occurs from a fire in a structure being deprived of necessary
oxygen. The fire smoulders giving off unburned carbon particles and other flammable products. Then,
suddenly the smouldering fire is given a sudden influx of oxygen causing combustion to restart possibly
at devastating speeds consistent with an explosion.
Fire Point - The temperature at which a liquid fuel will produce sufficient vapours to support
continuous combustion once ignited.
Flash Over - Flash over occurs due to the heat build up from a fire when the gasses reach their ignition
temperature and flames flash over the entire surface of a room or area.
Flash Point - The minimum temperature at which a liquid fuel gives off sufficient vapours to form an
ignitable mixture with the air near the surface. At this temperature, the ignited vapours will flash but
will not continue to burn.
Ignition Temperature - The minimum temperature to which a fuel in air must be heated to start self
sustained combustion without a separate ignition source.
Boiling Point - is the temperature at which the vapour pressure equals atmospheric pressure, such that
the pressure of the atmosphere can no longer hold the liquid in a liquid state and bubbles begin to form.
In general, a low boiling point indicates a high vapour pressure and, possibly, an increased fire hazard.
Flashpoint - is the minimum temperature at which the vapour concentration near the surface of the
liquid is high enough to form an ignitable mixture. Any liquid with a flashpoint less than 100" F is
considered to be a flammable liquid. Any liquid with a flashpoint between 100°F - 200°F is considered
combustible. In general, the relative hazard of a flammable liquid increases as the flashpoint decreases.
The proportion of vapour to air mixture that is ignitable is referred to as the flammable range, and is
expressed in terms of percentage of vapour in air by volume.
Auto ignition temperature - is the minimum temperature at which a vapour-air mixture will
spontaneously ignite, without the necessity of a spark of flame.
Vapour density is a measure of a vapour's weight when compared to air. Air is assigned a value of
1.Heavier, or denser, vapours tend to sink to floor level while lighter, less dense vapours tend to rise to
ceiling level.
2.3 Fire Hazard & Spread of Fire
Fire that may result in death, injury, or property damage, alert those in a structure to the presence of a
fire in the event one occurs, better enable those threatened by a fire to survive, or to reduce the damage
caused by a fire. Fire safety measures include those that are planned during the construction of ships or
implemented in structures that are already standing, and those that are taught during regular course of
training. Threats to fire safety are referred to as Fire Hazards. A fire hazard may include a situation that
increases the likelihood a fire may start or may impede escapee in the event a fire occurs.
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2.4. Classification of Fire Class A Ordinary Combustibles
 Trash
 Wood
 Cloth
 Paper
 Rubber
 Plastics
Class B Flammable Liquids

 Gasoline
 Oil
 Greaser
 Tar
 Oil-Based Paint
 Lacquer
 Flammable Gases
Class C Electrical
 Energized
 electrical
 equipment
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Class D Combustible Metals

 Magnesium
 Sodium
 Potassium
 Titanium
 Zirconium
 Other Flammable Metals
3. Fire Prevention
If total awareness is created to all personnel on Fire Prevention, then there is no need for Fire
Detection, Fire Fighting etc., Remember the old saying
“Prevention is better than Cure''
3.1 Fire Prevention Principles

Prevention of Class A(General) Fire is by:
 good house Keeping

 taking regular rounds of working premises
 use of fire retardant, fire resistant materials while construction of ships wherever applicable
 keeping working areas under lock & key, when not in use or manned
 denying entry to unauthorized personnel
Prevention of Class B(Oil) Fire is by:
 Proper storage of oil & petrol products

 Properly maintained fuel handling systems
 Properly trained personnel
 Avoiding leakage in the fuel system
 No smoking
 Not using naked lights
 operating fuel systems under supervision
Prevention of Class C(Electrical) Fire is by:
 Properly maintained Electrical equipment

 Ensuring proper electrical insulation
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 Avoiding naked wires Using weather proof, explosion proof fittings where necessary
 Properly trained personnel
 Switching off electrical equipments when not in use (lights, fans, air conditioners etc.)
 Avoiding prolonged use or overloading of equipment
Prevention of Class D (Metals) Fire is by:
 Understanding the characteristics of the Metals and accordingly standard operating procedures
must be implemented for the personnel handling these Metals.
 Here is a list of some of the less obvious tips for fire prevention, based on the most common
causes of fires:
 Cooking equipment
 Cooking is the number one cause of home fires,
 Keep appliances clean, and wipe surfaces after spills. Clean stove surfaces and ovens regularly.
 Wear tight-fitting sleeves, or roll them up when cooking
 Keep flammable objects, including pot holders, dish towels and curtains, at least three feet away
from the stove.
 Wood and coal stoves, fireplaces, chimneys, and all other solid-fuelled heating equipment needs
to be inspected annually by a professional and cleaned accordingly.
 Assure microwaves have enough room to breathe, that all the vents are cleared of obstructions.
 If there is a microwave fire, keep the door closed and unplug the microwave. Make sure to have
the microwave oven serviced before you use it again.
A grease fire occurs when oil or greasy foods are heated and ignite. The simplest way to fight a grease
fire is to carefully side a lid over the pan. 1 urn off the burner, don't move the pan, and keep the lid on
until the pan cools completely. Baking Soda may also be used to suffocate the fire. NEVER PUT
WATER ON A GREASE FIRE. Water causes the grease to splatter and the fire to spread. Also,
NEVER attempt to take a grease fire outdoors. It will be too hot to carry and you will drop it, causing a
major house fire.
Electrical Distribution Equipment
 Wiring, outlets, switches, circuit breakers and other electrical devices are the third leading cause
of home fires and the second leading cause of fire deaths.
 Replace or repair loose or frayed cords on all electrical devices.
 If outlets or switches feel warm, shut off the circuit and have them checked by an electrician.
 Try to avoid extension cords. If you feel an extension cord is necessary, make sure that it is not
frayed or worn. Do not run it under carpet or around doorways.
 Never overload a socket. The use of "octopus" outlets or "power bar", outlet extensions that
accommodate several plugs, is strongly discouraged. Try to limit one high-wattage appliance
into each individual outlet at a time.
 If a circuit breaker trips or a fuse blows frequently, cut down on the number of appliances on that
line. In many older homes, the capacity of the wiring system has not kept pace with today's
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modern appliances and can overload electrical systems. Some overload signals include: dimming
lights when an appliance goes on, fuses blowing frequently or shrinking TV picture.
 Assure there's plenty of air space around home entertainment units such as the TV and stereo to
avoid overheating.
 Although some fires are caused by electrical system failures and appliance defects, many are
caused by the misuse and poor maintenance of electrical appliances, incorrectly installed wiring,
and overloaded circuits and extension cords.
Smoking
 Smoking is the leading cause of fire deaths.

 Never smoke in bed. Always look under cushions and in trashcans for burning cigarettes before
going to bed. Check carpeting where ashtrays have been used.
More to think about
 Get rid of stored newspaper or other unnecessary materials. Newspapers stored in a damp, warm
place may ignite spontaneously.
 Install smoke detectors on every level of your home and outside of sleeping areas.
 Mount a fire extinguisher in the kitchen, garage and workshop.
 Agree in advance on an escape plan. There should be at least two exits in every room Note: Half
of all fire deaths occur at night, so fire hazard checks and special attention to fire prevention
should occur before going to bed.
3.2 Ships Constructional arrangements:
Ships are constructed in stringent standards with STT (Standard fire test). STT is one in which
specimen of the relevant bulkheads or deck is exposed in a test furnace to temperature corresponding
approximately to the standard time temperature curve. The specimen shall have an exposed surface of
not less than 4.65 meter square and height of 2.44 meters resembling as closely as possible to the
intended Construction and including were appropriate at least one joint. The standard time temperature
curve is defined by a smooth curve drawn to through the following temperature points measured above
the initial furnace temperature.
 At the end of first five minutes 556 degrees centigrade

 At the end of first ten minutes 659 degrees centigrade
 At the end of first fifteen minutes 718 degrees centigrade
 At the end of first thirty minutes 825 degrees centigrade
 At the end of first sixty minutes 925 degrees centigrade
“A” class division
Arc those divisions formed by bulkheads and decks which comply with following:
1. They shall be constructed of steel or equivalent material.

2. They should be suitably stiffened;
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3. They shall be constructed so as to be capable of preventing the passage of smoke and flame to
the end of the one hour standard fire test.
4. They shall be insulated with approved non-combustible material such that the average
temperature of the unexposed side will not rise more than 139 degree Celsius, above the original
temperature, nor will the temperature at any one point, rise more than 180 degree Celsius, above
the original temperature within the time listed below:
Class "A - 60'' 60 minutes
1. Class "A-30"30 minutes

2. Class "A-15'' 15 minutes
3. Class "A-0'' 0 minutes.
4. The administration may require a test of a prototype bulkhead or deck to ensure that it needs the
above requirements for integrity and temperature rise.
'B' class division
“B” class division is those divisions formed by bulkheads, decks, ceiling of lining which comply
with following:
They shall be so constructed as to be capable of preventing the passage of flame to the end of the
first half hour of the standard fire test.
They shall have an insulation value such that the average temperature of the unexposed side will
not rise more than 139 degree Celsius, above the original temperature, nor will the temperature at any
one point, including any joint, rise more than 225 degree Celsius above the original temperature within
the time lasted below:
1. Class "B-15' 15 minutes
2. Class “3- O'O minutes
They shall be constructed of approved non combustible materials and all materials entering into
the construction and erection of “B” class division shall be non combustible with exception that
combustible veneers may be permitted provided they meet other requirements of this chapter and;
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4.1 INTRODUCTION
An automatic fire alarm and detection system is required to be installed in the cargo,
accommodation and service spaces of certain classes of passenger ships and in the cargo spaces of ships
carrying explosives. such systems are also fitted in the machinery spaces of cargo ships specially
designed br unmanned operation and on the vehicle decks of certain roll-on, roll-off ships depending on
the conditions of carriage of the vehicles. Deliberations at IMCO may well result in a fire alarm and
detection system being included in one method of structural fire protection in cargo ships.
Fire detectors operating on various different principles are currently available and the types
presently found in service on board ship will be included in the following list:
1) heat detectors which operate at a predetermined temperature;
2) heat detectors which operate when the r2 of temperature rise of the surrounding air reaches a set limit;
3) smoke detectors which operate when smoke obscures a beam of light falling on a photoelectric cell;
4) smoke detectors which operate when a beam of light is scattered by smoke and caused to fall on a
photoelectric cell;
5) Combustion products detectors which operate when an electric current flowing through an ionized
atmosphere is changed;
The administration may require a test of prototype division to ensure that it meets the above
requirements for integrity and temperature.“
C” class division
"C" class division is division constructed of approved non combustible materials. They need
meet neither requirement relative to the temperature rise. Combustible veneers are permitted provided
they meet certain requirements.
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4. FIRE ALARM AND DETECTION
HEAT DETECTORS
Fixed Temperature Type
Alarm Systems in Bulldogs, although this is 'a specification basically for land use, it is convenient to
accept and use it for marine applications as well.
The means of operation is extremely simple usually being either a bi-metallic strip or a soldered joint. In
the first type, the bi-metallic strip is used to make or break an electric circuit at a pre-set temperature
required When it is arranged to make a circuit, the contacts are usually encapsulated in a glass cover to
avoid the contacts becoming affected by the atmosphere since any corrosion may prevent the passage of
current when the contacts are required to make a circuit.
The second type may consist of two electric contacts joined through light spring, by low melting point
solder. Thus, when the air temperature reaches the melting point of the solder, the joint pulls apart under
the action of the spring and the alarm is sounded. Other types using the same principle, i.e. the making
or breaking of an electric circuit by the action of melting solder are available; Fig. 10 shows one such
type.
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Fig-10, Fire detector-fixed temperature type
Heat detectors incorporating bi-metallic strips are especially useful in such places as boiler
rooms where rapid variations of temperature are likely to be encountered and preclude the use of the
rate-of-rise of pre detection described later. The soldered type of detector is seldom found on board ship
due to various factors which include the impracticability of routine testing and possible effects of the
marine environment on solder.
This type of detector works on the principle that providing the rate of increase in the temperature
of the surrounding air is 'above a given minimum the detector will operate between given time limits,
the latter depending on the rate of increase of temperature.
Fire detector-rate of rise (pneumatic) type.
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Two typical ways of affecting the required result are illustrated. In Fig is a pneumatic type shown in
which an otherwise sealed chamber is fitted with a bleed-off orifice. Means for permanent expansion of
the chamber due to increase in temperature are provided so that when a predetermined limit of
movement is. Reached, an alarm is sounded. Thus, und -r normal diurnal and nocturnal changes of
temperature the bleed-off hole will be able to exhaust and inhale air such that the alarm condition is
never reached. Under the action of rapid heat input under fire conditions however, the air expands faster
than it can exhaust through the Bleed-off orifice, the resulting expansion ultimately sounding the alarm.
Fig below shows a thermal type of detector which works on the bimetallic strip principle. It
consists essentially of two such strips, one insulated from rapid changes of temperature and the other
although enclosed being exposed to such changes. Contacts on the ends of the Strips form part of an
electric circuit. Thus, on slow rise of temperature due to strip normal climatic conditions, the heat input
to both strips is similar and hence the contacts remain apart. On rapid increase in temperature, the
unprotected
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Fire detector-rate of rise (bi-metal strip) type.
Strip responds more quickly than the insulated strip with the result that the contacts meet and the alarm
sounds.
SMOKE DETECTORS
Light Obscuration Type
In this particular type, a beam of light is arranged to fall on a photoelectric cell and if the
atmosphere between the light source and cell is clear, the balance of the electrical circuit is not
disturbed. On smoke passing by convection across the detector however, the intensity of light falling on
the photo-electric cell is reduced, the change in the electrical output being used to operate an alarm at a
predetermined level.
As greater sensitivity can be obtained by utilizing what is known as the Tyndall effect, detectors
of the light obscuration type are being gradually superseded by detectors of the light scatter type
described below.
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Light Scatter Type

When a beam of light traverses a transparent medium, e.g. air, its intensity is reduced by
absorption and partly by scattering. The latter arises from some kind of heterogeneity in the medium, the
most obvious ones being due to suspended particles such as smoke, dust or liquid particle: This light
scattering property is often called the Tyndall effect after the physicist 01 the same name who pioneered
the work in this field.
Smoke detector-light scatter type showing principle of operation
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Two diagrammatic arrangements of smoke detectors which utilize this principle are shown at
Figs. As can be seen from an inspection of Fig the beam of light is prevented from illuminating the
photo-electric cell by a light barrier. The surrounding atmosphere circulates through the detector head
by virtue of the normal air currents and providing no dust or smoke articles are present in it, the
electrical balance of the detector circuitry remains undisturbed. On smoke entering the detector
however, the light rays are reflected or scattered around the light barrier and reach the photo-electrical
cell, the change in current being used to signal the alarm condition.
Another type is shown where a parallel beam of light is caused to pass through inwardly facing
photo-electric cells. The inside of the chamber is matt black and the cells referred to only receive a small
amount of stray light. The light also falls on an end cell mounted obliquely to the beam and so angled
that balance of the circuit is obtained. On smoke entering the chamber, the intensity of the light falling
on the end cell is decreased and that received by the inwardly facing cells increased by reason of the
deflection of the light beam by smoke particles, the imbalance in the circuit being arranged the signal
the alarm condition.
Disadvantages of detector heads using photo-electrical cells and lamps are obvious, e.g. failure
of the lamp, filament, gradual falling off in performance of the photo-electrical cells, susceptibility of
both to vibration, etc. but modern day circuitry can be arranged that in such an eventuality the
equipment "fails safe" and registers the fault condition in the circuit.
this is particularly important when such a fire detection used in conjunction with a system which
draws air samples from several spaces simultaneously and passes the composite sample through the
single head, as failure of the detector renders the whole system inoperative. The sensitivity of the
detector in this case, of course, must be extremely high as any smoke emanating from anyone sampling
pipe is diluted by the air issuing from the remainder.
Much larger than the ions, the latter are virtually stopped by the collision. A reduction in the ion
flow obviously means a reduction in the voltage across the chamber and hence a change in the voltage at
the common terminal. The latter, as stated, is connected to the trigger electrode of a cold cathode tube,
so arranged that on a predetermined voltage level being reached, the tube "fires" and permits the passage
of a small current sufficient to activate an alarm relay. The alarm will continue to sound until such time
as the electrical power is removed, this permitting the tube to return to its initial state.
The sensitivity of this type of detector can be varied by altering the levels of radiation in the.
Chambers or by altering the voltage necessary to "fire" the cold cathode tube.
Such a detector is most suitable for use in machinery spaces and can be adjusted to a high level
of sensitivity especially when unmanned operation is required and where prompt detection of fire is
imperative. However, this very feature is to some extent a disadvantage as false alarms can occur when
the sensitivity is too high; too many false alarms produce a lack of confidence in the equipment. It is,
worth while noting here that this of detector does not depend on the combustion products being visible;
it is the number of particles that is important. Thus, a large number of particles although they may be
visible will cause the indicator to go to the alarm condition
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While a smaller number of particles, which may be in the form of smoke, may not necessarily do
so. From a more practical point of view, the presence 01 steam, in the outer chamber will activate this
type of detector and it is important to site them well clear of any steam leak-off, e.g. turbine glands.
COMBUSTION PRODUCTS TYPE DETECTOR
Most of the detectors of this type use two ionized chambers. One of the chambers is open to the
surrounding atmosphere while the other is enclosed. The atmosphere in both chambers is ionized by a
radioactive source, elements such as americium and radium being used. The ionization of the
atmospheres in the two chambers under normal conditions permits a minute current t-flow, caused by
the positive and negative ions, created by the radiation, in opposite directions Fig. The supply voltage
across the two chambers is therefore divided, a common connection being taken from the central point
to a cold cathode tube. On the products of combustion, which may even be too small to be seen by the
naked eye, entering the outer chamber the tendency is for them to collections by collision and as the
"aerosols", as they are known.
Basic detector circuit.
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5 FIXED FIRE EXTINGUISHING SYTEMS

5.1 INTRODUCTION
Any crew member may come across a fire in its early stages before the fire alarm system, if
fitted, has operated and by prompt and intelligent action, using the portable or non-portable
extinguishers immediately to hand (depending on where the fire is), he can avert a major conflagration.
If the fire is in the machinery spaces and has gained a stronghold. the use of the larger and more
complicated fixed fire extinguishing system may ultimately be necessary, but in view of the necessity
for abandoning and closing down the affected space, these would only be resorted to on the authority of
the master or chief engineer.
Such an operation would generally be carried out under the supervision of one of the more senior
engineer officers, but this is no excuse whatsoever for the junior or uncertified members of the
engineering staff not being familiar with the particular system fitted in their ship. It is also in his best
interests to be equally familiar with the fixed fire extinguishing systems fitted in other parts of the ship
external to the machinery spaces. Descriptions of the various systems available are given below,
reference being made to the types of ship and spaces therein for which they are suitable.
DETECTORS - Flame
Detectors of this type can be of the infra-red or ultra-violet light type but up to now it is only the
former type which is being used in ships. These detectors are intended to respond to radiated heat and
light, and to avoid false alarm - being given by natural or artificial light, they have been designed to
respond only to that particular part of the spectrum which is characteristic of flame. Heat radiating from
hot machinery will therefore not affect this type of detector. The Circuitry of the system is also arranged
such that the detectors will not go to the alarm condition when immediately sensing radiation, e.g. the
striking of a match to light a cigarette or pipe, but only if the radiation persists for a pre-determined
time.
One Obvious, drawback of such detectors is that if smoke screens the detector from fire before
the detector has an opportunity of sensing it, its operation is unlikely. Another disadvantage is the
possibility of the detector reacting to light being received from a vibrating source this, of course, can be
catered for by careful sitting during installation.
With the above mentioned drawbacks in mind, these radiation type detectors are seldom, if ever,
used by themselves but always in company with types previously mentioned.
In conclusion, it is considered that a fire detector system for use in machinery and for boiler
spaces should ideally consist of, in the main, smoke or ionization E detectors, backed up by one or two
infrared type detectors so sited as to survey as much as possible of the protected space, and one or more
thermal detectors of the rate of rise type for use in such spaces as boiler rooms,
It goes without saying that such intricate equipment is valueless if it is not regularly serviced and
tested and the aspiring professional engineer is well advised to be all fail with the practicalities of the
system in his ship, if not with the intricate electronics involved.
5.2 WATER SPRAY SYSTEMS

Accommodation and Service Spaces
The accommodation and service spaces of a cargo ship are not required to be fitted with any
form of fixed fire extinguishing system although a certain amount of structural fire protection is required
under the Merchant Shipping (Cargo Ship Construction) Rules 1965. Improved methods of structural
fire protection in cargo ships are presently under consideration at IMCO though.
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Passenger ships of certain classes however, when built to Method 11 construction, referred to in
Part V of the Merchant Shipping (Passenger Ship Construction) Rules 1965, or in fact; to one of the
alternatives referred to in Chapter H of the International Convention for the Safety of Life at sea 1960,
are required to have an automatic sprinkler and fire alarm system fitted for the detection and extinction
of fire in all spaces in which a fire may be expected to originate, and a typical sprinkler system is shown
below
Sprinkler head
This sprinkler heads are supplied with water under constant pressure, and so arranged that every
part of each space requiring1- protection is adequately covered. Each head has a glass or quartz bulb
which retains a diaphragm seal in the outlet of the water pipe. This bulb is partially filled with a special
fluid so arranged that a rise in temperature in the compartment concerned will cause the liquid to
expand. When the liquid has expanded and entirely filled the space the bulb being unable to withstlI1d
further pressure, bursts, the water pressure forces the diaphragm out and water flows from the sprinkler.
The usual temperature at which the bulb bursts is 155°F but special bulbs are available to burst at 79°e
and ~3°e (175°F and 200°F) for operating in hotter parts of the ship. Under the specific pressure of 5.5
to 8.3 bars (80 to 120 Ib/in2) maintained in the vessel's tank by air pressure the water from the sprinkler
is deflected upward and outwards and broken into a fine spray by the serrated edge of tilted sprinkler
base and will adequately cover a floor area of 12 m2 (169 ft2). As the pressure falls to the lower figure,
the salt water pump starts automatically. Each installation is divided into convenient sections, generally
containing not more than 200 sprinkler heads and each section has a control valve as shown in Fig.
above. When a sprinkler head comes into operation water pressure lifts the non-return valve thereby
gaining access to the ports normally covered by the valve face. This allows pressure to build up in the
alarm system and operates the trip switch, causing the alarm to sound on the bridge and indicates the
section concerned. For testing purposes a small all valve is incorporated, and when this is opened it
allows the same flow through the valve as a sprinkler head and confirms that the alarm system is in good
order. This method may also be used to give the alarm if a small fire is discovered before the sprinkler
heads come into operation. The control valve must be open at all times except when sprinkler heads are
Page 21 of 55
being replaced so it is either locked open or has an electric alarm to show if it is inadvertently shut. The
system is charged initially with fresh water to prevent
Corrosion, but the pump naturally supplies sea water so that when the system has been operated
it must be drained, flushed through and refilled with fresh water. The system should be tested each week
and to avoid contaminating the standing fresh water charge with sea water each time, a drain valve is
fitted in the pump discharge line. By opening this valve and shutting the cock at the pressure operated
switch and the pump discharge valve. The pump can be allowed to cut in automatically as required and
discharge to the bilges.
5.2 Smothering effect Systems
Machinery Spaces
The machinery spaces of certain cargo and passenger ships-depending on the type and
horsepower of the machinery and the vessel's size and class-are required by law to be with a fixed fire
extinguishing system. a choice of basic types being permitted. The water spray system is one such is
shown below for a passenger
Page 22 of 55
Water Spray System
Cross connected to the sprinkler head provided for the protection of the accommodation and
service spaces and the drencher system referred to later,
The Main difference between the machinery space water spray system and the sprinkler system
is automatic in operation; the former requires to be manually The sprayer head is similar to the sprinkler
head but has no glass bulb, different types of deflector base being used to vary the spray pattern as
required.
When the section control valve is opened water is supplied to the various sprayer heads fitted
over, for example, bilges, tank tops and other areas over which oil may spread, and to other main fire
hazard areas. The system may be divided into zones so that water need only be directed on to those areas
involved in a fire.
As is to be expected, the pump and its controls are positioned outside the space anti the
arrangements are such that a fire in the protected space cannot put the system out of action.
The system should be tested regularly but the efficient execution of this may be more easily said
than done. The possibility of water spraying over electrical equipment and wiring while the ship is on
passage i-something which the professional marine engineer will avoid at all costs; consequently a
section of the system is often sought for testing purpose which may be operated without fear of the
consequence. Once this is found, it is only too easy to assume that if the system is tested satisfactorily
on the section in question, then the remaining sections of the system are equally efficacious. It is
suggested that this complacency is the very attitude which must be discouraged if a high level of
confidence in the ship's fire fighting capability, backed by actual testing, is to be maintained. Every
effort should be made to vary the sections tested. Where an air line connection is provided, the pipe
work and sprayer heads can be proved clear by blowing through with compressed air but the automatic
operation of the pump can only be demonstrate by actual test. It goes without saying that the external
source of power to the water spray system (probably the emergency generator) and the mobile hand
sprayers provided should be included in the periodic testing
Cargo Spaces
In passenger ships, the use of water spray systems outside the machinery and accommodation
spaces is almost exclusively used for the protection of vehicle decks in roll-on, roll-off ferries where
access to the deck is required and a smothering gas system is therefore inappropriate. Whereas the strict
letter of the law requires A60 fire divisions to be fitted in vehicular decks, the nature and purpose of the
latter. Precludes their provision end a water spray system has long been accepted as an alternative.
Prior to 1965, a normal sprinkler system as fitted in passenger accommodation, together with
arrangements for providing, at intervals not exceeding 40 m, athwart ship water curtain
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5.3 DRY POWDER APPLICANTS
Although tankers are referred to specifically in the MS (Fire Appliances) Rules 1965, no specific
reference is made to ships carrying liquid hydro carbon gases in bulk, i.e. LNG and LPG and a moment's
reflection will indicate that the types of fixed installation referred to in
Spraying over a 1 m prohibited parking zone was basically accepted as being satisfactory but
progress and experience has shown that a modified sprinkler system commonly called a drencher
system. is preferable and superior. This latter system then is the one generally fitted on all new
passenger vehicular ferries built in the last few years and eliminates the spray curtain and 1 m prohibited
parking zone referred to above the observance of which was difficult to maintain and whose efficacy
was always a bone of contention.
5.4 FOAM SMOTHERING SYSTEMS
Low expansion Foam Systems
A foam smothering system to the boiler room or engine room may use cither chemical or mechanical
foam. In older ships there may be chemical foam supplied from storage tanks on the upper deck
containing larger quantities (If solutions similar to those used in the porthole foam extinguisher. When
these are allowed to mix by opening a valve, the formation of CO2 produces bubbles in the stabilizer
liquid and builds up the pressure necessary to eject the foam through open ended over the boiler room or
engine room tank tops, the quantities being arranged so as to give about 150 mm (6i1) depth of foam
over the areas to be protected.the Rules are not the most suitable for fighting gas fires,
Although LPG (e.g. propane and butane) may be carried in tanks under pressure at ambient temperature,
they are more usually carried refrigerated whilst LNG, e.g. methane with a critical temperature Df -82°C
(-116°F), is always carried deeply refrigerated in the liquid state, its boiling point at ambient pressure
being - 162°C (-260°F).
Any leakage of such liquids from joints, valves, etc. on deck vaporizes quickly. The speed of
vaporization is affected by such factors as the area over which the liquid has spread, the depth of spill,
ambient temperatures,
Page 24 of 55
Fixed CO2 Flooding System
The carbon dioxide extinguishing system is a fixed system to extinguish fire by smothering action with
CO2. It is a most effective system for protection of machinery spaces, paint store and cargo holds along
with advantages
* As a fire extinguishing agent, CO2 is non-corrosive and causes no chemical reaction on metals,
electrical insulations and oil, or a mechanical damage to applied surfaces. CO2 does not deteriorate with
age and can therefore be stored for an indefinite time
*CO2 leaves no residue to be cleaned up after extinguishing fire. Therefore the equipment that has not
been damaged by fire can be re-used at once.
Total Flooding System for Engine Room, Pump Room, and Cargo Holds, etc. The total flooding system
is designed to discharge at least 85% of the total quantity of CO2 required for the protected space within
two minutes so that any fires in the space can be
extinguished at once. The total flooding system is the best method which allows the carbon dioxide
extinguishing system to fully exhibit its advantages.
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6. Fire fighting Equipments
Fire pump, fire main, water service pipes, hydrants, hoses and nozzles
(1) Every ship of Class I or Class II shall be provided with appliances whereby at least 2 jets of water
can be supplied.
(2) Every ship of Class I or Class II which is of 4000 tons or over shall be provided with at least 3 fine
pumps operated by power and every such ship of under 4000 tons shall be provided with least 2 such
pumps. Each such pump shall be capable of delivering at least one jet simultaneously from each of any 2
hydrants provided in the ship.
(3) (a) in every ship of Class I or Class II which is of 1000 tons or over the arrangement of the fire
pumps, their sea connections and the sources of power for operating the fire pumps shall be such as will
ensure that a fire in any one compartment will not put all the fire pumps out of action.
(b) If in any such ship of less than 1000 tons a fire in any one compartment could put all the fire
pumps
(c) out of action, there shall be provided, in a position outside the machinery spaces, an
independently driven power operated emergency fire pump and its source of power and sea connection.
Such emergency pump shall be capable of producing at least one jet of water simultaneously from each
of any 2 hydrants and hoses through nozzles which shall simultaneously maintain a pressure of at least
2.1 bar at any hydrant in the ship,
(4) Water from the fire main of every such ship carrying more than 36 passengers shall, as far as
practicable, be kept immediately available by maintaining the pressure in the fire main or by providing
an easily operable and readily accessible remote control system for the fire pumps.
(5) In every ship of Class I or Class II at least one fire hose shall be provided for every hydrant,
(6) In every ship of Class I or Class II which is fitted with oil-fired boilers or internal combustion type
propulsion machinery there shall be provided in each space containing such boilers or machinery at least
2 fire hydrants, one on the port side and one on the starboard side. In addition in any such ship in which
there is access to the machinery space by way of a shaft tunnel, a fire hydrant shall be provided in the
Page 26 of 55
tunnel at the end adjacent to that machinery space. A nozzle shall be provided for every fire hose at
every hydrant which is fitted in such spaces in compliance with this regulation.
(7) In every ship of Class I or Class II, dual purpose nozzles shall be provided for all hoses.
Fire pumps
(1)(a) In passenger ships to which these regulations apply, fire pumps (other than any emergency fire
pump) which are to be operated by power shall (operating together if more than one) be capable of
delivering for fire fighting purposes under the conditions and a quantity of water of not less than two
thirds of the quantity
required to be dealt by the bilge pumps
(b) In ships other than passenger ships fire pumps (other than any emergency pump) which are required
to be operated by power shall (operating together if more than one) be capable of delivering for fire
fighting purposes under the conditions and at the pressure specified. A quantity of water of Cd2 per hour
where
(i) C= 5 in the case of ships required to be provided with more than one fire pump (excluding any
emergency fire pump) and C = 2.5 in the case of ships required to be provided with 1 fire pump; and
(ii) d = 1 + 0.066 (L(B + D))1/2 to the nearest 0.25, where- L = the length of the ship in meters on the
summer load waterline from the foreside of the stem to the a foreside of the rudder post. Where there is
no rudder post, the length is measured from the foreside of the stem to the axis of the rudder stock. For
ships with cruiser sterns, the length shall be taken as 96% of the total length on the designed summer
load waterline or as the length from the foreside of the stem to the axis of the rudder stock whichever is
the greater; B = the greatest molded breadth of the ship in metres; and D = the molded depth of the ship
in metres measured to the bulkhead deck amidships:
Provided that in any such ship the total capacity of the fire pumps for fire fighting purposes shall
not be required to exceed 180 cubic metres per hour.
(2) Every fire pump required by these regulations to be operated by power shall, except as expressly
provided otherwise, be operated by means other than the ship's main engines. Fire pumps provided in
compliance with these regulations may be sanitary, ballast, bilge or general service pumps provided that
they are not normally used for pumping oil and that if they are occasionally used for the transfer or
pumping of oil, suitable change-over arrangements are provided and operating instructions are
conspicuously displayed at the change-over position.
(3) (a) In every ship which is required by these regulations to be provided with more than one fire pump
operated by power (other than any emergency pump)every such fire pump shall have a capacity of not
less than 80% of the total capacity of the fire pumps require to be divided by the number of fire pumps
required by these regulations to be provided in the ship, provided that when more fire pumps operated
by power than are required by these regulations are provided in any ship, the Director may permit the
capacity of any such additional fire pumps to be less than 80%.
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(b) Every fire pump required by these regulations which is operated by power shall be capable of
producing from any fire hydrant or hydrants in the ship, at least the minimum number of jets of water
required by these regulations as appropriate to the class and tonnage of the ship, while maintaining the
pressure required.
(4) Relief valves shall be provided in conjunction with all fire pumps if the pumps are capable of
developing a pressure exceeding the design pressure of the fire main, water service pipes, hydrants and
hoses. Such valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire
main system.
5) Every centrifugal pump which is connected to the fire main shall be fitted with a non-returned valve.
(6) In every ship of Class I, Class II or Class II (A) any emergency fire pump shall be situated in
positions aft of the ship's collision bulkhead.
(7) In any ship in which automatic and remote-control systems have been provided in the machinery
space, in lieu of continuous manning of the space, arrangements shall be made to ensure immediate
availability of a water supply from the fire main at the required pressure either by permanent
pressurization or by suitably placed remote starting arrangements of the fire pumps.
Emergency Fire Pumps Inspections:
Port state control officers (PSCOs) typically focus on the ship's emergency fire pump during
inspections, and they can require evidence that the pump is operable while the vessel is in any
operational condition. Failure to meet the required standard can result in the vessel being subject to port
state control detention. While it is the flag administration's responsibility to ensure that onboard
arrangements are satisfactory, owners/operators are advised to check that the pump works under all
operating conditions, including those at anchor, in ballast and when loaded and pulling away from the
quay.
The SOLAS standard requires that emergency fire pumps operate when a single casualty, such as
a fire or a switchboard failure, renders the main fire pumps in one compartment inoperable - in the
engine room, for example. The pump must be operable in any condition of list or trim, including light
ship condition. The standard will not be met where a vessel uses one of the main fire pumps to prime its
emergency fire pun system.
Some have identified that there is an increasing trend towards bulk carriers being unable to
operate their emergency fire pumps in certain conditions - typically in light ship condition at anchor
while waiting to load. This problem is, however, not confined to bulk carriers. One way of avoiding a
PSC detention would be to test the emergency fire pump prior to any port state activity. Any failure to
provide pressure noted should be reported to the operator and to your local Register Group office under
the requirements of the ISM Code. Measures to remedy the problem should then be instigated. The
USCG has indicated a desire to work with operators to mitigate this problem.
It has suggested that, where an operator is taking positive steps to resolve the issue through the
implementation of measures set out in its vessels' safety management systems, and where it has a
Page 28 of 55
temporary mitigation method in place (such as keeping the fire main primed through regular tests), it
might avoid unnecessary detentions.
6.2 Mobile Apparatus
International shore connection
Every ship of Class I or Class II of 1000 tons or over shall be provided with at least one international
shore connection which shall comply with the requirements of Schedule 2 to enable
Page 29 of 55
Description Dimension
Outside Diameter (OD) 178mm
Inside Diameter (ID) 64mm
Bolt Circle Diameter (PCD) 132mm
Slots in Flange 4 holes 19mm in diameter spaced
equidistantly on a bolt circle of above
diameter, slotted to flange periphery.
Flange Thickness 14.5mm minimum
Bolts & Nuts 4, each of 16mm diameter, 50mm in length
water piped from another ship or shore to be connected to the fire main, and fixed provision shall be
made to enable such a connection to be used on the port side and on the starboard side of the ship.
4.3 Portable fire Extinguishers
Early stages of fire can be extinguished by Portable Fire Extinguishers available as per fire plan
of the ships:
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Fire Extinguisher Types

PRESSURIZED WATER
 Class "A" fires only.

 2.5 gal. water - approximately 1 minute discharge time
 Range 30 - 40 feet
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CARBON DIOXIDE (CO2)
 Class "B" or "C" fires

 2.5— 1OO Ib. 8-30 seconds discharge time
 Range 3-8 ft.
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MULTIPURPOSE DRY CHEMICAL

 Class "Α", "B", Or "C" fires
 2.5-20 lb. dry chemical 8-25 seconds discharge time
 Range 5-20 ft.
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HALON
 Class "A", "B", or "C" fires
 9-17 Ib Halon 1211 8-18 seconds discharge time
 Range 9-16 ft.
 Furness toxic if inhaled
 Halon is no longer manufactured
COMBUSTIBLE METAL
 Class "D" combustible metal fires only.
 30 lb. pressurized dry powder optimized
for specific combustible metal
 Range 6-8 ft.
 To activate, must first open nitrogen
cylinder on back to pressurize body
Page 34 of 55
Extinguisher Types summary
Extinguisher Type Works By Effective Against
PRESSURIZED WATER COOLING
CARBON DIOXICE SMOTHERING
MULTIPURPOSE SMOTHERING
DRY CHEMICAL
COMBUSTIBLE METAL SMOTHERING
Page 35 of 55
Fire Extinguisher Anatomy
Page 36 of 55
Fire Emergency Response Procedures
R Rescue
A Alarm
C Contain
E Extinguis
h
Portable fire Fighting Appliances
These have been colour coded so that you can identify them quickly and you do not use the
wrong extinguisher and put yourself in danger. The main body colour of the extinguisher have changed
a couple of times over the past few years (any extinguishers that are not of the correct colour will be
replaced when they become unserviceable), however the type colour has remained the SATTC.
Water extinguishers are usually colour signal red. Other types of extinguishers fall into a couple
of categories, either: The entire body of the extinguisher is collared in the type colour predominantly red
with a 5% second colour to indicate the contents of the extinguisher. Or predominantly red with a bold
collared block in the relevant colour stating its type.
Requirements Portable fire extinguishers in accommodation and service spaces
(1) In every ship of Class 1 or Class II there shall be provided on each deck a sufficient number of
portable fire extinguishers for at least 2 to be readily available for use in every accommodation and
service space i.e. galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms plumbers'
workshops, and trunks to such spaces. At least one portable fire extinguisher shall be provided for use
on each side of the ship in any area of enclosed accommodation and service spaces above the bulkhead
deck. In addition at least one portable fire extinguisher and a fire blanket shall be provided in every
galley provided that where the superficial deck area of any galley exceeds 45 square meters at least 2
such extinguishers and 2 such blankets shall be provided.
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(2) In every such ship at least one portable fire extinguisher shall be provided for use in each control
station.
(3) In every such ship there shall be provided in each special category space and cargo space intended
for the carriage of motor vehicles with fuel in their tanks for their own propulsion
o at least 2 portable extinguishers, suitable for extinguishing oil fires, for every 40 meters
length of deck space, so arranged that at least one extinguisher is available on each side
of the space and at least one extinguisher is available at each access to the space; and
o (b) 1 foam applicator complying with the port state requirements, at least 2 such
applicators shall be available in the ship for use in any such space. Every ship of Class
VII of 500 tons or over shall be provided with a sufficient number of portable fire
extinguishers to ensure that at least one such extinguisher will be readily available for use
in any part of the accommodation or service spaces. The number of such extinguishers
shall not be less than 5 in a ship of 1000 tons or over and not less than 3 in a ship of 500
tons or over but under 1000 tons.
How to Use a Fire Extinguisher
Page 38 of 55
Fighting The Fire

P Pull The Pin
Aim Low At
A The Base
Flames
S Squeeze the
handle
S Swipe Side to Side
P.A.S.S. Method
PULL The Pin
This will allow you to
squeeze the handle in
order to discharge the
extinguisher
Page 39 of 55
P.A.S.S. Method
Aim At The Base Of the
Fire
Aiming at the middle is will do
no good.
The agent will pass through

Flames
P.A.S.S. Method
Squeeze the
handle
This will release
the pressurized
extinguishing
agent
Page 40 of 55
P.A.S.S. Method
Sweep side to side

Cover the entire area that
is on fire. Continue until
fire is extinguished. Keep
side to side an eye on the
area for re-lighting.
6.4 Firemen's outfits
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Firemen's outfit
(1) Every ship of Class I or Class II shall be provided with
(a) 2 firemen's outfits which shall include breathing apparatus of the air-hose type; and in addition
(b) 2 firemen's outfits for every 80 metres (or part thereof) of the aggregate of the lengths of all
passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one
such deck, on the deck which has the largest of such lengths;
(2) If in any ship of Class I or Class II which carries firemen's outfits containing only breathing
apparatus of the air hose type an air hose exceeding 36 metres in length would be necessary to reads
from a point on the open deck well clear of any hatch or doorway to any part of the accommodation,
service, cargo or machinery spaces, at least 2 sets of firemen's outfits provided include breathing
apparatus of the self-contained type.
6.5 Breathing Apparatus
Self contained breathing apparatus
Self contained breathing apparatus, or SCBA, sometimes referred to as a Compressed Air

Breathing Apparatus (CABA) or simply Breathing Apparatus (BA) is a device worn by rescue workers,
fire-fighters, and others to provide breathable air in a hostile environment. When not used underwater,
they are sometimes called industrial breathing sets. The term "self-contained" means that the breathing
set is not dependent on a remote supply (e.g., through a long hose). If designed for use under water, it is
called SCUBA (self-contained underwater breathing apparatus). An SCBA typically has three main
components: a high-pressure tank (e.g., 2200 psi to 4500 psi), a pressure regulator, and an inhalation
connection (mouthpiece, mouth mask or face mask), connected together and mounted to a carrying
frame. There are two kinds of SCBA: open circuit and closed circuit.
Open-circuit industrial breathing sets are filled with filtered, compressed air, the same air we
breathe normally. The compressed air passes through a regulator, is inhaled by the user, then exhaled
out of the system, quickly depleting the supply of air. Most modern SCBAs are open circuit. An open-
circuit rescue or fire-fighter SCBA has a full-face mask, regulator, air cylinder, cylinder pressure gauge,
and a harness with adjustable shoulder straps and waist belt which lets it be worn on the back.
The air cylinder usually comes in one of three standard sizes: 30, 45 or 60 minutes. The relative
fitness, and especially the level of exertion of the wearer, often results in variations of the actual usable
time that the SCBA can provide air, often reducing the working time by 25% to 50%.
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6.6 Resuscitation Apparatus
SCBA apparatus with a PASS device attached.
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6.7 Fire Blanket
Air cylinders are made of aluminium, steel, or of a composite construction (usually carbon-fibre
wrapped.) The composite cylinders are the lightest in weight and are therefore preferred but they also
have the shortest lifespan and must be taken out of service after 15 years. Air cylinders must be
hydrostatically tested every 3 years for composite cylinders, and every 5 years for metal cylinders.
During extended operations, empty air cylinders can be quickly replaced with fresh ones and then
refilled from an air compressor brought to the scene.
Open circuit SCBA will be either "positive pressure" or "negative pressure" operation. A
"negative pressure" SCBA may be used with a standard facemask instead of filter canisters, and air is
delivered to the wearer when he breathes in, or in other words, reduces the pressure in the mask to less
than outside pressure, hence the name "negative pressure". The limitations of this are obvious, as any
leaks in the device or the interface between the mask and the face of the wearer would reduce the
protection offered. "Positive pressure" SCBA addresses this limitation. By careful design, the device is
set to maintain a small pressure inside the face piece. Although the pressure drops when the wearer
breathes in, the device always maintains a higher pressure inside the mask than outside of the mask.
Thus, even if the mask leaks slightly, there is a flow of clean air out of the device, automatically
preventing inward leakage under most circumstances. Although the performance of both types of SCBA
may be similar under optimum conditions, this "fail safe" behaviour makes a "Positive pressure" SCBA
preferable for most applications. As there is usually no air usage penalty in providing positive pressure,
the older "Negative pressure" type is in most cases an obsolete configuration and is only seen with older
equip merit.
Page 44 of 55
CHAPTER 7 - SHIP FIRE FIGHTING ORGANIZATION

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

2. CO2 alarm to pump room
3. Man overboard alarms
4. Abandoning ship alarm
5. Machinery alarm in E/R
6 VMS fire detection alarm
7.2 Fire Control Plans and Muster
list the fire control plans should clearly indicate the following:
Page 45 of 55
1. Fire Control Station 2. Fire Zones enclosed by 'A' class division and 'B' class division 3. Details of
fire extinguishing appliances provided on board. 4. Details of ventilating system and dampers 5.
Particular of fire detection and alarm system. 6. Details of fire pump, fire main and position of fire
hydrants and hoses.
The fire control plans are located at main deck near port side and star board side gangway. It is essential
to ensure that a clearly laid down fire control plan should always be available.
Muster List: It is displayed on notice board in crew's and officers smoke room. These muster lists
describe the duties of individual crew members to perform in case of emergency and also specifies
which officers/crew members to perform in case of emergency and also specifies which officers/ crews
are assigned to maintain fire appliances to ensure them in good working condition. Muster list should
indicate substitutes for key persons who may become disabled taking into account that different
emergencies may call for different action. Muster list must be prepared before the vessel proceeds to sea
and revised whenever any change in crew takes place.
Muster Station: The muster station of various teams should be made as per the layout of the ship. The
team leader of his deputy must take charge of the muster and report to command control. The command
team may normally operate from navigating bridge as its primary station. Secondary station to be
decided before hand. The emergency team may be allotted a muster station where there is no difficulty
to communicate with the command centre.
Normally team musters at boat deck of the ship & the technical team should muster in the engine
control room or at a convenient location in the engine room. The support team should muster on the
open deck to hospital. The choice of all muster station must be made after closely considering the
position of emergency equipment and the accessibility to survival crafts.
7.3 Communication:
Effective communication to and between command centre and team plays vital role during fire
emergency. Modem communications gadgets are available to communicate from external environment,
in case the latter rescue is required
Following means of Communications are generally used 1. Public address system 2.Telephone 3.
Walkie-talkie 4. Ship to shore VHF 5. Messengers 6. Sat.Com
Page 46 of 55
Personnel Safety Procedures: Teams are made and the duties of each member are allotted in order to
make the effort more organized and efficient and it is ensured that each team should perform the jobs
assigned to it. The size and the number of teams depend on the availability of the manpower considering
the manpower to the tune of 24 persons; the teams can be formed as below.
Command Team: This is responsible for command and control of emergency situations, efficient
muster of personnel to maintain safe navigation of the vessel, detailed time event records of fire
fighting operations. Master - Overall in charge 2nd Officer - Communications/Logging down events AB
1 - Steering.
Emergency Team (as the case may be)
1. Chief Officer - Leader/Deputy leader
2. 2nd Engineer - Deputy Leader/Leader Rest all as directed
3. Cadet
4. Cadet 25. Fourth Engineer 6. Boson
7. Pumpman 8AB2 9.M/M
10. Chief Cook 11. G.S.
Technical Team would proceed to engine control room when the fire alarm is sounded. The team
leader would indicate command centre, the status of (1 emergency equipment and whether they have
been affected by the fire or not.
1. Chief Engineer-Leader
2. Electrical Officer - As directed
Engine Team: Would proceed to engine room and follow the instructions of the Chief Engineer.
1. Third Engineer-as directed by Chief Engineer 2.M/M2 - As directed
Support Team (Preparation of life Boats/Life rafts) Would proceed to the location of Lifeboats
and Life rafts and prepare them for any eventual emergency so as to not to lose any time in case of any
abandonment.
1. Third Officer-Leader 2.A.B3 3. M/M3
Each team should have minimum members. The team leader should ensure the cohesiveness of
the group. The team must not enter the fire zone unless ordered to do so by the team leader. The
members should be ready to make entry in fire zone. The team members making entry to fire zone
should be familiar with the compartment. They should know escape route from the compartment. The
team should make entry with all the equipment.
The team making entry in smoke filled compartment especially if the lights have failed and the
space is full of smoke, should take following equipments:
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1. Self contained breathing apparatus or smoke helmet set 2. Safety lamp 3. Fire axe 4. Fire proof life
line 5. Safety harness 6. Charged fire hose
A team member should put on firemen's outfit S.C.B.A. set and charged fire hose. The fire
fighter should be familiar with the compartment, lifeline signals.
Additional members (say Chief Cook and GS) should keep the stretchers and first air1 kit
standby at the scene of fire so that in case of any casualties, they could be removed from the scene and
given fresh air and first aid.
Periodic Shipboard Drills:
The objective of regular fire drill on board the ship is to train ship's personnel in handling any
emergencies that may occur on board in an efficient and organized manner so that the loss to life and
property can be kept minimized.
Everyone onboard should be familiar with alarm systems, general layout of the ship,
communication system, operation and maintenance of the fire fighting equipment provided on ship.
All drills must be conducted in a realistic manner covering all the spaces prone to fire.
The drills must include:
1. Extinguishing a deep fat fire 2. Entering an enclosed space in fire 3. Extinguishing a major fire on
deck filled space
4. Rescuing an unconscious person from a smoke filled space
5. Fire drills should be planned in such a way that due consideration is given to regular practice in
various emergencies that may occur depending on the type of ship and its cargo.
The equipments used during drills should immediately be brought back to its fully operational
condition and any fault noticed should be rectified at the earliest. Patrol System. The ships having more
than 36 passengers should have an efficient patrol system in order to prevent/minimize the occurrence of
an emergency.
Duties of fire Patrol Team
These can be described as follows:
 Inspection of passenger's smoke room at regular interval.

 Should raise alarm in case of emergency.
 Restrict fire by using portable extinguishers, sand, and bucket of water.
 Patrol team should be able to recognize fire hazards and to take necessary action to avoid the
spread of fire/fire occurring in any compartment.
 In Addition to the Documents required for the main class the following plans & Particulars have
to held
 A general arrangement plan showing the disposition of all fire-fighting equipment.
 A general arrangement plan showing the disposition of fire divisions and their class.
 Stability calculations,
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 Plans showing the layout and capacity of the water spraying system.
 Plans of any other fire-fighting systems provided
 Construction plan of the fire doors.
 A plan of the seating arrangements for the water monitors.
 Details of major items of fire fighting equipment.
 Detailed plans of the fire divisions
 Particulars of the means of keeping the ship in position during fire-fighting operations,
 A plan showing the fire pumps, the fire water main, the hydrants, hoses and hose nozzles and the
monitors and their delivery capabilities.
 Details of the fireman's Outfits provided.
 The Operation Manual
Page 49 of 55
8. Fire Fighting Methods

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

 Stand several feet away from the fire, moving closer once the fire starts to diminish.
 Use a sweeping motion and aim at the base of the fire.
 If possible, use a "buddy system" to have someone back you up or call for help if something
goes wrong.
 Be sure to watch the area for awhile to ensure it doesn't re-ignite.
Never Fight A Fire If:
 The fire is spreading rapidly. Only use a fire extinguisher when the fire is in its early stages. If
the fire is already spreading quickly, evacuate and call the fire department.
 You don't know what is burning. Unless you know what is burning, you won't know what type
of fire extinguisher to use. Even if you have an ABC extinguisher, there could be something that
will explode or produce highly toxic smoke.
 You don't have the proper fire extinguisher. The wrong type of extinguisher can be dangerous or
life-threatening.
 There is too much smoke or you are at risk of inhaling smoke. Seven out often fire related
deaths occur from breathing poisonous gases produced by the fire.
 Any sort of fire will produce some amount of carbon monoxide, the most deadly gas produced
by a fire. Materials such as wool, silk, nylon and some plastics can produce other highly toxic
gases such as carbon dioxide, hydrogen cyanide, or hydrogen chloride. Beware - all of these can
be fatal.
 Smoke inhalation or exposure to fire itself can be life threatening so get educated about the
basics in CPR and burn treatment.
Sparky is showing what you should do if your clothes catch fire.
Page 50 of 55
Why? Because if you Shop, drop, and roll. You will put out the flames. Make sure to have your
hands cover your face-just like Sparky-and roll and roll and roll until the flames are out.
Fire Alarm & Fire Action

8.1 Fire Alarms
A typical Analogue Addressable Fire Alarm Arrangement:
An automatic fire alarm system is designed to detect the unwanted presence of fire by monitoring
environmental changes associated with combustion. In general, a fire alarm system is either classified as
automatic, manually activated, or both. Automatic fire alarm systems can be used to notify people to
evacuate in the event of a fire of other emergency, to summon emergency forces aid, and to prepare the
structure and associated systems to control the spread of fire and smoke.
Fire Action:
 Upon hearing a building fire alarm signal, immediately begin evacuation. Close the doors behind
you. Do not stop to collect belongings.
 Proceed calmly; follow the exit signs to the nearest fire escape. Do NOT use lifts.
 Make your way to Assembly Point as per your Muster List
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 If caught in smoke or heat, stay low where the air is better and attempt to reach a safe exit or area
of refuge.
 Know the location of all exists from your ship. All exits in the ship shall be properly marked
with illuminated EXIT signs and directional arrows, where applicable.
8.2 Fire Blankets
A fire blanket is a safety device designed to extinguish small incipient (starting) fires. It
consists of a sheet of fire retardant material which is placed over a fire in order to smother to smother
small fires.
Small fire blankets, for use in galley and is usually made of fibre glass and are folded in to a
quick-release container for ease of storage.
Larger fire blankets, for use in industrial situations, are often made of wool (sometimes treated
with a flame retardant fluid). These blankets are usually mounted in vertical quick-release cabinets so
that they can be easily pulled out and wrapped round a person whose clothes are on fire
Page 52 of 55
10 FIRE FIGHTING DRILLS PRACTICALS

10.1 - SMAJLIL IFIRIES
10.2- EXTENSIVE FIRES
10.3-DRILLS INSMOKE FILLIED SPACES
1. MV Dona Paz (Philippines, December 20, 1987)
Passenger vessel MV Dona Paz collided with MT Vector, an oil tanker, along the Tablas Strait,
between Mindoro and Marinduque. The collision ignited some 8,800 barrels of petroleum products that
Vector was carrying at the time, causing a fire that rapidly engulfed the tanker and the Doña Paz.
Subsequent investigations into the incident found that Dona Paz exceeded its passenger and cargo limits
and that the Vector's boat license had expired. Casualties reached 4,375.
2. MV Joola (Senegal, September 26, 2002)
The disaster happened within five minutes after MV Joola sailed to a sea of storm in the coast of
Gambia. Various reasons for the disaster were cited, among them overcrowding, and negligence by
management as the ship was not originally designed for seafaring. Death toll totalled 1,863.
3. MV al-Salam Boccaccio 98 (Red Sea, February 3, 2006)
Faulty drainage pumps and unpredictable weather were some of the reasons cited for the sinking
of MV al-Salam Boccaccio 98, a Roll-on/Roll-off ferry, into the depths of the Red Sea. Survivors and
eyewitnesses said a fire started at the storage area and, as the ship turned, it capsized and eventually
sank. 1,018 passengers died in the disaster.
4. MV Bukoba (Lake Victoria, Tanzania, May 21, 1996)
The passenger steamer MV Bukoba sank in Lake Victoria causing 894 casualties while en route
to Mwanza, a city in Tanzania. The steamer was already in bad shape before the voyage. It was also
found out that the steamer was overcrowded.
5. MS Estonia (Baltic Sea, September 28, 1994)
The locks on the bow visor and bad weather caused this cruise-ferry's demise. A total of 852
were killed during the tragedy.
6. KM Cahaya Bahari (Indonesia, June 29, 2000)
A total of 550 deaths were recorded after a storm hit and eventually capsized Cahaya Bahari, an
Indonesian wooden-huled ship, of the island of Sulawesi the ship was overcrowded with refuges
fleecing from the Maluku islands.
Page 53 of 55
7. MV Nazreen 1 (Bangladesh, July 8, 2003)
The overcrowded MV Nazreen I sank at the confluence of the Padma, Meghna, and Dakana
rivers, considered one of the most dangerous parts of the river from July to October. Casualties were
counted at 528 although there's no recorded number of passengers aboard.
8. Salem Express (Egypt, December 15, 1991)
The Salem Express, a roll-on/roll-off ferry sank off Safaga in the Red Sea as it was crossing the
treacherous Hyndman Reefs. Because of the storm, the ship hit a reef, causing the bow visor to open,
creating a hole on the starboard side. Water penetrated the ship which eventually sank in 20 minutes.
Deaths were counted at 464.
9. MW Senopati Nusantara (Indonesia, December 30, 2006)
The Indonesian ferry sank due to a violent storm off Mandalika Island in the Java Sea. One
survivor said that the ship rolled over before it submerged to the depths. Deaths were counted at 461.
10 KM Bismas Raya 2 (Indonesia, October 1999)
KM BIsmas Raya 2 caught fire while off Merauke, Irian Jaya. It eventually capsized and caused
the death of 361 people.
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Rough Page
Page 55 of 55

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PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY

FPFF COURSE OUTLINE

1. Introduction, safety and principles 0.50

5. Fixed Fire-extinguishing systems

7. Ship Fire-Fighting Organization

9. Fire fighting 0.75

10. Firefighting drills

accommodation room or simulated engine-

Sub totals 10.50 6.00 4.50

 Understand basic firefighting concepts:

 Removal of fuel from fire is called Starving

To better understand the OXYZEN

It is very similar to the fire triangle with the

2.1 Condition of Fire:

2.2 Properties of Flammable Materials

2.3 Fire Hazard & Spread of Fire

2.4. Classification of Fire Class A Ordinary Combustibles

Class B Flammable Liquids

Class D Combustible Metals

“Prevention is better than Cure''

3.1 Fire Prevention Principles

 good house Keeping

Prevention of Class B(Oil) Fire is by:

 Proper storage of oil & petrol products

Prevention of Class C(Electrical) Fire is by:

 Properly maintained Electrical equipment

Prevention of Class D (Metals) Fire is by:

Electrical Distribution Equipment

 Smoking is the leading cause of fire deaths.

More to think about

3.2 Ships Constructional arrangements:

 At the end of first five minutes 556 degrees centigrade

1. They shall be constructed of steel or equivalent material.

Class "A - 60'' 60 minutes

1. Class "A-30"30 minutes

'B' class division

1. Class "B-15' 15 minutes

2. Class “3- O'O minutes

1) heat detectors which operate at a predetermined temperature;

4. FIRE ALARM AND DETECTION

Fixed Temperature Type

Fig-10, Fire detector-fixed temperature type

Fire detector-rate of rise (pneumatic) type.

Fire detector-rate of rise (bi-metal strip) type.

Light Obscuration Type

Light Scatter Type

Smoke detector-light scatter type showing principle of operation

COMBUSTION PRODUCTS TYPE DETECTOR

Basic detector circuit.

5 FIXED FIRE EXTINGUISHING SYTEMS

5.2 WATER SPRAY SYSTEMS

5.2 Smothering effect Systems

Water Spray System

5.3 DRY POWDER APPLICANTS

5.4 FOAM SMOTHERING SYSTEMS

Low expansion Foam Systems

Fixed CO2 Flooding System

6. Fire fighting Equipments