A Master's Guide To Fire Safety On Ferries

A Master’s Guide to:
Fire safety
on ferries
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About this Guide
The purpose of this guide is to promote best practice in fire safety, and to
raise awareness of fire risks in general and fire risk on ferries in particular.
As part of the Loss Prevention department’s continuing commitment to safety at sea, a
number of ‘Master’s Guides’ have been produced. They focus on delivering best practice
advice on key areas of vessel operations to avert avoidable claims and prevent accidents,
casualties and incidents at sea. These guides were created by harnessing the professional
knowledge of members in the Loss Prevention team who have served at sea.
The guide to Fire Safety on Ferries is written for mariners, although surveyors, safety
professionals and anyone with an interest in marine safety will find it of use. We have assumed
that mariners have completed basic firefighting training and so we have not attempted to
teach this or write a firefighting manual. We have also assumed that mariners have experience
of the fire prevention, detection and extinguishing systems on ferries, and therefore we have
not delved too deeply into design but have attempted to explain the basics, their strengths
and weaknesses, what can go wrong and what mariners can do to improve fire safety.
Captain Yves Vandenborn, Director of Loss Prevention
2 | A Master’s Guide to Fire safety on ferries

Contents
01. Introduction 4 06. Emergency preparedness 25

02. Basic advice 5 07. The human element 28
Safe garage spaces 5 08. Accident investigation 29
Causes of fire 5 09. Dos and don’ts checklist 31
Fire characteristics 6 10. Appendix 1: Case studies 33
Basic firefighting 7 Fire on board Commodore Clipper 33
03. Basic fire science 8 Fire on board Corona Seaway, Kattegat 34
Fuels 8 Fire on board Lisco Gloria, north-west Fehmam 35
Properties of exemplar fuels 9 11. A
ppendix 2: SOLAS chapter II-2, fire safety 36
Ignition of combustible material 10 requirements on ship construction – fire
protection, detection and extinction
Exemplar fuels and fire 11
12. Appendix 3: IMO Circulars 37
Fire spread 12
04. Fire safety and ferry construction 13
List of figures 38
Fire protection 14
Authors 39
Fire detection 15
Fire extinguishment 15
05. Firefighting equipment and its use 16
Fixed firefighting equipment 16
Fire main 17
Water sprinkler 17
Water deluge 19
High-pressure water spray (mist or fog) 20
High-expansion foam 22
Carbon dioxide 23
Safety when using CO2 systems 24
Portable firefighting equipment 24
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01. Introduction
A fire is one of the most frightening things that can happen at sea. Often, seafarers
have no ready access to the emergency services when a fire breaks out and will need
to rely on their own resources, courage and training to tackle and extinguish the blaze
quickly to ensure the safety of the ship and everyone on board.
Ferries have particular risks from the cargo they This guide has been written to raise awareness of the
carry – cars, lorries and refrigerated containers all likely fire risks on ferries, to improve crew knowledge
contain combustible material and have their own fire of fire safety and to discuss lessons learnt from
hazards which a ship’s crew cannot easily control. accident investigation. The guide is not a firefighting
Even though great attention is paid to fire safety training manual but it is a practical guide on basic
during ferry design and construction, fires can and fire science, the causes and prevention of fires,
do occur and when they do, they can spread very best practice in fire safety, and the strengths and
quickly. It is therefore vitally important that ships’ weaknesses of fire safety in ferry design and firefighting
crews react quickly to the early signs of any fire and equipment. Most importantly, it covers what a ship’s
use all available equipment and methodologies crew can do to prevent ship loss through fire.
in the most efficient and effective way. To do this,
ships’ crews need to have a thorough understanding
The guide is recommended to all who have an
of the use and limitations of the fire detection/
interest in fire prevention on board ship.
extinguishing equipment available to them as well
as a good knowledge of how these should be used.
Fire safety is one of the first topics discussed during

pre-sea induction training, when basics such as raising
the alarm, closing fire doors and using portable fire
extinguishers are taught. Later, crew attend firefighting
courses and, when on board, regular fire drills are
held. Accidents investigated by the Marine Accident
Investigation Branch (MAIB) and other investigation
bodies have shown that, even after significant training
and drills, ships’ crews are not always experienced
firefighters and mistakes made with basic fire
awareness/safety have caused or contributed to their
failure to successfully contain or extinguish a fire.

02. Basic advice
The heat and products of combustion liberated by fire are harmful to life and are
capable of causing severe damage to a ship. The areas on ferries that have greatest
fire risk are the ones that contain materials that readily ignite and burn, or that have
sufficient energy to result in serious fire. In many cases, these areas also contain viable
source(s) of ignition, which means a fire could occur unless appropriate precautions
are taken to prevent it.
The detection of heat, smoke and flames, either

by a person or a fire detection system, are the
primary means for fire detection. With the
increasing use of hybrid and electric vehicles,
operators should carefully plan their activities
with respect to positioning the vehicles, and
detecting and fighting fires in the storage area.
Safe garage spaces

A safe garage space:
• is free from accumulations of combustible material Figure 1: Garage space on ship
• has no unnecessary sources of ignition. This is

achieved by implementing a strict no smoking Causes of fire
policy, controlling hot work, maintaining safe There are numerous causes of fire, but
electrical systems and restricting access by the most relevant to ferries are:
unauthorised personnel • electrical defects, such as overloaded electrical
• can be closed and sealed, using the doors and equipment, damaged cables and poorly formed
dampers provided, in the event of fire connections. Electrical faults in vehicles, especially
• has closed fire doors and ramps, except when when engines are hot/running. Reefer containers
loading or discharging cargo are major sources of fire
• has operational fixed fire detection and • mechanical failure, such as ignition from overheated
extinguishing systems, which are regularly examined bearings or a catastrophic engine failure
and tested by crew who understand their use • uncontrolled release of oil or flammable liquid
• is thermally insulated using insulation with the coming into contact with a hot surface, or the
correct fire retardant (eg A60), which is maintained release of a low flashpoint fuel, such as petrol
in good condition so as to restrict the transfer of vapour, coming into contact with a source of
heat from one space to another. ignition
• dry, readily combustible materials (such as wood,
paper, textiles) coming into contact with an
ignition source, such as a lighted cigarette, sparks
or conducted heat from burning or cutting, high-
intensity lights or defective electrical equipment.
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Basic advice continued
Figure 2: Road trailer
A ship’s crew can assess fire risk from the ship’s Fire characteristics
systems and equipment, and take action, but they • The burning of combustible material results in the
cannot easily assess fire risk from vehicles. Vehicles liberation of heat in a self-sustaining reaction. The
have the same or greater fire risk as the ship itself. burning process continues until the fuel or the
They contain fuel, cellulosic material and plastics. oxygen in the space has been consumed or until the
Faults with their electrical systems, as case studies fire is extinguished.
show, are a major source of ignition. During a
• Fire produces toxic smoke. The smoke is a cocktail
fire patrol, pay special attention to vehicles with
of chemicals which are harmful to health.
operating fans (after loading), those with a large
volume of cellulosic material and any smelling • Exposure to smoke without the protection of a
of fuel. Report these to the safety officer. breathing apparatus should be avoided.
• Oxygen concentration in the atmosphere influences
how a fire burns. When oxygen levels are reduced,
the fire will be subdued, but it may continue to
burn, albeit at a slower rate, and give off smoke and
combustible vapour. Allowing more air into a space
with a subdued fire can cause the fire to reignite/
flare up. It may also result in the sudden and violent
ignition of unburnt smoke and vapour within the
space (flash-over).

• Fire spreads by convection, conduction - CO₂ is ideal for electrical fires and liquid fuel fires.
and radiation: CO₂ is an asphyxiant. When using, care is needed.
- Convection involves heat transfer through rising • Fixed firefighting systems on board ferries
and circulating hot gas. typically use:
- Conduction involves heat energy transfer - water in deluge, sprinkler and mist systems
through solid material, eg a steel bulkhead. - CO₂ in enclosed garage and machinery spaces
- Radiation involves the emission of heat from a - foam in garage spaces.
fire through air to material that is not in direct
• When fighting a fire, it is essential to:
contact with the fire.
- wear a fireman’s outfit, if near flame or heat
Compartment boundaries with fire-protecting
insulation can prevent the spread of fire by conduction. - wear a breathing apparatus, if entering a space
in which a large fire is burning or has burnt
- work as part of a firefighting team, except on
Unsealed pipe and cable penetrations in compartment
those very small fires easily extinguished with a
boundaries compromise fire safety. They must be
portable extinguisher.
sealed with appropriate fire resisting material. It is
important to ensure that fire-protecting insulation and
fire stopping are complete and in good condition.
Never enter an enclosed space where there
has been a fire without wearing a fireman’s
Basic firefighting outfit or a breathing apparatus, unless the
• Fire is extinguished by removal of any of the three space has cooled and the oxygen content
elements of the fire triangle – heat, oxygen or fuel: has been verified as safe to enter.
- Oxygen is removed when a space is closed and
sealed, and the oxygen is consumed by the fire.
Oxygen can also be displaced by the release of
inert gas such as CO₂. Foam can restrict oxygen
reaching the fuel’s surface.
- Heat is removed by cooling with water, which
also generates steam. Steam has a smothering
effect by displacing oxygen.
- Fuel, in the form of cargo, packaging and
dunnage, is difficult to remove from most
compartments. Good housekeeping and the
removal of unnecessary combustible material
is essential.
• Portable fire extinguishers are filled with different
extinguishing materials such as water, foam, dry
powder and CO₂:
- Water is used on dry material fires.
- Foam is used on fires involving combustible
liquids and solids.
- Dry powder can be used on fires involving dry
materials, liquid fuels, flammable gases, electrical
equipment (excluding high-voltage equipment). Figure 3: Firemans suits
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03. Basic fire science
The fire triangle can be used to explain the conditions necessary for fire to occur.
It illustrates the principle that if an oxidiser Fuels

(normally oxygen in air), a source of fuel and a The following fuels are found on ferries:
source of ignition (heat) come together, then a
• Cellulosic material, including cardboard, paper,
fire can occur, ie there will be a self-sustaining
cotton waste, cotton rags and sawdust
exothermic (liberating heat) chemical reaction.
• Solid timber, including dunnage, pallets, crates,
timber structures and cladding material
• Liquid fuels below their flashpoint, including gasoil,
diesel oil, lubricating oil, hydraulic oil and cooking oil
• Liquid fuels above their flashpoint, including
gasoline (petrol), some paint thinners, solvents and
preheated fuel oil
• Thermosetting plastics, including plastics used in
vehicle construction, electrical fittings and thermal/
acoustic insulation such as rigid polyurethane foam
• Thermoplastics, including a range of plastics used
in vehicle construction, and PVC and polystyrene
foam found in packaging
• Gases, including LPG (vehicle fuel, portable
cooking/heating appliance cylinders) and gases for
welding/cutting, such as propane and acetylene.
Figure 4: Fire triangle
These fuels are present both on the ship and on
In simple terms, firefighting involves breaking the fire vehicles loaded on board.
triangle by eliminating one or more of its elements.
Typically, this involves removing either the heat (by
When discussing fuel and fire risk, reference is made
cooling with water) or the oxidiser (by excluding air
to the following:
with a non-combustible gas such as CO2 or smothering
the fuel with foam). In practice, removing fuel that • Flashpoint – this is the lowest temperature at
is inherent to a cargo space is very difficult. which the concentration of the vapour in air above a
liquid’s surface becomes flammable and is capable
of being ignited by an external ignition source, such
The fire triangle can be used when conducting fire as a naked flame or an electric spark.
risk assessments and implementing measures to
• Fire point – the temperature at which the
prevent the three elements from coming together and
concentration of vapour in air, at the surface of a
causing a fire. High-risk areas such as garage spaces,
fuel, exceeds a minimum level at which it can be
galleys and machinery spaces have a plentiful supply
ignited by an external ignition source and burn
of oxygen in air. To avoid fire, it is necessary to control
freely. The fire point of a liquid is the temperature
the presence of fuel and the sources of ignition.
at which the rate of evaporation is sufficient to
sustain this minimum concentration. The fire
point of a solid is the surface temperature at
which the solid breaks down to release vapour

at a concentration sufficient to support flame. • Flammability limits – the flammability limits
The fire point of a liquid is slightly higher than (sometimes called explosibility limits) are the upper
the flashpoint. and lower ranges of gas or vapour concentration
• Autoignition temperature – the autoignition in air, between which it can be ignited on contact
temperature of a substance is the lowest with an ignition source. A mixture below the lower
temperature at which it will spontaneously ignite, flammability limit is too lean to be ignited and a
in air, without an external source of ignition. This is mixture above the upper flammability limit is too
the parameter to consider when assessing the risk rich to be ignited.
of liquid fuel being ignited on a hot surface. • Spontaneous ignition – some bulk solids and
solids contaminated with certain liquids/oils can
react with oxygen or self-react to liberate heat after
exposure to moderately elevated temperatures. This
reaction causes the temperature of the material
to increase by a process of self-heating which can
eventually lead to ignition occurring spontaneously.
In some bulk solids, the initial temperature increase
could be due to biological action or heat from an
adjacent heated surface.
Figure 5: Fuel source stored above flashpoint temperature
Properties of exemplar fuels

Fuel Flashpoint (°C) Autoignition Flammability limits Susceptibility to
temperature (°C) spontaneous heating
Lower (vol %) Upper (vol %)
Acetylene (gas) - 305 2.5 100 -

Butane (gas) -60 410-585 2 9 -
Acetone -18 535 2.6 12.8 -
Corn oil 254 393 - - Moderate
Ethanol 13 365 3.3 19 -
Fuel oil >60 254-407 0.45 - -
Olive oil 225 343 - - Slight
Gasoline (petrol) -43 250-400 1.3 6 -
Gas oil 66 338 6 13.5 -
Hydraulic oil 166-257 232-643 - - -
Kerosene 38-74 227 1.16 6 -
Linseed oil 222 343 - - Very high
Lubricating oil 171/249 382/410 - - -
(SAE10/SAE60)
Paint thinners 25 355 0.8 11.3 -
(Hempel 08450)
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Basic fire science continued
Ignition of combustible material Not all of these ignition sources are viable with all
Fire can result from a deliberate act; however, fuels; for example, an electrical spark may ignite
most fires are caused by accidental ignition gaseous or liquid fuels above their flashpoint
and, in this guide, we focus on these. but is unlikely to ignite bulk solids or liquid fuels
below their flashpoint. Likewise, sparks from
Common sources of ignition on ferries are:
some types of hot work are unlikely to ignite bulk
• carelessly discarded smoking material, such as lighted solid material but could initiate a smoulder in
cigarettes and matches relatively finely divided cellulosic material, such as
• sparks from grinding, cutting, burning or welding cardboard, rags, wood shavings and cotton waste.
• heat directly transferred by conduction to
combustible material on the reverse side of a deck or Consequently, carelessly discarded smokers’ materials
bulkhead – often associated with hot work and hot work can ignite a smoulder while being unlikely
• malfunctioning or defective electrical equipment, to ignite directly a bulk solid or liquid fuel below its
including, but not limited to, vehicle electrics, reefer flashpoint. But significantly, once a smoulder has been
container electrics or lithium-ion batteries ignited, it may subsequently develop into flaming
• overloaded or overheating electrical circuits and/ fire. From this, it can be seen that ignition sources
or connections and the physical characteristics of materials should
• high-intensity lights, such as halogen lights be considered together. The exemplar fuels and fire
and switches table describes the conditions required for ignition
and typical sources of ignition for exemplar fuels.
• hot engine exhausts
• mechanical failure, such as catastrophic engine
failure, with ignition of escaping oil or ignition from
overheating bearings
• portable heaters and cooking equipment
• galley equipment, such as deep fat fryers and cookers.
Figure 6: Potential fuel source

Exemplar fuels and fire
Fuel Conditions required for ignition Typical sources of ignition
Cellulosic material Contact with a flame or hot surface for Naked flames; hot work including welding,
– cardboard, waste a sufficient length of time or exposure flame cutting and grinding; hot surfaces,
paper, cotton waste, to radiated heat of sufficient intensity to such as engine exhausts; discarded
cotton rags, sawdust. reach its fire point, or exposure to a small smokers’ materials; exposure to radiant
hot surface for a sufficient length of time heat from a halogen lamp or direct contact
to initiate smouldering combustion. with a light bulb; and close contact with
overheating electrical equipment.
Solid timber Contact with a flame or hot surface for Naked flames; hot surfaces, such as
a sufficient length of time or exposure exhausts; sparks produced by hot work, such
to radiated heat of sufficient intensity to as welding, flame cutting; close contact with
reach its fire point. overheating electrical equipment; exposure
to radiant heat from a halogen lamp or
direct contact with a light bulb.
Thermosetting plastics Contact with a flame or hot surface for Naked flames; hot surfaces, such as
– plastics used in a sufficient length of time or exposure exhausts; close contact with localised
vehicle construction, to radiated heat of sufficient intensity to overheating electrical equipment; exposure
electrical fittings and reach its fire point. to radiant heat from a halogen lamp.
rigid polyurethane
foam insulation.
Thermoplastic Contact with a flame or hot surface for Naked flames; hot surfaces, such as
materials – plastics a sufficient length of time or exposure exhausts; close contact with localised
used in vehicle to radiated heat of sufficient intensity to overheating electrical equipment; exposure
construction, PVC reach its fire point. to radiant heat from a halogen lamp.
packaging and
polystyrene foam.
Oils and liquids 1. Contact with a source of heat that 1. Naked flames; electrical sparks and
stored and used at raises the liquid temperature above its arcs; sparks and other hot particles
temperatures below flashpoint, so that the vapour evolved from hot work.
their flashpoint, such from the liquid becomes ignitable by 2. Exposed engine exhausts,
as gas oil, diesel oil, an external ignition source. turbochargers, boiler combustion
lubricating oil and 2. Contact with a source of heat that chambers and thermal fluid pipes at a
hydraulic oil. evaporates the liquid and which is at a temperature exceeding the autoignition
temperature that exceeds the autoignition temperature of the vapour.
temperature of the vapour, causing the
vapour to ignite spontaneously, without
an external ignition source.
Liquids stored and 1. Exposure of fuel vapour to a spark or 1. Naked flames; electrical sparks and
used at temperatures naked flame. arcs; sparks and other hot particles
above their flashpoint, 2. Contact with a surface at a temperature from hot work.
eg gasoline (petrol), that exceeds the autoignition temperature 2. Exposed engine exhausts, turbochargers,
paint thinners, of the vapour, causing the vapour boiler combustion chambers and thermal
solvents and to ignite spontaneously, without an fluid pipes at a temperature exceeding the
preheated fuel oils. external ignition source. autoignition temperature of the vapour.
Gases, such as LPG 1. Exposure of the gas to an electrical 1. Electrical sparks and arcs; sparks and
and acetylene. spark or naked flame. other hot particles from hot work.
2. Contact with a surface at a temperature 2. Exposed parts of engine exhausts,
that exceeds the autoignition temperature turbochargers at a temperature exceeding
of the gas, causing the gas to ignite the autoignition temperature of the gas.
spontaneously.
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Basic fire science continued
Fire spread The Safety of Life at Sea Convention (SOLAS) requires

Fire spreads within a compartment and through that ferries are constructed with structural boundaries
openings by the motion of hot gas (convection) and to prevent the spread of fire from one compartment to
the emission of heat energy (radiation). A ship’s another. This is achieved by means of sealing openings,
metal structure readily allows fire spread from the controlling and isolating ventilation, and fitting
compartment containing the fire to an adjacent thermal insulation on steel decks and bulkheads.
compartment by direct transfer of heat through
the material (conduction). Doors left open, and Fire safety and ferry construction is discussed
missing or damaged insulation are the main reasons in more detail in the next section.
why a fire will spread from its place of origin. Care
should be taken to ensure fire doors are closed
and structural fire protection is maintained in
good condition throughout the life of the ferry.
Deck
Cable penetrations
Ceiling panelling
Ventilation duct
Window
Fire damper
Door
Bulkhead Bulkhead
Deck
Pipe penetrations
Figure 7: Compartment fire protection components

04. Fire safety and ferry construction
Ferries are constructed to contain and extinguish fire in accordance with eight
principles of fire safety:
1. Division of the ship into vertical and horizontal Ro-ro ferries are designed with specific features to
zones by thermal and structural boundaries facilitate their operational requirements, and in
2. Separation of the accommodation from particular, to:
the remainder of the ship by thermal and • maximise stowage space and allow vehicles to
structural boundaries enter and leave the ferry – there are large, open
3. Restricted use of combustible material garage space(s)
4. Automatic fire detection • remove vehicle exhaust gas – there are large, forced
draft ventilators
5. Fire containment and extinction, in the space
of origin • allow passengers to access passenger
accommodation – there are stairways to and from
6. Protecting means of escape and firefighting access
the garage space(s)
7. Availability of fire-extinguishing appliances
• allow access to the machinery space – there are
8. Minimising ignition sources. doors from the garage space(s).
All ferries engaged on international voyages must These basic design requirements present a challenge
comply with SOLAS. Chapter II-2 of the convention to fire safety, making it more difficult to contain a
specifies the requirements for fire protection, fire in its place of origin through thermal boundaries,
detection and extinguishing (see Appendix 2). controlling air entering the space and removing
flammable material. For these reasons, openings in the
main vertical thermal boundaries, galley boundaries
and stairway enclosures are provided with self-closing
fire doors. Ventilation fans have emergency stops, and
ventilation supply and exhaust ducts have dampers
(flaps), which can be operated from outside the space.
Check the arrangements on your ferry and make

sure all crew on board understand how to operate
emergency stops and to remotely close fire doors and
dampers (flaps). During a safety meeting, discuss the
dangers of garage space fire and the means by which
fire can spread from one compartment to another.
Figure 8: International Convention for the Safety of Life at Sea (SOLAS)
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Fire safety and ferry construction continued
Accommodation decks
Garage decks
Zone 8 Zone 7 Zone 6 Zone 5 Zone 4 Zone 3 Zone 2 Zone 1
Figure 9: Ferry boundaries
Fire protection period of not less than 60 minutes. A-class divisions

• A basic principle of fire protection is to contain a fire can be insulated A-60, A-30, A-15 or A-0. The
in the space of origin. A ship’s hull, superstructure standard applied is that the temperature on the
and deck houses are divided into vertical fire zones unexposed side should not increase by more than
bounded by fire-retarding divisions (bulkheads and 140°C or by more than 180°C at joints, by the end
decks). These vertical fire zones are often in line of a standard fire test. An A-60 division will meet
with watertight/subdivision bulkheads. Their length this requirement for a 60-minute test, and an A-30
and width do not normally exceed 48 metres and a division for a 30-minute test.
maximum surface area of 1,600m2. However, a garage • A-60 divisions are fitted to create a vertical fire zone
space on a ro-ro ferry is likely to exceed this size. and to protect control stations (where controls for
• Self-closing fire doors fitted throughout the fire detection and extinguishing equipment are
passenger accommodation are placed in the kept), escapes and areas where flammable liquids
boundary of a vertical fire zone for access to are stored.
compartments in adjacent fire zones. This creates • B-class divisions, although constructed from
potential for fire to spread and is therefore a fire non-combustible material, can have combustible
hazard. For this reason, each fire door should be veneers. They have a lower standard of heat transfer
shut and those self-closing doors that are kept open when compared to A-class divisions and can be B-15
should be tested for closing every month. or B-0. B-15 divisions are insulated to prevent the
• Uninsulated steel (minimum 4mm thick and rise in temperature on their unexposed side by a
stiffened) will stop the passage of smoke and flame maximum of 140°C or on a single spot by 225°C for
for 60 minutes. The insulation on steel plate is to up to 15 minutes. They are capable of preventing
prevent the passage of heat. the passage of flame for the first half hour of a
standard fire test.
• Uninsulated aluminium alloy will not stop the
passage of smoke and flame. The insulation on • B-class divisions are mostly fitted in the
aluminium will lengthen the time before it melts. accommodation; otherwise, A-class divisions are
more commonly used.
• A-class divisions are bulkheads, decks or doors,
normally constructed from steel and insulated • C-class divisions are non-combustible divisions.
to prevent the passage of smoke, and flame for a

The arrangements on your ship will be shown on • Manually activated call points are installed
the ship’s Fire Control plan. It is important to know throughout the ship so that an alert can quickly be
them. Check where A-class divisions, particularly A-60 sounded upon discovering a fire.
divisions, the highest level of protection, are fitted and • Ships have video surveillance equipment. These are
identify the spaces with B-class and C-class divisions. useful for seeing smoke after an alarm has sounded,
but they are not the same as a fire alarm. Colour
During modification of an insulated bulkhead, images make smoke easier to see. Care is needed if
deck or door, the material fitted should be to using black and white images because smoke may
the same fire safety standard as the existing appear as shadows.
material, ie any modification of an A-60 division
must be to A-60 standard. Penetrations in Fire extinguishment
insulated bulkheads for pipes and cables need
• Portable fire extinguishers are usually located at
to be fire stopped (sealed) and maintained to an
space entrances and at intervals therein, often
equivalent insulation standard as the bulkhead.
at midpoints.
• All ships have a water fire main, hydrants and
Fire detection water hoses.
Fires are detected by either fixed fire detection systems • Ferries have sprinklers and/or water mist systems
or by personnel: in the accommodation and stairways, a deluge or
• Ferries have an automatic fixed fire detection high expansion foam system in the garage space,
system and manually operated call points fitted and water mist and/or CO2 fire-extinguishing
in spaces with the potential for fire, such as the system in the machinery space. Cargo ro-ros have
accommodation, control, machinery and service fixed CO2 fire-extinguishing systems in enclosed
spaces. The fire detection system has an audible garage space(s).
and visible alarm. These fire detection systems can
be addressable which provides a capability of fire
zone identification due to individually identifiable
fire detectors.
• Self-activating fire detectors are invariably smoke
detectors, rather than heat or flame detectors.
Smoke detectors are preferable because they are
able to detect a smouldering or small fire with
very little heat. Heat/flame detectors may be used
in locations where smoke can be present without
fire, such as in a galley. A smoke detector can give
a false alarm, but as the case studies show, any
sounding fire alarm should always be investigated.
The activation of a heat detector will normally
mean the fire is established. Detector heads should Figure 10: Water spray system valves for vehicle deck
be clean and unobstructed.
• Fires can be detected by personnel in the space
before the fixed detection system activates.
Therefore, a diligent and regular fire patrol
could identify a smouldering fire before smoke
detectors activate.
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05. Firefighting equipment and its use
A fire starting in the garage space will spread throughout the space, unless early action
is taken to extinguish it.
Nascent fires can be extinguished using portable preparation is followed and they are released early. It
(hand-held) equipment of a type applicable to is important to know how to operate the equipment
the material involved in the fire. Water hoses on your ferry and the procedures to follow.
and/or foam branches may also be used on
some small and developing fires. Large fires are
The effectiveness of fixed firefighting systems
extinguished using the fixed firefighting system.
reduces as a fire intensifies. Therefore, it is
essential to release the fixed system as quickly
Fixed fire-extinguishing systems have been proven as possible and to only attempt manual
to effectively extinguish fire, provided the correct firefighting on very small, accessible fires.
Fixed firefighting equipment
Type Used Tips
Sprinkler Cooling Check piping is free from damage

and that the compartment has the
correctly rated nozzle. Never paint
over nozzles. Check for cracked
bulbs in readily accessible heads.
Drencher Cooling Check manually operated valves

are open and that nozzles are
not blocked.
Always verify if release controls are
set to local or remote release.
High pressure Smothering Release water mist system as soon

water mist as a fire is confirmed.
Never paint over nozzles.
Check for cracked bulbs in readily
accessible heads.
High expansion Smothering Release foam as soon as a fire

foam is confirmed.
CO2 Smothering Before release, batten down and seal

the compartment and verify that
everyone on board the ship has been
accounted for. CO2 is a dangerous
health hazard.

Maintenance tips
• Ensure that the fire pumps are maintained
in accordance with the manufacturer’s
instructions. They should be tested and
operated successfully in all loading
conditions.
• Inspect the fire main for leakage (when
pressurised) and permanently repair any
leakages found.
• Regularly check and grease sealing washers
in fire hydrants and on hoses.
Figure 11: Hydrant
• Ensure hydrant valves move freely, by hand.
• Use different hydrants during wash down.
The principal fixed firefighting systems found on ferries
are in accordance with SOLAS. These systems are
described below.
Water sprinkler
Fire main A fixed fire-sensing and firefighting system found
in control and service spaces, and passenger
Water-based firefighting system used with handheld
accommodation (including corridors and stairways).
hoses and a jet or spray nozzle, found throughout
Features automatic release of water from heat-
a ship:
activated sprinkler heads. Fire is extinguished by
• Water jets and/or spray with handheld fire hoses cooling. Provides blanket coverage.
using seawater
• Sprinkler heads contain a glass bulb which ruptures
• Minimum of two fire pumps connected to sea to release water. They have different activation
suctions, plus an emergency fire pump located temperatures (indicated by different coloured bulbs)
outside the main machinery space. Maximum to prevent accidental release in spaces where heat
capacity of a fire pump is 140m3 per hour on a cargo can be present without fire. Activation temperatures
ship, but is greater on some passenger ships are: red 68°C, yellow 79°C, green 93°C and blue 141°C.
• Fire main constructed from steel • Sprinkler heads are grouped into separate sections
• Designed so that two jets of water can reach any with each section not containing more than
part of the ship 200 sprinklers.
• Always have an isolating valve between deck and • Multiple heads enable blanket coverage. Heads
engine room systems to prevent water loss if part of are designed to release water in a cone-shaped
the fire main is damaged or broken spray and are spaced to enable spray overlap and
• Passenger ships carrying more than 36 passengers formation of a water sheet.
will have one hose for every fire hydrant and they • A pressure drop when the system is activated
should be constantly fitted in internal spaces triggers a fire alarm indicating the location of the
• Fire hoses are not more than 20m long unless the sprinkler zone.
ship’s breadth is over 30m. • Uses fresh water from a pressurised tank but can
operate with seawater when the tank is empty.
• Operates at a minimum pressure of 4.8 bar.
| 17
Firefighting equipment and its use continued
Isolation valve
Check valve Valves

locked open
Sprinkler head
Sprinkler heads
Flow meter
Relief valve Other

sections
Pump
Pressure Fire alarm

switch
Compressed air
pump controller)
(Feedback to
Fresh water
Connection
Freshwater Seawater
to fire main
pressure tank suction
Pump test
Drain
Figure 12: Water spray system
Maintenance tips
• Follow manufacturer’s maintenance instructions • Drain and clean pipework after testing with
and statutory requirements set out in IMO MSC seawater.
Circs 1432 and 1516 (see Appendix 3). • Never paint sprinkler nozzles, and regularly open
• Ensure operating instructions are clear and and close manually operated valves, returning
prominently displayed. them to the correct position afterwards.
• Ensure that valves and other system components
are correctly labelled and the position of each
valve is correctly set. This is essential. Check that
controls are in the automatic position and that the
systems will deploy automatically. This is essential.

Water deluge • Arranged similar to a sprinkler system except
A fixed fire-extinguishing system found in garage nozzles are closer together, ie 3.5m apart, in zones
spaces. Method of extinguishment is by cooling, after of at least 20m in length.
manual release of water from fixed nozzles. Provides • Designed to simultaneously protect two adjacent
blanket coverage but may be a suppressant only if fire fire zones with a minimum water release of 5l/m2 to
is shielded by closed-top, high-sided vehicles. 15l/m2.
• Seawater sprayed from fixed discharge nozzles. • Manually operated maintenance valves should be
• Connected to large-capacity seawater pumps to open, while remotely operated isolating values
enable release of large quantities of water. should be kept shut.
• Manually activated from outside the protected • Releases large quantities of water, which can be a
space. stability hazard if not drained away. Freeing ports
should be kept clear.
• Nozzle is open ended.
Isolation valve
Check valve
Discharge nozzle
Flow meter Discharge nozzles
Pump
Other
sections
Drencher
room
Deluge pump 1
Pump
controls
Seawater main
Deluge pump 2 Connection

to fire main
Pump test
Figure 13: Vehicle deck drencher system
| 19
Maintenance tips
• Follow manufacturer’s maintenance/operating • Check that controls are set for remote rather
instructions and statutory requirements set out in than local release.
IMO MSC Circs 1432 and 1516 (see Appendix 3). • Use a different section of the deluge system
• Ensure operating instructions are clear and each week for washing down ro-ro decks and
prominently displayed. thereby complete systematic operational tests.
• Ensure that valves and other system components
are correctly labelled. This is essential.
High-pressure water spray (mist or fog) detection, release is simultaneous from each nozzle
A fixed fire-extinguishing system is commonly found in the group.
throughout the vessel and in machinery spaces, it may • Nozzles in accommodation spaces can be provided
be used in conjunction with fixed CO2. with a quartzoid bulb for automatic release.
• Nozzle spacing is dependent upon height of
The method of extinguishment is by cooling and the space protected, so heads are not always
smothering through the production of steam. Water interchangeable.
release is automatic or manual, at high pressure, from • Produces a very fine water mist or fog, which cools
fixed nozzles in a water fog or mist. It provides volume and also provides a smothering effect (steam).
coverage, but is commonly used for automatic protection • Operates at pressures of over 100 bar.
of accommodation areas and for Local Application
• Can be activated without risk of harming people
Systems protecting high-risk areas in the machinery
inside the space.
spaces such as purifier areas and around generators.
• Causes minimal damage to equipment, as it uses a
• Nozzles are arranged in groups. Nozzles in
very small quantity of water.
machinery spaces are open and, following flame
Figure 14: Water mist head - bulb intact (left) and damaged (right)

Isolation valve
Check valve
(Automatic valves operated (Isolation valves Fire alarm
Automatic valve when fire detected) locked open)
Mist nozzle
Flow meter
Heat/smoke/
flame/detector
Other
Pump sections
(Feedback to
Fresh water
pump controller)
Control
Pressure panel
switch
High pressure pump
Freshwater tank
Drain Pump test
Figure 15: Water mist system
Maintenance tips
Follow manufacturer’s maintenance/operating • It has been found that ships’ crews intentionally
instructions and statutory requirements set out in disable water mist systems to prevent accidental
IMO MSC Circs 1432 and 1516 (see Appendix 3). release. Check that your system’s controls are set
• Ensure that operating instructions are clear and to ‘automatic’ and that the system will deploy
prominently displayed. automatically. This is essential.
• Ensure that valves and other system components • Care should be taken to identify any empty or
are correctly labelled and correctly set. This cracked glass bulbs.
is essential.
| 21
High-expansion foam • Smothers and provides some cooling.

Fixed firefighting equipment occasionally used in • Different types of foam concentrate are available
garage spaces and engine rooms. The method of (eg protein, fluoroprotein and aqueous film), which
extinguishment is by smothering through the manual can be used to modify the cooling and smothering
release of large volumes of foam from fixed outlet(s). properties of the foam.
• Provides volume coverage. • It is safer than CO2 and can be used in garage spaces,
• Uses a mixture of foam concentrate, water and air. where it can be released without risk to human life.
Isolation valve
Check valve
Foam nozzle
Flow meter Other

sections
Pressure
relief valve
To engine
Vacuum
room
relief valve
Remote
operated valve
Pump
Control
room
Valve Remote
Foam filling Pump
locked controls
operation
line cabinet
open
Foam Water
Liquid foam tank
pump pump
Mixing
Drain valve Seawater
Pump (or fresh water)
test
Figure 16: Water mist system
Maintenance tips • Check that controls are set for remote rather
Follow manufacturer’s maintenance/operating than local release. This is essential.
instructions and statutory requirements set out in • Where the system permits, keep valves a few
IMO MSC Circs 1432 and 1516 (see Appendix 3). turns open. Start the foam concentrate pumps
• Ensure that operating instructions are clear and each month.
prominently displayed. • Annually check foam concentrate (by controlled
• Ensure that valves and other system components test) if the concentrate is more than three
are correctly labelled. This is essential. years old.

Carbon dioxide • CO2 is an asphyxiant gas, ie one that can reduce the
Fixed firefighting equipment used in garage spaces oxygen in the space’s atmosphere to below the level
(and machinery spaces) of cargo ferries. The method able to support human life. CO2 gas is usually stored
of extinguishment is by displacing air and reducing the in pressurised bottles at 56 bar or in a bulk tank at
oxygen content in the compartment. This is achieved -200oC and 20 bar, in a locked room. Entry to the
through the manual release of a large volume of CO2, room should not be made until the room has been
through fixed outlet nozzles. ventilated, and its atmosphere has been tested and
confirmed as safe.
• Provides volume coverage.
• Has dedicated delivery pipework.
• Works by reducing oxygen content in air to below
the level that supports combustion. • It is essential that compartment doors and dampers
are closed and sealed before release of CO2.
• 45% gas concentration is required for extinguishing
a fire in a garage space. • Most effective when released early, on a nascent fire.
Isolation valve
Check valve
Master CO2 valve
CO2 nozzle
To open deck
CO2 cylinder
regulator CO2 room
Manifold
Garage deck 1
CO2 horn
Garage deck 2
To engine
room
Release cabinet in fire station
CO2 cylinders
Figure 17: Carbon Dioxide system
Maintenance tips • Ensure, at all release stations, that there are

• Follow manufacturer’s maintenance/operating clear instructions for operation.
instructions and statutory requirements set out • Ensure that valves and other system components
in IMO MSC Circs 1318 (see Appendix 3). are correctly labelled. This is essential.
• After bottles have been removed or replaced, check • Ensure that CO2 nozzles are not blocked or painted.
that the linkage and release mechanism is correct • Periodically verify CO2 piping by blowing through
and the banks of bottles will release as required. it with compressed air.
| 23
Safety when using CO2 systems entering without wearing a breathing apparatus.
• It is essential for all personnel to be evacuated from It is important to carefully check for pockets of
the space, and to have been accounted for, before remaining CO2.
CO2 is released. This delay to account for personnel,
before activation, is both acceptable and necessary. Portable firefighting equipment
• The space should not be ventilated until it is Portable fire extinguishers are the first means of
confirmed that the fire has been extinguished attacking fire and are effective with small fires that
and the space has cooled. This may involve a fire have not taken hold.
team, wearing fireman’s outfits and breathing
apparatuses, entering the space with fire hoses
to cool any hot spot(s) that may otherwise cause Portable fire extinguishers look similar, but the colour
reignition. Beware of reignition while ventilating. of the label indicates the fire extinguishing method: red
= water, blue = dry powder, cream = foam, black = CO2
• The space should be ventilated and the atmosphere
and yellow = wet chemical.
checked with an oxygen concentration meter before
Type Extinguishing method Used on Not used on
Water Cooling Dry material. Oil, liquids or

electrical fires.
Foam Smothering Oil, combustible Electrical fires.

liquids and solid
materials.
Dry powder Smothering Dry materials, liquid Can be used on

fuels, flammable any fire except
gases, electrical metal fires.
equipment
(excluding high-
voltage equipment).
Carbon dioxide Smothering Ideal for electrical Can be used on

and liquid fuel most fires.
fires.

06. Emergency preparedness
It is a SOLAS requirement to keep fire protection systems, such as insulation, dampers,

self-closing fire doors and fire detectors, in good working order and to have firefighting
equipment available for immediate use. All crew need to know how to operate the
equipment, and have confidence that the equipment is effective. This can only be
achieved through regular and systematic examination, proactive planned preventative
maintenance, and frequent tests and drills.
There is information on all ferries which details where • the location of the emergency stops, fire dampers
fire protective/firefighting equipment is located (the Fire and ventilator controls
Control plan) and how to use the equipment (the Training • the location of the emergency generator
Manual). The Fire Control plan will be posted on a
bulkhead and the Training Manual can be found in mess
rooms. These should be studied during ship familiarisation. All crew should study the plan and memorise where
the key equipment is located. The fire plan should
be used during training. In an emergency, there is no
The Fire Control plan will show: time to learn about the equipment and its location.
• the location of A-class and B-class divisions
• the location of the fire alarms The Training Manual will contain information on:
• the fixed extinguishing system and the location of • general fire safety practice and precautions relating
the release stations to fire hazards
• the location of the fire pumps and hydrants • general instructions on firefighting activities and
• the location of the portable firefighting equipment, procedures
hoses and extinguishers, including the fireman’s • operation of fire detection systems and their
outfits and breathing apparatuses meaning
• the location of the breathing apparatus recharging • operation of the fixed firefighting equipment
facilities
• general use of firefighting and fire safety equipment.
Figure 18: Onboard training
| 25
Emergency preparedness continued
The Training Manual has valuable information and

should be studied carefully, but it is only by using the
equipment during fire drills that confidence is gained.
Case studies have shown that textbook firefighting
techniques, ie those taught during fire safety training
ashore, are the most effective means to extinguish fire.
These firefighting techniques should be practised on
board during drills.
The minimum frequency of fire drills (as required by

SOLAS) is monthly or when 25% of the ship’s crew have
changed. In practice, weekly inspection and testing is
preferable for:
• self-closing fire doors
• fire alarms and detectors (section by section in
rotation)
• the deluge system (section by section in rotation)
• the emergency fire pump and generator
• fireman’s outfits, and breathing apparatuses and
recharging facilities.
Figure 19: Practice drill
It is better for the tests to be completed by a different

SOLAS states that drills ‘shall, as far as practicable,
crew member, under the supervision of the safety
be conducted as if there were an actual emergency’.
officer, rather than by the same crew member. This will
As fires on ferries can occur as a result of a number of
ensure all crew gain experience and confidence in the
causes, training on board should attempt to replicate a
use of the equipment.
variety of scenarios, such as:
All crew should understand, have experience of and
• garage space fire involving the ship’s electrical
know how to operate:
equipment, dry combustible material, flammable
• the portable fire extinguishers liquids, vehicles and dangerous goods. Consider
• the fire hoses and nozzles access when vehicles cannot be moved because
• the breathing apparatuses and the fireman’s outfits passengers have the keys and making safe other
vehicles in the compartment
• the emergency fire pump and emergency generator
• accommodation fire involving galleys, cabins and
• the emergency stops, doors and dampers
storage areas
• the deluge, high fog, water spay or CO2 systems.
• machinery spaces involving electrical and
mechanical equipment
• passenger evacuation at sea and in port when the
ferry has a garage space fire.

Figure 20: Check equipment
When planning and conducting an emergency drill, An effective emergency drill should incorporate
consideration should be given to situations that might instructions on equipment use and firefighting before
prevent or restrict the use of emergency equipment, the drill and an analysis of performance after the drill.
such as loss of emergency power, failure of a fire Everyone who is part of the fire response team should
door to fully close and partial failure of the fixed practise donning the fireman’s outfit to check that the
extinguishing system. In practice, this does occur. suit and the boots fit.
Analysis of performance after a drill should include
human factors, such as communication, equipment
Each fire team on board is required to have a minimum
usability, human physical limits, allocation of tasks
of two explosion-proof or intrinsically safe two-way
and how all these can be improved. Any identified
portable radiotelephone apparatuses for firefighter’s
improvement should be made promptly so that it can
communication.
be tested during the next drill. These should also be
reported to the owners/managers.
| 27
07. The human element
The human element is about behaviour, about what people do instead of what they
should do, about what is forgotten, misinterpreted, done correctly or incorrectly, and
how to avoid mistakes.
The human element is also about design for use; for • the assumption, without verification, that a
example, making sure escape signs are in the best place sounding fire alarm was an alarm fault rather than
so they can be seen in a dark, smoke-filled compartment, an indication of fire
and that emergency procedure(s) are easy to follow and • the reluctance to enter the garage space to
training is effective. Consider and discuss these topics investigate a fire alarm
during a safety committee meeting and fire drill debrief.
• the failure to fully understand the release procedure
for the fixed firefighting system, causing delays in
Accident investigation has identified recurring themes that its use and, in one case, the failure to activate the
affect decision-making, such as experience, judgement, equipment, which had disastrous results.
knowledge, appetite for risk and leadership. Importantly,
these factors can alter when crew are under conditions of
Crew behaviour can also have a positive impact, as
stress or fatigue, in an emergency, or when there is lack of
shown in the case studies:
understanding of a situation or knowledge of a solution.
These are conditions in which mistakes can be made. • burning was smelt before smoke was detected
• activation of the fixed firefighting equipment
brought the fire under control
Knowledge of how people behave under conditions of
stress is essential when dealing with human factors. • textbook firefighting techniques, taught during
firefighting training and drilled on board, were
followed to good effect.
Think about fatigue and, if an emergency is prolonged,
how to manage it. Think about situational awareness
and how this is affected by stress or fear. Think about The UK Maritime and Coastguard Agency (MCA) has
communication, and how to ensure instructions are published two very good books on the human element
clearly communicated and understood. Understand in shipping, which are initiatives supported by Standard
likely behaviour, plan for it and do not rely on luck. Club and are recommended reading:
The key to successful fire prevention, detection and 1. The Human Element – a guide to human behaviour
extinguishment is the ship’s crew. It is the diligence of the in the shipping industry (ISBN 9780115531200)
ship’s crew in keeping a ship fire safe, checking and testing 2. Being Human in safety-critical organisations
fire alarms and firefighting equipment, completing fire (ISBN 9780115535352).
patrols, and observing the outbreak of fire and responding
promptly that prevents ship loss through fire. The
crucial importance of regular and realistic fire drills and
equipment tests cannot be overemphasised. Crew need to
instinctively know what to do in an emergency and how to
use firefighting equipment correctly and have confidence
that the equipment is fit for purpose. For this reason, fire
drills and equipment tests are held.
The case studies in Appendix 1 show some potentially

Figure 21: The Human Element – a guide to Figure 22: Being Human in
dangerous behaviour: human behaviour in the shipping industry safety-critical organisations

08. Accident investigation
If a fire occurs on your ship, there will be a number of interested parties who will want
to know the circumstances and cause of the incident.
These include: • learning outcomes that could result in

• flag state better firefighting
• port state • learning outcomes that could result in changes
to the safety management system or to
• ship’s classification society
marine regulation.
• hull and machinery underwriters
• P&I insurers
The investigator will carry out an initial inspection
• owner of the fire scene, without disturbing it. At this stage,
• charterer the fire investigator will be considering the extent
• cargo interests of damage, the remaining patterns of burning,
• police – particularly if there are fatalities evidence of firefighting and any disturbance to
the fire scene that this may have caused. The
• local authorities such as port or local fire service.
investigator will document this evidence by
taking photographs and making written notes.
On British registered ships, the MAIB (Marine Accident
Investigation Branch) will conduct the investigation
Thereafter, the investigator is likely to interview the
on behalf of the flag state and, for incidents
crew. This is an important part of the investigation.
involving ships in British waters, they will conduct
Crew members will be able to assist by providing
the investigation on behalf of the port state. In non-
information about the area damaged by fire and
UK ports, there are similar organisations and the
its contents before the fire. They will be aware of
harbour master or the Coastguard may investigate.
routine activities and the operation of equipment
within the area. Most importantly, crew will be able to
Hull and machinery, and P&I insurers will investigate provide important evidence about where the fire was
to establish the cause, the extent of damage first seen, how the fire behaved as it developed and
and the cost of repair/replacement. P&I clubs spread, and the firefighting actions undertaken. The
will also look for pollution, whether a third party investigator will want to review closed circuit television
suffered a loss and whether third parties may (CCTV) video footage or Voyage Data Recorder (VDR)
have caused the incident through a negligent act, data, and interrogate the fire alarm systems.
which may make them responsible for costs.
Surveyors and/or fire investigators, sometimes working

in conjunction with solicitors, will look to identify:
• the area of fire origin
• the cause or potential causes
• learning outcomes that may prevent a recurrence
of the incident aboard the ferry, on sister/similar
ships within the company’s fleet or in the industry
as a whole
Figure 23: Garage space fire

© Central Command for Maritime Emergencies, Germany
| 29
Accident investigation continued
The investigator will use this information to narrow • there is minimal disturbance to the fire scene until
down the fire’s area of origin and its possible after the investigation has been completed. It should
cause(s). He will take into account the most severe be noted that some fire debris is harmful to health
fire damage, which typically occurs at the area of and advice may be needed before debris is cleared
origin, and from where the fire has spread. The • crew members are not discharged/signed-off
investigator will take into account factors that may until after they have been interviewed by the
have affected the pattern of fire damage, such as fire fire investigator.
loading (quantity and nature of combustible material),
secondary fire, collapse of burning material and areas
where the fire may have burnt for longer because
the location was inaccessible during firefighting.
At this stage, the evidence gained allows the investigator

to develop a working hypothesis on the fire’s area of
origin and its likely cause. This hypothesis will be tested
during further examination of the fire scene, which will
involve disturbing/searching through the remaining
evidence. Searching through fire debris allows the
investigator to secure evidence that was previously
concealed and will help to establish more precisely the
materials that first ignited and the source of ignition. Figure 24: Trailer fire being extinguished
Thereafter, the investigator will be in a position to The investigator will consider all aspects of the fire and
finalise his views on the area of fire origin, the first firefighting to determine what can be done to prevent
material to ignite and the likely cause. He may need a similar fire from occurring and whether firefighting
to test these views by conducting laboratory analysis, drills and training were adequate. They will look at:
literature research and/or conducting calculations. The • maintenance of fire protecting material
investigator may also seek to further interview certain • maintenance of fixed and portable firefighting
members of the crew to confirm points of evidence not equipment
considered during the initial interviews. Supplementary • testing of self-closing fire doors
interviews are generally shorter in duration.
• testing of fire detection and extinguishing
equipment
Crew can assist the fire investigation by ensuring that: • fire drills completed
• a record is maintained of initial observations • fire patrols completed
and the steps taken to fight the fire. This would
• actions taken from discovery of the fire to its
normally be made by a designated officer at the fire
extinguishment.
command station
• log books and other documents, such as statements
of facts and equipment maintenance records, are Ships’ masters should seek advice from the ship
available for inspection owners/managers before the investigation commences
to ensure they are aware of the role of different
interested parties during a fire investigation.

09. Dos and don’ts checklist
Do:
• Ensure that the integrity of structural fire protection is maintained and that it is not
compromised during repair and/or modification.
• Make sure penetrations in compartment boundary bulkheads and decks are fire safe.
• Identify where emergency cables run and check that they are adequately protected
from fire.
• Have a programme to test fire detectors and alarms so that they are all tested in
rotation. Record the results in the log book(s).
• Have a programme to test fixed firefighting system(s) so that the entire system is
tested every month. Record the results in the log book(s).
• Hold realistic fire drills followed by a thorough debrief in accordance with SOLAS.
• Familiarise all crew with the firefighting equipment and the potential means for fire
to spread from compartments.
• Test the emergency fire pump and emergency generator during fire drills, ensuring
that all crew become familiar with their operation.
• Send all crew on an advanced firefighting course.
• Keep garage spaces clean and free from combustible material, such as oil, paper
and rags.
• Keep scuppers clean and free from debris. Water deluge systems can release large
volumes of water.
• Stow dangerous goods safely in the properly designated area.
• Fully close fire doors and ramps, and have measures in place to ensure they remain
fully closed.
• Have a continuous fire patrol giving special attention to potential fire hazards, such
as operating reefer containers/equipment and vehicles with hot engines.
• Investigate every lighted ‘open fire door’ indication lamp.
• Investigate every fire alarm. Promptly report the discovery of fire.
• Promptly fight fire, in accordance with training.
• Be afraid of smoke – it’s toxic.
• Be afraid of CO2 – it’s an asphyxiant.
• Ensure any equipment such as breathing apparatuses or portable radios are kept
fully charged and ready for use.
| 31
Dos and don’ts checklist continued
Do not:
• Cut holes in compartment boundaries or thermal insulation.
• Modify bulkhead or deck pipe and cable penetrations without correctly reinstating
fire stopping.
• Paint over release nozzles in a sprinkler, deluge, CO2 or high fog
extinguishing system.
• Store oil in drums, wood, paper, oily rags or similar combustible material in garage
spaces or in spaces without a fixed fire detection and extinguishing system.
• Wedge a fire door open or disable a door position indicator lamp.
• Allow passengers in vehicles when the ship is navigating, except on those very short
voyages where passengers remain in vehicles.
• Smoke, or permit smoking, except in dedicated smoking areas.
• Disable fire detectors or fire alarm zones, without putting alternative precautions
in place.
• Assume a sounding fire alarm is an alarm fault – investigate.
• Ignore smoke or unexplained heat – investigate.
• Delay firefighting – every minute is precious.
• Enter a space on fire, or one which has been on fire, on your own.
• Open a fire door or damper until the fire is completely out and the space has cooled.
• Enter a space with an extinguished fire or where CO2 has been released, without
wearing a breathing apparatus, until the atmosphere in the space has been tested
and found to be safe.
• Switch the fire detection system off during loading/discharge – despite exhaust
fumes causing false activations.

10. Appendix 1: Case studies
The examples that follow consider three ferries with garage space fires. They show
what can go wrong and why, and what the ship’s crew could have done differently.
It will be seen that action taken by the ship’s crew and the effectiveness of fixed
firefighting equipment were crucial.
Fire on board Commodore Clipper The reefer containers were stowed above and below
16 June 2010 deck. Those stowed below deck had their reefer
equipment connected to the ship’s electrical power.
Some containers were curtain-sided and contained
pre-packaged potatoes for delivery to supermarkets.
The Commodore Clipper was fitted with CCTV,

smoke alarms, forced draft ventilation and
a drencher system in the garage space.
Events
- 02:37: an image from a CCTV camera became hazy.
- 02:39: the breaker opened on the 400V electrical
distribution system.
- 02:41: other images on CCTV cameras became
grey/hazy.
- 02:42: two garage space fire alarms sounded.
Although there was no history of faulty alarms, the
alarms were thought to be faulty and were reset.
- 02:43: the bridge watch officer sent the lookout
to the garage space to check for fire. He took a
handheld radio, which did not work properly.
- 02:45: the duty engineer asked the electrical
engineer to check the fire detection system for
faults. By this time, fire alarms had sounded six
times and had been reset each time.
Figure 25: MAIB Investigation report - 02:46: by this time, ten different fire alarm sensors
had sounded and been reset. The sounding alarm
Commodore Clipper, a passenger car ferry, sailed from was still thought to be a fault.
St. Helier, Jersey, at 21:45 on 16 June 2010, bound - 02:48: the lookout returned to the bridge having
for Portsmouth. She was loaded with 77 trailers, of not gone to the garage space, but he did ask two
which 24 were refrigerated, and carried 62 passengers night stewards if they could smell smoke, which
and 39 crew. Weather during the voyage was fair they could.
and the ship made good progress to Portsmouth.
| 33
- 02:49: a total of 6 minutes 54 seconds after the Fire on board Corona Seaway, Kattegat
first alarm had sounded, the fire detection system 4 December 2013
ceased to operate. By this time, a total of 16 sensors
had activated 81 times, with individual alarms reset
11 times and the alarm system reset 7 times.
- 02:50: the lookout was sent to the main deck to
look for smoke.
- During this period, the electrical engineer entered
the garage space and found it filled with smoke. The
400V system serving the reefer containers was shut
down, forced draft ventilators were switched off and
dampers were closed.
- 02:54: CCTV camera showed the garage space was
filled with smoke. By this time, the ship’s crew were
responding to the fire.
- 02:59: the lookout sent to the main deck saw flame
and reported this to the bridge.
- 03:01: the general alarm was sounded.
Figure 26: Corona Seaways, 2013. Damaged vehicles on the main deck
- 03:04: the garage space drencher system was
activated, which suppressed the fire. The Corona Seaway, a freight ferry, departed Fredericia
- Emergency services arrived and Commodore bound for Copenhagen at 21:10 on 3 December 2013.
Clipper finally berthed at Portsmouth at 10:55 the She was loaded with lorries and trailers, with 170
next morning. units stowed tightly together in her lower hold, on
the main and upper weather decks, and on access
ramps. On board were 19 crew and 10 passengers
From first alarm to drencher release was approximately
(drivers). She had CCTV, smoke alarms, forced draft
25 minutes.
ventilation and CO2 smothering in the garage space.
In summary, action to extinguish the fire was delayed

Events
due to fire alarms being assumed to be false alarms.
This illustrates the importance of taking all fire alarm - 01:30: the on-watch able seaman reported
activations seriously. satisfactory completion of a fire patrol and all was
in order.
- 02:15: a fire alarm sounded in the garage space
and was observed by the bridge. Checks of the
CCTV showed no evidence of smoke or fire. An able
seaman was sent to investigate and looked into
the garage space but did not enter. He saw neither
smoke nor flame. The master arrived on the bridge
and saw smoke and flame on the CCTV. The general
alarm was sounded.
- 02:25: ventilation dampers were reported closed.
All personnel, except for one, were mustered and
accounted for.

- 02:30: the missing person was found and Events
CO2 released. - 23:07: the bridge watch had changed and the on-
- 03:00: the upper deck drencher system was watch able seamen completed a fire patrol, finding
activated to provide boundary cooling. all in order.
- 03:10: it was found that only 9 tonnes of the ship’s - 23:58: a fire alarm sounded. At the same time, the
21.3 tonnes of CO2 had released. A second release duty able seaman smelt smoke in the garage area
of CO2 was made but only a further 2 tonnes was and the bridge watch officer checked CCTV camera
actually released. The release of CO2 brought the images and saw smoke. The duty able seamen then
fire under control. reported seeing flames.
- 06:40: Corona Seaway was safely berthed - 24:00: the master arrived on the bridge and ordered
at Helsingborg. power in the garage space to be switched off.
- 00:02: only four minutes after the first fire alarm
The reason why the CO2 partially released was had sounded, the garage space drencher system was
never identified. The ship had a low pressure activated from the bridge but it failed to operate.
system with a single storage tank. - 00:07: engineers tried to operate the drencher
system from the engine control room but it still
failed to operate.
Fire on board Lisco Gloria, north-west Fehmam
- 00:09: the automatic sprinkler system in a garage
8 October 2010
space access activated, but shortly afterwards a
water pipe under pressure burst and the sprinkler
shut down.
- Around this time, the master ordered evacuation
from the ship. Only 11 minutes had passed since the
first fire alarm had sounded.
- 01:35: all passengers and crew had safely evacuated
from Lisco Gloria.
- The fire was burning out of control and the ship was
drifting towards Danish waters.
- On 18 October, firefighting was still being
maintained with boundary cooling to reduce the
high temperature, with all fires being eventually
extinguished by 23 October. The ship was a total loss.
Figure 27: Fire on board Lisco Gloria Subsequent investigation concluded that the
© Central Command for Maritime Emergencies, Germany
drencher system had been in full working order
but that it failed to activate because it was set
Lisco Gloria, a passenger ferry, departed Kiel at
to manual (local) rather than remote release. So
22:00 on 8 October 2010, fully loaded with lorries
despite the fire being detected early and the crew
and trailers. She had 32 crew and 203 passengers.
responding promptly, the ship was lost because the
Some of the trailers were reefer units. These
drencher system failed due to an incorrect setting.
were connected to the ship’s electrical power
This illustrates the importance of regular checks
supply system. She proceeded towards Klaipeda
of the firefighting systems and their settings.
in fair weather with a fresh ENE’ly wind.
| 35
11. Appendix 2: SOLAS chapter II-2,
fire safety requirements on ship
construction – fire protection,
detection and extinction
Knowledge of fire safety regulations enables better understanding of fire safety in
general. The following references consider the principle construction requirements for
ro-ro ferries that are not carrying dangerous goods.
SOLAS chapter II-2 • Fixed extinguishing systems in cargo spaces, ro-ro/

• Combustible material, regulation 5 (fire growth special category spaces:
potential) part 3, regulation 11 (structural integrity) - requirements for gas (CO2) fire-extinguishing
parts 2 and 5. systems, regulation 10 (firefighting) parts 4
• Smoke generation (paints), regulation 6 (smoke and 7, and regulation 20 (protection of vehicle,
generation potential and toxicity) part 2. special category and ro-ro spaces) part 6.
• Fire detection systems, regulation 7 (detection - for water-based fire-extinguishing systems,
and alarm) parts 6, 7, 8 and 9, and regulation 20 regulation 20 (protection of vehicle, special
(protection of vehicle, special category and ro-ro category and ro-ro spaces) part 6 and MSC/ Circ
spaces) part 4. 1430, MSC/Circ 1272, Res.A.123(V) if an older
system.
• Structural fire protection – requirements for
main fire zones, bulkhead penetrations/openings, • Fire main and hydrants, regulation 10 (firefighting)
cargo space boundaries, protection of vehicle/ part 2.
special category and ro-ro spaces, regulation 9 • Portable fire extinguishers, regulation 20
(containment of fire) parts 2.2, 3, 4 and 6, and (protection of vehicle, special category and ro-ro
regulation 20 (protection of vehicle, special spaces) part 6.2.
category and ro-ro spaces) part 5. • Escapes, regulation 13 (means of escape) parts 5, 6
• Ventilation – requirements for air supply and and 7.
precaution against flammable vapours in • Operational readiness, regulation 14 (operational
enclosed vehicle/special category and ro-ro readiness and maintenance) parts 2.1, 2.2 and 3.
spaces, regulation 5 (fire growth potential) part Training and drills, regulation 15 (instructions,
2, regulation 8 (control of smoke spread) part on-board training and drills) parts 2 and 3, and
4, regulation 9 (containment of fire) part 7 and regulation 16 (operations) part 2.2. Plus chapter III
regulation 20 (protection of vehicle, special regulation 19 (emergency drills and training) parts
category and ro-ro spaces) part 3. 2 and 3.
• Fire Fighters Equipment, regulation 10, including
additional Fire Team Radio Equipment.

12. Appendix 3: IMO Circulars
• Guidelines for the Maintenance and Inspections of

Fixed Carbon Dioxide Fire-Extinguishing Systems
(MSC.1/Circ.1318)
• Revised Guidelines for the Maintenance and
Inspection of Fire Protection Systems and
Appliances (MSC.1/CIRC.1432)
• Amendments to the Revised Guidelines for the
Maintenance and Inspection of Fire Protection
Systems and Appliances (MSC.1/ Circ.1516)
• Revised Guidelines for the Performance and Testing
Criteria, and Surveys of Foam Concentrates for Fixed
Fire-Extinguishing Systems (MSC.1/Circ.1312)
• Interim guidelines for minimising the incidence
and consequences of fire in Ro-Ro spaces and
special category spaces of new and existing Ro-Ro
passenger ships (MSC.1/Circ.1615)
Figure 28: Fireman suit and breathing apparatus
Figure 29: Fire on board Lisco Gloria Figure 30: Sources of fuel
| 37
List of figures
Figure 1: Garage space on ship 5

Figure 2: Road trailer 6
Figure 3: Firemans suits 7
Figure 4: Fire triangle 8
Figure 5: Fuel source stored above flashpoint temperature 9
Figure 6: Potential fuel source 10
Figure 7: Compartment fire protection components 12
Figure 8: International Convention for the Safety of Life at Sea (SOLAS) 13
Figure 9: Ferry boundaries 14
Figure 10: Water spray system valves for vehicle deck 15
Figure 11: Hydrant 17
Figure 12: Water spray system 18
Figure 13: Vehicle deck drencher system 19
Figure 14: Water mist head - bulb intact (left) and damaged (right) 20
Figure 15: Water mist system 21
Figure 16: Water mist system 22
Figure 17: Carbon Dioxide system 23
Figure 18: Onboard training 25
Figure 19: Practice drill 26
Figure 20: Check equipment 27
Figure 21: The Human Element – a guide to human behaviour in the shipping industry 28
Figure 22: Being Human in safety-critical organisations 28
Figure 23: Garage space fire 29
Figure 24: Trailer fire being extinguished 30
Figure 25: MAIB Investigation report 33
Figure 26: Corona Seaways, 2013. Damaged vehicles on the main deck 34
Figure 27: Fire on board Lisco Gloria 35
Figure 28: Fireman suit and breathing apparatus 37
Figure 29: Fire on board Lisco Gloria 37
Figure 30: Sources of fuel 37

Authors
Kirk McGregor, Senior Surveyor Frank Anderson, Dr JH Burgoyne & Partners LLP
Captain Robert Kirk McGregor is a Master Mariner, Frank Anderson commenced his career as a seagoing
having spent over 20 years at sea, serving as Master on marine engineer, sailing on ro-ro/ passenger ferries,
feeder container ships. He has experience as a flag state bulk carriers, passenger ships, containerships
surveyor and has previously worked as a master mariner and tankers. After studying for a BSc in Marine
expert attending container ships that have incurred Technology (honours in Marine Engineering) he
deck container collapses and losses. Kirk is a senior worked as a marine surveyor in Singapore.
surveyor with the club’s loss prevention department.
In 1997 he joined Burgoynes where he has specialised
in fire investigation and forensic engineering. He
has investigated fires on a wide variety of ships,
around the world including a number of incidents on
ro-ro/ passenger ferries. His given expert evidence
in criminal courts, civil courts, arbitrations and
mediations, both in the UK and overseas. He is a
Paul R. Nichols, Lead Specialist Chartered Engineer and Fellow of the Institute of
Paul R. Nichols is a Lead Specialist for Lloyd’s Register Marine Engineering, Science and Technology.
of Shipping working in the Passenger Ship Support
Centre. He began in the industry in 1981 with British
Shipbuilders then moved to Lloyd’s Register in 1988
after graduating with a B.Eng. (Hons) from University of
Newcastle. Within LR he has spent time in various survey
and support roles concentrating on passenger ships
over the last 20 years. Paul is a Chartered Engineer,
Chartered Marine Engineer, Fellow of the Royal Institute
of Naval Architects and Fellow of the Institute of Marine
Engineers, Science and Technology, and recently gained
a Master of Science from the University of Newcastle.
In recent years, his work has included supporting yards
around the world in building passenger ships and he sits
on various groups relating to passenger ship safety.
The authors acknowledge technical contributions from colleagues and associates with particular thanks to:
• Eric Murdoch BSc, MSc, CEng, MRINA, MI MarEST
• Jane Jenkins, Lloyd’s Register
• Frank Anderson, Dr JH Burgoyne & Partners LLP
| 39
| 40
Keep up to date by visiting the Knowledge Centre
section on our website standard-club.com
@StandardPandI
@StandardClubPandI
The Standard P&I Club
The Standard Club Ltd is incorporated in Bermuda (No. 01837), authorised and regulated by the Bermuda Monetary Authority. Registered office: Swan Building,
2nd Floor, 26 Victoria Street, Hamilton HM 12. The Standard Club Ltd is the holding company of The Standard Club UK Ltd, The Standard Club Ireland DAC
(both managed by Charles Taylor & Co. Limited) and The Standard Club Asia Ltd (managed by Charles Taylor Mutual Management (Asia) Pte. Limited).
The Standard Club UK Ltd is registered in England, No.17864, at The Minster Building, 21 Mincing Lane, London EC3R 7AG, authorised by the Prudential Regulation
Authority FRN 202805 and is regulated by the Financial Conduct Authority and the Prudential Regulation Authority. The Standard Club Ireland DAC is registered in
Ireland, No. 631911, at Fitzwilliam Hall, Fitzwilliam Place, Dublin 2; authorised and regulated by the Central Bank of Ireland. Managers: Charles Taylor & Co. Limited.
Registered in England No. 02561548 is authorised and regulated by the Financial Conduct Authority FRN 785106. Registered office: The Minster Building, 21 Mincing
Lane, London EC3R 7AG.
The Standard Club Asia Ltd. is a company incorporated in Singapore with limited liability (No. 199703224R), authorised and regulated by the Monetary Authority
of Singapore. Managers: Charles Taylor Mutual Management (Asia) Pte. Limited, a company incorporated in Singapore with limited liability (No. 199703244C).
Registered office: 140 Cecil Street, #15-00 PIL Building, Singapore 069540. The Standard Club Asia Ltd (Hong Kong Branch) is authorised and regulated by the
Hong Kong Insurance Authority, registered in Hong Kong (No. F24636). Managers: Charles Taylor Mutual Management (Asia) Pte. Limited (Hong Kong Branch),
registered in Hong Kong (No. F24645). Registered offices: Suite A, 29/F 633 King’s Road, Quarry Bay, Hong Kong.
May 2021

A Master's Guide To Fire Safety On Ferries

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A Master’s Guide to:

Captain Yves Vandenborn, Director of Loss Prevention

2 | A Master’s Guide to Fire safety on ferries

01. Introduction 4 06. Emergency preparedness 25

Fire safety is one of the first topics discussed during

4 | A Master’s Guide to Fire safety on ferries

The detection of heat, smoke and flames, either

Safe garage spaces

• has no unnecessary sources of ignition. This is

Figure 2: Road trailer

6 | A Master’s Guide to Fire safety on ferries

It illustrates the principle that if an oxidiser Fuels

8 | A Master’s Guide to Fire safety on ferries

Figure 5: Fuel source stored above flashpoint temperature

Properties of exemplar fuels

Acetylene (gas) - 305 2.5 100 -

Figure 6: Potential fuel source

10 | A Master’s Guide to Fire safety on ferries

Fuel Conditions required for ignition Typical sources of ignition

Fire spread The Safety of Life at Sea Convention (SOLAS) requires

Figure 7: Compartment fire protection components

12 | A Master’s Guide to Fire safety on ferries

Check the arrangements on your ferry and make

Figure 8: International Convention for the Safety of Life at Sea (SOLAS)

Zone 8 Zone 7 Zone 6 Zone 5 Zone 4 Zone 3 Zone 2 Zone 1

Figure 9: Ferry boundaries

Fire protection period of not less than 60 minutes. A-class divisions

14 | A Master’s Guide to Fire safety on ferries

Fixed firefighting equipment

Type Used Tips

Sprinkler Cooling Check piping is free from damage

Drencher Cooling Check manually operated valves

High pressure Smothering Release water mist system as soon

High expansion Smothering Release foam as soon as a fire

CO2 Smothering Before release, batten down and seal

16 | A Master’s Guide to Fire safety on ferries

Check valve Valves

Relief valve Other

Pressure Fire alarm

Figure 12: Water spray system

18 | A Master’s Guide to Fire safety on ferries

Flow meter Discharge nozzles

Deluge pump 2 Connection

Figure 13: Vehicle deck drencher system

20 | A Master’s Guide to Fire safety on ferries

Drain Pump test

Figure 15: Water mist system

High-expansion foam • Smothers and provides some cooling.

Flow meter Other

Figure 16: Water mist system

22 | A Master’s Guide to Fire safety on ferries

Master CO2 valve

Figure 17: Carbon Dioxide system

Maintenance tips • Ensure, at all release stations, that there are

Type Extinguishing method Used on Not used on

Water Cooling Dry material. Oil, liquids or

Foam Smothering Oil, combustible Electrical fires.

Dry powder Smothering Dry materials, liquid Can be used on

Carbon dioxide Smothering Ideal for electrical Can be used on

01. Introduction 4 06. Emergency preparedness 25