Fuwairit Fire Fighting Manual

MOL TANKSHIP MANAGEMENT LTD

Fire Training Manual

Title: Introduction

Approved by: MBS

FIRE TRAININGMANUAL

This manual is prepared in accordance with SOLAS Amendments 2000 Part E Regulation

15 2.3

Please note that this is a training manual and is intended for education of Officers and

Crew in Fire safety. It does not form part of the Safety Management System Manuals.



Title: Introduction

Approved by: MBS



Title: Introduction

Approved by: MBS

CONTENTS

1. Fire Training Manual Section 1

General Fire Safety practice and precautions related to the dangers of smoking, electrical

hazards, flammable liquids and similar common shipboard hazards.

Section 2

General instructions on fire-fighting activities and fire-fighting procedures including

procedures for notification of a fire and use of manually operated call points.

Section 3

Meaning of Ship’s alarms

Section 4

Operation and use of fire-fighting systems and appliances.

Section 5

Operation and use of fire doors.

Section 6

Operation and use of fire and smoke dampers.

Section 7

Escape systems and appliances

2. Fire Safety Operational Booklet



Title: General Fire Safety Practice

Section No: 1 - Page No: 1

Approved by: MBS

Section 1 ~ General Fire Safety Practice and precautions related to the dangers of smoking,

electrical hazards, flammable liquids and similar common shipboard hazards.

In order to prevent fires and explosions the sources of ignition must be kept under control. Fire or

explosion will not take place without a source of ignition. Sources of ignition include the following:

Smoking

Smoking is only permitted on board under controlled conditions. Smoking is strictly prohibited in any

area other than the designated Smoking areas defined in the Company’s Safety Management System.

Electrical Equipment

Only electrical equipment certified for use in an explosive gas atmosphere is approved for use outside

the machinery space and accommodation spaces.

Visitors to vessel must demonstrate to gangway watch that mobile phones and pagers are switched off.

Naked Lights

Matches, lighters, cigarettes, equipment and lighting that are not intrinsically safe are only to be used in

authorized areas.

Galley Fires and Exhausts

Electric ranges and ovens are a dangerous source of ignition, even though they are located inside the

accommodation. Their use is restricted by terminal regulations.

Galley exhausts and filters MUST be cleaned regularly to avoid build up of grease.

Hot Surfaces

High-pressure steam pipes and diesel engine exhaust piping are a source of ignition if fuel or other

flammable liquid comes in to contact with them.

Hot Work

Hot work is any work involving welding or burning, and other work including certain drilling and

grinding operations, electrical work and the use of non-intrinsically safe electrical equipment,

which might produce

an incendive spark. Hot work is only permitted under controlled conditions detailed within the

Company’s Safety Management System.



Title General Fire Safety Practice


Approved by: MBS

External Sources of Ignition

Sparks from the funnel must be prevented from blowing on to the tank deck. Course must be

altered at sea to put the relative wind on the bow, if the navigational situation allows this. Neither

Soot blowing nor use of the incinerator is allowed in port. Special care is necessary when a

tugboat, line handling boat, or workboat is alongside the vessel as their funnel exhausts are often at

the same height as the tank deck.

Metal-to-Metal Contact Sparks

Chipping operations and maintenance involving the use of steel tools may produce sparks which are

potential sources of ignition. Care must be exercised when using any type of tool on the tank deck,

but the use of non-ferrous tools is not recommended.

Tools carried in pockets or buckets can easily fall and are also a potentially dangerous source of

ignition. Impact between light metals such as magnesium, aluminium, or their alloys, and rusty

steelwork can also produce an incendive spark. Special caution is therefore required when

aluminium equipment is used on board tankers.

Spontaneous Combustion

Spontaneous combination can occur when rags or other oil, paint or chemical soaked waste is

discarded. Oxidisation of the impregnated material produces heat, which can raise the temperature of

the material to its ignition point. As heavy oil has a low ignition point, rags soaked with heavy oil in

the engine room are especially susceptible to ignition. Receptacles for oily rags must be emptied

frequently and the waste disposed of in a safe manner. Any oil spillage in the engine room must be

cleaned up immediately.

Electric Sparks

The use of electric appliances and instruments must be carefully controlled to eliminate the possibility

of sparking as a source of ignition. When the voltage between two poles is high, the insulation

provided by the air gap is partially destroyed and a corona discharge begins. If the voltage rises further

it develops into a discharge and is accompanied by sparks (e.g. electrostatic discharges, and lightning.)

A discharge of very short duration often occurs with switching gear. This can take place when earth

wiring is cut, when there is defective contact, electricity leakage, destruction of electric bulbs, or the

making or breaking of an electric circuit. Self-induced current when switching on or off a low

voltage device or low current circuit generates minute sparks. They commonly occur with small

electrical appliances such as cameras and personal stereo equipment. Sparks caused by the

operation of equipment such, as the following can be incendive:





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1. Electric motors.

2. Portable lighting equipment and flashlights.

3. Personal electrical appliances, including Mobile Phones and Pagers.

4. Communications equipment.

5. Welding.

6. Measuring instruments.

7. Switchgear.

8. Portable electric tools.

Electric circuit overheating or mechanical heating can result in equipment failure and fire. Proper

maintenance and correct operation of equipment of this kind is therefore essential.

Switches and Fuses

Only equipment certified for use in an explosive atmosphere is approved for use on the tank deck

and in any other location where ignition sources are a hazard. Whenever the use of portable lights or

electric appliances is proposed, the intended location must be tested for the presence of gas.

Electric cables must not be run through any space where gas may be present.

Stray Current

A difference in electrical potential between the vessel and a shore installation presents a hazard

because sparks may be generated when cargo hoses are connected or disconnected. Impressed-

current corrosion protection of a terminal jetty or the ship's hull can produce a situation of this kind.

If the vessel is fitted with such a system it must be shut down prior to and restarted after hose

connection / disconnection.

Electrical Storms

Lightning should be avoided at sea by steering a course to clear it if possible. All cargo operations

must cease and any discharge of gas to atmosphere stopped. In the event of ignition of gas emission

from a mast riser vent, stop the flow of gas and cool the area by means of fire hose water sprays.

Before extinguishing the riser fire with water or by fixed nitrogen system, consideration should be

given to the possibility of vapor clouds forming or re-ignition from heat within the riser.





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Electrostatic Discharge

Electric charge accumulation and subsequent electrostatic discharge is a frequent cause of

explosions on board tankers.

(i) As is the case with many other hydrocarbon liquids, a static electrical charge can be built

up within a liquefied gas as it is being pumped. It has been found that the charge will

increase as pumping velocity rises. This phenomenon occurs due to charge-separation

between layers within the fluid. The charge is then retained for some time within the liquid

mass by its non-conducting property. The danger of such charges is that they can attain

sufficient potential to create incendive sparks and, particularly in cargo tanks, electrical

arcing is possible. It is therefore, vital that the handling of gas cargoes only takes place in

spaces having atmospheres outside the flammable range. On LNG vessels, such

atmospheres are always maintained in the over-rich condition.

(ii) Problems with static electricity can also arise within vapour flows but only when the gas is

contaminated with debris, dust particles or when a condensed mist is present. In such

cases it is the debris (or the mist which forms as it exits to atmosphere), which attains a

static charge. Vapours which can attain a static charge in this way include carbon dioxide

(as a fire extinguishing agent ) and steam.

Clothes Dryers

When using drying cabinets, tumble driers or similar appliances, the ventilation apertures should

not be obscured by overfilling of the drying space. Any screens or fine mesh covers around the

ventilation apertures should be regularly inspected and cleaned, so that they do not become blocked

by accumulated fluff from clothing.

Some driers have a heating element on top of the drier. Such driers should have additional

protection to ensure that these surfaces remain clear. See photo below for result of fire on such a

drier.

Clothing must not be dried on engine room handrails as it may fall down on to a hot surface

beneath.





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Portable heaters

The use of portable heaters should be avoided wherever possible. However, if they are required in

extreme cold conditions, a protective sheet of a non-combustible material should be provided to

stand them on to protect flooring. Portable heaters should be provided with suitable guards and

should not be positioned close to furniture or other fittings. These heaters should never be used for

drying clothes etc.

Electrical Short Circuit

Fires can start as a result of an electrical short circuit, for example insufficient maintenance to a

motor starter panel can result in an electrical fire. The photograph below illustrates an example of

such electrical fire due to a short circuit fault on the incoming power cable connections.

Result of fire in a motor starter panel



Title: General instructions on fire fighting

activities

and procedures


Approved by: MBS

Section 2 ~ General instructions on fire-fighting activities and fire-fighting procedures

including procedures for notification of a fire and use of manually operated call

points;

The person who discovers a fire, oil leaks or sprays which may catch fire, shall raise the alarm by

any means available, including push-button type fire alarm, internal telephone, and shouting. Where

possible a phone call shall be made to Bridge or Cargo Control room if vessel carrying out cargo

operations advising location, type and size of fire.

On hearing general alarm, personnel should muster at their Muster Station:

In the event of fire, it is important that the command team and emergency team can command and

carry out fire fighting activity quickly and precisely. The muster list for fire fighting station is

prescribed by SOLAS regulations but it should be prepared considering the vessel’s type,

construction and number of crew, etc.

Organisation of Personnel - The ship's personnel shall be divided into teams, as follows:

1 Command Team (CT)

2 Emergency Team (ET)

3 Engine Control Room Team (ECRT)

4 Back-up Team (BT)

5 Chief Engineer / Gas Engineer (C/E Roving Commission) (G/E CCR)

The number and specific manning of teams 2, 3 and 4 will be governed by the total number and

competence of individual crewmembers in any particular ship. The Master should regard the team

listings herein as a guide, and implement them as far as is possible and practicable in his judgment.




activities

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MOL Tankship Management Ltd – Onboard Emergency Organisation

Bridge TeamMaster Third OfficerHelmsmanSupernumeraries

Back-up TeamFirst officerSecond officerFitterO/SO/SOilerChief CookSecond CookMessman

Roving CommissionChief EngineerElectricianCargo Engineer to CCR

Emergency PartyC/O1A/E2A/E or 3A/EBosunABABABOiler

Engine Control RoomDuty Engineer(or 2/A/E if 1/A/E is Duty Engineer)Duty Oiler



Title: General instructions on Fire Fighting

activities

and procedures


Approved by: MBS

Duties of each team:

(i) Command Team - The command team shall muster on the bridge and consist of:

1 Master

2 Third Officer

3 Helmsman (AB) (Duty Helmsman remains on duty)

The Master is in overall command and shall maintain direct contact with the emergency and back-up

teams, primarily by means of portable VHF or UHF radio. The Third Officer is responsible to the

Master for the safe navigation of the vessel during the emergency, and for all other communications

from and to the bridge.

The command team must have available on the bridge the following:

A copy of the Fire Control Plan

Copy muster checklists

A white board and soluble marker pen for general use, e.g. for noting the names of any crew

unaccounted for at roll call, SCBA bottle pressures and times of entry/exit, etc.

(ii) Emergency Team - The emergency team (ET) shall muster at emergency headquarters

(EHQ). If the primary EHQ is damaged or inaccessible then the ET should muster on the

open afterdeck for roll call, before proceeding to the secondary EHQ.

The Emergency Team shall comprise:

1. Chief Officer 5. AB

2. 1st Engineer 6. A/B

3. 2nd Engineer or 3rd Engineer 7. A/B

(Whichever is not Duty Engineer)

4. Bosun 8. Oiler

Every member of the team must be trained in the use of all firefighting and lifesaving equipment.

Familiarity and confidence with the SCBA is of particular importance. The Chief Officer is in charge

of all emergencies, which may arise outside the engine room (including compressor and motor rooms),

while the First Engineer will lead the ET during any emergency, which occurs in the machinery spaces.

The team leader must keep the bridge informed by means of regular situation reports. .

Note If an emergency is signaled during cargo operations the Chief Officer and the Cargo Engineer

will effect the emergency shutdown of the cargo system before mustering to their emergency stations.




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(iii) Engine Control Room Team - The engine room team (ECRT) shall comprise:

a) Duty Engineer or 2nd Engineer if 1st Engineer is Duty Engineer.

b) Oiler (Duty Oiler remains on Duty).

When the emergency signal is sounded they shall proceed to the engine room control room (ECR) to

relieve any personnel there, and then report to the bridge that they are closed up to emergency stations.

If it is found that it is not safe to enter the engine room, this fact must be reported at once to the CT.

iv) Back-up Team - The back-up team (BT), led by the First Officer and shall muster outside

the accommodation block on the after deck. They shall assist the emergency team as

instructed by the command team. The Back-up Team may be assigned to support

firefighting or damage control, or to carry out other functions such as closing off

ventilation, boundary cooling, the preparation of Life Saving Apparatus, and the

provision of first aid and stretcher parties. This team will comprise all those crew

members not assigned to any of the other teams. The composition of the back-up team

should therefore approximate to the following:

1. First Officer 5. O/S

2. Second Officer 6. Oiler

3. Fitter 7. Chief Cook

4. O/S 8. Second Cook

v) Chief Engineer - The Chief Engineer is not included in any of the above teams. He has an

independent roving commission, he should first muster at the fire station in order to

establish location of fire, and then if safe to do so proceed to the engine room to satisfy

himself that the plant is safe, running normally and that emergency related services are

available. He must report his location to the bridge at the start of any emergency as part

of the initial roll call, and thereafter keep the command team informed of his

whereabouts and activities. If an Electrician is embarked he shall first muster at his

muster point and then accompany the Chief Engineer unless directed to do otherwise by

the command team.

vi) Gas Engineer – Should proceed to Cargo Control Room

vii) Supernumeraries (including visitors to vessel)- All supernumeraries shall report to the

Master, on the bridge. They may then be re-deployed at the discretion of the Master. In

port and dry-dock, all shore personnel and visitors should be directed to leave the vessel, provided it

is safe to do so, if not they shall proceed as directed by the Master.




activities

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Approved by: MBS

Basic Fire Fighting Methods

Fire can be extinguished by removing one of the three elements Fuel, Heat or Oxygen.

The following are basic methods of removing the elements:

1. Removing Fuel

Fires caused by leaking of flammable liquid or vapor from fuel oil lines, cargo line, etc. can

be extinguished by closing isolation valve in the vicinity of the leaking point and controlling

the fire with water spray, foam etc. Other flammable material in vicinity of a fire should be

removed.

2. Removing Heat

The most fundamental method of fire fighting is reducing temperature of the burning

product by water spray to remove heat.

Too much water spray will produce excessive steam that will reduce the visibility around the

scene and also increase water damage.

Generally water spray is better than water jet for fighting fire, as the spray of water is easy to

vaporize and remove the heat. Water spray should be made by using spray nozzles.

3. Removing Oxygen

Oxygen can be removed either smothering with an inert gas such as CO2 or by cutting off

the supply of oxygen by smothering (i.e. Foam). With these methods however, it is very

difficult to determine whether the fire has been extinguished and there are possibilities of re-

ignition when fresh air is introduced because of the heat remaining in the scene. Thus the

fire zone and boundary area should be cooled well before entering the zone to confirm that

the fire has been extinguished.




activities

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It is critical that a positive confirmation is made that all personnel are clear of the space before CO2 is injected.

Fire Fighting Procedure

The priority order of fire fighting in case of fire is as follows:

(1) Lifesaving

(2) Fire extinguishing

(3) Preservation of property

However, the Master should note that they might need to be carried out simultaneously

according to the situation.

Lifesaving

The saving of life is the first priority.

However, when the lifesaving cannot be started without fire fighting, fire fighting should be

carried out in order to support the lifesaving operation. In this case, the fire fighting should

be aimed at the security of the Search and Rescue team.

Stopping the Spread of Fire

After completion of lifesaving, the emergency team should protect or transfer the objects

that may catch fire in the vicinity. The aim of this job is not only protecting the structures,

facilities and objects from fire damage but also preventing the fire from spreading

Localization

Once the above processes are complete, the emergency team should localize the fire in the

room or compartment of the scene so that the fire cannot spread out. Once the fire was

localized, the force of the fire should be controlled and the fire should be kept localized by

using every possible means.

Salvage

Salvage should be carried out in the last stage of the fire fighting operation. Each

member carrying out the salvage should wear BA set.

All embers should be searched and extinguished. The fire compartment

should be cooled and ventilated to remove smoke, heat and gases,

however, this will also increase oxygen content in the compartment and

increase the risk of re-ignition of the combustibles and embers remaining.

The compartment should be continuously monitored to ensure there is no re-ignition.



Title: Meaning of Ship’s Alarms


Approved by: MBS

Section 3 ~ Meaning of Ship’s Alarms

Continuous ringing of the alarm bells or klaxon, together with continuous sounding

of the ship’s whistle - Local Emergency Signal – all hands proceed to emergency

stations.

Seven or more short blasts followed by one long blast on Ship’s whistle, made

simultaneously on the alarm bells or klaxon – General alarm Signal – all hands

proceed to their lifeboat stations and don their life jackets.

Word of Mouth from Master – Abandon Ship.



Title: Operation and use of Fire-Fighting systems

and appliances


Approved by: MBS

Section 4 ~ OPERATION AND USE OF FIRE-FIGHTING SYSTEMS AND APPLIANCES

4.1 Portable Fire Extinguishers

Portable fire extinguishers are designed to attack a fire in the early stage. Pressure inside the

extinguisher is used to expel the content, which will smother, cool or chemically interfere with the

fire; or fight the fire by combining two or more of these effects.

Water, Foam & Dry Powder

Extinguishers containing water, foam or dry powder may be similar in appearance, except that they

will be clearly labeled and colour coded so that the content may be easily identified, and they all

operate on the same principal. When activated, CO² gas exerts a downward pressure on the water,

foam or dry powder forcing it up a siphon tube and out through the delivery hose. The discharge

will be controlled by either squeezing and releasing the operating head lever or by a control lever at

the end of the discharge hose. Alternately A and B compound foam extinguishers rely on chemical

reaction to generate CO².




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Carbon Dioxide (CO²)

Where the extinguishing medium is itself CO² the gas is stored as a liquid under pressure. Upon

discharge the liquid expands into CO² gas.

Choosing the correct Extinguisher:-

The most appropriate extinguisher should be found near any risk, but this may not always be the

case, especially where there is more than one risk in the same area. For instance, in a Control room

there may be hydraulics, computers and other electrical equipment, papers and books. If the wrong

type of extinguisher is used on a fire the already serious situation may be made considerably worse.

Using a water extinguisher on a cooking oil fire could result in a contained, controllable situation

becoming a catastrophe, as the effect of directing water into burning hot fat is to cause the fire to

spread. It is important that every crewmember is familiar with the advantages and limitations of

each fire-extinguishing medium.

Water - Suitable for use on wood, paper, plastics and textiles (Class A fires)

DO NOT USE on fires involving liquid (oils, paints, fats, cleaning fluids, etc.)

DO NOT USE on fires where there is live electricity in the vicinity.

Foam -Suitable for use on liquid spills and contained liquid fires of oils, paints, cleaning fluids,

etc. and fires involving liquefiable solids such as fats and waxes. (Class B fires)

DO NOT USE on fires where there is live electricity in the vicinity.

Dry Powder -The type of powder known as BC Powder is suitable for use liquids and

liquefiable solids as described under FOAM above (Class B fires). BC Powder may also, with

the correct technique, be used to extinguish a high-pressure gas flame (Class C fires).

Additionally ABC Powder or Multi-Purpose Powder may be used against carbonaceous fires

(Class A fires).

Dry Powder gives a fast flame knock-down, and may be used on fires involving live electrical

equipment. However, it may not be effective against a deep-seated fire.

AVOID inhalation of powder.

Carbon Dioxide -Suitable for use on Class A & B fires and for Class C fires when in a liquid

state (e.g. liquid gas leak such as methane, propane, butane, acetylene or hydrogen).




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Safe for use on fires involving electricity.

May not be effective when used outside, especially in a breeze.

DANGER – Hold only the insulated parts of the discharge hose and horn. With the expansion and

evaporation of the CO² there are cooling processes and a danger of frost burn if the discharge horn

is not correctly held.

DANGER – If using a CO² extinguisher in an explosive atmosphere, stand it on the ground to

ensure any electrostatic charge is dissipated.

DO NOT USE without a discharge horn as the discharge will then entrain air and cause an increase

in the intensity of the fire.

DANGER – Do not remain in the area after the discharge, as CO² is asphyxiating.




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and appliances


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4.2 Extinguishers (Fixed and Wheeled Units)

Machinery spaces may be provided with larger fire extinguishers. These may be fixed or wheeled of

either foam, dry powder or CO². The principal differences between these extinguishers and fully

portable units are that they contain much more of the extinguishing medium but they are fixed at

one location or with a limited portability.

Capacities: Foam units: 45 or 135 litres

Dry Powder units: 23 – 75Kg

CO² Units : 9 – 45 Kg

4.3 Fire Hoses, Couplings and Nozzles

Fire hoses should be stowed rolled, Dutch rolled (i.e. rolled from the center with both couplings

accessible) or flaked.

Nozzles may be :

Diffuser Nozzle – A standard type of nozzle which by a twist-grip operation is able to shut off the

hose discharge or deliver it as a jet or spray according to the operator’s desire. Some diffuser

nozzles also have a water curtain capability.




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Ball Valve Nozzle: - These are controlled by a lever-operated ball valve.

Turbo Nozzle: - A Jet/Fog nozzle with spinning teeth. The flow rate is selected by mean of a lever.

High Performance Nozzle:- A spray, jet, shut –off nozzle with ‘teeth’ in the discharge end to give a

good spray pattern.




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4.4 International Shore Connection

At least one International shore connection with a flat face on one side and a coupling that will fit

the ship’s hydrant and hose on the other must be carried. A suitable gasket, four 16mm x 50 mm

long bolts, and eight washers are required to be kept with each International shore connection.

4.5 Fire Blanket

Fire blankets are suitable for contained fat fires, contained liquid fires and other small fires.

If the fire blanket does not have specific protected handholds, fold back the top edge over hands to

protect them. Allow the blanket to afford protection by letting it hang in front of you. This is

achieved by holding your hands up and apart. Hold the blanket so as to keep heat and flame off your

face and body, but do not obscure your vision.

Advance and lay the blanket over the fire. If it is a liquid fire make sure the blanket is stretched so

that it does not dip into the liquid. Do not throw the blanket down, as this may drive air into the fire

and cause it to become more intense or cause a plume of flame.

Once the fire has been extinguished do not remove the blanket until the previously burning item has

had time to cool. Removing the blanket too soon may allow re-ignition.

A person with burning clothes should be laid on the floor and wrapped in the blanket; but do not

leave them within the blanket as this may trap heat and cause more injury.

Prior to using the fire blanket, the source of heat should be switched off or separated from the fire.




and appliances


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4.6 Portable Foam Equipment

Portable foam producing appliances consist of a foam making branch pipe, an in-line inductor and a

supply of foam concentrate. The inductor mixes the foam concentrate with water at the right

percentage and the branch pipe mixes the resultant foam solution with air. The inductor and branch

pipe may be parts of the same unit.

4.7 Fireman’s Outfits

Fireman’s Outfits consist of Self Contained Breathing Apparatus, Protective clothing, axe, safety

lamp and lifeline.

Protective Clothing is designed to protect the skin from heat radiating from a fire, from burns and

scalding by steam. It is for use in close proximity to a fire, and is NOT for entry into a Fire.

Trousers should be worn outside of the boots, jacket worn over the trousers, neck curtain on helmet

to be worn outside of jacket, gloves to be worn outside of the jacket sleeves.




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4.8 Fixed Deck Dry Powder Systems -

Gas carriers are required by the Gas Codes to be fitted with a fixed dry powder system capable of

delivering powder to any part of the cargo area by means of fixed monitors or hand held hoses.

Dry Powder monitors are located at each manifold and 8 dry powder hoses are situated around the

tank deck of the vessel. Each monitor / hose is provided with an isolating/control valve and remote

activation for the dry powder storage units.

Dry chemical powders attack the flame by absorption of the free radicals in the combustion process

but have negligible cooling effect. Reignition from adjacent hot surfaces, therefore, should be

guarded against by cooling any hot areas with water before extinguishing the flame with dry

powder.

Dry chemicals should never be used in combination with sprayed water.

4.9 Fixed Water Spray System

Fixed water deluge systems are fitted to ships structures such as accommodation, tank domes,

manifold areas, etc. The system is designed to supply a layer of water over the exposed surfaces and

thus provide a useful cooling effect. Provided a water layer of some thickness can be maintained,

the surface temperature cannot exceed 100’C. Application rates vary with the distance of the

structure to be protected from the envisaged fire source and range from two to ten or more litres of

water per square meter of the protected surface.




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4.10 Fixed Gas Fire Extinguishing Systems -

MOL Tankship Management Ltd LNG vessels are fitted with CO2 systems to protect machinery

spaces, switchboard rooms, cargo machinery room and motor room.

There is an automatic audible alarm warning of the imminent release of the extinguishing medium.

However gas should never be released in to a space until it has been positively identified that all

personnel are accounted for outside of the space.

Carbon dioxide is always stored outside of the protected space.

4.13.1 Fixed Water Sprinkler Systems –

Water is a cheap readily available fire-fighting medium that has a large capacity to absorb heat.

Water systems are not usually complex, they are relatively simple to install and maintain, and are

immediately available. They are commonly found on MOL Tankship vessels in paint lockers.

4.13.2 Emergency Escape Breathing Devices-

These are supplied for escape purposes only. They are not to be used in firefighting operations.



Title: Operation and use of Fire Doors


Approved by: MBS

Section 5 ~ OPERATION AND USE OF FIRE DOORS

In order to restrict the spread of fire the bulkheads and decks of a vessel are constructed to a

particular standard. Various standards apply depending on the type of vessel and the nature of the

space surrounded. Generally the fire resistance of a bulkhead is expressed as A, B or C followed by

a number indicating the time that the division will prevent a specified temperature rise.

Class “A” – A division constructed of steel or equivalent material and capable of preventing the

passage of smoke or flame for one hour (according to a standard test). Class “A” division

bulkheads should be insulated with non-combustible materials so that on the side opposite to a fire

the average temperature will not rise more that 139ºC above the original temperature, nor more than

180ºC at any one point.

Class “A-60” – must prevent the stated temperature rises for at least 60 minutes.




Class “B” – A division capable of preventing the passage of flame for the first half an hour of the

standard test. The insulation should be such that on the side opposite to a fire the average

temperature will not rise more than 139ºC above the original temperature, nor more than 225ºC at

any one point.

Class “B-15” – must prevent the stated temperature rises for at least 15 minutes.

Class “B-0” – must prevent the stated temperature rises for at least 0 minutes.

A Class “B” division must be constructed of approved non-combustible materials except

that combustible materials may be permitted provided they meet certain other

requirements.

Class “C” – These divisions are constructed of approved non-combustible materials. They do not

need to meet the requirements for limiting the passage of smoke and flame nor limitations relative

to temperature rise. Combustible veneers are permitted provided they meet other requirements.

Fire resistance of doors and doorframes fitted to bulkheads and decks is to be, as far as is

practicable, at least equivalent to the bulkhead or deck in which they are fitted.



Title: Operation and use of Fire Doors


Approved by: MBS

Doors in Fire-Resisting Divisions

In “A” class divisions must be constructed of steel and doors in “B” divisions must be

non-combustible.

In boundaries of category A machinery spaces are to be self-closing and reasonably gas-

tight.

Self-closing doors are not to be fitted with any hold back device, unless it is capable of

remote release and of the fail-safe type.

Ventilation is permitted through the lower part or beneath a door that leads between a

corridor and a public space or cabin.

Watertight doors are not required to be insulated.

All fire doors are to remain closed except when in use.



Title: Operation and use of Fire and Smoke

Dampers


Approved by: MBS

Section 6 ~ OPERATION AND USE OF FIRE AND SMOKE DAMPERS

Fire dampers are provided in ventilation ducts and air intakes in order that in the event of fire

sections may be sealed and isolated and so prohibit the passage of heat and smoke. It is important

that they are maintained in good condition.

In its simplest form the damper will consist of a solid metal (steel) plate located inside an air duct.

In its open position the damper allows the free flow of air through a duct and in its closed position it

completely prevents the passage of air, smoke and heat through the duct.

However, automatic closure is permitted and in some cases is a requirement. Automatic operation

is usually by means of a fusible link, which is activated at temperatures between 68º and 70º, except

that in exhaust ducts serving spaces with high ambient temperatures (such as galleys or drying

rooms) the temperature at which the fusible link (or other system) activates may be increased. But

it may not be increased to more that 30º above the maximum deckhead temperature. Any automatic

system used in controlling the fire dampers must close the damper in the event of a failure in any

part of the system. Automatic damper closing systems must be capable of being manually

overridden.

Each damper must have a visible indication to show if it is open or closed. The indicator, which is

to be connected directly to the damper blade, may not be reliant on an electrical or pneumatic

system. The manually operated handle connected directly to the damper blade is often used as the

open / closed indicator. There are to be clear and permanent ‘open’ and ‘closed’ indications so that

the position of the damper may be readily determined.

The position from which any damper is operated must be readily accessible and marked in “signal

red” colour. If any damper is located behind a deckhead panel or other lining the access through

the deckhead or lining must be marked ‘FIRE DAMPER.’ There should also be a notation by

which the particular damper may be identified.



Title: Escape Systems and Appliances


Approved by: MBS

Section 7 ~ ESCAPE SYSTEMS AND APPLIANCES

The design of a vessel should allow for personnel to quickly and safely evacuate any compartment

and access the survival craft embarkation deck in the event of a fire or other emergency. Escape

routes are both routes for escape and access.

There are general rules regarding the escape from all accommodation spaces and from spaces in

which the crew is normally employed. Stairways and ladders are to be not less than specifically

stated widths; there are limitations on the extent of a continuous stair run, and regulations

concerning the dimensions of stairs. Ladders of rope or flexible chain or wire are not permitted to

form part of an escape route. Corridors and doorways giving access to and from stairways or open

decks must be wide enough to prevent congestion. Handrails at a height of 1m above the deck are

fitted to both sides of the corridor, except that only one rail is required in narrow corridors.

The main escape routes from an area should be widely separated and kept clear at all times.

Lifts are never to be regarded a means of escape.

Hatches – Hatches may provide the second means of escape from some crew accommodation or

working spaces such as a Steering Flat. Escape hatches must be operable from both sides, not able

to be locked, and accessed by a fixed steel ladder. For ease of opening escape hatches should be

provided with a counter balance.

Escape Panels – These are to be arranged so that they may be easily kicked out, and only one

escape panel is permitted in any escape route. Escape Panels must not be permitted in escape routes

taking passenger to survival craft embarkation stations, nor are they permitted in Class “A”

bulkheads or doors.

Inner Bedrooms – Where a crew cabin or suite incorporates a bedroom, or other inner room, that is

accessed through a dayroom, and there is no direct access to the inner room from the corridor, there

should be an escape panel or window to allow emergency evacuation of the inner room. However,

if the dayroom is fitted with a smoke detector that is part of the ship’s fixed fire detection system

the inner room does not require a second means of escape.

Doors: - Doors should normally open with the flow (i.e. in the direction of escape) except cabin

doors, which will normally open into the cabin. Doors in vertical emergency escape trunks will

normally open out of the trunk. In crew accommodation doors will normally be hinged, although

sliding doors may be permitted in some circumstances. Within escape routes doors (in crew

accommodation) may be locked for reasons of security provided the use of the route for escape

purposes is not impaired.



Title: Escape Systems and Appliances


Approved by: MBS

Machinery Spaces – There shall be two means of escape from each machinery space, one of which

shall provide continuous fire shelter. Ladders are to be secured with insulated fixing points so that

heat from a fire cannot be transferred to the ladder.

Spaces with Gas Cylinders – These are to be entered from the open deck. Access doors must open

outwards

Accommodation: two means of escape between main bulkheads, one giving direct access to the

embarkation deck or higher deck. Doors may be locked provided escape and access is not hindered

and provide that they can be opened from both sides.

Tower blocks with no outside decks: all levels are to be connected to each other by an external

sloping ladder with at least one access door at each level. All levels must also be connected by an

internal enclosed stairway.


Fire Safety Operational Booklet

Title: Fire Safety Operational Booklet


Approved by: MBS


This booklet is prepared in accordance with SOLAS Amendments 2000 Part E

Regulation 16 Parts 2 and 3





Approved by: MBS

Crew’s responsibilities for general fire safety of the vessel whilst loading and discharging

cargo:

1. Use only electrical equipment certified for use in explosive atmospheres on deck i.e.

Intrinsically safe Walkie Talkies and flashlights.

2. Stop cargo operations in event of electric storm in vicinity of vessel.

3. Earth radio transmitters.

4. Keep all doors to accommodation and stores closed. Use one entrance only for access to

accommodation on offshore side of vessel.

5. Do not permit unauthorized craft alongside the vessel.

6. Do not permit helicopter operations during cargo operations.

7. Fire Fighting Equipment – manifold equipment, dry powder monitors, visitor information,

display signs – no smoking, no mobile phones etc,





Approved by: MBS

8. Place air conditioning on re-circulation.

9. Inspect Compressor and Motor Rooms regularly and check bearing temperatures, leaks etc

10. Ensure vessel is securely moored at all times and that there is no possibility of cargo arms

moving.

11. Carry out regular safety and fire patrols of the vessel.

12. Safely dispose of oily rags

13. Do not carry out hotwork anywhere on board during cargo operations

14. Do not use incinerator during cargo operations.

15. Ensure smoking regulations are strictly enforced during cargo operations.

16. Ensure all visitors are made aware of safety procedures.

17. Ensure “No Smoking” signs are displayed.

18. Ensure cargo pump trips tested before cargo discharge begins.

19. Do not permit use of Ship/Shore bonding cables unless in accordance with ISGOTT.

20. Ensure procedures for Static Electricity prevention in Safety Management System are adhered

to.

21. Do not permit sparks to be emitted from funnel.

Readiness:

1. Have fire fighting gear prepared in vicinity of manifold.

2. Direct fire fighting monitors towards cargo manifold.

3. Ensure fire main is pressurized.

4. Ensure Fire Wallet available and up to date at gangway.

5. Ensure adequate means of emergency escape from vessel, i.e. offshore gangway or lifeboat.

6. Ensure Engine room manned at all times during cargo operations.

7. Ensure fire wires rigged correctly.

8. Ensure Ship Shore checklist completed and that contact details in event of emergency are

displayed in Cargo Control Room.





Approved by: MBS

Fire Fighting Guideline for Cargo Fires:-

MethaneExtinguishants:

Small Fires: Dry Powder, Water Spray.

Large Fires: Dry Powder, Water Spray

Methane burns with a clear flame that is almost invisible in daylight. Stay upwind. Isolate and

restrict area access. Use fine water spray or fog to control fire spread and cool adjacent structures or

spaces. Fire fighters must wear full face, positive pressure breathing apparatus and fire suit.

Oil Extinguishants:

Small Fires: Dry Powder, CO2, Foam or water Spray.

Large Fires: Water Spray fog or Foam. Water may be ineffective for fighting the

fire

but may be used for cooling structure and boundary cooling.

Stay upwind. Isolate and restrict area access. Use fine water spray or fog to control fire spread and

cool adjacent structures or spaces. Foam should be used to smother fire. Fire fighters must wear full

face, positive pressure breathing apparatus and fire suit.

Chemicals

Refer to Fire Fighting precautions for relevant chemical in “Product Data Sheets”

Documents

Fuwairit Fire Fighting Manual