Fire Fighting at Sea

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VIDf01H: FIRE FIGHrlNG Ar SEA
A  VIDEOTEL  PRODUCTION 
WITH  THANKS  TO: 
HUMBERSIDE  FIRE  BRIGADE  International  Maritime Organization 
THE  MASTER,  OFFICERS  AND  CREW  OF:  Interorient Navigation  Co.  Ltd 
MV ATLANTIC  CRUSADER  Intership  Navigation  Co.  Ltd 
MV  LANDI  LMS  Ship  Management 
BP  Amoco  Lothian  Shipping  Services  (London)  Ltd 
Fenwick  Shipping  Services  Ltd  NYK  Line 
Institute of Marine Engineers  SIGTTO 
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GRAHAM  EVANS 
CALVERN  BREIT 
PRODUCER:
ROBIN  JACKSON 
WRITER/DIRECTOR:
ZI GGY  USZKURAT 
PRINT AUTHORS:
ANDREW  ROGERS 
GRAHAM  EVANS 
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VIDEOTfL: fIRE fIGHTING AT SEA
INrRODucr.o
Fire  is  one of the greatest hazards at sea.  It threatens the safety of the vessel  and the lives 
of everyone  aboard. 
Even  a very small  fire can  quickly turn  into a  major disaster so  it is  vital  that everyone on 
board  is  aware  of the risks  and  plays their part  in  fire prevention. 
The  five  programmes  in  the Videotel  Fire  Fighting series  are  designed  to help  achieve  this. 
They  are: 
Programme 1. Fire  Prevention; 
Programme 2:  Basic  Fire  Fighting; 
Programme 3: Command  and  Control  at the  Incident; 
Programme 4. Command  and  Control  by the  Master; 
Programme 5.  Machinery Space  Fires. 
This  booklet contains  notes to accompany  each  of them. 
Section  - The Essential Basics - explains the  basic  principles  behind  fire - how it is  caused 
and  sustained.  It is  essential  reading  for everyone. 
Section Title Who is it for? Page
The  Essential  Basics  Everyone  2 
2  Fire  Prevention  Students of Programme  1:  Fire  Prevention  13
3 Basic  Fire  Fighting  Students of Programme  2:  Basic  Fire  Fighting  19 
4 Command  and  Control  Students of Programme  3: 
at the Incident  Command  &  Control  at the  Incident  37 
5 Command  and  Control  Students  of Programme 4: 
by  the  Master  Command  &  Control  by the Master  46
6 Machinery Space  Fires  Students of Programme  5:  Machinery Space  Fires  52 
7  Trainer's  Notes  Trainer  58
Ideas for use
8 Summary  of Programmes  Trainers  61
9  Glossary of Terms  Everyone  66
10  Assessment  Questions and  Answers  68
VIDEOTEL: flltE fIGHTING AT SEA
SECTION  J:  rHE ISSENT••1  BASICS 
In  this section  you  will  learn  about: 
•  The  fire triangle - the three elements  needed to produce and  sustain  a fire. 
•  How heat travels. 
•  How different types  of fuel  are  classified,  and  how they burn. 
You  will  also  gain  a greater awareness  of the  hazards  on  board your vessel. 
The  key to preventing,  fighting  and  controlling  fires  is  to understand what they are  and 
how they work. 
......•......•.......................................................  ........•. 
What is Fire?
Fire  is  a chemical  reaction  between  a flammable  material  and  air which  results  in the 
production  of heat and  light. 
A  fire cannot occur  unless three elements  are  present.  To  make them easy  to remember, 
they are  often shown  as  the Fire  Triangle. 
The  three elements needed to produce a fire are: 
•  A  Source  of ignition - HEAT. 
•  Something that will  burn  - FUEL. 
•  Support for combustion  - AIR.
A  fire can  only sustain  itself if all  three . 
components are  present.  Remove  one,  and 
you  extinguish  the fire.  This  is  the  simpl e basic 
principle of fire  prevention. 
Once  a fire  has  started,  however,  things get  a 
bit more complicated.  The  process  of 
combust ion  creates  a f ourth side to the 
"triangle"  - the chemi cal process  involved  in 
burning. We will  return t o  this in Section  3: 
Basic Fire Fighti ng.
For  now,  it  is  enough t o focus  on  the three sides  of the fire t ri angle.  There are  usually pl enty 
of all  three elements  around,  so  fire  is always a  risk.  However,  it  is  not  always  obvious which 
of the things  around  us  in  our everyday  lives are sources  of each  of these  elements . 
... ................ ....  .  ..... .. .  .  ..  .  .  .  ... ...........  .  .  .  .  ....... ....... .  .  .  .. ...... 
The First Side of the Fire Triangle: HEAT
It is  tempting t o  think  of a naked  f lame  as  the most common  source  of ignition - t hings such 
as  sparks  from  oxyacetyl ene welding,  a cigarette, funnel sparks  or droppi ng a steel  spanner 
on  a metal  surface. 
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VIDEOTEI.: fIRE fIGHTING AT SEA
But many things can create the heat necessary to create a fire - hot surfaces, friction,
electrical energy, chemical reactions and compressed gases.
Heat always travels from hotter areas to cooler ones, and will always do so, no matter how
small the temperature difference may be.
It does so in one of three ways:
Conduction: Direct heat transfer through a material. Solids, liquids and gases
can all conduct heat. Some materials, such as steel, can conduct
heat better than others such as wood.
Convection: Heated liquids or gases rise, "carrying"
to another.
the heat from one area
Radiation: Heat energy transferred by radiating through a space, as in a grill.
Here are some familiar examples of each:
C. Radi ation
Conduction
Conduction is t he transfer of heat by contact. Thi nk of the w ayan iron carries heat t o a shirt
or trousers, or the way the element or hob of a cooker conducts heat to the pan sitti ng on
it. This is a good remi nder t o us that a naked fl ame is not necessary to start a f ire, as you
would quickl y f i nd if you left your iron sitt ing on your shirt t oo long.
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VlOEOTfL.: FIRE FIGHTING AT SEA
Ignition from  heat conduction  is  a  risk  even  when  there are  more visible  risks  around. When 
Tr 
arc welding,  for example,  we  must take care  not only of the flame  and  the sparks,  but of  Sp 
the way the  metal  we are  welding  conducts  heat to  other areas. 
It 
Convection an 
Many  room  heaters  rely  on  the principle of convection.  The  warmed  air  rises  and  circulates 
around  the  room.  I\lever  leave towels or clothing  on  a convector  heater to dry.  They  stop 
convection  from  taking  place  and the clothing  will  heat up and  may start a fire. 
A  cooker ventilation  hood  removes  convected  heat from  above  an  oven  or stove,  but grease 
and  dust trapped  inside the hood  can  be  ignited  by the rising  hot air. 
Te<
Radiation
bu
Radiant  heat can  travel  through  air or even  through  a vacuum.  For  example, the  heat of the 
un
sun's  rays  reach  the earth  through  radiation.  Although this  may not seem  particularly 
we
dangerous,  we all  know that the sun's  rays,  when  focused  through  a  lens  such  as  a 
magnifying  glass,  can  start a fire.  A  cracked  porthole glass  can  produce the same  effect. 
Other everyday examples  of radiation  include grills  used  for  making toast.  Although  there 
is  no  direct contact  between  the  heat source  and  the toast,  the toast can  ignite  if exposed 
too  long. 
Even  objects that are  not hot enough to  glow can  be  hot enough  to set fire to flammable 
materials . 
•  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  II  ••• "  tI  ............................................... . 
The Second Side of the Fire Triangle: FUEL
The  second  of the three elements a fire  requires  is  fuel. 
In  order to  know how to prevent or tackle  a fire,  we  need to  understand the different types 
of fuel.  Materials capable  of burning  - called  "flammable substances"  fall  into four 
categories,  sometimes classified  as: 
Not 
whc 
- A.  Solids  (usually organic,  and  often  known  as  "carbonaceous "). 
tem 
thar 
- B.  Liquids. 
- C.  Gases. 
- D.  Metals. 
Carbonaceous substances such  as  wood,  paper,  most  bedding,  curtains,  and  packing  cases 
are  found  in  many  parts of a ship. 
It  is
Examples  of flammable  liquids include  petroleum  spirits,  paints and  oils,  paint thinners and 
tech
kerosene  - any  liquid which  gives  off a flammable vapour,  including solids that melt to form 
tech 
a  liquid,  such  as  fats  and  waxes. 
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VIDEOTEL; FIRE FIGHTING AT SEA
The most commonly found flammable gases aboard ships are acetylene and propane.
Specialised tankers may also carry liquefied gases at low temperature, such as LPG or LNG.
It is easy to forget that some metals such as magnesium and aluminium can easily be ignited
and will burn vigorously. Even iron and steel may burn if heated to 1150°C.
Note that electrically caused fires do not constitute a class by themselves.
Electricity is a heat source and not a fuel. Nevertheless, they do require special
treatment and isolation.
Technically, solid and liquid materials do not burn - it is the vapour they give off which
burns. Even materials such as wood which we commonly use for fuel do not burn as solids
unless only smouldering. That is why wood shavings burn more readily than a block of
wood; the shavings have a greater surface area for the wood and give off more vapour.
Some useful terms
The temperature at which a material produces enough flammable vapour for it
to flash if exposed to an ignition source is called its flashpoint.
The temperature at which it will continue to burn when ignited is call ed its
ignition temperature. This is usually only a few degrees higher than the
flashpoint.
At a still higher temperature, a material will spontaneously combust. This is called
its self-ignition temperature.
The auto-ignition temperature is the temperature at which a material
undergoes a chemical change which results in combustion.
Note that the comparative self-ignition temperatures of different materials are not always
what we might think. The self-ignition temperature of petrol is 480°C; the self-ignition
temperature of paper just 420°C. Under some conditions paper may be more hazardous
than petrol.
It is i mportant to understand the different categories of fuel, because firefighting
techniques differ according to the type of fuel. You can f ind out more about these
techniques in the Basic Fire Fighting section of this book.
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VlDEOTEl: fIRE fIGHTING AT SEA
The Third Side of the Fire Triangle: AIR
The  third component of a fire  is  air,  or more accurately,  oxygen. Without this  ingredient,  a 
fire will  extinguish  itself. 
Note: Some fuels can generate their own heat if they oxidise.
Keeping  fuel  away from  heat sources  does  not guarantee that you  will  prevent 
a fire. 
A  fuel  will  ignite  if through  oxidising  it raises  its temperature to the  point at 
which  it spontaneously ignites . 
... ..... .. ... .. ... .  .  .  .  ..  .  .. ... .. ... ... ... ... ....  .  .  .  .  .  .  .  ... .. ... .. ..... .  .  ... .  .  .  .  . 
Don't Make a Fire Triangle!
Understanding  the three sides  of the fire 
triangle,  and  being  able to recognise them 
in  everyday situations is  t he key  to fire 
prevent ion. 
There  are  many exampl es  of two  elements 
existi ng together.  For  example,  heat and 
air are  both  present where  there  is  a  hot 
su rface  such  as  an  exhaust  manif ol d,  an 
electric  light  bulb,  a  hot pl ate  in  t he  galley, 
or a cabin  heater.  So  the thi rd  element  -
fuel  - must  never be  introduced. 
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VIDEOTEL: FIRE FIGHTING AT SEA
The Properties of Fuels
Solid Fuels
The growth of a fire in a solid always follows the same natural pattern. This is true for a
cigarette dropped in a wastepaper basket, a newspaper left on a hotplate, or any other
incident .
 

O( OVER-
HEATING
r)
( )
hours or minutes
THE GROWTH AND DEVElOPMENT OF A FIRE
Here is an example:
If heated, newspaper or cotton first dries out
Then starts to overheat .
Once its temperature rises above around 240
0
( the fuel oxid ises, raising the temperature
above its self- ignit ion temperat ure (SIT).
Prolonged exposure to temperatures lower than the SIT can stili be hazardous as materials
can undergo a chemical change, decomposing into a pyrophoric carbon which can ignite
spontaneously at relatively low temperatures. This is what happens to a rag used to shield a
light bulb or a piece of cardboard behind a steampipe. For months it will remain
discoloured, but one day may begin to smoulder, then burst into flames ..
Liquid Fuels
The basic indication of how hazardous a liquid is, is its flashpoint, the lowest temperature
at which it gives off enough vapour for it to "flash" if a spark or a flame is introduced. A
liquid which gives off flammable vapours at room temperature or just above has a low
flash point, and is much more hazardous than one which will not flash unless its temperature
is much higher.
Flashpoints are used to define whether a liquid is flammable or non-flammable.
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VlDEOTEL; FIRE FIGHflNG Ar SEA
Cargo Hazards
In the tanker trades, liquids are classified as either:
- flammable (flashpoint below 60°C)  or 
- non-flammable (60°C  and  above). 
On dry-cargo ships, there is a different classification system:
- Liquids with a flashpoint  lower than  61°C  are classified  as  either low,
intermediate or high flashpoint.
- Liquids with a flashpoint  higher than 61°C  are  not classed  as  dangerous for 
transport. 
- The  degree of hazard  is  indicated  by the packaging  group. 
Details of these  and  other factors affecting cargoes  are to be  found  in  the 
International  Safety  Guide for Oil  Tankers  and  Terminals and  the International 
Maritime Dangerous Goods  Code  respectively. 
Remember: liquids do not burn; it is the vapour they give off which burns.
The lower the flash point of the liquid. the greater the hazard.
Here is a real-life example: A fire which burnt out all the accommodation
on a vessel started when warmed varnish was being decanted into paint
pots; the vapour was probably ignited by a spark from static electricity.
•
I 
Even  a few drops of liquid can  give off a  large amount of vapour.  This  makes them 
hazardous  in  two ways. First,  the vapours  may disperse,  find  a source  of ignition  somewhere 
else  and  bring the flame  back to the source  of the  leak. 
Second,  gases  in  an  enclosed  space  mixed with  air  may form  an  "explosive  mixture".  If they 
are  ignited the rapid  combustion  can  produce  hot expanding  gases.  These  may  in  turn 
produce. a pressure within the space  greater than the bulkheads can  contain,  resulting  in  an 
explosion. 
Different liquids produce vapours  of different densities . 
•  If a  liquid  has  a vapour density  higher than  1,  it means that its vapour  is  heavier than  air, 
so  it will flow along  a deck  and  over the sides  of a ship,  or down staircases . 
•  If the vapour density  is  less  than  1,  the vapours tend to disperse  upwards. 
Remember. most flammable hydrocarbon vapours are heavier than air. 
• Methane is one exception.
You  may  also  see  labels  telling you the  range of flammability of a  liquid. This  describes 
the proportions of air and  vapour that make  its vapours flammable. 
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VIDEOTEL: fIRE fIGHTING Ar SEA
•  Above the  upper flammable  limit (UFL)  the  mixture is  said  to  be too  rich to  burn. 
•  Below the  lower flammable  limit (LFL)  the  mixture  is  said  to be too  lean to burn. 
•  Between  these  limits,  the mixture is  flammable. 
Many ships  such  as  tankers  and  those carrying  dangerous goods  have  instruments which 
measure  the  percentage  of vapour in  the air.  For other vessels,  a general  rule  is:  provide as 
much  ventilation  as  possible  where flammable  liquids are  present.  It is  easier to  prevent a 
liquid  from  achieving  its  flammable  range  by  providing too much  air than  it is  by trying to 
starve  it of air. 
Above the upper flammable  limit the mixture of 
vapour and  air is  TOO  RICH  to burn.
UFL 
MIXTURE 
Range 
STRENGTH 
of
IN  21% 
OXYGEN 
Flammability 
Below the lower flammable  limit the mixture of 
vapour air is  TOO  LEAN  to burn. 
0% 
m/sec
Flame  Speed 
Gaseous Fuels
The  hazard  presented  by flammable  gases  is  the same  as  that of the vapour given  off by  low 
flashpoint  liquids.  Depending  on  its  vapour  density, a  leaking  gas  (or the vapour from  a 
liquid) will  either disperse  upwards or downwards.  Like  a liquid,  it may find  a  remote source 
of ignition  and  carry  a flame  back to the source  of the leak,  or the gases  may form  an 
explosive  mixture within  an  enclosed  space. 
Always  store  gas  cylinders  in  a well  ventilated  place,  and  keep  them  out of high fire  risk 
areas  - a  gas  cylinder caught in  a fire  may explode.  Gas  cylinders  should  be  located  outside 
the machinery space  from  where the gas  will  be  piped  in. Portable cylinders to  be  used  for 
cutting  or welding  in  machinery spaces  should  always  be  stored  outside the area  after use. 
A  leaking oxygen  line  in  a dockyard fire cost eleven  lives  when  rope yarn  ignited. 
Apart from  cargo,  the  most frequently found  flammable  gases  at sea  are  the components of 
oxy-propane  and  oxy-acetylene  equipment. They must be treated with great care. 
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VIDEOTEL: filii f'GH'I.NG A'I SIA
•  A  mishandled  acetylene cylinder may feel  hot to the touch;  if so,  it could  explode and 
should  be  cooled  with a fine spray  and jettisoned. 
•  An  LPG  cylinder contains  propane or butane gas  which  is  liquefied  under pressure  and 
highly flammable. 
•  Although  oxygen  is  a  non-flammable gas,  it supports combust ion.  A  leaking oxygen  tank 
creates  an  oxygen-rich  atmosphere  in  which  everyday  items  such  as  clothing  will  burn 
violently. 
A Word about Metals
Like other solids,  the flammability of a  metal  increases  with the  proportion  of its  surface 
area to its  volume. Small  particles such  as  iron filings or swarf will  burn  easily and  some -
such  as  powdered  aluminium - may  burn  explosively. Burning  metal  can  be  very  dangerous. 
Water and  C02extinguishers  must not be  used  on  burning  metal. 
Sou rces of Ignition
Having  looked  at fuel  hazards,  let us  next look  at possible  sources  of ignition. 
Here  are  a few examples: 
Type of source Examples
Flames or smouldering sources •  Smoking  materials. 
•  Oil-fired  boilers. 
•  Incinerators. 
•  Hot work such  as  flame cutting and 
gas  welding. 
Hot surfaces
•  Hotplates. 
•  Heating pipes. 
•  Exhaust  manifolds. 
•  Faulty  machinery. 
•  Electric  light bulbs. 
10 
VIDEOTEl: fiRE FIGHTING AT SEA
Sparks • Mechanical sparks from grinding, chipping
or welding, friction, or funnel sparks, are
low-energy sparks which may start a
smouldering fire.
• Electric sparks, sparks from electrostatic
discharge and high energy mechanical
sparks may ignite flammable vapours.
• Electric arc welding.
Electrical overheating • Overloaded wiring or equipment with a
short circuit or a short to earth.
Spontaneous combustion • Substances liable to self-heat
(usually due to oxidation).
• Fibrous material soaked in organic oils such
as vegetable oils, the oils used in paints or
hydraulic oils.
• Rotting vegetable matter.
• Chemicals, or organic material
contaminated with an oxidising agent such
as sewage treatment tablets.
• Mineral oils and carbonaceous material are
liable to self heating if external heating is
applied first.
• Metal swarf - especially if contaminated
with oil and rags.
As you can see, there is a wide range of ignition sources all around us.
The thing they all have in common is energy. Any kind of energy - for example, chemical or
mechanical - can be transformed into heat energy. Heat energy can act as a direct source of
ignition or raise the temperature of a material to its self-ignition temperature.
One reason that there are so many sources of heat energy around is that many of our
attempts to use energy to do particular jobs are quite inefficient. A lightbulb, for example,
is intended to convert electrical energy to light energy, but it also produces a lot of heat
energy. Si milarly, ships are powered by converting chemical energy into mechanical energy,
but a lot of the energy is wasted as noise and heat.
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VlDEOTH: FIRE FIGH11NG A1 SEA
Summary
Now that you have finished this chapter, you should know:
• The fire triangle - the three elements needed to produce and sustain a fire.
• How heat travels.
• How different types of fuel are classified, and how they burn.
• Common potential ignition sources on a ship.
You should also have a much greater general awareness of the hazards on board your
vessel.
12 
VIDEOTEL: FIRE FIGHFING AF SEA
srcrloN2:BASIC FIRrPRlVENrloN
I  HaveyoureadSection 1: Essential Basics1
•  You  must read  it before reading this chapter.  . 
In  this section  you  will  learn: 
•  The  importance of cleanliness  and tidiness  in fire  prevention. 
•  The  specific  risks  in  areas  such  as  the  galley,  the  engine  room,  metal  workshops,  the  hold 
and  the  paint store. 
•  What regular checks  must  be  carried  out to  help minimise the  risk  of fire. 
•  Understanding what fire  is  and  how it works  enables  us  stop them  starting,  and  to 
extinguish  them. You  already  know the three elements  necessary  for a fire to happen, 
and  something  about fuels,  but there are  a few other important principles  and  terms that 
you  should  be  familiar with. 
When  something  burns,  the total  energy that could  be  produced  is  called  its  fire  load. 
But  in  assessing  its  fire  risk,  there  is  another very  important factor to consider - how great  its 
surface  area  is  in  proportion to  its  bulk.  This  is  called  the specific surface  or surface/bulk 
ratio. 
For  example,  a solid  wood table weighing  200  kg  would  represent the same  fire  load  as  200 
kg  of wood  shavings,  but the wood  shavings would  be  much  easier to ignite  because  they 
have a  much  greater surface  area. Once  ignited they would  burn  much  more rapidly than 
the table. 
Loose  materials are  a  much  greater fire  hazard than solidly  packed  or solid  material 
- they are  more  likely to ignite and  will  assist  the spread  of a f ire. 
Think  about how spare  parts  usually come  in  wood,  plastic and  paper  packi ng  material. This 
kind  of packaging  has  a  high surface  area,  and  is  very  flammable,  so  you  can  see  why we 
must  never leave  discarded  packaging  around. 
That  is  why the  most  basic  rule  of 'fire  prevention  is  " good  housekeeping"  - cleanliness  and 
tidiness: 
13
VIDEOTEl: ".RE ".GHT.NG A1 SEA
• •••••••••••••••••••••••••••••••••tI .............................................  
Cleanliness and Tidiness
• Garbage is a primarysource offuel and mayalso self-heat. Do notlet itaccumulate, and
dispose ofitthoughtfully, paying attentionto itateverystagetoitsfinal destination.
• Keep all areas tidy, and payparticularattentiontostore rooms which are often
overlooked because theyare notregularly used orvisited.
• Use steel binswith lidsforcollecting oilyrags. Emptythem regularly.
• Clean upspills and messes immediately, particularlyoils and chemicals.
• Emptywastepaper-basketsfrequently.
• Clean all filtersand vents regularly and thoroughly. Don'tforgetthe one in the
tumble drier.
·..................................... ., ........................................... 
Electricity
Electricity is a majorcause offire, so makesure all systemsand appliances are safe.
• Alwaystakefaultyequipmentoutofservice.
• Disconnectall equipmentwhen notin use.
• Makesure people are trained in howtouse electrical equipmentsafely.
• Ensure thatappropriatesafetynoticesareposted in all necessary languages.
• Circuit breakers ortripswitches should notbe obstructed. They mustbefree tooperate
and protectthecircuit.
The correctproceduresare laid outin theCode ofSafe Working Practice, oryourcompany's
safetymanual.
Wewill nowlookatsome high risk areas, and explore howwecan minimisethe risk ofa
firestarting.
·.............................................,.. ............. "................... 
The Galley
The galleyis asource ofmanyhazards. Careless actionssuch as leaving acloth on a
hotplate, oran overheated pan ofoil are obvious problems.
• Turn offovenswhen theyare notin use and neverleave unattended pans on astove.
• Keep ventilation hoodsand filtersfree from grease and dustbycleaning them regularly.
A firestarting herecan easilyspreadthroughthetrunkingtootherparts oftheship.
14
VIDfOTH: fIRE fIGHTING AT SEA
• Indeed, all equipmentin thegall eyshould be keptclean andfree from dust .
• Pay attent ion toelectrical hazards.Do notoverload sockets as thewiring can heat upand
cause afire. Lookoutforfrayed wires and broken plugs- abad connectioncan cause an
electrical are, resulting in afire.
• Isolateall electrical appliances when notin use.
·...........................................................................,. ..... 
The Engine Room
The engi ne room is highl ysusceptibletofire.Because it containsair, fuel , and heat , it is
essentialt o keepthese elementsseparat e.Here are somehints:
• Oi lyragsshou ld be putin a li dded metalcontai ner which should be emptied regularl y.
Cotton, ifimpregnat ed withoil mayspontaneously ignite. Even wet cottonwaste can
generateheatand isapotent ialfi re risk.
• Keepthe bi lgefreeofoi land scrupulouslyclean.
• Engine room platesshould be kept freefromoil.
• Replace taggingthathas become impregnatedwithoit. Reportanyoil leaks immediately.
• Cladding andsheathi ng serve t o preventoil leakscoming intocontactwithhotsurfaces.
Doubleskin pipe-fittings, ifproperly maintained, dothesamejob.
• Dirtyf ueloil burnertipsare ahazard. Oi lcan accumulateatthebottomof thefurnace
and maycause an explosion. Itis essential tokeepthetipsclean,wi th regularcleaning
and inspection.
• Theengineroomcontainselectrical equipment, which can providesources ofignition if
notproperlymaintained and regularly inspected. The earth metershowsthestateofthe
electricalsystem. The Electrician or2nd Engineershould check itdaily.
It is also extremely importanttopreventwater, steam leaks, andcondensationcausing
parti al orcompleteshortcircuits,which may create afirerisk.
• Procedures regarding hotworksuch asburni ng, cutting andweldi ng mustalways be
f oll owed.
• You must have properlydocumented, written, permission - aPermittoWork-
issued bytheOfficer in Charge.
• Ensurethereis noflammable material inthearea you are working in.
Makesure you check behind, above and belowyou.
• Suitablefirefightingappliances mustbe nearbyand availableforimmediate
use. A standbyperson orafirewatch should always be present.
• Whencarrying outwelding on ornearatank, apermit-to-workmustbe
obtained, and thecorrectsafety proceduresmustbe observed. Forexample,
this may involveensuring thatall adjacenttanksareclean and gas-free.
15
••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
VIDEOTfl.: fIRE flGH11NG ., SEA 
The mostcommonlyused liquids in an engine room are all high flash pointoils such as diesel
oil, heavyfuel-oil, lube-oil, hydraulicoils, butalways check theflashpointsoffuel oils you
are using. Remember, contamination can effectively lowertheflashpointofliquid.
High flashpoint liquidsare still asource ofdanger, however, notonly iftheyare heated
abovetheirflashpoint, butparticularlyiftheyare heated abovetheirself-ignition
temperatures.For example, 011 leaking from asplitpipe ontoa hotsurface does not
vaporise as readily as a lowflashpoint liquid would. Itremainsonthesurfaceto be heated
up, itstemperaturecontinuingtorise.
Also notethatliquidswith high flashpointstendtohave lowerSITs. Even ifthe liquid has an
SIT abovethetemperatureofthesurface withwhich itis in contact, itmay gradually
decomposetoasubstance with an SIT which is lowenoughtobe ignited. Ifthe oil is
soaked into laggingtheenergy released by thisdecomposition (oroxidation) may helpto
raise thetemperature.
Machinery 
• Arrangeforregular inspectionand maintenance ofall machinery, notjustthatin the
engineroom.
• Ensure thatsafetyequipmentis in good order, such as emergencyfuel shut-offs, baffle
plates, overflowalarmsand heatsensors.
• Alwaysfollowsafety procedures.
• ••••••••••••••••II • • • • • • • • • • • •• • •••••••••••••••••••••••••••••••••••••••••••••••
Metal Workshops 
In ametal workshop, cleanliness is essential. Rubbish and waste material constituteafire
hazard. Rememberthatmetal shavings and swarfare particularly hazardous as theyare
liabletoself-heat.
• •••••••••II ..................................................................... . 
Tankers 
There are specific regulations governingtankersand othervessels carrying volatilecargoes.
Ifthese are appropriatetoyou, makesureyou are familiarwiththem.
Forexample, electrical leads are notpermittedtotrail across thedeck. Something may drop
on thelead and cause ashortcircuit; orrain could penetratetheconnections.
Ensure thatacorrectly rated fuse protects each item ofelectrical equipment. Modern circuit
breakers increase electrical safety.
·............................................................................... 
In  the  Holds 
You must pay strictattentiontotherequirementsofthecargo in the holds. Refertothe
appropriateguidelinessuch as theBulk CarrierCode or, in thecase offlammable items, the
Dangerous GoodsCode.
16
VIDEOTfl fIRE fIGHTING AT SEA
Coal can giveoffhighlyflammable methanegas, especiallywhen freshly loaded. Regular
checking ofholdtemperaturesand atmospheremonitoring is important.
·................................................................................
Paint Store
Static electricitycan cause fires. Before pouring flammable liquids, such as varnishes, paint
or kerosene intoanothercontainer, always electricallydischargethem - eitherby touching
thecans together, ortothe metal oftheship.
Always followthe manufacturer's instructionstoguard againststaticignitionwhen using
paintspraying equipment.
Itis importanton all vessels tofollowthe instructionscontained in theCode ofSafe
Working Practice, orthecompanysafetyguide. On atankerorgas carrier, withan increased
risk ofan explosion, itis essent ial.
·........................ ,.  ........................................................ . 
About Cigarettes and Smoking
Statistics showthatmanyshipfires arecaused by peoplesmoking and bysmoking materials
such as matches, lighters, and pipes.Prevention offirefrom these causes is directlywithin
control ofthepersons involved. Rememberwhen you lightacigarette - you lightafire.
•  Onlycarry cigarettesorsmoking and lighting materials in thedesignated areas.
•  Use self-extinguishing ashtrays.
•  Never leave litcigarettes, pipes orcigars unattended.
•  When emptying ashtrays, makesure theydo notcontain smouldering material.
•  Neversmoke in bed! Ifyou mustsmoke, getoutofbed todoso.And whenyou getback
into bed makesure thecigarette is completelyextinguished.
On tankerand otherhazardouscargo ships, officersand crew mustcomplywith the rules
thatconfinesmoking tothecabins, publicrooms and thewheelhouse. Underno
circumstances can you smoke whilepassing through a nosmoking zone.Smoking outside
designated areas putsthevessel atrisk and is averyserious offence. Also notethat:
•  Whilecargo- ortank-cleaning in port,furtherrestrictions limitsmoking tooneselected
room.
•  All visitors  must be warned about the no smoking rules  beforetheycome on board. Signs
must be clearly posted eitheratthetoporthe bottom ofthegangway.Novisitorshould
carry sources ofignition into prohibited areas ofthevessel. Thisis notconfined to
matches and lighters- mobilephones and cameras can createsparks too.
17 
VlDEOTEL.: fIRE fIGHTING AT SEA
• •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• I ••••••••••••••••
Regular Checks
In addition to the day-to-day activities above, there are also important regular checks.
Electrical Checks
Carry out regular earth-testing and inspection of wiring and fuse ratings.
• Get all personal equipment i nspected by a competent person.
• Arrange for regular inspection and maintenance of appliances.
Risk Assessment
It is vital that you:
• Identify and understand the hazards of the cargo and items in t he ship's stores.
• Ensure that risk assessment is carried out and necessary safeguards employed.
Systems Checks
Ensure that fire detecti on and prot ect ion systems are checked and mai ntai ned regular ly.
Summary
Now you have read t his chapter, you shoul d:
• Understand how cl eanl i ness and t idiness are t he key to fire prevention.
• Understand the specific risks in areas such as:
• The Gall ey.
• The Engine Room.
• Metal Workshops.
• The Holds.
• The Paint Store.
• Understand t he regular checks that must be carried out to hel p mini mise the risk of fir e.
18
VIDEOTfl: FIRE FIGHTING AT SEA
5fcrloN 3: BASIC FIRE FIGHrlNG
In this section you will learn:
• The basic rules of fire fighting.
• About different types of fire extinguisher, what they are used for and how t o use them.
• How to use different hoses and nozzles.
• How to take care of fire fighting equipment.
• How to move through smoke and fire.
• ••••••••• ,.  •••••••••••••••••••••••• ,.  .................................... flO ••••••••• 
Essential Know/edge
If you discover a fire, the quality of your actions might determine whether it is extinguished
quickly or whether it engulfs the ship.
Fires begin suddenly and without warn ing. Like fire fi ghting equ ipment, your brain must
always be in a fit state to be called on i n an emergency.
People find it difficult to believe that they wil l ever have to deal wi th this situation, so they
do not prepare f or it. The resu lt can be shock, hesitat ion and fatal w rong decisions.
To prevent this f rom happening, you must know:
• What to do if you discover a f i re.
• What to do when you hear the fire al arm.
• Where the equipment is.
• How to use it effectively.
•  •••••••••••••••••••••••••••• eo •  ,.  •••••• II •••••••••••••••••••••••••••••••••••••••••
What to Do if you Discover a Fire
The basic ru les are common to all ships. Here is an easy way to remember them:
F IND A FIRE
I SOLATE IT
R EPORT IT
E XTINGUISH IT IF IT IS SMAll ENOUGH TO BE
TACKLED WITH ONE PORTABLE EXTINGUISHER
IF IT IS TOO LARGE TO TACKLE, "E" STANDS FOR Escape
19
• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 
VIDEOTEL: fIRE fIGHTING AT SEA
Let's look at the responses to finding a fire in more detail.
ISOLATE IT: If it can be done quickly and safely, you should act to stem the flow of any fuel
to the fire by isolating the fuel valve or stopping the pump. If the fire involves electricity,
and it is safe to do so, isolate the circuit by throwing a switch or contact breaker, or by
pulling out a plug.
If you are leaving the scene of the fire to raise the alarm, close the door behind you .
REPORT IT: The most important thing to do is to raise the alarm. If you discover a fire, do
not try to extinguish it without raising the alarm first. You could be overcome by smoke,
and no-one else on the ship would be aware that there was a fire and that you were in
danger.
Shout "fire fire" until someone responds. Tell them to raise the alarm while you attempt to
control the fire, if it is safe to do so. If you cannot contain the fire, at least you know help is
on the way.
EXTINGUISH IT, if the fire is small enough for you to tackle with an extinguisher. If it isn't,
you must ESCAPE .
Fighting Fires
Most fires begin small, but they can rapidly grow. The larger a fire gets, the more difficult it
is to control.
You already know from Section 1: Essential Basics
that a fire needs three elements:
20 
VIDEOTEL: FIRE FIGHTING AT SEA
To  extinguish  a fire,  you  must  remove  one of the elements. 
•  Removing  heat  is  called  cooling - for example,  by using  water spray from  an  extinguisher. 
•  Removing  fuel  is  called  fuel starvation - for example,  closing  valves  to shut  off the 
supply of flammable  gas  or liquid. 
•  Removing  air  is  called  smothering - for example by  using  a fire blanket,  C02foam  or 
simply shutting  off the supply of air to an  area. 
The  last  two principles can  also  be  applied  when trying to prevent a fire from  spreading 
further. 
Removing  the fuel  from  the  boundary of a fire to stop  it spreading further is  called 
boundary starvation. Cooling  the  area  around  a fire to stop  it spreading  is  called 
boundary cooling.
Starvation
Smothering
Cooling
Modern technology has  provided  a fourth  method  of putting out a fire  - flame  inhibition. 
Effectively,  this turns the familiar fire triangle  into a fire square. 
21
VlDEOTH: FIRE FlGHnNG AT  SEA
HEAT - COOLING 
CHAIN  REACTIONS
AIR -
OF  COMBUSTION · 
SMOTHERING 
FLAME INHIBITION 
FUEL - STARVATION 
Flame inhibition absorbstheenergyand reactive particl esin af lame, destroyingthefl ame
structure. This ishow dry powderexti nguishers combatafire; t hey donotcool ,smotheror
starvethefi re of f uel.
Otherextinguishingagentsthatuse f lame inhibition - althoughtheymay also use other
techniquesas well, include halon, some halon substitut es, and high pressurewater-fog.
... . ...... . . . ..... ..................... ........................................
Fire Extinguishers
Al lfi reextinguishers use oneoftheabovemethods. Ships carryavarietyofportable f i re
extinguishing equi pment, usua llycoloured red. However, somesystems are colourcoded
(sometimesthewholecyli nderis adifferentcolour, ortheequipmentmaycarryacolour-
coded band).
Modernextinguishers use one of t wopropell ant systems:
•  gas cartridge - t hese useaC02 cartridgetoprovidethepressuret o expel thecont ents.
The cartridgecan beremoved and replaced.
•  st ored pressure- t hese contain apressurised gas such as nitrogen withint heexti ngui sher.
Ot her, older, systems can still be found on some vessels. Ifyourshiphasthese, you will need
t o ask abouthowto use and maintainthem.
Extinguishersappropriate fordifferentki nds of f iresshould be locatedthroughout theship
according t otherisksateach particul ar locat ion.Occasionally, however,therewi ll beseveral
different kinds ofrisk.Onthe bridge, forinstance, you will find elect ricalequipment, books,
papers and charts, and perhaps hydraulicoil. Each is adifferentkind offi re and
extinguisherswhich can safely be used on one ofthese may be dangerous when appl ied t o
one oftheothers.
So you mustknowwhich extinguisherstouse on which fires.
22
VIDEOTfL: fIRE fIGHTING Af SEA
Now let 's look at some of the most common t ypes and how t hey are used. But remember -
when using a fire extinguisher, al ways foll ow the i nstructions which are written on it.
Water Extinguishers
These are the most common. They work by
cooling, reducing t he temperature of the
burning substance to a point where it can
no longer burn.
Water extinguishers are suitable for dealing
with fires involving carbonaceous materials
such as wood, paper, bedding, curtains and
plastics - the sorts of things you see when
you look around the mess room or cabin.
Technique: Spray water directly onto
burning fuel and move the jet about quickly
to break the water up into droplets to get
the best cooling effect. Start at the base of
the f ire on the side nearest to you and
sweep from side to side working upwards
and away from you. Carryon damping until
all the water has been used to prevent
ignition. In bulky f i res such as cotton waste, break-up and spread out the material to
dissi pate heat and to make sure it is all wetted. Keep low to avoid the heat and steam, and
keep your back to the escape route.
Note that water extinguishers are hazardous when used on f ires involving flammable liquids
or electrical equipment. Do not use near electrical equipment unless the current has been
isolated.
A gauge like this denotes stored pressure. Some administrations ban
stored pressure extinguishers in accommodation areas, because of the
dangers of it bursting in a f i re.
23
VIDE01CL: "'RE "'GHT'NG AT SEA
Foam Extinguishers
Foam extinguishers work by smothering a fire, starving it of the air it needs. Use them on
flammable liquid fires. Do not use on electrical equipment unless the current has been
isolated.
There are two types of foam extinguisher: chemical and mechanical.
The older, and less common type, is the chemical foam extinguisher, in which the foam and
the propellant are made by mixing two separate chemicals within the extinguisher. This is
done by turning the extinguisher over and shaking it. 
These have been largely replaced by the newer mechanical foam extinguisher which uses
pre-mixed foam expelled, under pressure, by a carbon dioxide gas cartridge. To activate this
type, a plunger pierces the seal of the cartridge, releasing the propellant.
Aqueous Film Forming Foam - usually called" A- triple-F II for short - is a special type of
foam. It penetrates well and is suitable for most types of fires. These extinguishers are
particularly effective on flammable liquid fires.
Detergent-based foam compounds such as A-triple-F will act as a wetting agent, and help
water to soak into carbonaceous materials such as upholstery, cardboard and linen.
Foam extinguishers are easy to re-charge with ready mixed foam material. With the
mechanical type and A-triple-F extinguishers, you must also fit a new C02 cartridge.
Te
co
sp
all 
th
th
Foam techniques
(a) Contained fire,
spray on vertical
surface behind
fire.
(b) Open spill,
spray upwards
allow foam to
drop gently on
fire.
24
CO 
sn 
f
7i
VlDEOTH: ',RE ',GHT,NG AT SEA
Technique: Stay back from the fire and use the full throw of the extinguisher. On a
contained fire, spray the foam on the inside edge of the container and let the foam blanket
spread undisturbed. On an open spill fire direct the foam jet upwards and fan side to side to
allow the foam to drop gently on to the fire. l'Jever direct the foam into the oil. Discharge
the whole extinguisher as the foam will boil away from hot surfaces exposing the surface of
the 011 to reignition.
Using a Foam Extinguisher on a Flammable Liquid Fire
It is important to use the correct technique. Used wrongly, they can create a
hazard.
Direct the foam onto a vertical surface so that it can flow down and over the
entire surface of the burning liquid.
If the fire is in the open, spray the foam into the air, allowing it to fall gently
onto the blaze.
Never aim foam directly at the surface of the liquid. If the liquid temperature is
high, and the surface is penetrated, the water contained in the foam will rapidly
turn into steam which may result in the same type of "boil over" effect you see
when water is sprayed straight into burning oil. Even if the temperature is low, a
smothering blanket w ill not be able to form if the foam is being blasted away
instead of being allowed to fall onto the area.
Carbon Dioxide (C02) Extinguishers
C02extinguishers deprive the fire of oxygen,
smothering it. To activate, remove the pin
and press the trigger. C02extinguishers can
be stopped and restarted as required.
C02extinguishers are suitable for all kinds of
fire, except where there is deep-seated heat.
They can be safely used on electrical fires.
They last only for around 30 seconds, so use
them carefully so as not to waste them
needlessly.
C02 is an asphyxiant. Use with caution in confined areas because it wi ll displace
the air and reduce the amount of oxygen available.
25
VIDEOTEL flRf fiGHTING A1 SfA
C02has some effect on flammable liquid fires but may not be effecti ve on carbonaceous
fires. This is because carbon dioxide has little or no cooling effect, no penetrat ion and the
gas disperses easily. Water is usually much more effective on carbonaceous f ires.
Technique: The gas comes out with force and may scatter fuel if the horn is placed too
cl ose to loose or liquid burning material. If the horn is directed too high, t he gas may
disperse with the f lames and f ail to exti nguish t he f ire. The gas must f low over t he surface
of the f uel to excl ude air and smot her the f ire. On an open fire st art at the nearest edge
and sweep back and f orth working towards the back of t he f ire. On a f ire inside electri cal
machi nery put the discharge horn agai nst an opening or gri ll . On a carbonaceous fire or a
f ire in electrical equipment, discharge the whol e extinguisher t o obtain the maximum
cool ing. On a liquid f ire stop as soon as the f ire is out and guard against reignit ion. These
extinguishers expel very cold gas, so be careful not to freeze your hands. The discharge horn
can give you a cold burn, so always use the grip provided.
Dry Powder Extinguishers
These work by chemical ly interfering with the burning process. They act as a flame inhibitor.
Dry powder exti ngui shers are most often used on liquid or gaseous fires, but they may also
be used f or other types, depending on the kind of powder in t he extinguisher.
To activate t he extinguisher, either squeeze the handle or use the plunger to pierce the seal.
In dry powder ext inguishers, the C0 2 acts as the propel lant f or the powder. Once act ivated,
the gun or nozzle can be turned on or off as required.
Dry powder has a rapid knock down effect on a f ire. It can also be saf el y used on f ires
invol vi ng live electrical conductors.
Dry powder has no cooling effect and does not penetrate well.
Nevertheless, t he special powders are good at coat ing carbonaceous materials and
preventing continued burning. To prevent reign ition, cooling may also be needed.
Special powders are avail abl e f or use on metall ic f ires.
The powder extinguishers are rel ati vely easy to refill. Use measured amounts of powder and
new cylinders of C02. Even if an extingui sher has only been partly discharged, it should
always be recharged ful ly.
As with any pressurised extinguisher, make sure that any remain ing C02charge has been
completely released bef ore dismantling.
Technique: Keep low to avoid a flare-up when you start. Use a sweeping action from side
to side, working from the front, but do not move forward into a f lammable liquid spill
because of the danger of a flash reign ition. Remember that powder has no cooling or
smothering effect, so vapour can still reignite. Once the fire is extinguished, stop
di scharging, but stay alert for reignition.
26
  flU FIGHTING AT SEA
Other Types of Extinguisher
Larger  Powder  Extinguishers 
Many ships  carry larger types  of powder extinguishers ranging from semi-portable ones 
designed  t o  be  located  by the  manifold  on  a tanker to large wheeled  units designed  for use 
in  an  engine  room. 
Fire  Blankets 
These  are  useful  on  fat -pan  f i res, contained  liquid fires,  peopl e and  for  smotheri ng  any 
small  f ire. 
Technique:  Fold  the top edge of  the blanket  back over your hands  to protect them. Hold 
your hands  up with arms  spread  wide to allow the blanket  to hang  in front of you to 
protect your body and  f ace from  radiant  heat and  flames.  Advance  and  drape the blanket 
over the fi re  stretch ing towards the back  to prevent the blanket dipping in the liquid. 
Try  not to panic and throw  the  bl anket as  this  may force  air int o  the container and cause  an 
erupt ion  of  fl ame. Turn  off  any  heat underneath  and  leave to cool.  If the  blanket is 
removed  prematurely t he oil  may be hot enough to reignite. 
Using  a  fire  blanket on  a  person: Lay them on  the floor.  Use  t he  blanket to pat out the 
flames but do not leave  them  rolled  up in the blanket  as  it  may trap heat from  smouldering 
cl othing  next to their skin. 
A  blanket can  also  be  used to provide  personal  protection against heat when  escaping  a f ire. 
I  Do  you  know  how to  provide  First  Aid  to burns?  If not,  learn  now.
• 
'"  • • • •••• II  ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 
Extinguisher Summary
You  must know what types of extinguisher to use  on  different kinds  of fires.  Always  use  the 
right one, or you  could  make the fire  worse  and cause  you  and your colleagues serious 
harm. 
The  general rules  are: 
•  Use  water extinguishers for fires  involving  carbonaceous  materials.  NEVER use them
on l iquids or electrical fires.
•  Use  foam ext inguishers on  liquid fires. 
•  Use  C02 or dry  powder extinguishers on  fires  involving  electricity. 
•  Powder exti nguishers can  be  used  on  all types  of fires,  but check on the label of a 
particular extinguisher as there are different kinds of powder extinguishers.
27 
l 
VIDEOTEL: FI.E FIGHTING AT SEA
Carbonaceous Flammable Liquids Electrical Gaseous
Water  V'
"  " 
Foam  V'
"
A-triple-F  V' V'
CO2 V' V'
Dry  powder  # t/  V' v'
Key:  V' =suitable 
" = not  suitable 
# =as  indicated  by the  label 
Extinguishers can be Dangerous
Remember that fire extinguishers are  pressurised  and can  be  extremely 
dangerous.  Always check them  carefully for signs  of corrosion.  Look out for 
hidden corrosion, for example  behind a plastic skirt. 
Many injuries have  been  caused  by people  unscrewing  extinguisher heads  under 
pressure.  If you  hear a  high  pressure  "hiss"  stop unscrewing.  Make sure that 
pressure  relief holes are clear. 
Extinguishers should  be checked  and  maintained  by specialists,  but if on-board 
maintenance  is  conducted,  ensure that they are discharged  on  a regular basis  for 
crew training,  put a date stamp on them so  that different extinguishers are  used 
each  time,  and to be certain that all  your extinguishers have been  checked  and 
refilled within the statutory periods.  Make sure  nozzles are clear and  discharge 
hoses  in  good condition. 
................................................................................ 
Fuels and How to Tackle Them
50 far  in  this section  we have concentrated on the different types of equipment available, 
and  when to use  them.  Now we  need to look at different kinds  of fires,  and  how they must 
be tackled. 
Carbonaceous Fuels
After burning,  carbonaceous fuels  leave  behind  smouldering  embers,  so  cooling  is  the best 
technique to use. Water and  foam  extinguishers are very effective at doing this. 
Deep  seated  fires will  need  very  large amounts of water or foam.  If a fire appears to  be  out, 
continue applying water or foam  while carefully turning  over the fuel to reach  deep-seated 
fire  pockets.  If you  do  not do this,  the fire  may re-ignite. 
28 
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VIDEOTEL; FIRE FIGHTING AT SEA
Liquid Fuels
Generally speaking, liquid fires are best fought by smothering them, either with a blanket
or lid (in small, contained situations such as fat-pan fires), smothering gas from a fixed
installation, or a foam extinguisher.
Foam is a soapy water solution. Because it is frothy, it is less dense than oil so it floats on the
oil to create a smothering blanket .
Low flashpoint liquids may also be extinguished with dry powder or C02 extinguishers.
Gaseous Fuels
Fires involving flammable gases under pressure in pipes or tanks are extremely hazardous.
Such fires should never be fought unless the gas has been isolated.
A high pressure gas flame should only be extinguished by closing the valve. If this is not
possible it should be allowed to burn, but the cylinder and other surfaces should be cooled
with water spray from behind a protective barrier.
Liquid spills of LPG may be extinguished with a dry powder extinguisher, but never use
water.
Metal Fires
Do not use water, foam, C02 or general dry powder extinguishers on metal fires. They can
cause a violent reaction.
Special dry powder extinguishers are available which are suitable for metallic fires. If a dry
powder extinguisher is suitable for use on a metallic fire, it will say so on the label. If it
doesn't say so, don't use it.
Small fires of less reactive metals such as steel swarf may be smothered using dry sand (not
wet!).
If the fire is small, and you have no alternatives, you may use water but only if you have
enough to deluge the fire and can do so from a safe distance.
Electricity
Electricity is a heat source, not a fuel, but if it is present, it complicates the way you tackl e a
fire. Unless the electric circuits are isolated, the electricity may cause reignition as soon as
the fire is extinguished.
Generally speaking, dry powder and C0 2 extinguishers are the only extinguishers that should
be used on electrical equipment.
Water in the form of a spray is less likely to conduct electri cit y back to t he firefi ghters at
normal voltages (never spray water near high voltage) but may sti ll cause short circui ts.
If available, halons are non-conducting, so fixed installations which use them can be used on
electrical f ires.
29
VIDfOTEL: flU  " GHTING   ~ SEA 
..........................•......•...•.....................•.................. .. 
About Fixed Installations
In additi on to portable fire extingui shers and hoses and blankets, some ships are also fitted
with "fixed i nstallati ons " .
Halons
Some older vessel s carry fi xed install at ions which use halons. These work by interfer ing
chemicall y wi th the f lame. But in doing so, they produce harmful toxins, so t hey must be
used w ith extreme caut ion in confi ned spaces. Al t hough halons are very effective, they
cause damage t o the ozone layer and are gradually being replaced with other systems.
Hi-Fog Systems
Hi-Fog systems are designed f or use in conf ined spaces. They produce fine water droplets
which absorb energy in the f lame and cool hot surfaces, air and products of combustion
(flame inhibition). The steam produced also has a smothering eff ect. These systems are
usually fitted in areas such as fuel rooms above generators and elect rical switch gear.
C02 Installations
C02fixed installations work in the same way as C02extinguishers, depriving the fire of
oxygen. Like C02 extinguishers they are also very hazardous as they displace the oxygen,
leaving little or nothing for people to breathe. They must be used only on the orders of the
master or senior officer, for example w hen an engine room or cargo hold fire threatens the
safety of the vessel, and when they are assured that the area is clear of personnel.
Before using a fixed CO, installation:
- Sound the fire alarm
- Evacuate the area
- Take a roll call to make sure no-one is left there
- Seal off all doors
- Shut all vents and accesses.
A C02 f ixed installat ion cannot be used to make safe an area containing a f lammable
atmosphere, but where t here is no actual fire. This is because static may be caused during
the discharge whi ch could actually start a f ire.
Foam Installations
On ships f itted with this kind of installation, pipes carry the solut ion of foam and water to
vital points around the engine room or direct to mobi le applicators on the deck or cargo
areas where it is aerated to make foam.
Dry  Powder Fixed Installations
Dry powder fi xed installations are widely used i n LPG and LNG shi ps as they are very
effect ive on fires involving these kinds of gases. They are sometimes backed up with mobil e
install ati ons f or more local ised use.
30
VlDEOTEL: "RE liGHTING AT SEA
• ••••••••••••••••••••., ••41 ....................................................... .
Hoses
Water is the mostplentiful weapon againstfire atsea, butitneedstobe pumpedtothe
hydrants. Atleasttwomain pumpsshould be dedicatedtodoingthis.A third backup, the
Emergency Fire Pump, is located safelyawayfrom theengine room.
A ship'sfirefighting installation should always providesufficientpowerso thattwojetscan
reach any partofthevessel normallyaccessible tothecrew.
Care of Hoses
Always keep hoses stored correctly, so t hatthey are readyforuse in an emergency.Thetwo
mostcommon methodsare:
•  The normal roll (rolli ng roundthef emal e end).
•  "On thebight" - oftencall ed the "Dutch rol l ".
Dutch Roll
Eithermethod can beused, butall hoses on aship must be rolled up using t he same method
to avoid confusion when unrolling them.
The Dutch roll hastwo advantages:
1. Thetwo coupli ngssit in thebottomofthe locker,so cannotdamagethe hose through
vibrat ion.
2.  Itis easi ertounroll in conf ined areas. Even ifitis not unrolled properly, halfis rolled one
way and halftheother, so itis nevertwisted.
When unrolling a Dutch-rolled hose, lay it out away from the fire.
Here aresome importantpointsaboutthecare ofhoses:
•  Afteruse, amodern hose mustbe laid outand drained bywalking along it, holding each
partatshoulder level as you walkalong. This is called"under-running".
•  Old canvas hoses mustbe dried before being stowed awaytopreventrotand mildew.
31
V/DE01FL: FIRE FIGHTING AT SEA
• Afteruse, clean offany contaminantswith amild detergent. Dipthecouplings and
nozzles in fresh waterbeforestowing away.
• Hoses must be maintained and tested regularly, and records keptofthese activities.
• Protectcouplingsfromsalt spray witha lightgrease.
Using a Hose
Modern hoses are linedwith latexorplastic, so avoid lettingthem rest on smouldering
embers. Never letan empty hose rest on ahotdeck, as there is noflowofwatertocarry 
heataway. 
Modern hoses areavailable in differentdiameters. 
• Thesmaller hoses are lighter, moreflexible and particularlyuseful in accommodation
areas. Becausetheyare lighter, you use less energywhen carryingthem. This is important
ifyou are using breathing apparatus(BA), as yourcylinderwill last longer. Because
modern hoses aresmooth lined, thesmallerhoses still produce morewaterthan the
largerunlined hoses.
• Larger diameterhoses are bestforuse in unconfinedareas, such as on deck.
• All hoses can be damaged by shock orrubbing.
• Alwaysturn hydrantson and offgentlyto avoid sudden surges ofpressure.
• Do notletdoorsswing shut on a hose. Makesure doorsare held orhooked open.
• Do notclear akink by kickingthehose.
• Ifa hose is resting on asharp edge, protect itwitha doormatorsomethingsimilar.
AboutNozzles
Straight-Through Jets
A straight-through jetis designed tothrowwatera long way, afeature notoften needed
in ashipfire. When using, takecare thatthejetdoes notscatterburningfuel.
Adjustable (orVariable) Jet-Spray Nozzle
Moreeffectiveand flexible is theadjustable jet-spray nozzlewhich lets the user open
and close theflowofwater, and produce:
• a jet- useful forpropellingwaterover long distances. The force ofajetalso helpsassist
waterpenetration when damping down afterafire.
• a spray- which is a moreeffectiveway ofcooling than ajet.The hollowcone shape of
thespray also protectstheuserfrom heatand flame.
32
VIDfOTEL: fIRE fIGHTING AT SEA
Watershould never be used by high voltages, but notethatone key advantageofusing
spray is that itis less likelythan ajettoconduct electricity back tothefirefighter.
• awall ofwaterwhich can be useful in enabling peopletogetclose toafirein orderto
close avalve. Itcan also be used in combination with otherequipmentby providing a
wall ofwateratclose rangetoprotectpeople using anotherhose orotherextinguishers.
Because adjustablejet-spraynozzlescan be shut off:
• Itis easiertolimittheamountofwaterdamagecaused.
• The ship's stabilitycan be moreeasily controlled.
• Less wateris wasted, so moreis availableforuse elsewhere.
• The usercan control thehumidityoftheenvironment .Turning offthe hose foramoment
will allowthesteam todissipate and enableyou tosee and hearbetter.
Using an Adjustable Jet-Spray Nozzle
1. ALWAYS pointthehosedowntowardsthedeck beforeopening.
2. Turn thejettoaspray, thentoafine, widewatercurtain tocool and protect
you as you nearthefire.
3. Turn thenozzletoaspray with a60
0
arc.
4. Before closing, pointthehose downtowardsthedeck.
./
./
./
./
./
./
./
,--   ~ r  
~
./
~
'-   ~ f   '-
'-
'-
'-
'-
'-
'-
'-
Turbine Driven Nozzles
The hoses on some vessels have nozzleswith revolving teeth driven by aturbine. 
This nozzle is very effective because itproducesvery fine dropletsand can be adjusted to 
produce avariety ofspray patternstosuitdifferenttasks and situations. 
The finelydivided drops ofwaterinthespray workintwoways: 
They reducethe heatofthefiretobelowthe ignitiontemperatureoftheburning
material.
33
VlDEOTEl: FI.E FIGtnlNG AT SEA
• The blanket of steam helps seal off the fire.
Note that a solid cone of spray gives you better protection than a hollow one.
If possible, attack the blaze from the windward side - or where there is the least smoke .
Fog (or High Pressure Water Spray) Nozzles
These have three positions - shut-off, fog and jet. The tiny water droplets produced by the
"fog" setting absorb energy in the flame, the same way that a dry powder extinguisher
works on a fire, but with an additional cooling effect. Like dry powder, they can be used to
extinguish low flashpoint liquid fires.
r  
- - - - .----=-==--- -  
([1:.  
Shut 
The high velocit y nozzl e can be replaced by an extension tube with a high density nozzle
which instead of a stream of dropl ets, produces a cl oud. The extension can be insert ed
direct ly int o a f ire.
34
VIDEOTEL. "., f iGHTING AT SIA
Fog Nozzle Hazards
A fog nozzleneedsgood pressuretobe effective.
Itdoes notproducea hollowcone ofwaterspraytoprotecttheuser.
When used in an enclosed space itcan produceagreatdeal ofsteam.
·...............................................................................
Moving Through A Fire Area
•  Before openingthedoortoafire area, feel theheatofthedoorwiththe back ofthe
hand, upand down, andthenthe handle.
•  Ifthedooropenstowardsyou, keep yourshoulderand knee againstthedooras you
slowlyopen it.The fire in theroom may have generated explosive vapourwhich may
flash when itmeetsthe air. The force can be expl osi ve.
•  Keep low, and stay onthehinged side ofthedoor. The f irewillsuck cold airin fromthe
bottomcausing flames tobillowoutfromthetop.
•  Ifthere are flames, use yourextinguisher immediatelyusing asweeping movement. But
beforeyou do, be surethattheextinguisheryou are using is appropriat eforthetypeof
fire.A drypowderextinguisher is usuallyappropriateformostkinds offi res.
•  Ifadoort o afire is open,cl ose it. This will contain t hefi reand deprive itoft he airit
needs.
•  Al ways keep low.You can see betterandyou wi llsuffer less qui cklyf rom heat and steam.
•  Trytofeel yourwayahead withyourfeet, especi allywhen walking insmoke. Keepyour
feetfl at ont hedeck. Do notliftthem as you do whenyou normall ywalk.
•  Turn thehoseofff romti metoti met o all ow thesteamtocl ear.This improvesvisibil it y
and reducest he humidit y.
• •••••••••••••••••••••••••••••••••••••III •••••••••••••••••••••••••••••••••••••••••
Moving Through Smoke
•  Keep low.
•  Bef ore advancing, feel thespace in frontofyourface bywavingyourfree arm upand
down infront of it.
•  Alwayskeep contactwithyourt eam matesand witht he bulkhead so you do notlose
yoursense ofdirection.
•  To search alargerspace, keep cont act with abulkhead, holdhands and stretch out,
feeling f orwards withyourfeet .
35 
••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
VlDEOTEL; FIRE FIGHTING AT SEA
Moving Down A Ladder
There aresome importantsafety rules thatyou mustobservewhen descending a ladder:
• Cool theladder, then lowerthehose, with its nozzleclosed, tothebottomofthe ladder,
beforeyou oryourteam mates descend.
• Do notattackthefirewiththehose until all team members aredowntheladder. When
thewaterhitsthefire, thesteam produced maygoupthehatch scalding anyonethere.
·................................................................................ 
Using Breathing Apparatus (BA)
• Check thegaugesfrequently. This is especially importantbeforegoingfurtherintoa
space ordowna ladder.
• Workas ateamand lookaftereach other- alwayswarn theothersofany obstructions
you meet .
Keep low. You will be abletosee furtherifyou look belowthesmoke layer.
Care and Maintentance
InspectBAsets regularly, followingthemanufacturer'srecommended
maintenanceprocedures.
Working Together
As wehaveseen in thissection, there is a hugerange ofequipmentprovidedtohelpfight
fires. However, there is oneessential elementwhichtechnologycannotprovide:teamwork.
Effectivefirefighting relies on peopleworking effectivelytogether.Withoutthisskill, fires
takelongertocontrol, and lives are putatrisk.
This elementis explored morefullyin thenextsection, Command and Control atthe
Incident.
Summary
Nowthatyou have read thissection, you should understand:
• The basic rules offirefighting.
• Aboutdifferenttypesoffireextinguisherandtheiruses.
Howtouse differenthoses and nozzles.
• Howtotakecare offirefighting equipment.
• Howtomovethrough smoke andfire.
36
VIDEOTEL: fIRE fIGHTING  AT SEA 
SlcriON 4: COMMAND AND  eONrROI Ar rHI .HeiDENr 
Co-ordinatingthefirefightingteams relies on command and control.
Command and control is splitbetweentwoareas:
• the bridge(orifnecessary an alternative place ofsafetysuitable as a base for
communication).
• thearea ofthe incident.
• Both are ofequal importance.
This section looks atsetting uptheemergencyorganisation, and thecommand and control
atthepointofthefire.Afterstudying thissection, you will know:
• The differentparties involvedand theirresponsibilities.
• The main elements and principlesofcommand and control attheincident.
• The importanceoffiredrills, and howto makethem effective.
·............................................................................... 
Basic  Principles 
The firsttask ofcommand and control is toprovidethethree lie'Sofnaval strategy:
• Co-ordination.
• Communication.
• Control.
Fromthemomentafire is reported, all three must be established rapidl y otherwiseafourth
lie' - Chaos - willtakeover.
The organisation of afirefight ing activitywill dependonthesize oft heshipand number
ofcrew, buttypicall y,t he master hastheco-ordinati ng role ont he bridgeoratsome other
safe place ontheshi p ifthebridgeisoutofaction.
The Master's ro le is discussed, in greaterdetail, i nthe programme, Command and Control by
the Master.
37
VlDf01EL: f l •• fIGHTING AT S.A
• ••••••••••••••••••••••••••••••••••••• II  ••••••••••••••••••••••••••••••••••••••••• 
Mustering
On  mustering, the  leader  of the  each  party takes  a roll  call . If someone  is  missing,  the  leader 
must notify the bridge  immediately and  start a search. 
In  this  case,  the emergency party is  faced  with the double task  of trying to find  and  retrieve 
the missing  member,  and  locating  and  extinguishing the fire. 
·................................................, ............................... . 
The Parties
On  board,  the officers  and  crew are  organised  into different parties: 
•  One  or more attack  parties. 
•  Support  parti es. 
•  A  First Aid party. 
The  select ion  of members  for the parties  is  usually made when crew  members  join the ship. 
This  should  be  done  on the  basis  of  experience,  physical condition,  age, and  special ist 
knowledge. 
Although t hey  should  be  interchangeabl e, as  t he ci rcumstances dictate, the part ies  should 
be kept together as  units.  Each  unit has  specific dut ies  and  peopl e should  not deviat e from 
them  unless expressly  ordered to do  so  by the  Master. 
On  ships with onl y  one  emergency  party, the Chi ef Off icer  will  usuall y t ake charge. 
If the fire  is  in  the engi ne  room,  t he  Second  Engineer will  automatically take over because 
inti mate knowledge of the location  will  be  essential. 
Having  f ormed the parties,  the  next task  is  to ensure that crews are  fully t ra ined  so  they 
know: 
•  Thei r  rol e and  responsibil it ies. 
•  Mustering  arrangements. 
•  The  location  of equipment such  as  hoses,  extinguishers,  breathing  apparatus  and 
protective clothing. 
The Support Party
The  vital task  of the Support  Party  is  to back  up the fire fighters  by fetching  additional 
equipment such  as  hoses  and  BA  cylinders  as  required  by the attack  party. 
They  will  also  often  be  called  on  to stop the fire spreading  by undertaking  boundary cooling 
or boundary starvation,  or by  removing  potential  nearby fuel. 
They  are  also  responsible for preparing  the  lifeboats and  other life saving  appliances and 
38 
VIDEOTfl: FIRE FIGHriNG Ar SEA
bringing up extra water and blankets, the lifeboat radio, VHF radios, SART' s and EPIRB.
On hearing the alarm, the support party musters at its designated station, reports t o t he
bridge and awaits instructions.
The Engine Room Party
The muster point for the Engine Room Party is in the Engine Control Room. This team is
responsi bl e for maintaining power suppli es, ensuring the main engine is available f or
manoeuvring, stopping and starti ng machinery and isolat ing affected electric circuits and
equipment.
The initial tasks of the Engine Room Party are t o check that all pumps are fully operational
and that the emergency pump and generator are f unctioning correct ly.
The First Aid Party
The First Aid Party, usual ly headed by the cook or steward, must ers at the exit to the
hospital where they col lect stretchers, blankets, first aid kit, and a resusci tator pack. The
resuscitator may be needed to help anyone overcome by smoke and fumes.
On mustering, the leader takes a roll call and then reports to the master. The party then
stands by to await f urt her instructions.
The Attack Party
The Attack Party, or Emergency Party, has the task of direct ly fighting the fire.
After musteri ng and report i ng in, it proceeds as quickly as possibl e to the reported fire
zone, taking with it t he appropriate equi pment .
On arriving, the officer in charge makes an immediate assessment of the situation and
commences appropriate i nit ial act ivities, keeping in regular contact with the bridge. This is
vi tal, because the full extent of the f ire may not be apparent and the bridge will be
receiving reports from other parts of t he ship.
The assessment must cover:
• The location of nearby hazards such as chemicals and compressed gases.
• Whether breat hing apparatus or protective clothing wi l l be needed.
• Whether people should fight the fire or whether t o batten down and contain it.
• Which apparatus to use.
• The direction of attack.
The leader of the emergency party is directly in charge of the attack on the fire, leaving the
other considerations to other groups.
39
• • • • • • • • • • • • ••  • •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 
VIDEOTEL: "RE FIGHTING AT SEA
The Elements of Command and Control
Locating the Seat of the Fire
Locating the seat of the fire can be difficult. Using smoke t o trace it can be misleading, as it
travels t hrough ducting and behind panell i ng. More reliable clues are heat and flames,
although even these may be secondary.
Stopping Heat and Fire from Spreading
A shi p is like a metal box. The steel it is made f rom conducts heat very well, so heat can
spread rapi dly f rom one part of the sh ip t o another. Wh ile the seat of a fi re is being fought,
adj acent areas should be monitored for the spread of f ire and heat. Boundary cooli ng is an
essent ial weapon in minimising t his spread of heat .
Boundary starvation by removing nearby fuel should be used to stop the spread of f ire. Thi s
can be time-consuming and difficult . If t he f ire is below the cabin areas, for exampl e, the
carpets wil l need to be l ifted, drawers removed from under bunks and wardrobes empti ed.
If there is a store room near to a fire, it will need to be empti ed of cardboard boxes, paper
sacks and other pot enti al f uel.
Containment
If a f ire cannot be beaten back or access to the fire is impossible, a strategy of containment
is vital. This involves putting the f ire into a physical box or boxes, and containi ng the spread.
Boundary starvat ion and boundary cooling are essent ial weapons. Once the f ire is
contained, more extensive resources such as a team of firefi ghters with hoses or the use of a
fixed installat ion can be brought into play.
Ventilation
Ventilation control is one of the most difficult chall enges in fire fight ing. Feeding the fire
wi th air increases the rate at which it burns; cl osing down the ventilation boxes in both heat
and smoke.
There are recorded cases of both extremes causi ng problems. In one instance, t he
ventilation drew smoke down into an engine room which had to be abandoned sooner
than would otherwise have been the case. In another case, the engine room had to be
abandoned because a small fire at its top filled it with smoke when the ventilation was
stopped.
Partial ventilation is another option, or retaini ng some vent il ation sources and closing
others. For example, by switching off fans and leaving natural ventilation open.
Whatever the solution, all ventilation must be controlled, and all sources of venti lation
considered: an open door in one part of a ship could cause superheated gases to f unnel
towards f irefighters in another part of the ship.
Venti lation needs vary depending on the stage of a f i re and the way it is being fought. If a
room containing a f ire is clear of people, t he space can be battened down completely and
boundary cooled. Re-entry to finish the f ire will require ent ry through t he smallest possible
40 
VIDEOTEL; "IIE FIGHTING AT SEA
opening  (and  from  a  low level)  but once fire fighters  are  at the fire,  thorough ventilation  is 
essential  to disperse  smoke,  heat and  humidity. 
Breathing Apparatus
If a fire is  burning  in  an  enclosed  space,  breathing  apparatus will  be  essential,  and  should  be 
got ready. 
Remember that if the fire  is  contained  or damped  down,  the amount of smoke  will  initial ly 
Increase. 
UK  fire brigades  have  a golden  rule that if breathing  apparatus  is  used,  at least two fire 
fighters  must work together.  Some authorities  insist  on  BA  teams  of at least four people  for 
ship-board  fires.  Team  members  must  not fight a fire from opposite  directions. 
Selecting a BA Team
At  least one member of the team should  be familiar with the area. 
All  team  members  must  be  familiar with donning and  t esti ng  procedures. 
Working  as a team  of two  people  has a number  of benef its: 
•  Each  can  check  on the safety of t he other. 
•  Two  people can  handle  a casualty more easily than one. 
•  People gai n  confi dence  and  moral courage from  the  presence  of the other. 
•  One  person  can  cont rol the nozzl e w hile t he other ca rri es the weight of t he hose. 
•  The  backup  person  can  communicate  between the centre of operations and the principal 
f i re  f ighter. 
However,  where  resources  are  stret ched,  using two  people  effecti vely  uses  twice the amount 
of BA  air. 
You  may  have the choice  between  using  self-contained  breathing  apparatus (SCBA)  or 
airhose  and  bellows sets.  While SCBA  offers superior manoeuvrability,  do  not automatically 
rule  out using  airhose  and  bellows sets.  They  offer unlimited duration other than the ability 
of the wearer to withstand  heat and  humidity. Where the situation  involves searching 
through  smoke to establish  the  location of a fire,  there  is  a  strong  argument for keeping 
SCBA  sets  in  reserve  for use  in  the actual  attack on the fire. 
41 
VIDEOTEL: F'R. F'GH"'NG A., srA
Good Practice with BA
The entry t imes of personnel  using  SA  should  be  recorded  and  kept on the 
bridge to help ensure that people  do not endanger themselves by  running  out of 
air. 
The  amount of air breathed differs from  person to person,  and  according to the 
exertion.  TIme  limits are  merely  a guide; the only  reliable source  of information  is 
the gauge. 
Ideally,  a relief should  be  ready to take over the fire fighting or rescue  at the 
time the first wearer has  to withdraw.  If a note is  taken of the time of entry and 
gauge  reading,  the approximate time  of whistle can  easily  be calculated,  or 
better,  obtained from a prepared table on the control  board.  The  relief can 
follow the wearer's  hose  and  lifeline as  the whistle blows. 
Each  BA  wearer should  be supported  by someone to check the donning and 
testing  procedure and tend to the lifeline. Where resources  are stretched,  one 
person  could  monitor two wearers. 
SCBA  air is  preci ous.  Ensure  that people do not breathe from  a SCBA  set 
unnecessarily while waiting to be sent  in. 
If resources  permit,  it is  wise to have an additional  SA wearer on  "standby"  ready 
to go inside with communications from the officer in  charge. 
Although there  is  no limit to the supply of air to an  airhose wearer,  the heat and 
humidity provi des  limits of endurance. 
Equipment for SA Wearers
A  SA  wearer wil l need: 
•  A  lamp to read  the gauge. 
•  A  hose  for protection, even  if the mission  is search  and  rescue. 
•  A  properly fitted  hard-hat with chin  strap. 
•  An  axe  may also  be  necessary to gain  entry through  a door. 
•  A  signal tall y. 
Briefing a SA Wearer
Before sending  a SA  wearer in: 
•  Explain  t he t ask. For exampl e, to locate the fire and  report, to locate the f i re and  att ack, 
to search  for and  rescue missing  persons. 
42 
VIDEOTEL: FlIlE flGHlING AT SfA
• Remind the wearer to keep low.
• Remind the wearer to check the gauge regularly.
Communication
Communication is vital to command and control at the incident, both in feeding
information to the bridge (which as the centre of communication must be advised of all
relevant information), and to the fire fighters. There are many ways in which this can be
achieved ranging from runners to VHF rad io, and a combination of methods will almost
certainly be necessary.
Communication should be:
• Purposeful - do not communicate irrelevant information.
• Accurate - dist inguish between fact and guesswork.
• Specific - do not general ise.
Using VHF
If there are only a few VHF sets on board, it is not sensible to risk losing one by giving it t o a
BA wearer in a fire zone. The wearer is already contending wi th feeling their way and
handling hose. So in many cases, the only communication between the officer in charge and
the BA wearers will consi st of pulls on the lifeline.
However, if at all possibl e, communi cation equipment should be provided t o a BA wearer.
Voice powered mi crophones or bone microphones can be attached to a transmitter on the
harness, or to a trai ling wire.
Overcoming Communication Problems
,i Dead" areas where transmission and reception fails may be overcome by using
the "leaky feeder" principle - if a wire is trailed into a compartment it may pi ck
up transmissions inside and re-radiate them outside.
Background noise can be overcome by putting the microphone against the
throat.
All communications should follow standard procedure:
• Identify the t ransmitting station.
• Keep the communication as brief as possible.
• Use standard phrases at dict at ion speed.
• Do not interrupt the speaker.
43
• ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 
VIDfOT£l; "R' fIGHTING AT SfA
•  Repeat commun ications  back to the sender to avoid  misunderstandings. 
•  Sign  off. 
Stability
The  stability of the ship  is  principally the  responsibility of the bridge team,  but there are 
procedures that the officer in  charge  at the incident should  bear  in  mind. 
•  Limiting the amount of water  used  helps  maintain stability. 
•  Try  to  manage the effects of the water  used. For  example,  by  using  rolled  up carpets to 
guide water into spaces  from which  it can  be  pumped. 
•  By  keeping  scuppers cl ear. 
Guarding Against Reignition
Once  a fire has  been  extinguished,  do not forget to guard  against  reignition,  particularly in 
f ires involving  carbonaceous materials. 
After a fire  has  been  ext inguished,  a  24  hour fi re  watch should  be  kept  on the area. 
Dampi ng down  should  be conti nued  until all  si gns  of heating  have  ceased. Other areas 
should be  searched  f or hidden  pockets  of f ire - heat f rom the fire may  have  spread  through 
the  steelw ork or along  void spaces behind  panelling to start smouldering  fires  elsewhere. 
Designing Fire Drills
The outbreak of fire  is  not the time to find  out whether peopl e  know what t o  do. 
Regular fire dri ll s must be  held.  They  must also  be  taken  seriously  and  must  include 
everyone  on  board. 
They should  also  be  interesting  and  meaningful. To  achieve  this,  design the exercises  to 
simulate t he tackl ing  of real  incidents.  And  make them  as  rea listic  as possible. 
Some  drills should  cover training  in  the  use  and  maintenance  of equipment. This  includes 
fire  extinguishers,  hoses  and  nozzles,  breathing  apparatus,  protective clothing  and  rescue 
equipment. 
Take  the opportunity to operate and test the watertight doors,  vents,  fire dampers,  and 
similar  devices. 
All  crew  members  must be familiar with the various alarm  systems  and  sounds. 
They  also  need to know the location  of the telephones from  which  they can  report to the 
bridge  if portable VHF  radios  are  not available. 
Each  drill should  be  designed  around  a different kind  of emergency scenario  and  in 
different locations. 
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--
V1DEOTEL "., FIGHnNG AT SfA
Partial drills can also be held to help practise specific aspects of an emergency - for example,
laying out hoses quickly. BA search procedures, casualty handling or incidents involving
dangerous goods.
In some practice incidents, make parts of the ship " out of bounds" to represent fire areas.
The crew must find alternative routes, both to the muster points and to the imaginary fire.
In some circumstances, this could affect the availability of equipment making the fire that
much harder to fight .
When holdi ng a drill, note the time taken from the soundi ng of the alarm to the muster ing
at stations and encourage the crew to improve on this each time.
Take t he opportunity t o t est communicati ons. Note any radio blind spots and f ind
alternative positions for t ransmi tting. This is also a good time to establish other means of
contact between the emergency party and the bridge.
After each drill, hold a revi ew with everyone to discuss how successful it was and how it
could be improved. Note that this is an ISM requirement.
Summary
Now t hat you have read this section you should know:
• The different part ies involved and their responsibi liti es.
• The mai n el ements and pri ncipl es of command and control at the incident.
• The importance of f ire drills, and how to make t hem effect ive.
45 
VIDEOTfL: FlU "OHflNG Ar SEA
51cr.ON 5: COMMAND AND CONfROL BY fHI MASTER
In  this section  you  will  learn: 
•  The  role  and  responsibilities  of the  Master in the event of a fire. 
•  The  factors to consider when  determining  a strategy for combating  a fully developed fire. 
•  The essential  procedures which the  Master must ensure  are  undertaken. 
•  The strategi es  appropriate to different ki nds of vessel. 
•  What  must  be  done  if a fire starts when  in  port. 
•  What needs  to be done after a f ire. 
·............................................................................... 
Introduction
No two fires are  exactly alike.  The  location,  intensity,  cause  and  effects may  all  differ.  It  is 
the responsibility of  the  Master and  his  emergency organisati on  to assess,  with  minimum 
delay,  the best  possible  action  to take when  an  incident  arises. 
•  ••••••••••••••••••••• II  ••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 
Basic Principles
The  f unction of the bridge  (or if  the bridge is  on fire, some  other prearranged  place)  is  to 
form the control  centre and  it is essential for the Master - as  the person  w ith the greatest 
overview and  authority to remain there at all  times to receive  inf ormation from  all  parts of 
the ship  and to give  orders. 
The  primary consideration  of the  Master  is  the safety of the crew.  This  includes checking off 
t he  muster list as  the  part ies  report in  and  ensuring that the  radio  operator has  an  exact 
position for the emergency  message. 
Most of the Master's  responsibil ity should  al ready  have  been  met  before the  outbreak of an 
emergency.  He  will  have ensured  t hat  effecti ve  emergency dri ll s have been  carried  out and 
that each  member  of the crew  knows what to do  and  what is  expected  of them. 
If this  is  the case,  many of the necessary  activities  will  automatically be  happeni ng within 
minutes of an  emergency.  For  example,  parties will  have taken their musters and  reported 
in,  an  initial  attack  may have  been  made on  the fire,  boats will  have  been  swung  out (or 
other life saving  appliances  prepared)  and  backup groups will  be searching  the boundary 
zones for signs of heating. 
In  essence,  the Master forms the absolute centre of the three Cs  of command  and  control: 
•  Co-ordination. 
•  Communication. 
•  Control. 
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VIOE01CL: FIRE "GHnNG AT SEA
••••••••••••••••• lit  •••••••••••• lit  ................................................. . 
The Fully Developed Fire
There  are three stages  in  the development of a fire: 
1 The  incipient stage,  when  a fire first starts. 
2 The  developing  fire. 
3 The  fully  developed  fire. 
The  inci pient  stage  is  usually tackl ed  wi t h  a fire  extinguisher and  a  developing fire will 
normally be  tackled  promptly by the initial  attack party.  In  these  cases,  the Master wi ll 
normally need  only to monit or  progress  while ant ici pating  a course  of act ion  in  the event of 
the fire reaching fully devel oped  status. 
In  t he case  of a fully developed  fire, the  Master  is  responsible f or overall  strategy  and tact ics 
for combating  t he f ire,  including  activities such  as  boundary cooling,  boundary starvation, 
and  vent ilation control. 
Th is  does not mean  you  cannot  use  your  initiat ive to cool  a  hot spot,  f or example,  but  it 
does  mean you  must communicate that f act  t o the bridge. 
The  pri mary  objective  is generally to contain  t he fire. Once  contained,  the  Master needs t o 
evaluate the  best  st rategy for t he  next stage.  This  might  be one of the foll owing: 
•  Keeping the f ire  contained. 
•  The  use  of fi xed  inst allations to put  it out. 
•  Other means  of cont rol . 
• • • • ..  • ••  .................................  • ••••••• lit  ••••••••••••••••••••••••••••• 
Factors to Consider when Determining a Strategy
The  priori ty of the  Master is  always t he saf ety of the crew.  The  action the Master  decides on, 
however,  must t ake i nto account  a wide  range  of f actors. These  incl ude: 
•  The  locati on  of the fire. 
•  The  weather conditions. 
•  The  ship's  position  and  the availability of assistance  or rescue. 
•  What is  fuelling the fire. 
•  How long  it has  been  burning. 
•  The  likelihood  of explosion  or toxic hazards. 
•  The  risk  of it spreading. 
47 
VlDEOTEt flllE fiGHTING A1 SEA
•  What  resources are  available  and  how they can  best  be  depl oyed. 
•  Whether  it can  be  contained,  and  if so,  between which  boundaries. 
•  The  likely effect of t he strategy on the stability of the ship. 
•  What secondary  pl an  coul d  be brought into play  in  case the f irst  plan  fai ls. 
·................................................................................ 
Essential Elements in Command and Control
•  The Master is ultimately  responsible for ensuri ng t hat  a number  of key things happen. 
Mustering
If there are  peopl e not accounted for,  for ensuring that information  about their last 
whereabouts  is  sought  and  demanding search  and  rescue. 
Communicating Strategy
Ensuring that  everyone  is  aware of the overall  situation and  the strategy for combating the 
fire. 
Records
Ensuring  information received  at the bridge  is  recorded  and  monitored. 
Manoeuvring
Altering the course  and speed  of the ship  to ensure safe  navigation  or to assist the 
firefighters.  For  example,  by  slowing  down or steaming  downwind to reduce the apparent 
wind or altering direction to put the wind on  a particular side  to give fire fighters a clear 
side from which to work. Other options include deliberately running  an  unstable ship 
aground. 
The  Master must ensure that fire fighters are  made aware of any change  of wind direction 
which  will  result from  manoeuvring. 
Stability
Most vessels  carry  information about the effect of added  weight in the cargo  spaces,  but not 
all  carry  information about the effect of water high up in  the  accommodation. 
The  effects of water used  in  fire fighting  are  almost impossible to calculate - how much 
water has  turned to steam  or run  away?  Nevertheless,  it is  useful to have  stored  in  the fire 
wallet a few guidelines as  to the likely effect of say  6 cms  of water in  a compartment. 
Control
Ensuring that each  party is  pursuing  and fulfilling  its  objective: the  initial  attack; the  life 
saving appliance preparation; the technical  support;  pumps started; electrical  circuits 
isolated;  fetching  back-up equipment;  boundary cooling;  ventilation control. 
48
VIDEOTEL. "RE FIGHriNG AT SEA
Don't f orget that a sh ip is a three-dimensi onal object. When planni ng to st op the spread of
a fire, you must take into account t he areas below - and part icularly above - t he f i re.
The use of acetate overlays provides a three-dimensional representati on of t he risks and
hazards above and below t he locati on of the f i re.
The Master does not, of course have to do these thi ngs himself, but he does need to ensure
that they are done .
... ........ . . . .. . . .. . ... . ............. . . . . . . . . . . . . ... . . . . . . . . ....... ... . ....... . .
Strategies for Different Ships
One of the most significant f act ors is t he ki nd of vessel. Below are some broad guidelines
for parti cular situat ions.
Cargo Fires
Wit h general cargo, the basic princi ple is that a cargo hatch should never be opened at sea
but shoul d be kept bat tened down and the fire kept under cont rol wit h smot hering gas
until t he nearest port is reached. Temperatures shoul d be monitored and boundary cooling
employed.
Hazards imposed by dangerous goods shoul d be identif ied at the time of loading and
emergency act ion pre-planned.
If it is essenti al t o open a hatch at sea, t his should only be carri ed out after extensive cool ing
and only a small openi ng should be made - enough t o get a BA t eam in. Once the seat of
the fi re is located, it shoul d be venti lated to remove heat and steam.
Containers
Contai ners below decks are treated in t he same way as general cargo. Containers on deck
should be surrounded wi t h water spray. Additional opt ions include the inject ion of COL,
Halon substitute or water spray.
Tankers
In the case of spil l f ires, st op loadi ng or dischargi ng and isolate all valves. Wi th tank f ires,
foam is generally used. Cool surrounding areas w ith water spray. Hydrocarbon fires produce
high levels of radiant heat, so provide water spray protecti on to firefight ers.
RaRo
Use drencher systems below decks and water fog applicators to finish off fire in or under a
vehicle. Some vessels are equipped with C02flooding systems.
LPG or LNG
Close all valves. Do not attempt to extinguish the fire unless there is sufficient wind to
dissipate gas and all possible sources of ignition have been eliminated.
49
VIDEOTEl.: ""E ' ,GHTlNG AT SEA
.....................................................................,.. .......... 
Incidents in Port
In  incidents  in  port, the Shore  Fire  Brigade will  normally take over responsibility for 
firefighting.  Nevertheless,  the ship's  emergency organisation  handles the vital  early stages 
and  liaises  with the Fire  Brigade  and  the  harbour authorities. 
The Fire Wallet
Because  the shore  services  do not know the ship,  it is  a requirement that each  ship  makes  a 
fire wallet available.  This  contains a general  arrangement  plan  of the ship showing full 
details  of the layout;  a safety  equipment plan  giving  details of the  hydrants,  the fixed  and 
portable fire fighting  equipment;  a cargo  stowage  plan  in  cargo  ships,  and  stabil ity 
information. 
One  copy  of the wallet must  be  kept on  the  Bridge  and  a second  at the  point of entry to the 
ship  in  a waterproof  container. 
If a fire breaks  out  in  port,  the emergency services  shoul d  be called  immediately,  no  matter 
how small  the out break. 
In Port Contingencies
Even  when  in  port,  there  must  be a fire f ighting team  onboard  at all  times,  no matter  how 
smal l.  The bridge  or some other pre-arranged  control  centre - such  as  a cargo  control  room -
should  be  permanent ly  manned. 
An  effective  record  of who is  on  board  and  who is  ashore  must be  kept,  so  that a proper 
muster can  be taken  in the event  of a f ire.  Non  crew-members will  be  mustered  by their 
person  in  charge. 
On  arri val, the senior fi re off icer  wi ll  immediately  need  as  much  relevant  inf ormation  as 
possible about the fire and  any mi ssing  persons.  The  Master should  be  ready to provide t he 
following  information: 
Number of peopl e report ed  missing. 
The  location  of the fire. 
What  is  burning and  for how  long. 
Means of  access. 
Cargo. 
Vent i lation  arrangements. 
Stabi lity. 
What has  already been  done. 
The condition  of the ship's pumps. 
What fixed  install ations are  available. 
Information  about fire zones? 
Explosive,  f lammable or toxic  materials near the f ire. 
In  most  ports,  advice on  matters relating to fire  and  f ire prevention is  avai lable from the 
Chief Fire Officer  or Firemaster. 
50
V/DEOTfL: 'IRE "'GHFING AT SEA
·..................................... .... ..... ..... ......... .. ................ . 
After a Fire
Afterafire, the Mastermustreportany casualties and arrangefortheirtreatment.
The Mastershould also hold an immediateinquiryinvolving all relevant personnel such as
the leaders oftherespective parties, theheads ofdepartmentsandthesafety officer.Ifthe
fireoccurred in port,thisshould also involveanyoutsideagencies involved such as thefire
brigadeandthe portauthority.
The reviewshould examineand document:
The cause ofthefire and whetheritcould have been prevented.
Howrapidly itwas reported.
Howitwastackled.
Howsatisfactorythefirefighting equipmentwas.
The effectiveness ofcommunications.
The investigat ionshou ld focus notonlyon whatwentwrong, buton whatwentwel lso
thatsuccessf ul practices can be repeated.The inquiryshould also aim tofocus on preventi ng
future incidents and handlingthem better, ratherthan seeki ng out someonet o blame.
However, if the blameclearlyfalls in a particulardirection, this must be assessed and
reported totheauthorities.
Summary
The programmewhich t hissection supports offersan exampl eofapart icularevent tohelp
see howt hese principlesworkin acti on.
Havingread thissection,you should now:
•  Understandtherole andresponsibili ties ofthe Master i ntheeventofafire.
•  Know thefact orstoconsiderwhen determini ng a strategyforcombating a fully
developed fire.
•  Knowtheessential procedures which theMaster must ensureare undertaken.
•  Have learned the strategi esappropriatet o differentki nds ofvessel.
•  Knowwhatis expected of you ifafirestarts when in port.
•  Knowwhat todoafter afire.
51
VIDEOTEL: FIR' flGHfING Af $fA
SICI'ION  6: MACHINERY SPACE  "RES 
Any  fire on  board  poses  a threat to the safety of the ship  and  its  crew.  But by  far the  most 
dangerous  is  a machinery space  fire.  It can  cripple a vessel,  deprive  it of power and  leave the 
shi p  at the mercy of the elements. 
On  completing  this section  you  will : 
•  Understand  the dangers  of machinery spaces. 
•  Understand  the causes  of machinery space  fires. 
•  Understand  the  built-in safety measures. 
•  Learn  how  fires  can  be  prevented. 
•  Know how  to tackl e them. 
Mach inery  space f ires  are t he  bi ggest,  single,  reason f or t he total  loss  of vessels  and thei r 
cargo.  Engine room  f ires  alone account f or about  half  of  all  on-board fires.  It is  vi t al to 
tackle them  quickly  and  effectively. 
·.............................................................................. . 
The Dangers of Machinery Spaces
•  Machinery  spaces  contain  al l the elements t o start and sustain  a  f ire - heat,  air,  and  fuel. 
•  In  particular, there  is  usually an  abundance  of fuel,  parti cularl y  in  the engi ne  room  - for 
exampl e, fuel  oil ,  lubricati ng  oi l and  hydraulic  oi l. 
•  Because  the engine room  is  at the heart of  a vessel , a f ire w i ll  spread  rapidly to other 
parts of the ship. 
•  Fire fi ghti ng  conditions are  difficult.  Access  is  conf ined  and  t emperatures  can  be  very 
high. Using  water  in  t hese conditions creates  a great deal  of  steam  and  high  levels  of 
humi dit y. BA  activity in  these  conditions must  be  stri ct ly  cont rolled  t o  avoid the ef f ects  of 
heat and  humi dity. 
•  If a fire occurs in  the engine  room,  temperatures can  quickly rise  to more than  600
0 
Celsius  - enough to  melt aluminium,  cause  plastic switches to burst  int o  flame,  and  ignite 
paint.  Wi thin  minutes,  the fire may turn  into a raging  inferno. 
•  From  the sounding  of the alarm,  you  may have  only a few  minutes  before the fire  is 
burning  perilously out of control . 
..•..........................................•................................. 
The Causes of Machinery Space Fires
It is  the job of machinery spaces  - the engine  room,  generator,  pump  houses  and  so  forth -
to convert fuel  into mechanical  and  electrical  energy. 
52 
VTOfOTEt:  flU FlOH'rINO A'1 SEA
Part of t his  process  involves  pumping  oil  under pressure.  Around two-thirds of  all  engine 
room fires  are  caused  by  high  pressure  oil  line fractures.  Because  the oil  is  under pressure,  it 
can take just minutes for the fire to get completely out of control. 
Machinery space  fires typically fall  into one  of five  categories: 
•  Uptake, funnel,  economiser,  and  superheater fires. 
•  Oi l mist  and  crankcase  expl osions. 
•  Scavenger fires. 
•  Electri ca l probl ems. 
•  Switchboard  fi res  invol vi ng  high vol t age. 
Though  each  resul ts  from  a combi nation  of different circumstances,  machinery  space  fires 
don't  just happen. They occur because  heat,  air and fuel combine to create combustion. 
In  t he engi ne room,  there  are  many sources  of ignition.  As  well  as  obvious  ones such  as 
sparks from angle grinders and  welding  equipment,  or damaged  el ectrical  w iring that can 
overheat and  short-circuit,  there are less  obvious ones:  such  as  discharge  of static produci ng 
sparks  and the  hot,  dry atmosphere  of  the engine room  is  ideal  for the build  up of static 
charges.  If rubber or composition  boots are  worn  you  may be  electricall y  insulated from the 
ship;  if you then  handle flammable  liquids such  as  paint without earthing yourself (touch 
the ship) t here  may  be  spark  ignition.  Pouring some liquids generates static. 
Engines,  pumps,  and  other machinery also  generate  heat.  Hot surfaces  can  vaporise 
flammable  liquids,  changing  a safe  product into an  unstable,  combustible,  vapour. 
Some  chemicals  used  in  engine rooms  are  oxidising  agents and  can  start fires  in  contact with 
organic material such  as  rags. 
·...................... '"  ..................................................... ... . 
Built in Safety Measures
Because  of these  hazards,  ship's architects  build  in  many safety features aimed  at: 
•  Reducing  the likel ihood  of fires  starting  by  installing flame-proof fittings. 
•  Preventing their spread through  vent closures. 
•  Providing  effective methods to contain  and  extinguish the fire. 
Common  safety  measures  include running  electrical  cables through ducts to shield  them 
from  heat;  using  splash  panels  and  double-skinned  pipes to protect hot surfaces from spilt 
oil;  using  i nsulation to slow the spread  of fire  and  provide additional  protection  for 
accommodation  and  cargo  spaces;  fireproof doors;  airtight hatches;  individually controlled 
ventilation dampers to seal  off the machinery space  and  deprive the fire of air. 
If all  else  fails,  there is  the fixed  installation system  which  can  control  a fire within a very 
short space  of t ime. 
53
VIDEOTEL: "RI "GHTING AT SIA
Fixed installationsvaryfrom shiptoship.Somevessels havecarbon dioxide(C02) which
smothersafire bydepriving itofoxygen.Foam fixed installationsworkin asimilarway. For
moreinformationonfixed installations, see Section 3, Basic Fire fighting.
An additional backupsystem forspecific areas is sometimes builtin.These highfog systems
delivermicroscopicdropletsofwaterthatdisperse heatby rapidly cooling thefire. They also
helptosmother itand inhibitflames.
These safetyfeat ures are providedtoprotectthevessel and its crew, but their
effectivenessdepends on regular inspection, maintenance, and testing.
·..... . .. . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . ..... . . . .... . .. . . .. . ........ .
Fire Prevention in Machinery Spaces
Housekeeping
Li keall f i re prevention,thatin machineryspaces is primarilyaboutgood housekeeping.
•  Neverleave flammable materials neara heatsource.Paint,thi nners, varnishes, turpentine
and cl eaningfluidsall presentserious hazardsand should never bestored in theengine
room.
•  Anyaccumul at ion ofoi l-based substances - in thebi lge, forinstance - ispotentially
dangerous.Makesurethey are keptclean.
•  This also applies tooi ly rags, dampcottonwaste, and metal swarfwhich in ther ight
conditionscan spontaneously ignite. Cl ear up metal shavings especi ally ifcoated in oil. In
afire,theywill burn with immenseferocity.
•  Filtersmustbe properly maintainedtopreventoil and grease collecting in compressed air
lines.
Maintenance
Regular maintenance is as essential in a machinery room as anywhereelse, butmaintenance
presents particularfirehazards in machineryspaces. Removing protective lagging exposes
hotsurfaces which becomea potential source ofignition.Ifleftunattended, even forafew
minutes, afire could result .
Temporary repairs using non-standard components - orthosethatdonotmeetthe
specification - may producetheconditions neededforafire, even using an incorrect
lubricantcan lead tooverheating.
Itis especially importanttofollowtheservice instructionswhen changing oil filtersas these
operate underpressure. Iftheyare notproperly isolated, thenyou risk oil spraying outover
awidearea, which could result in asudden flash fire.
Ensure thatyou havethepropertoolsand authorisation beforestarting any kind ofjob. For
example, hotworkwill require a hotworkpermitoryou may need toarrangeforoil or
electrical feedstobe isolated beforeyou startwork.
54
VIDEora FIRE FIGHTING AT SEA
Following laid down working practices will minimise these hazards and keep the vessel and
her crew safe.
Fire  Prevention  and  Fire  Fighting  Equipment  Maintenance 
Promptly repair and replace leaking gaskets, damaged protective covers, and frayed
electrical cables.
Check the operation of vent closures and fire doors, even automatic ones.
Test the fire alarms and replace any faulty components.
Inspect fire extinguishers at the intervals recommended by the manufacturer, and always
recharge them after use.
The fixed installation should also be regularly checked.
Regular, realistic fire drills involving machinery spaces are essential. Machinery space fires
can generate a lot of dense smoke so practice exercises should include search and rescue for
injured personnel in these conditions.
... . .. . ......................... . .... . ..  .  . . . .........., ........................ . 
Firefighting in Machinery Spaces
Modern ships equipped with automatic fire sensors can detect a developing fire in its
earliest stages. Even if you cannot see smoke or flames, assume that the alarm is genuine; it
may be the result of a tiny leak in a pressurised fuel line.
The rules in a machinery space are the same as elsewhere.
F  IND A  FIRE 
I SOlATE  IT 
R  EPORT  IT 
XTINGUISH  IT OR  ESCAPE 
If the fire is small and there is not too much smoke, tackle the fire with a suitable
extinguisher. In machinery spaces, there is high voltage electricity so try to isolate the
circuits. For this type of fire, use dry powder or C02.
Isolation is crucial in machinery space fires: isolate oil and diesel valves and switch off the
pumps that feed them. Use the panel by the emergency generator or in the alleyway.
Fire fighting conditions are difficult in such spaces. Access is confined and temperatures can
be very high. Using water in these conditions creates a great deal of steam and high levels
of humidity. BA activity in these conditions must be strictly controlled to avoid the effects of
heat and humidity.
Hydrocarbon fires rapidly produce high temperatures and high levels of radiated heat from
the flames. Entry must be made from as low down as possible and partial ventilation
maintained to remove heat and humidity as long as people remain inside.
55 
VIDEOTEL FIR' FIGHTING AT SEA
Evacuate  unnecessary  crew  members  f rom  the machinery space.  From t he engine  room,  this 
will  often  involve  usi ng  the escape trunki ng.  Use  the  protected  escape  route  rather than the 
normal vertical  routes.  Smoke and  heat  rise  creati ng  greater dangers  t he higher you  go. 
Even  so,  wear  10  minute escape  hoods f or extra protecti on, where  provided. 
Once  the engine  room  personnel  are  safe,  cl ose  off engine room  ventil at ion f ans that may 
feed  the fire  with  air. 
It is  essential  that everyone  goes  t o  thei r  muster  stat ion. The f irst  t ask  of the Off icer  in 
Charge is  to carry  out a roll  call.  If someone  is  missing,  injured,  or trapped,  a search  and 
rescue  party,  equipped  with  breath ing  apparat us,  must go in  to f ind them. 
Don't forget  t hat  a ship  is  a three-dimensional  object. When  pl anni ng to stop t he spread  of 
a f i re, you  must t ake  into account  t he  areas below - and  particularly above - the fi re,  as well 
as  all  four si des. 
The  use of tranparent  overlays  to provi de a three-dimensional  representat ion  of the risks 
and  hazards above  and  below  the fire zone. 
Using t he Fixed Installat ion
Fire f ighting teams  have only a li mited time  in which to gain  control  over the fire  in  a 
machinery space. 
If they cannot effectivel y  extinguish  it,  the  Master or the Officer in  Charge - in  consultation 
with the Chief Engineer - wi ll  almost  certainly  need  to make t he  decision  to use  the f ixed 
instal lation. 
This  decision  cannot be taken  lightl y. A  number of positive  and  negative factors  need  t o  be 
taken  into account. 
On the negative side:
•  Once the engine  room  has  been  flooded  with a f ixed  installation, the vessel  will  probabl y 
be  w ithout power  for some  time. Without the engine, the vessel  is  not  "under command " 
and can  pose a risk to the crew  and  other vessels. 
•  If the f ixed  system  is  a  II  one-shot "  system  such  as  foam or C02  there  is  no protection unti l 
it can  be  ref illed. If there  is  only one chance  to use  the f ixed  installation,  you  must be 
certain  that it wi ll  have the very best chance to succeed. 
•  With systems  such  as  C02  or Halon, the engine  room  has to be evacuated  and completely 
battened  down before use.  If there are  people unaccounted f or in the muster,  this 
presents  a particular problem. 
On the positive side:
•  The timel y use  of the fixed  instal lation will,  in  nearly every case,  extinguish  a machinery 
space  f ire  and  preserve the ship. 
56 
VIDfOTEL: FIRE FIGHTING AT SU
•  The  sooner the fi xed  install at ions are  used,  the sooner the space  wi ll  be cool  enough to 
re-occupy and t he  less  damage the  machinery will  have  suffered.  Delaying the  use  of the 
f ixed  installation allows  the f ire to generat e more  heat. 
•  The f ire  must  be brought under control before  it spreads into other spaces  such  as 
accommodat ion  or cargo  areas,  as  once t he engine  room  is  out of act ion,  only  the 
emergency  f ire  pump wi ll  be  available. 
Before using the fixed  installation: 
•  Everyone  must be out,  and  accounted for. 
•  Hatches,  fireproof doors,  engine room ventilat or and funnel  f laps  must be closed.  Know 
your ship:  on  some  ships  vent f laps close  automaticall y when fans  are  shut down. 
Once  the machinery space  is  sealed,  the  Master can  order the  release of the f ixed 
installation. 
This  wil l have  an  immediat e effect,  but it is  essential  that the f ixed  installation  is  given  as 
long  as  a few  days to finish  it s work. Although the fire  has  been  extinguished,  time must be 
all owed  for the space  to cool  down so  there  is  no chance  of rei gnition. 
When  pumping C02 into smaller,  sealed  areas,  it is  important not to over-pressurise the area. 
The build-up of pressure could  result  in  an  explosion. 
Summary
All  fi res  are dangerous.  But, a machinery space fire is  potentiall y,  the  most serious of  all. The 
presence  of fuel ,  heat and  air provi des  all  the  ingredients  needed  for a fire to start.  Once  it 
has started,  temperatures can  rise enormously  in  a short  space  of t ime. 
•  Good working  pract ices mi nimise the risks. 
•  Frequent  and  realist ic fire  dri ll s keep everyone  prepared. 
•  Fire  safety  requires that all  mariners stay  observant and  stick to company  procedures. 
•  If a machinery space  fire  does  break out, then  it  must be  tackled  quickly. 
•  If the  initial  attack team  cannot get the fire  under control  within  a reasonable t ime,  they 
should  withdraw so  that the fixed  installation  can  be  used  - the  best chance  to smother 
the fire  and  keep  the ship safe. 
57 
• • • • • • • • • • • • • • • • • • • • • • • • • • • • •• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 
VlDEOTfl.: flRf  fIGHTING AT SfA
SEcrlON  7:  NOrES FOR  rRAINED 
.............. " ................................................................. 
Essential Points on the Series
1.  Although the five  programmes  in  this series  are  complementary,  they differ in  focus  and 
technique.  Ensure  that you  are familiar with the content before  using  them. 
2.  This  book  is  not a substitute for watching  the programmes,  nor vice  versa.  They  are 
intended to be  used  together.  Generally speaking,  the content of the  book is  more detailed, 
but the programmes reinforce the key  messages  in  a stronger way. 
3.  Much  of the  background  information that people  need to understand  is  quite technical, 
involving  physics  and  chemistry.  Expect  people to need trainer support in these  areas. 
4.  Much  of that background  information  is  contained  in  Section 1:  The Essential Basics.
There is  no progra mme specifically on  this subject,  but this basic  knowledge  must be 
covered  by  all  st udents i n  order for them to get full  benefit from the ot her programmes. 
5.  The videos  and  support material  are  ai med  at different  levels. The earlier secti ons in t his 
manual - Essential Basics, Fire Prevention and Basic Fire f ighting - are desi gned  t o  be used  by 
all  personnel . Command and Control at t he Incident is  aimed  at  junior officers. Command
and Cont rol by t he Mast er is  ai med  at senior officers.  Machinery Space Fi res is ai med  at 
personnel who work in  such  areas  and the f ire part ies w ho will  enter t hem . 
Getting the Best from the Programmes
Training Room Context
You  are  unlikely to find the vi deos  or this booklet suitable for self-study.  They are  best  used 
in the context  of a group trai ning sessi on  which  can  be  tai lored to the specific  needs  of t he 
people bei ng trained, and the circumstances  and  nature of  the particular vessel  on  which 
they serve. 
Aim for Practical Exercises and Participation
The content of  these programmes is  such that peopl e are unl ikel y to absorb  much 
information t hrough  a  "lecture" . We  recommend that  you  employ as  much  parti cipat ion 
from the group as  possibl e. Bef ore show ing the programmes or explori ng  parti cular areas, 
get them  t o  share with you - and  each  other - what they already  know. 
Use  team-based  acti vities to encourage them to share  what they know  with each  other by 
setting tasks. For example, creating  a list of different types  of extinguisher and  their  uses,  or 
gett ing  them to leave  the training  area  to identify the location of equipment in  particular 
parts of the ship. 
Encourage people t o  share their own  personal  experiences  of  real fires  if anyone  has  them. 
For added  impact,  accumulate your own stock  of real  stories about  f ires at  sea  to add  impact 
to the learning. 
58
VIDEOTfL: FIRE FIGHTING AT SEA
Example Activity 1: Real Life Experiences
Ask if anyone has been involved in a fire incident. If they have, get them to tell the story in
their own words. Draw out how what it felt like to be involved or to witness it; who did
what, what happened, how long it took. Encourage them to be dramatic. Don't test them.
Make mental notes of elements of the story that are relevant to the content of the training,
and refer back to them. Get stories from everyone who has been involved. If no-one has,
make one up!
Example Activity 2: Use the Ship
The programmes in this series are necessarily very general. Get participants to visit different
parts of the ship to identify risks and equipment specific to their vessel.
No Substitute for Fire Drills and Practices
Nothing can adequatel y prepare people for the shock of having to face a real fire, but fire
drills and simulations are the closest we can get. Try to transfer learning from dri lls to the
trai ning area, for example by:
• Using the outcomes from post-practice reviews as part of your courses .
• Getting delegates to draw on their fire drill experiences as part of t he course.
Preparation
Familiarise yourself thoroughl y with the content of the video, and the relevant support
materi al, bef ore using them. If your ship does not have a dedi cated traini ng room, choose
the space to show the videos careful ly. Make sure it is comfortabl e for the size of the group
and t hat everyone can see and hear. Consider reflected light. excessive background noise or
disturbance.
Assess your Audience
Get a sense of what they already know. Covering old ground will bore them and they wi ll
not be ready to receive new information when you get to it.
Be reali stic about what you are l ikel y to achieve with the group - are they likely to need an
understanding of physics, or do you simpl y need them to have a greater awareness of the
need for better housekeeping? Tai lor your material accordingly.
Motivation
Encourage people to motivate thei r own learning by getting them to talk through the
consequences of being unprepared f or a fire.
Reinforcement
Messages get through to people best when they are reinforced in a number of different
ways. Telling people the same thing in the same way t hree times does not count as
reinforcement. Aim to use people's own exper iences, the video, the support mat erial and
your own input to put the same points across in different ways.
59
VlDEOTEL: f l   ~ ',GHTING Af SIA
Discussion and Debate
It is a sad fact that trainers are less interesting to listen to than colleagues. Encourage
discussion, but st eer it carefully to keep it relevant. Stimulate debate: if people find
themselves disagreeing with a colleague, they have to think i n order to put their point across.
Exploit Competitiveness
Split t he group into teams of people who work in the same area and get t hem t o audit the
f ire hazards in each others' work areas. It provides an extra edge to t heir enthusi asm.
Build in Post-Course Work
Don't let peopl e throw their notes in t he bin on the way out of t he t rain ing area. Assign a
post-course project such as conducti ng a hazard assessment on thei r own pl ace of work and
get t hem to report back at a review day. Explore not only w hat they found, but what they
have put right as a result .
Create act ivities appropriate to the video. For exampl e, a good post-course project from the
Command and Cont rol titles would be to get people to desi gn a strategy f or a particular f ire
scenario.
Post-course activiti es are best assigned to small teams (2-4 peopl e), rather than to
individuals.
Testing
Testi ng delegates is a contentious issue, but without providing pre- and post-course tests,
you don't know how effective your trai ning has been. We strongly recommend that you t est
delegates bot h before and after the training. People will not feel i ntimidated by this if you
are clear that the purpose is to test the training, not the individual. If you are serious about
this ai m, you will have no problem with maki ng the tests anonymous. Of course, it is
perfectly legitimate to t est the delegates too to assess thei r competence and understanding,
but you will have to handle the emotional issues which inevitably ari se.
60 
-- . 
VIDEOTEL "RE "GHlING AT  Sill
SEcrlON  8: SUMMARY OF PROGRAMMES 
To  help you  use  the  programmes  effectively,  a summary of each  is  provided  bel ow. 
When  watchi ng  the videos  before use,  make  a note of your VCR's  counter  number at poi nts 
of particular interest so  that you can easil y find them  agai n if  you wish  to replay sections 
duri ng t he t rai ning sessi on . 
• • • • • • • • • • • • • • • • III ................................................................ 
Fire Prevention
The  Fire Triangl e 
Exampl es  of heat and  sources  of  ignition 
Examples  of fuel 
Air 
Solids  and  liquids do not burn, their vapours do 
Fl ashpoi nt s and self-ignition t emperat ures 
The importance of good housekeeping,  including the galley, 
electri cal  hazards,  engine  room  hazards 
Important considerat ions  when  undertaking hot work 
Cargo considerations 
Cigarette smoking 
Working cargo  and tank cleaning  in  port 
.................................................................................... 
Basic Fire Fighting
Fire triangle 
Fuel  starvation, cooling,  smothering 
" FIRE "  acronym:  'F'  stands  for Find  it.  ' I' stands  for Isolate  it. ' R' stands  for Report  it. 
' E' stands for Extinguish  it if it is  small  enough  for one  portable exti nguisher.  If not, then 
'E'  stands for Escape. 
About fire  extinguishers,  suitability and  use  of: water,  foam,  A-triple- F',  C02, dry powder, 
larger powder extinguishers,  halon  installations,  Hi -Fog  systems,  C02 installations 
Operat ing  f ixed  installations 
Water and  pumps 
61 
••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
VIDEOID. FIRE FIGHTING AT SEA
Care  and  use  of hoses  and  nozzles 
Moving through fire  and  smoke 
Use  of Breathing Apparatus 
The  importance of alarms,  mustering,  equipment knowledge,  fire  drills . 
•  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  ,.  ............................ I 
Command and Control at the Incident
The  three C's  of naval  strategy:  Co-ordination,  Communication and  Control . 
The  organisation  of fire fighting  on  board: the  role  of the  Master;  attack,  first aid,  engine 
room  and support parties 
Party  member selection 
Training  parties:  what they  need to know 
Mustering  and  roll  calls 
Role  of the  Support Party 
The  Engine  Room  Party 
The  First Aid  Party 
The  importance of drills  and  mock  emergencies 
Example of a  real  incident 
Command and Control by the Master
The three stages  in the development of a fire 
Elements of the Master's strategy:  containment and  attack 
The  priority is  always the safety  of the crew. 
EXAMPLE INCIDENT:
A  fire  has  broken  out in  the stores  area  of the ship. 
The  two crew  members who sounded the alarm  tackle the fire  with one  of the  hose  reels 
The  Master stops the vent fans  and  closes  the fire  dampers by remote control. 
Sometimes the fire  will jump a  deck and  re-appear a few decks  higher up. 
The  Master instructs that the engines  are  put on  "standby". This  keeps  power available for 
any change  of speed  or position  in  relation  to the  wind. 
The engine room  informs the Master that the fire pumps  are working  and  up to full 
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VIDEOTEL: fiRE FIGHTING AT SEA
pressure.  And that the emergency  pump  and  generator have  been  started  too. 
A  log  of reports,  the time,  and the action taken  must be  kept. 
Reports  come to the Bridge from all  mustering  groups and  the  Master learns that two 
people are  missing. He  gives that information to the on-scene  commander. 
At the scene  of the fire the  men  who sounded  the  alarm fight the fire with  a  hose  reel. 
In  the Chart  Room,  the Master considers the course  of the ship  and  the  relative  wind. 
The  Master contacts  ships  in  the vicinity and  the coast  radio stations.  If necessary,  he  will 
send  out an  urgency signal  or a distress  call. 
At the fire,  the water from the small  hose  is  having  little effect. 
The  smoke  and  steam  force the two seamen  to withdraw. 
Outside,  the fire fighting  party  is  entering with  hose  and  lifelines. 
Once the fire  is  covered  by  hoses,  t he  Master and  the  attack  party  leader discuss  what 
selective  ventil ation  may  be  carried  out 
The  fire fi ghters come to the fire  zone and  the two men  who  have  come  out leave the 
scene.  The f ire fight ers  ent er t he  blazing  area,  hoses t urned to spray. 
Depending on the vessel , t he  Master  orders the Support Party,  standing  by the  boats,  to 
lower them to the embarkati on  level  and  prepare them  in  readiness  to abandon sh ip. 
Extra blankets  and  water are  brought up. The  plug  is  fixed  in  position  and the engine 
checked.  SARTs,  EPERM  EPIRB  and  portable  VHF  sets are  placed  in one of the boats. 
The Bridge is  prot ected  by fi reproof doors. Nevertheless,  the  Master must always  have  an 
alternative command  post if  it becomes necessary  to evacuate the  Bridge. 
The f ire  fi ghters  tackl e the f i re  and  it is  now  responding to their effort s. However,  it is  not 
yet  under control. 
The  Master advises  the  Leader  of the  Emergency  Party t o  check  various areas t o  prevent 
possible spread  of  f ire. Other t eams  begin  t o  boundary cool and  boundary  st arve the fi re  by 
removi ng f lammabl e  material  f rom  adjacent  bulkheads. 
The  Master tells the engine room to check  f or hot spots and to prepare to cool. 
Engine  room  personnel  have  an  escape  route through the shaft tunnel  in  a cargo ship,  or 
steering  f lat  in  some ships,  so  that they can  reach  open  deck. Because  heat  rises,  a 
hori zontal  escape  route  away from the fire zone is  always preferred. 
Where  large  amounts of water can  accumul ate  in  a  passenger  ship  or cargo sh ip,  st ability 
becomes  a major consideration. 
The  free surface  effect of accumulated  water and  the additional  weight at various  levels  can 
seriously  affect stability. 
Surplus  water shoul d  be  directed  as  low in  the ship  as  possible  for pumping  out. 
At the fire,  the  blaze  is  under control.  The  fire fighters damp  it down thoroughly. 
When  the fire  is  extinguished,  the  Leader of the  Emergency  Party  reports this fact to the 
Bridge. 
The  Master  informs shipping,  coastal  radio stations,  the owners and  the ship  managers 
accordingly. 
At the fire  area,  a continuous watch  will  be  kept against  re-ignition  and  the fire fighters will 
go  in  and  remove  any  smouldering  material. 
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VIDfOTEL: FIRE FIGHTING Ar 514
Had  there  been  any casualties,  the  Master would  report this  and  make the necessary 
arrangements to evacuate the  injured  crewmen  from the ship. 
If this  incident occurred  whilst the ship was  in  port,  it is  the Shore  Fire  Brigade that would 
normally take over the responsibility  of fire fighting.  Even  so,  the shi p's  emergency 
organisation  handles the vital  early stages,  liaising  with the  Fire  Brigade  and  harbour 
authorities. 
To  summon this  assistance,  it is  essential  to know the necessary  procedures.  This  information 
is  given to the Master,  on  arrival,  and  must be  clearly  displayed  on  the ship. 
It is  a requirement to have the fire wallet available.  The fire wallet contains  a general 
arrangement plan  of the shi p, showing full  details of t he  layout;  a safety equipment pl an 
giving  detai ls  of the hydrants,  the fixed  and  portable  fire fighting  equi pment;  a cargo stowage 
plan  in  cargo shi ps and  also  stability informat ion.  A  copy of the wall et shoul d  be  kept on the 
Bridge.  It  is  a requirement that it is  also  avail able at the point  of entry to the shi p. 
The  port Fire  Brigade will  need  to know if anyone  is  missing.  Thus,  it is  important t o  have a 
roll  ca ll  and  keep  an  accurat e  record  of  who is  aboard  and who is  ashore. The  Fire  Bri gade 
wi ll  also  expect  support from the Master and  ship's staff. 
Summary: Ti me  is short when  a f ire starts. The situation  demands quick  and  decisi ve act ion. 
The foundations  f or such  action  lie  in  efficient  organisat ion. That  requires  mutual 
conf idence,  which  is the  result of  thorough training.  In  a crit ical situat ion  each  party  must 
know what  t o  do and know that  they  can depend  on  others for thei r own  saf ety.  Above all, 
t hey  must  be confident  that t hey  can  rely  on the orders they receive. 
•  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  •  ••  •  ............................ II  ••••••••••••••••••••••••••• 
Machinery Space Fires
Machinery space  fi res  are  the biggest,  single,  reason  for the total  loss  of  ships and their 
cargo. 
The  hazards and  risks  of machinery spaces 
Safety f eatures such  as  flame  proof  fittings, f ixed  installations,  splash  panels,  doubl e skinned 
pipes,  bulkhead  insulation,  f ireproof doors,  ventilation dampers 
The  importance of regular  inspecti on,  maintenance,  and testing. 
Five t ypes  of  machinery space  fires:  oil  mist and crankcase  explosions;  uptake. f unnel. 
economiser,  and  superheater f ires;  scavenge  fires;  electrical  problems;  switchboard f ires 
involving  high current. 
Common  causes  of engine  room fi res;  the risks  of repairs 
The  importance of  followi ng  laid  down working practices 
The  importance of good housekeeping 
Testing fire  alarms 
Fire  exti nguisher inspections 
64
VIDEOTEL: FIRE FIGHrlNG AT SEA
The importance of regular, realistic, fire drills
The F.I.R.E acronym: Find it, Isolate it, Report it, and Extinguish it.
Shutting off the flow of fuel to the fire.
Evacuation
Mustering and roll calls
The importance of providing accurate, and up to date, information
The "one shot and out" approach
The decision to use the fixed installation
Summary: good working practices minimise the risks; frequent and realistic fire drills keep
everyone prepared; fire safety requires that all mariners stay observant and stick to company
procedures.
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VlDfOTEL: FIRE FIGHTING AT SEA
SEcr.ON 9: GLOSSARY 0' rERMS
In  learning  about fire prevention  and fire fighting you  will  come  across  many technical 
terms. Here  is  a quick guide to some  of those  used  in  this  book. 
Auto-ignition temperature: The  lowest temperature at which  a substance  will  ignite without 
applying  an  ignition source. 
Bight, on the: A  method  of rolling  a hose whereby both ends  are  positioned together at the 
outside of the  roll.  Also  known  as  a  "Dutch  roll". 
Boundary cooling: Cooling the area  around  a fire to stop  it spreading further. 
Boundary starvation: Removal  of the  potential fuel  from  around the fire to stop  it 
spreading. 
Calorific value: The  total  quantity of heat a  material  gives  out when  it burns. 
carbonaceous fuels: Solid  fuels such  as  wood  and  paper that leave char. 
Cooling: Fighting a fire by cooling the fuel to below its  ignition temperature. 
Conduction: Direct heat transfer through a  material.  Solids,  liquids and  gases  can  all  conduct 
heat. 
Convection: Hot liquids or gases  rise,  "carrying"  the heat from  one  area  to another. 
Dutch roll: A  method  of rolling  a hose  whereby both ends  are  positioned together at the 
outside of the  roll.  Also  known  as  rolling  "on the  bight" . 
Fire load: The  total  amount of heat energy which  could  be  released  within  a compartment if 
all  the potential  fuel  was  burned. 
Flame inhibition: Breaking  down of the  molecular chain  reaction  of combustion  in  a flame. 
This  is  done with dry  powder or water fog  by  absorbing the energy and  reactive  particles  in 
the flame. Halons do the same thing,  but chemically. 
Flashpoint: The  lowest temperature at which  a liquid  gives  off enough vapour for there to 
be  a flash  if a spark  or a flame  is  introduced. 
Fuel starvation: Fighting a fire  by  removing the fuel  it needs to  burn. 
lFL: Lower  Flammable  Limit,  see  Range  of Flammability. 
Radiation: Heat energy transferred  as  energy  particles. 
Range of flammability: The  range of flammability  of a  liquid  defines the limits of the 
percentage  mixture with air between  which the mixture is  flammable. Above the Upper 
Flammable  Limit (UFL)  the  mixture  is  said  to be  too  rich  to burn.  Below the  Lower 
Flammable  Limit (LFL)  the  mixture is  said  to be too  lean  to burn. 
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VlDEOTfl: FIRE FIGHTING AT SEA
SIT: Spontaneous Ignition Temperature. The temperature at which a material will
spontaneously ignite.
Smouldering: If carbonaceous material is burning with flames, it means that the material
has been broken down into a vapour. Solids can burn without production of a flame, and
this process is called smouldering.
Smothering: Fighting a fire by starving it of the air it needs to burn.
Specific surface: The ratio between the surface area of a material and its volume.
UFL: Upper Flammable Limit, see Range of Flammability.
Vapour density: Different liquids produce vapours of different densities. If a liquid has a
vapour density greater than 1, its vapour is heavier than air, and will flow along a deck and
over the sides of a ship, or down staircases. If the vapour density is less than 1, the vapour
will tend to disperse upwards.
67 
VIDEOTfL: FlU FIGHTING AT SU
SEcr.oN 10: ASSESSMENr QUESr.ON5 AND N5W.5
Questions
Essential Basics
Possible points Score
1. What three things are necessary for a fire to start or 3
burn?
1.
2.
3.
2. Name the three methods by which heat travels from
one area to another: 3
1.
2.
3.
3. When a liquid is said to be burning it is not the liquid
that is actually burning. True or false? 1
4. Name three things that could happen if a source of
ignition is applied to a solid? 3
1.
2. 1
3.
5. Which is more hazardous:
1. a high flash point liquid? 1
2. a low flash point liquid?
6. Which of the following has the highest flash point?
A. Hydrogen
B. Petrol
C. Paraffin 1
D. Coal
7. A vapour presents the greatest fire hazard:
A. When above its UFL
B. When below its LFL 1
C. When between the flammable limits
8. The vapour of a liquid with a higher vapour density
than 1 will tend to travel:
A. Downwards
B. Upwards
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VIDEOTEL: fiRE FIGHTING AT SEA
Basic Fire Prevention
Possible points Score
1 .  200 kg of wood shavings prevent a greater fire
hazard than a 200 kg wooden table because:
A. They have a greater fire load
B. They have a greater surface/bulk ratio
2. Oi ly rags can self-combust. True or False?
3.  Name five ways of improving electrical safety:
1. 
2.
3. 
4. 
5. 
4.  Why is the risk of a fi re in the engine room
potentially so great?
A.  It is hot
B. It contains lots of f uel
C.  It contains, heat, ai r and fuel
5.  List four precautions which should be t aken when
undert aking hot w ork:
1. 
2. 
3. 
4. 
6.  What f actor can lower the f lashpoint of an oil?
A. Salt air
B. Magnetic f ields
C.  Contamination by other materials
7. Metal shavings and swarf are part icularly hazardous
because:
A.  They can sel f-heat
B. They are magnetic
C.  They st ick to your shoes
1 
1
5 
1 
4 
1
1 
69 
VIDEOTEL: fIRE fIGHTING AT SEA
Basic Fire Fighting
Possible  points  Score 
What do the  letters  in  the mnemonic  "F.I.R.E."  stand  1.  4
for? 
Which  method  of attacking  a fire - cooling,  fuel 2.  3
starvation  or,  smothering  does  each  of the following 
use: 
A.  A  fire  blanket 
B.  Water spray 
C. Closing  valves 
Water extinguishers should  not be  used  on  electrical  3. 1 
fires.  True  or false? 
4.  Which  is  the safe  way to use  a foam  extinguisher  on  1
a flammable  l iquid fire? 
A.  Direct the foam  at the surface  of the liquid 
B.  Spray  into  the air,  allowing the foam  to f all  onto 
the blaze 
5. C02  extinguishers can  be  used  on  electrical  fires. True  1
or fal se? 
6. What method of f ighti ng  a f ire does a dry  powder  1 
exti nguisher  use? 
A.  Cooling 
B. Fl ame  inhibition 
C. Smother ing 
7. Which  is  the only extinguisher safe to use  on  metallic  1 
f ires? 
A.  Water 
B. Foam 
C. CO2 
D.  General  dry  powder 
E. Special  dry  powder extinguishers 
8.  A  fixed  C02  installation  may  be  used  when  personnel 
1
are  in the area.  True  or False? 
9.  Which  hose-rolling  method  is  easier to unroll  in  1 
confined  areas? 
A. The  normal  roll 
B.  On  the  bight/Dutch  roll 
10.  What is  the optimum angle to use  an  adjustable  1 
nozzle at? 
A.  10°
B.60° 
C. 90° 
11.  When  moving through  a fire,  you  should  turn the  1 
hose  off from time to time.  True  or false? 
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VIDEOTEL FIRE fIGHTING AT SEA
Command and Control at the Incident
Possible points Score
1. What is the first duty of each fire party? 1
2. Which fire party will generally be called on to 1 ..
perform boundary cooling or boundary starvation?
A. The support party
B. The First Aid party
3. The attack party should not begin firefighting 1
without instruction from the bridge. True or false?
4. When fighting a fire, team members should 1
approach the fire from opposite directions. True or
false?
5. The advantage of airhose and bellows sets over BA 1
sets is that:
A. They have better manoeuvrability
B. They offer unlimited duration
Command and Control by the Master.
Are the following statements True or False?
1. This section is only of interest to the ship's Master. TtF
2. In a fire no one should take any action except under
the direct orders of the Master. TtF
3. The Master should never leave the bridge or other
pre-arranged control centre if the bridge is on fire. TtF
4. The Master must be kept fully informed of any actions
taken or conditions observed during firefighting. TtF
5. The first consideration of the Master is safety of the crew. TtF
6. The first thing the Master would do in a fire is to order
a muster of the crew. TtF
7. The communication between the bridge and the
officer in charge at the fire must be two way. TtF
71
VIOEOTEL: F'RE F'GH"'NG A.,  SEA
Choose  the  most  correct  answer: 
1  Wh ich  is  the best  lifeboat? 
A.  totally enclosed. 
B.  self-righting. 
C.  the ship. 
2.  With a ship  on  fire  in  port,  listed  heavily against the quay,  which  is  the  best  action? 
A.  add  water to a tank on  the  high side. 
B.  fill  tanks  low down  on the  low side. 
C.  pump water from  a tank  on the low side. 
3.  When  a container  is  on  fire,  which  is  the  best action? 
A.  make a small  hole  in  the container  and  flood  it with water or C02. 
B.  open  it and  pull  out the burning  material  damping  it down. 
C.  boundary cool  container and  leave  it closed. 
4  Which  one of the following statements  is  NOT correct? 
A.  the first thing to do when there  is  a fire  is  to shut off all  ventilation. 
B.  fixed  installations should  be  used  sooner rather than  later. 
C.  boundary cooling  and  boundary starvation  must be  carried  out on  all  six  sides  of 
the fire. 
Match  the  LIST  1  statements with  the  actions  given  in  LIST  2 
LIST  1  LIST  2 
, .  A  developing fire will  normally be  A.  ... to initiate search  and  rescue. 
controlled  by... 
2.  The  primary objective  in  a fully  B.  ...the  va lue  of  the cargo. 
developed  fire  is... 
3.  If people  are  missing  from  the  muster  C.  ...t he prompt action of the initial  attack 
a priority becomes  ...  party. 
4.  The  likel ihood  of expl osi on  or release  D.  ...weather conditions and  avail abilty  of 
of toxic  gases  becomes...  assist ance  and  rescue. 
5.  After an  alarm  one  of t he first actions  E.  ...  put  maximum  effort  i nto 
of t he  bridge t eam w ould  be to...  ext inguishi ng  the f ire. 
6  In  deciding whet her to risk  personnel  F.  ... a factor to consider when 
in  fire f ighti ng,  the Master would  determining  strategy. 
consider  ... 
G.  ... to achieve  containment of t he fire. 
H.  ...the  use  of  fi xed  insta llations. 
I.  ... ensure the availability of an  accurate 
sh ip's  position for t he emergency  si gnal. 
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VIDEOTfI.: FIRE FIGHTING AT SEA
Machinery Space Fires
ArethefollowingstatementsTrue orFalse?
1. This section is onlyofinteresttotheship's engineers. T/F
2. The fire loading in theengineroom is greaterthan
in otherparts oftheship. T/F
3. The fire risk is greater in theengineroomthan in
otherpartsoftheship. T/F
4. Good housekeeping is the mostimportantaction to
preventfiresstarting and spreading in theengineroom. T/F
5 The firstconsideration ofthe master is safetyofthecrew. T/F
6. The firstthingthe masterwould doin an engineroom
fire is toordera musterofthecrew. T/F
7. Engineroomfirescan becomefullydevelopedfiresvery quickly. T/F
Choose the most correct answer:
1. The firstthingtodo on discovering afirecaused by afractured high pressure fuel line
is to?
A. ringthechiefengineer.
B. isolatethehigh pressure fuel line.
C. sound thealarm.
2. Temperatures in engineroomfires mayquicklyrise to 600
0
( thistemperature is hot
enoughtoignite?
A. aluminium.
B. ironand steel.
C. lubricating oil.
3. An engineroomfire has notresponded toan initial attackwithextinguishersdoyou?
A. escape via low-level escape routes.
B. lookforhoses andfoam making equipment.
C. escape via normalfamiliar route.
4. Which ofthefollowing statements is NOTtrue?
A. fixed installationsshould be used soonerratherthan later.
B. in an fire a" adjacentbulkheadsshould be searched forhotspots.
C. onceafire is extinguished itis safetoleave thespace unattended. 
engineroom 
73 
...
V/DEOTEL: FIRf FIGHflNG AT SfA
Match the LIST 1 statements with the actions given in LIST 2
LIST 1 LIST 2
1. The best action in ascavenge fire is... A.
2 When afirehas been extinguished ...
B.
3. When undertaking maintenance...
4. The soonerthatfixed installationsare... C.
5. Withfires involving highvoltage
electricity ...
6. In an engineroomfirethe initial attack
partyshould havebeentold...
Answers
Essential Basics
Fuel, air, heat.
2 Conduction, convection, radiation.
3 True - whatis burning is vapour.
4 (a) itcould melt.
(b) Itcould starttosmoulder.
(c) Itcould ignite.
5 2.
6 D.
7 C.
8 A.
D.
E.
F.
G
H.
I.
.. .withdrawimmediatelyiftheirinitial 
attack does notgetthefireundercontrol 
...thesooneryou may be ableto 
recover use oftheengineroom. 
...keeptheengine running 
...never use waterspray 
... keepwatch overthatspace with 
firefighting equipmentready 
...thesoonertheship is notunder 
command 
...followthe manufacturer's recommended 
proceduresand use thecorrectspare parts 
and lubricants. 
...use waterspray. 
... thinkofcosts 
74 
VIDEO TEL: fIRE fIGHTING AT SEA
Basic Fire Prevention
1.  B.  (They  have the same  fire load) 
2.  True.  Mineral  oil  would  need  heating,  organic oil  can  oxidise  at room  temperature. 
3.  Always take faulty equipment out of service. 
Disconnect or isolate  all  equipment when  not in  use. 
Make sure  people are  trained  in  how to use  electrical  equipment safely. 
Ensure  that appropriate safety  notices  are  posted  in  all  necessary  languages. 
Circuit  breakers  or trip switches should  not be  obstructed.  They  must  be  free to 
operate and  protect the circuit. 
4 C.
5.  You  must  have  properly documented,  written,  permission  - a  Permit to Work - issued 
by the Officer  in  Charge. 
Ensure there  is  no flammable material  in  the area  you  are  working  in. 
Suitable fire fighting  appliances  must be  nearby and  available for immediate  use. 
A  standby man  or a fire watch  should  always  be  present . 
6. C.
7. A. 
75 
VIDEOTEL FIRIi FIGHTING AT SIiA
Basic Fire Fighting
1.  Find  it,  Isolate it,  Report  it,  Extinguish  it or  Escape 
2.  A.  Smothering 
B.  Cooling 
C.  Fuel  starvation 
3.  True 
4.  B. 
5.  True 
6.  B. 
7.  E.  (If a  dry powder extinguisher is  safe to use  on  metal  fires,  it will say  so  on  the  label) 
8.  False.  They  displace oxygen  making  breathing  impossible 
9.  B. 
10.  B. 
11.  True.  It allows the steam  to clear,  improves visibility and  reduces  humidity 
Command and Control at the Incident
1.  To  muster and  take a  roll  call 
2.  A. 
3.  False.  But the bridge must be told  immediately of all  activities  being  undertaken 
4.  False.  This  is  extremely  hazardous as  the first team to engage the fire  may drive  heat 
and  steam  towards the other. 
5.  B.  Other than the  duration of the wearer to withstand  the effects of heat and 
humidity 
Command and Control by the Master
1.  FALSE .  The  Master cannot exert command  and  control  in  an  emergency unless 
everyone  is  aware of their part in  the emergency  plan. 
2.  FALSE.  If you  got this wrong then  read  through the section  again.  Major decisions 
such  as  closing  ventilation  or using  fixed  installations should  only be taken  after 
consultation  with the  Master. 
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3.  TRUE.  The  bridge should  only be  left as  a  last  resort  if the Master is  receiving  no 
communications. 
4.  TRUE. 
5.  TRUE. 
6.  FALSE.  He  should  only  need to do this  if the result  of team  musters does  not come  in 
as  rehearsed  during fire drills. 
7.  TRUE.  The  bridge  may  have  received  information about the fire,  the  officer in  charge 
has  not observed  directly and  he  should  be  made aware of overall  strategy. The  officer 
in  charge  must  keep the Master fully  informed  of all  actions  and  events  at the fire 
scene. 
Answers to multiple choice questions
1. c.
2.  B.  If the ship  was  not at an  angle  of list  but an  angle of loll  the other two actions 
could  be  disastrous. 
3.  C.  Containers  have shown they can  contain  their fire  unless  they are  likely to explode 
or the contents  may  liquefy and  run.  'A'  may  be  a  useful  additional  action. 
4.  Ventilation  must not be  completely shut off until  everyone  is  out of the fire  zone. 
Answers to list matching
1. c.
2. G.
3. A. 
4. F.
5. I. 
6. D.
Machinery Space Fires
1.  FALSE. The  same  emergency  organisation  goes  is  used  w ith  an  engi neroom  fire  as  any 
ot her. Perhaps  the  Chi ef  Engineer  shoul d  become t he  off icer  i n  charge at  the fire zone 
and  t here  must  be at  least  one engineer i n the  ini t ial  attack party. 
2.  FALSE. There  are  no ca rpets curtains or w ooden  f urniture  in the engineroom and 
provided the oi l  is kept i nside its pi pes  and tanks the f ire  load ing  is  small. 
3.  TRUE.  This  is  shown  by statistics  and case  history,  in  t he engineroom there  is  the 
unique combinat ion  of f uel and  heat  sources. 
4.  TRUE.  Careful  maintenance comes  a cl ose  second. 
5.  TRUE. But in  some ci rcumst ances this is ti ed  up with  preservat ion  of the ship. 
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6.  FALSE  he  should  only need to do this  if the  result  of team  musters does  not come 
in  as  rehearsed  during fire  and  emergency drills. 
7.  TRUE 
Answers to multiple choice questions
1.  B - C comes  a close  second. 
2.  C. Aluminium  may ignite but would probably melt and  run  below the fire where  it is 
cooler. 
3.  A.  If you  raised  the alarm first the  initial  attack  group should  be  arriving  properly 
attired to perform  major fire fighting  and  you  may  be  missing  from the  muster. 
4. C.
Answers to list matching
1.  C.
2. E.
3.  G. 
4.  B.  If you  were tempted  by action  F let's think positively.  F may be  a consideration  if the 
ship  is  on  a rocky  lee shore  with  no chance  of anchoring  and  no assistance  available. 
5.  D. 
6. A. 
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