standard ship's fire fighting manual

MOL TANKSHIP MANAGEMENT LTD

Fire Training Manual

Title: Introduction

Approved by: MBS

FIRE TRAININGMANUAL



Title: Introduction

Approved by: MBS

CONTENTS

1. Basic Knowledge of Firefighting 1.1 Prevention

1.2 Raising Alarm

1.3 Meaning of Ship’s alarms

1. 2. Combustion

1. 3. Basic firefighting methods

1. 4. Firefighting procedure

1. 5. Firefighting station

2. Firefighting procedure for Engine Room Fire 102. 1. Features of engine room fires and fire prevention 11

2. 2. Preventive action 13

2. 3. Extinguishment of engine room fires 16

Fig.1: List of engine room fires 24

Fig.2: The areas of high potentiality of fire 32

3. Firefighting Tactics and Techniques 343. 1. Flowchart of basic measures against fires 35

3. 2. Initial measures against fires (The 1st and 2nd stage) 38

3. 3. Basic measures of full-scale firefighting (The 3rd stage) 47

3. 4. Overhaul, Salvage, etc. (The 4th stage) 52

4. Emergency Reporting Procedure 544.1. Reporting procedure to Maritime Safety Agencies and Company 55

Annex 1 Maritime Safety Agencies Reporting Form (FAX) 57

5. Search, Rescue & First Aid Manual 585.1. Search, Rescue & First aid Manual 59

5.2. Procedure of Search and Rescue operation 60

5.3. First-aid treatment manual 61



Title: Basic Knowledge of Fire Fighting

Section No: 1 - Page No: 1

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1. Basic Knowledge of Fire Fighting





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1.1 Prevention

In order to prevent fires and explosions the sources of ignition on tankers must be controlled. Fire or

explosion will not take place in a flammable atmosphere if there is no source of ignition. Sources of

ignition include the following:

Smoking

Smoking must be controlled in accordance with the procedures detailed in Safety and Environmental

Protection Manual.

Non Intrinsically Safe Equipment

Only intrinsically safe electrical equipment is approved for use outside the machinery space and

accommodation spaces.

Use of any non-intrinsically safe electrical equipment will be subject to the same controls as for hot

work.

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

Naked Lights

Matches, lighters, cigarettes; equipment and lighting which is not intrinsically safe.

Galley Fires and Exhausts

Whether electric, gas or oil-powered these are a dangerous source of ignition, even though they are

located inside the accommodation. Their use is restricted by terminal regulations.

Hot Surfaces

The overheating of cargo pump shaft bearings and the pump casing is dangerous. Cargo gas

trapped in the bottom of the pump room and inside the pump casing may be heated sufficiently to

cause ignition and explosion. Pump bearing and casing temperatures must be monitored throughout

cargo operations. If a bearing or casing begins to heat up, stop the pump and apply water sprays to

cool the plant. Continuous ventilation of the pump room is essential during the operation of cargo

pumps to remove cargo gas as well as to cool the pumproom plant. High pressure steam pipes and

diesel

engine exhaust piping are a source of ignition if fuel or other flammable liquid comes in to contact

with them.

Hotwork

Refer to Safety and Environmental Protection Manual section on hotwork.

External Sources of Ignition

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

altered at sea to put the relative wind on the bow, if the navigational situation allows this. Soot

blowing is not allowed in port. Special care is necessary when a tugboat, line handling boat, or

workboat is alongside the vessel as their funnel exhausts are often at the same height as the tank

deck.

Metal to Metal Contact Sparks

Chipping operations and maintenance involving the use of steel tools may

produce sparks which is a potential source of ignition. Care must be exercised

when using any type of tool on the tank deck, but the use of non-ferrous tools

is not recommended. In the cargo tanks ladder steps, handrails and other

fittings may detach and fall, with the risk of causing sparks on impact with

other steelwork.




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

ignition. After repair work a strict inspection of the tank is necessary to remove all tools and repair

materials. Structure damaged by collision may chafe and cause sparks at the point of impact, or

incandescence may result from the deformation of steelwork. Impact between light metals such as

magnesium, aluminium, or their alloys, and rusty steelwork can also produce an incendive spark.

Special caution is therefore required when aluminium equipment is used on board tankers.

Spontaneous Combustion

Spontaneous combination can occur when rags or other oil- or paint-soaked waste is discarded.

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

to its ignition point. As heavy oil has a low ignition point (about 260C), rags soaked with heavy oil in

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

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

cleaned up immediately.

Electric Sparks

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

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

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

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

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

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

making or breaking of an electric circuit.

Minute sparks are generated by self-induced current when switching on or off a low voltage device

or low current circuit. They commonly occur with small electrical appliances such as cameras and

personal stereo equipment. Sparks caused by the operation of equipment such as the following can

be incendive:

8.1 Electric motors.

8.2 Portable lighting equipment and flashlights.

8.3 Personal electrical appliances, including Mobile Phones.

8.4 Communications equipment.

8.5 Welding

8.6 Measuring instruments.

8.7 Switchgear

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

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

Switches and Fuses

Only intrinsically safe electrical equipment is approved for use on the tank deck and in any other

location where ignition sources are a hazard. Whenever the use of portable lights or electric

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

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

Stray Current

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

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

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

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

connection.




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Electrical Storms

Lightning should be avoided at sea by steering a course to clear it if possible. In port all cargo

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

gas emission from the mast riser vent, stop the flow of gas and cool the area by means of firehose

watersprays.

Electrostatic Discharge

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

on board tankers.

i) Charge separation caused by a flow of liquid. When oil flows through a pipeline negative

charges are left on the pipeline surface and the oil becomes positively charged. The extent

to which the oil becomes charged depends on its impurities but petroleum products such

as gasoline and kerosene may become particularly highly charged. Such electric charges

are generated when the flow rate is high and when the flow is disturbed by pumps,

strainers, valves, etc. The higher the oil temperature, the greater the accumulation of

electric charge. When an oil/water mixture flows in a pipeline the generation of electric

charge can be critical.

ii) Charge Separation and Accumulation when Handling Static Accumulator Oils.

Refined oil products often have low electrical conductivity and fall into the category of

accumulators. They can become electrically charged as they flow through pipelines, and

can retain the charge for a considerable period after the oil has reached the tank. Charge

generation is enhanced if water droplets are suspended in the oil, if the oil is passed

through a fine filter or if there is turbulence or splashing in the early stages of filling the

tank. The surface of the oil may be at a high potential during and immediately after

loading: no ullaging or sampling with metallic equipment may take place during loading,

and there must be a delay of at least thirty minutes after the completion of loading before

commencing these operations.

1.2 Raising the Alarm

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

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

possible make a phone call to Bridge or Cargo Control room if vessel in port advising location, type

and size of fire.

1.3 Meaning of Ship’s alarms

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

ship’s whistle - Local Emergency Signal – all hands proceed to emergency stations.

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

on the alarm bells or klaxon. – General alarm Signal – all hands proceed to their lifeboat stations

and don their life jackets.

Word of Mouth from Master – Abandon Ship.

1. 4 Combustion

Combustion can be divided into two types, i.e. red heat type and flame type.

Red heat type:- The surface of the material burns without flame. The basic elements of the combustion are

FUEL, HEAT and OXYGEN. Combustion of coal or solid carbon like charcoal is typical of this type of

combustion.

Flame type combustion:- The gas or vapor being given off by a product burns with flame. The basic

elements of the combustion are FUEL, HEAT, and OXYGEN. i.e. flame makes a radiant heat that will be a

source of the heat to make flame itself.

1. 5. Basic Fire Fighting Methods

The fire can be extinguished by removing one of the three elements. The following are basic methods of

removing the elements.

1. Removing Fuel

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

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

water spray etc.




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2. Removing Heat

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

spray to remove heat.

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

also increase water damage.

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

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

3. Removing Oxygen

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

supply of oxygen by smothering (ie Foam). With these methods however, it is very difficult to determine

whether the fire has been extinguished and there are possibilities of re-ignition when fresh air is

introduced by because of the heat remaining in the scene. Thus the fire zone and boundary area should be

cooled well before entering the zone to confirm that the fire has been extinguished.

Whenever using this method to extinguish a fire, it is critical that a positive confirmation that all

personnel are clear of the space before CO2 or Halon are inserted.

1. 6. Fire Fighting Procedure

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

(1) Lifesaving

(2) Fire extinguishing

(3) Preservation of property

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

situation. Thus the commander should take measures suited to the occasion.

1. 6. 1. Lifesaving

The saving of life is the first priority.

However, when the lifesaving can not be started without fire fighting, fire fighting should be carried out

in order to support the lifesaving operation. In this case, the fire fighting should be aimed at the security

of the SAR team.

1. 6. 2. Ventilation control

Ventilation control is very important in every stage of fire fighting.

(1) During lifesaving

Ventilation will make good visibility in the area so that SAR operation can be done easily.

(2) During checking the spread of fire

Ventilation will prevent ‘Flashover*1’ or ‘Backdraft*2’ and remove heat and smoke from the

compartment. This will reduce menace to the firefighters.

Flashover*1:In a compartment fire there can come a stage where the total thermal radiation from the

fire plume, hot gases and hot compartment boundaries causes the generation of flammable products

of pyrolysis from all exposed combustible surfaces within the compartment. Given a source of

ignition, this will result in the sudden and sustained translation of a growing fire to a fully developed

fire. This is called ‘Flashover’.

Backdraft*2:Limited ventilation can lead to a fire in a compartment producing fire gases containing

significant proportions of partial combustion products and unburned pyrolysis products. If these

accumulate then the admission of air when an opening is made to the compartment can lead to a

sudden deflagration. This deflagration moving through the compartment and out of the opening is a

backdraft(backdraught).

(3) During Localization

Ventilation control will help firefighters to localize the fire. It will

prevent adjacent compartments from being filled with smoke and

heat.





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(4) During full-scale Fire Fighting

Ventilation will remove heat and smoke from the compartment and ease up entering and

approaching to the scene by the emergency team.

(5) During Overhauling

Ventilation will remove heat and smoke quickly so that the emergency team can carry out

overhauling easily.

1. 6. 3. Checking the Spread of Fire

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

fire in the vicinity. The aim of this job is not only protecting the structures, facilities and objects from fire

damage but also preventing the fire from spreading

1. 6. 4. Localization

After succeeding the lifesaving and checking the spread of fire, the emergency team should localize the

fire in the room or compartment of the scene so that the fire can not spread out. Once the fire was

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

possible means.

1. 6. 5. Overhauling

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

All embers should be searched and extinguished by upsetting all fragments and brands. The fire

compartment should be cooled ventilated, and extinguishment of the fire should be confirmed again.

The ‘Re-flash timer’, which measures the time from completion of extinguishment of the fire, should be

set. Each member carrying out the overhauling should wear BA set.

1. 6. 6. Salvage

By removing smoke, heat and toxic gas, damages due to smoke and heat will be reduced, and the vessel’s

condition can be restored.

Adequate ventilation does not only remove smoke, heat and gases but also cools the compartment and

introduces fresh air. However, it should be noted that the cool and fresh air would increase oxygen

content in the compartment and advance the re-ignition of the combustibles and embers remaining in the

scene.

1. 7. Fire Fighting Station

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

fire fighting activity quickly and precisely. The muster list for fire fighting station is prescribed by SOLAS

regulations but it should be prepared considering the vessel’s type, construction and number of crew, etc.

1. 7. 1. Preparing the Muster List for Fire Fighting Station

The muster list shall show the following and all crew should be with them.

Duties, number, member, dress, carrying articles, muster point of each team

Details of alarm signal and announcement for issuing the fire fighting station

The means of communication between the teams, Walky-talky channel to be used

Communication method or signal among the emergency team without using communication

equipment

Communication method or signal among the search and rescue team without using

communication equipment

The order and signal to abandon ship, The duties and carrying goods in case of abandon ship

Training procedure





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1. 7. 2. Emergency Organisation

1)

Bridge TeamMaster Third OfficerHelmsmanSupernumeraries

Back-up TeamSecond officerFitterO/SO/SOilerChief CookSecond CookMessman

Roving CommissionChief EngineerElectrician

Emergency PartyC/O1A/E2A/E or 3A/EBosunPumpman / AB-AABABOiler

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





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1. 7. 3. Duties of each team

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

1 Command Team (CT)

2 Emergency Team (ET)

3 Engine Room Team (ERT)

4 Back-up Team (BT)

5 Chief Engineer (C/E) (Roving Commission)

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

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

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

Prior to every port entry a shore leave rota must be decided and displayed on crew notice boards to

ensure that the vessel is always adequately manned to deal with any emergency and able safely to

handle moorings and all operational requirements. Either the Master or the Chief Officer, and the

Chief Engineer or the First Assistant Engineer, must be on board at all times. Throughout every period

in port the ship's Shore Leave board must be updated continuously with crew movements off and on

the vessel, so that the total number and identity of all available manpower is always known.

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

1 Master

2 Third Officer

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

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

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

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

from and to the bridge.

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

A copy of the Fire Control Plan

Copy roll call check lists

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

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

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

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

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

The Emergency Team shall comprise:

1. Chief Officer 5. Pumpman/AB/A (Where carried)

2. 1st Engineer 6. A/B

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

(Whichever is not Duty Engineer)

4. Bosun 8. Oiler

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

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

of





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all emergencies, which may arise outside the engine room, including the pumproom, while the First

Engineer will lead the ET during any emergency, which occurs, in the machinery spaces. The team

leader must keep the bridge informed by means of regular situation reports. In the specific case of a

fire, he will perform the role of firemaster.

Note If an emergency is signalled during cargo operations the Chief Officer and the Pumpman will

effect the emergency shut-down of the cargo system before mustering to their emergency stations.

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

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

b) Oiler (Duty Oiler remains on Duty).

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

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

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

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

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

command team. The Back-up Team may be assigned to support firefighting or damage control, or to

carry out other functions such as closing off ventilation, boundary cooling, the preparation of Life

Saving Apparatus, and the provision of first aid and stretcher parties. This team will comprise all

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

should therefore approximate to the following:

1. Second Officer 5. Oiler

2. Fitter 6. Chief Cook

3. O/S 7. Second Cook

4. O/S 8. Messman

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

independent roving commission, but will normally proceed first to the engine room to satisfy himself

that the plant is safe, running normally and that emergency related services are available. He must

report his location to the bridge at the start of any emergency as part of the initial roll call, and

thereafter keep the command team informed of his whereabouts and activities. If an Electrician is

embarked he shall accompany the Chief Engineer unless directed to do otherwise by the command

team.

vi) Supernumeraries - All supernumeraries shall report to the Master, on the bridge. They

may

then be re-deployed at the discretion of the Master. In port and drydock, all shore personnel and

visitors should be directed to leave the vessel, provided it is safe to do so, if not they shall proceed as

directed by the Master.

MOL TANKSHIP MANAGEMENT LTD Title: Fire Fighting Procedure for Engine Room

Fire Training Manual Fire


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2. Fire Fighting Procedure for Engine Room Fire



Title: Fire Fighting Procedure for Engine Room

Fire


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2. 1. Features of Engine Room Fires and Fire Prevention

Refer to attached material:

1. Fig.1: List of engine room fires

2. Fig.2: The areas with high potentiality of fire

Engine room fires have the following features, compared to those in accommodation quarters, and require

extra precautions:

1) The engine room is equipped with a large number of pumps and pipes employed for transferring fuel,

lubricating and hydraulic oil. Therefore, fires attributable to these flammable liquids are common in

the engine room.

① If leaking fuel or lubricating oil sprays over hot spots, such as the exhaust pipes of the diesel engine,

there is an almost certain chance of ignition.

② It is likely that if burning spilt oil runs down the crankcase, an explosion will occur in the crankcase.

2) It is possible that if, due to an engine accident, an explosion occurs inside the crankcase or the turbo

charger of a diesel engine, an engine room fire will result.

① If a hot spot is generated because a bearing of the main engine overheats, oil mist in the crankcase

may catch fire and explode. Therefore, when the oil mist detector alarm sounds, the main engine

should be promptly slowed down.

② It is possible that when fuel or cylinder oil collects in the exhaust pipe due to poor combustion of

the main engine, it may ignite and burn rapidly causing an engine room fire.

3) It is difficult to fight a fire and evacuate the engine room.

① In the case of a fire caused by oil leakage, flames and black smoke will fill the machine space in an

extremely short time , depending on the degree of oil leakage and spread.

②As the engine room is physically remote from the bridge, the Master cannot always make an

accurate assessment of the fire situation. It can be particularly difficult to establish communications

between the bridge and the scene in the engine room. (Communications over portable transceivers

are not always necessarily good or clear.)

③Various installations are densely arranged in the engine room, making access or escape routes

complicated. Therefore, if there are people in the engine room, haphazard shutdown of ventilation

systems or closure of openings should be avoided to optimize visibility for those present in the

engine room.

④ If atomized oil is burning, or oil that has caught fire is running down a bulkhead (three-dimensional

fire), fire fighting with a foam extinguisher is ineffective for bringing the fire under control. In these

situations, such as oil spewing from a high-pressure pipe, successful extinguishing of the fire by fire

extinguishers can only take place when the supply of oil has been halted. It is therefore necessary to

stop the oil leaking (stop the engine, stop the related pumps, close the related valves) without delay.

Masters should be prepared for both the impossibility of their vessel proceeding, and the possibility

of a black out.

⑤The smoke and heat of a fire concentrates in the engine casing in the engine room upper space. In

principle therefore, escape should be made to a side place (steering room, etc.) or a lower place

(escape trunk, etc.), rather than an upper place.




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⑥For the same reason as above, when entering the engine room to either assess the fire condition,

assist the on-scene fire fighting, or operate the machinery, it is very dangerous to carelessly open the

access doors from the accommodation decks.

⑦Engine room fires include two-dimensional fires, such as those that may break out in the bilge

section of the lowermost part of the engine room, three-dimensional fires, such as those caused by

fuel oil spewing from a high-pressure pipe, and electric fires. These all require different response

action, depending on the seat of fire. Crew members may face an extremely difficult situation for

fire fighting, where leaking oil has ignited and is falling downward, burning electrical cables and

paint. This scenario would constitute a combination of a Class A fire <fire of ordinary

combustibles>, Class B fire <oil fire> and Class C fire <fire involving energized electrical

equipment>.

3. 2. Preventive action

As described above, engine room fires involve considerable dangers and difficulties. It is most important to

make a constant effort to ensure fires do not start, through the carrying out of proper maintenance work and

the inspection of equipment. Especially in the prevention of oil fires, crewmembers should bear in mind the

following points:

1) Preventive Actions Against Engine Room Fires Caused by Oil Leakage

Check High Pressure Fuel Line

Whenever the high pressure pipe is removed for regular maintenance, etc., close checks should be

made of the threaded portion, coupling mating faces and protective pipe to discover any abnormal

conditions, such as cracks, as early as possible.

Leak Prevention from High Pressure Fuel Line

Oil leakage problems must be resolved properly. The pipe must not be tightened excessively, even if

it suffers leakage. The pipe must be removed and checked for the condition of its seat surface, and

for traces of leak. If necessary it should be lapped. Never damage the seat surface when fitting or

removing a high pressure fuel pipe. When it is subjected to excessive vibration while in operation,

measures should be taken to alleviate such vibration. Oil pipes securing arrangements must be

inspected and maintained in good condition.

Discovering Leakage at an Early Stage

In order for leakage to be discovered as early as possible, it is necessary to ensure the “M/E FO

Leak Tank High Level Alarm” remains in good working order at all times, primarily by periodical

functional tests. The pipeline to the FO leak tank must be periodically checked to ensure it is free

from any blockage.

Sealing of Fuel Oil Pipe Flange Section

For the purpose of preventing oil from spraying around in the event of a leak resulting from the

deterioration of a packing, special tape (FN tape) must be applied at the flange sections and pipe

couplings of oil supply lines.

Likewise, to prevent fuel oil spraying from FO pumps for the generator engine, a protection cover

should be provided at all times.

Insulation of Hot Parts

Check exhaust manifold is adequately and effectively insulated, particularly after maintenance

work, as the exhaust manifold has the potential to become the seat of a fire.




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Confirmation of the Air Vent Location of Oil Tanks

There is an engine room fire case that during repair work of the Deck machinery hydraulic oil line,

collected oil overflowed from the tank air vent due to the vessel having a big trim, sprayed over

main engine T/C, and caught fire. Therefore, Check if oil tank air vents are located over engine

room hot spots, and the potential risk of a fire starting, as well as the condition of the save-all (ex.

Isolation of vents, coaming, etc.).

Stepping up ‘UMS’ Checks During Inspection Rounds at Night.

From the viewpoint of engine room fires, there is a need to specifically list, in the form of a

checklist, the important checks that must be made in areas of high fire hazard.

2) Measures to Prevent the Spread of Fire

Ventilation Control During Initial Fire Fighting

When engaged in direct fire fighting in the engine room, it is necessary to distance flames away

from fire fighting personnel, secure good visibility for them, and prevent the fire from spreading to

other compartments. To achieve these objectives, it is vital to remove smoke and heat effectively.

Haphazard shutdown of ventilation systems or closure of openings should be avoided.

More specifically, ventilation should be controlled utilizing the PPV (positive pressure ventilation)

method, thereby generating pressure differences between the fire compartment and adjoining

compartments to prevent the spread of smoke to other compartments.

In order to prevent flashover or back draft, the engine room must be kept in a positive pressure

condition at all times, and should never be made negative.

i) Openings installed in the upper portion of the machinery spaces should be kept open, such as the

funnel door and skylight.

ii) Supply fans to the fire compartment should be stopped. If the supply fans installed in the fire

compartment are reversible, change them over to the “exhaust” side.

iii) Continue the operation of supply fans to compartments other than the fire compartment.

In order to be able to provide ventilation control, a check must be made of the following items:

a) During the operation of a diesel generator engine, operate the supply fan to the engine in

operation. (If all supply fans are stopped, the machinery spaces will certainly fall to negative

pressure.)

b) Familiarize yourself with the arrangement of ducts for supply and exhaust fans, and air vents.

c) Understand the control position of each supply and exhaust fan.

d) If the vessel is installed with fans powered by the emergency generator engine, identify such

fans.

e) In the event of changing over reversible fans from “supply” to “exhaust”, stop the fans first to

prevent overloading, and change over to “exhaust” after confirming that their rotation inertia

has stopped. If they integrate a timer to prevent overloading, be aware of the time setting.

3) Strict Observance of Closure of Doors to Engine Room

In order to prevent the spread of flames and smoke from the engine room to living quarters and

steering room, the engine room doors must be kept closed at all times, including during a fire in the

engine room. Furthermore, to enhance the effectiveness of fixed fire extinguishing systems, the

access doors to the engine room (fire doors) must always be kept closed, regardless of whether in

port or at sea.

In addition, if the doors are to be locked as a measure to prevent the entry of stowaways, it must be

confirmed that they can be easily opened from the inside.




Fire


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2. 3. Extinguishment of Engine Room Fires

According to conventional fire fighting manuals, engine room fires follow the same fire fighting procedures

as other areas. That is to say:

1st stage: initial fire fighting using portable extinguishers.

2nd stage: starting fire pumps, full-scale fire fighting by the emergency team (Leader is Chief officer)

3rd stage: fire fighting using fixed fire extinguishing system

4th stage: overhaul, salvage

However, in the case of engine room fires, because the use of the fixed fire extinguishing system (releasing

CO2 or High expansion foam) as early as possible will keep damage to a minimum, fire fighting procedures

for engine room fires are revised as follows. The Master is requested to develop his own ship fire fighting

manual, and realistic fire drills should be held in accordance with the new manual.

Fire Fighting Procedures For Engine Room FiresWhen the Master judges initial fire fighting has failed, or continued fire fighting to be too dangerous, the fixed fire extinguishing system should be used immediately.

The 1st stage: initial fire fightinga) initial fire fighting by emergency team composed of engine department staff:

starting G.S. & Fire pump, suppressing leak of oil, prevention of spread of fire, initial fire fighting with water mist, initial fire fighting with portable extinguishers

b) preparation for fixed fire extinguishing system by backup team composed of deck department staff:

early roll call, shifting compressed gases, operation of fire hoses to cool down engine room, ventilation control

The 2nd stage: fire fighting with fixed fire extinguishing system(including evacuation, muster, localization, prevent spread of fire, stopping of

ventilation and final roll call, etc.)The 3rd stage: overhaul, salvage

In the case of an engine room fire, the first engineer must be the leader of the (on-scene) emergency fire

fighting team, and carry out initial fire fighting. When he judges that the initial fire fighting has failed or is

dangerous, he must order all the members of the emergency fire fighting team to evacuate quickly, check the

personnel present, and report to the chief engineer whether all of them have successfully evacuated the

engine room. The chief engineer must quickly make a decision whether or not the fixed fire extinguishing

system should be used, and give his decision to the Master. When the Master decides to use the fixed fire

extinguishing system, on the basis of the chief engineer’s recommendation, the necessary steps must be

taken immediately, (roll-call, remote shutdown of fuel, stopping of ventilation, confirmation of closing of

dampers and doors, etc.), before activating the fixed fire fighting system.

2. 3. 1. The 1st stage (initial fire fighting)

In a fire situation where oil is spewing from a high-pressure pipe, the successful extinguishing of the fire by

fire extinguishers cannot be achieved if the supply of oil is not stopped. If atomized oil is burning or burning

oil is running down along a bulkhead (three-dimensional fire), fire fighting with a foam extinguisher is

ineffective in bringing the fire under control.

For engine room fires, extinguishing of fire using water mist is the most effective method. When the leader

of an emergency team (the first engineer) judges they will be probably able to use water mist, he must use

the water mist fire fighting system promptly.




Fire


Approved by: MBS

In the engine room, it is important to fight fires using a correct combination of dry chemicals, carbon

dioxide and foam extinguishers, and water through a fire hose and nozzle.

1) Reporting

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

means available, including push-button type fire alarm, internal telephone, and portable transceiver. He

should, as far as possible, avoid leaving the scene, and should inform the bridge and whole ship of the

occurrence of a fire or potential for a fire.

In the case of sounding the fire alarm, the use of the elevator shall be immediately prohibited.

2) Judgement

The person who has discovered a fire shall judge whether the fire is controllable or not by calmly

assessing the situation (including the seat and intensity of the fire, and smoke). If he has judged that it is

impossible to control the fire, he must immediately retreat from the engine room without hesitation. In

this case he must notify his retreat to the duty officer of the bridge as soon as possible. If he has judged

that there is a possibility of stopping the leak, he shall start taking steps to stop the oil leakage. Likewise,

if he judges that the fire can be brought under control with portable fire extinguishers, he should fight the

fire in the initial stage.

3) Suppressing Leak of Oil

<Main Diesel Engine>

a) In the event of a fire resulting from a burst of fuel oil from a high-pressure pipe of the main engine,

stop the main engine as quickly as possible, after notifying the bridge to that effect.

b) Stop the F.O. Pump for the leaking fuel line to lower the pipe pressure.

c) Wrap up the leaking point with an old blanket or by other methods, to prevent oil from spraying

around.

<Steam Turbine Engine (for T/A)>

a) Stop the main engine as quickly as possible, after informing the bridge to that effect.

b) Stop the oil leak, or otherwise prevent the spray of the leaking oil.

c) Shut the valve on the main steam line to prevent the supply of main steam as a heat source.

d) Remove insulation material wet with oil.

<Main Boiler>

a) After informing the bridge, stop the main turbine as quickly as possible.

b) Trip the boiler that is leaking.

c) Close the fuel inlet valve and deal with the accident.

<Auxiliary Diesel Engine>

a) If oil is leaking at a low rate, prevent the oil from spraying by using rags or an old blanket. After

changing over to another generator engine, stop the relevant engine and deal with the situation

properly.

b) If a large amount of oil is leaking, or there is an urgent need as a result of a fire breaking out, never

hesitate to stop the generator engine by using the emergency shutdown device. Take proper action to

deal with the situation thereafter.

c) Depending on the situation, there may be a need to take steps a) and b), as listed above under the title

<Main diesel engine>.




Fire


Approved by: MBS

4) Initial Fire Fighting with Water Mist

The most effective method of extinguishing engine room fires is using water mist. Directly spraying water

mist with a fire hose near the seat of a fire will generate water vapors that will shut out the supply of air

and cool the surrounding area. The method of directing hose water streams to the seat of fire

intermittently for short bursts, effective for fires in the accommodation area, is not suitable for engine

room fires. Engine room fires require a continuous supply of water, in the form of mist, until the fire is

extinguished. For this reason, the fire main should be ready for immediate use at all times, and

preparations should be made to ensure the pump can be started locally in emergencies so that fire fighting

with water mist can commence rapidly. Additionally, fire hoses shall be stored in a manner that enables

immediate use. The hose should be folded back on itself so that the metal couplings on both ends meet,

and then rolled. The cordage that binds hoses when they are supplied should always be removed upon

receipt of the hose.

5) Initial Fire Fighting Using Portable Fire Extinguishers

a) If the fire is weak and restricted to a small area, make efforts to extinguish it using a portable fire

extinguisher.

Portable Fire Extinguishers are effective for the following engine room fires:

Type of Fire Effective Type of Fire Extinguisher

Three-dimensional fire

(Fire occurring with 3-D structures)

Dry chemical fire extinguisher

Two-dimensional fire

(Fire in bilge wells)

Foam and carbon CO2 fire

extinguishers

Fire involving energized electrical

equipment

CO2 is most suitable, but dry chemical

can also be used

*In the case of an oil fire involving both two and three-dimensional features use dry chemical, foam, and carbon

dioxide gas fire extinguishers in combination, depending on the situation. However, when using dry chemical and

foam fire extinguishers in combination, there is a possibility that the dry chemical will destroy the foam,

depending on the characteristics of the chemicals and foam used. Therefore, the mixing foam and chemicals

without degrading the foam should be verified when fire extinguishers are supplied.

<An example of a safe mixture of chemical and foam fire extinguishers>

ABC dry chemical + Aqueous Film-Forming Foam

*The use of CO2 for fires involving electrical equipment is preferable. Be aware that if dry chemical fire

extinguishers are used instead of CO2, considerable cleaning of the electrical equipment will be necessary once the

fire has been extinguished.

6) Command by first engineer of the emergency (on-scene) fire fighting team

In the case of an engine room fire, the first engineer, who is familiar with the layout of the machinery

and fire fighting facilities in the engine room, must take command of the emergency fire fighting team.

It follows that if a fire occurs in the engine room, the first engineer must report to the scene promptly.

He must carry a transceiver with him and establish communication with the bridge. As far as the

situation permits, he should assess the following points regarding the fire, and report his observations

to the bridge:

a) Presumed cause and seat of the fire;

b) Class of fire (oil fire (two or three-dimensional), fire involving electrical equipment, etc.);

c) Presence of injured persons;

d) Number of crewmembers present in the engine room;

e) Outline of fire fighting activities done by the person who discovered the fire;

f) Extent of fire and possibility of it spreading.




Fire


Approved by: MBS

7) Establishment of Shipboard Communication

The first engineer, as the leader of the emergency team, is required to carry a portable transceiver and a

flashlight with him when reporting to the scene of a fire. After assessing the situation, he must report to

the bridge and the engine control station. In order to be in a position to establish internal

communication promptly at all times, he must follow these guidelines:

a) Transceivers shall always be kept in a communicable condition on the bridge and in the engine

room.

b) Since internal communication is obstructed by both the continuous sounding of the fire alarm and

alarms warning of abnormal conditions of machinery in emergencies, these alarms must be stopped

as soon as possible after the site has been checked.

c) In some situations, direct communication between bridge and engine room may be difficult. In this

situation a middle station (man) may be used to relay messages.

(Note) The selection of a channel (or channels) will depend on the situation. When a single channel is

used, care should be taken that individuals do not interfere with or confuse communications

taking place between other persons.

8) Localization, prevention of fire from spreading

Remove combustible substances (drums and cans of lube oil, fuel additives, and gases and paints) from

adjoining compartments.

(Note) For compressed gases (oxygen, acetylene), a notice must be displayed in their stowage place to

the effect that “In the event of a fire promptly shift to a safe place.”

<Precautions on Entering the Engine Room>1. When entering to the engine room, the first engineer must take care to avoid flames

caused by back draft. He must judge whether he can enter safely before opening the access doors, using indicators such as belching black smoke from the funnel, etc.

2. Never use the elevator.

9) Judging the failure of initial fire fighting activities

The first engineer, who serves as the leader of the emergency fire fighting team, must calmly and

objectively assess the following points. If his assessment of any one of these points is positive, he must

conclude that the fire has become out of hand and order an immediate evacuation of all members of the

emergency fire fighting team.

a) Has the fire spread over a wide area?

b) Is it impossible to control the source of fire?

c) Is the fire so fierce as to threaten fire fighting activities and escape?

d) Is a large amount of smoke filling the area?

2. 3. 2. The 2nd stage (fire fighting with fixed fire extinguishing system)

1) Evacuation

Evacuation

Escape from the engine room using the nearest safest exit. As a blackout may occur at any time, checks

must routinely be made to see whether safety signs, indicating escape routes, have been posted at

proper intervals.

(Note-1) When selecting an escape route, you should recognize that it may be safer to escape to a

lower place, depending on the situation, because smoke will always flow upward.

(Note-2) Never use the elevator for evacuation.




Fire


Approved by: MBS

Localization, Prevention of Spread of Fire

i) Shutdown of Oil Source

a) Start the emergency generator engine and change over to the emergency power source.

b) Stop the auxiliary generator engine and boiler.

c) Activate the “Emergency Stop Button for FO Pumps” to stop all fuel oil related pumps.

d) Activate the “Remote Control for Shut off FO Valve” to shut all oil tank outlet valves

simultaneously.

ii) Stopping of ventilation

a) Stop all engine room supply fans and exhaust fans.

b) Close all dampers and doors.

(Note) Prepare a list of openings, including dampers and fire doors, and keep a copy on the bridge

and at the fire station.

iii) Cooling Down of Adjoining Compartments

Cool down the heated engine room bulkhead from outside with sea water (use the emergency fire-

pump).

2) Fire fighting using the fixed fire extinguishing system (releasing CO2 or High expansion foam)

Roll Call

After evacuating crewmembers from the engine room, the first engineer, who is the commander of

the emergency fire fighting team, must make a role check of personnel, and report to the bridge

whether all of them have successfully evacuated the engine room or not.

Activation of the Fixed Fire Extinguishing System

If the Master considers the engine room fire is out of control, and has confirmed that all personnel

have evacuated the engine room, he must immediately use the fixed extinguishing system.

When using the system, the operating procedures displayed at the operating place must be followed.

(Note-1) Display all operating procedures, not only for remote control but also for local control and

manual release to safeguard against malfunctions of the system.

(Note-2) After the release of CO2 gas into the engine room, engine room doors may bulge through

an increase of internal pressure. Crewmembers should keep their distance from such

doors.

(Note-3) After using the fixed fire extinguishing system, wait for instructions from the ship

management company. As a rule, keep the engine room closed in an airtight condition,

only opening a door in emergency cases.

(Note-4) If the tank outlet valve is usually kept closed on board a vessel equipped with a low-

pressure CO2 fire extinguishing system, clearly display a message to that effect in the

operating place. Furthermore, if special tools (key, step ladder, special spanner, etc.) are

required to open the root valve, display the storage place of such tools near the root

valve.

Cooling Down of Adjoining Compartments

Continue cooling down hot spots by spraying water, even after the use of the fixed fire

extinguishing system.

Checking if Fire is Extinguished

Measure the temperatures of the relevant bulkheads and decks at regular intervals to monitor their

cooling condition.




Fire


Approved by: MBS

2. 3. 3. The 3rd stage (Overhaul, Salvage)

1) Overhaul

Overhaul is the final stage of fire extinguishment, and includes the complete extinguishment of embers,

prevention of re-ignition, and securing a safe condition for the vessel.

The Master shall perform the overhaul, keeping the following points in mind to minimize damage:

A team of two or more persons wearing self-contained breathing apparatus shall be engaged in

overhaul work. Furthermore, the first engineer, who is familiar with the structure of the engine

room, shall take command of the on-scene overhaul.

Extinguish any small ember by turning every bit of rubble and fragment. Collect smoldering embers

in a container partly filled with water to prevent re-ignition. Pay close attention to the possibility of

receiving an electric shock.

After confirming that the fire is completely extinguished, ventilate to cool down the inside of the

engine room.

After thorough ventilation, test for toxic gases and measure the content of oxygen. If the safety of

the engine room is confirmed, check the state of damage. During this check, as far as possible take

photographs of the damage and retain them as evidence.

Post a watch on the site of the fire for at least 12 hours to provide against a possible re-ignition.

2) Salvage

Salvage means restoring the vessel to a normal state as soon as possible, by preventing secondary damage

attributable to water, smoke, heat, etc. Regarding a fire in the engine room, it specifically includes the

following operations:

Removal of water used for fire fighting from the engine room.

Sufficient ventilation of the engine room to completely remove smoke, lower the air temperature,

and restore normal humidity.

Drying of equipment.

Transfer of rubble.

All other activities necessary to secure and maintain the ship’s seaworthiness.

Fig.1 List of Engine Room Fires

The following is the list of engine room fires (1993~1999) made by Japanese classification society.

No. Outline of the Engine Room Fire

1Type of vesse l : Cargo sh ip (20 years o ld)

Gross tonnage : 6 ,200 tons

Whi le the sh ip ’s s t a ff s were ca r ry ing ou t cu t t ing work to repa i r the

G.S . Pump, us ing compressed gas (oxygen , ace ty lene) , a spark

s ta r ted a f i re in the b i lge . E lec t r i c machinery and e lec t r i c cab les in

the eng ine room lower f loor were burn t .

2Type of vesse l : Oi l t anker (16 years o ld)


Whi le sh ip ’s s t a ff s were overhau l ing the L .O. F i l t e r, lube o i l

sp rayed over M/E Exhaus t p ipe and ign i ted , due to the i r

mishandl ing . S ta r te r pane l s and e lec t r i c cab les were burn t .

3Type of vesse l : ca rgo sh ip (14 years o ld)


An engine room f i re occur red in the dockyard . S ta r te r pane l s and

e lec t r i c cab les in the eng ine room were burn t .




Fire


Approved by: MBS


4Type of vesse l : Conta iner sh ip (14 years o ld)


I t i s thought a fue l o i l l eak on the M/E fue l in jec t ion l ine sprayed

over the M/E Exhaus t p ipe and ign i ted . As a resu l t o f the f i re

f igh t ing ac t iv i ty, a reas o f the eng ine room be low the G/E f loor

became submerged in wate r.



An engine room f i re occur red as the resu l t o f an exp los ion of the

M/E tu rbo charger. E lec t r i c motors , s t a r t e r pane l s and e lec t r i c cab les

were a l l burn t .

6Type of vesse l : Chemica l t anker (11years o ld)


- - - d i t to - - -



An a i r c i rcu i t b reaker t e rmina l on the main swi tchboard became

loose due to poor main tenance . A shor t c i rcu i t occur red , l ead ing to

burn e lec t r i c dev ices on the main swi tchboard and loss o f s t a r t ing

a i r due to b lack ou t .

8Type of vesse l : Ref r ige ra ted sh ip (8 years o ld)


Oi l l eak ing f rom the o i l sea l o f Boi le r F.O. burn ing pump ign i ted as

the resu l t o f a backf i re o f the aux i l i a ry bo i le r. A f i re deve loped in

the eng ine room boi le r f l a t a rea and the au to combus t ion con t ro l

pane l and e lec t r i c motors were burn t .

9Type of vesse l : Chemica l t anker (7 years o ld)


Deck machinery hydrau l ic o i l over f lowed f rom the t ank un i t in the

engine room poop deck due to mishandl ing by the c rew. The o i l

sp rayed over the M/E Exhaus t p ipe , caught f i r e , and the eng ine room

upper space was burn t . Addi t iona l ly, pa r t o f the accommodat ion

space was a l so burn t because the eng ine room door was open .



A f i re s t a r t ed a t the a i r c i rcu i t b reaker (ACB) on the main

swi tchboard T /G pane l . The ACB was comple te ly burn t .

11Type of vesse l : F i sher boa t (24 years o ld)


A f i re s t a r t ed in the No.2 Diese l genera tor. The No. 2 D/G and i t s

ne ighbors were damaged .




Fire


Approved by: MBS


12Type of vesse l : Pure ca r ca r r i e r (13 years o ld)


A f i re s t a r t ed somewhere in the v ic in i ty o f the Diese l genera tor.

No .2 & No.3 Diese l genera tors were burn t .



Whi l s t the vesse l was proceed ing under unmanned opera t ion , the f i re

a la rm sounded . The c rew s topped the running d iese l genera tor and

used the f ixed CO 2 f i r e ex t inguish ing sys tem. Three hours l a te r they

conf i rmed the f i re had been ex t inguished . Upon inves t iga t ion of the

eng ine room, the No.1 & 2 Diese l genera tor, the i r con t ro l pane l ,

L .O. Se t t l ing t ank , and e lec t r i c cab les were found to be f i re

damaged . The cause of f i r e i s thought to be D.O. l eak ing f rom the

D.O. F low-mete r as a spray, because the mete r i t se l f was on ly

s l igh t ly damaged . Another poss ib i l i ty i s tha t lube o i l l eaked f rom

the L .O. Pur i f i re and ign i ted . This v iew i s suppor ted by the fac t tha t

the “Pur i f i e r abnormal ” a la rm sounded ten minutes before the f i re

a la rm, and the du ty o i l e r swi tched to an a l t e rna t ive Pur i f i e r .

14Type of vesse l : Bulk ca r r i e r (13 years o ld)


A f i re s t a r t ed in the genera tor room. Genera tors , s t a r t e r pane l s and

e lec t r i c cab les were a l l burn t .



An engine room f i re occur red due to an exp los ion of the M/E tu rbo

charger.

16Type of vesse l : Bulk ca r r i e r (9 years o ld)


A f i re s t a r t ed near the expans ion jo in t o f the No.3 D/G Exhaus t p ipe ,

and the eng ine room upper space was burn t . The f i re was

ex t inguished by the f ixed CO 2 f i r e ex t inguish ing sys tem.




charger.



Main swi tchboard and eng ine con t ro l room were burn t .




Fire


Approved by: MBS


19Type of vesse l : Ref r ige ra ted sh ip (1 year o ld)


A f i re s t a r t ed in the 440V feeder pane l and the Non- fuse b reaker was

burn t .

20Type of vesse l : F i sh ing boa t (23 years o ld)


The coo l ing o i l p ipe o f No.5 F.O. In jec t ion va lve fo r the main

eng ine c racked , and fue l o i l l eaked th rough the gap . Leak ing o i l

sp rayed over No.2 T /C and ign i ted .

21Type of vesse l : Ore ca r r i e r (17 years o ld)


Main eng ine c rankcase exp loded due to damage to the connec t ing

rod and i t s e jec t ion f rom the c rankcase . Spout ing lube o i l ign i ted

and spread in the eng ine room. The f i re was ex t inguished by the

f ixed CO 2 f i r e ex t inguish ing sys tem.




charger.



Whi le the vesse l was proceed ing under unmanned opera t ion , fue l o i l

l eaked f rom the pre - t rea tment sys tem, and was ign i ted by a spark

f rom the pressure swi tch . E lec t r i c cab les were burn t .

24Type of vesse l : Dredger (20 years o ld)


Whi le c rew were repa i r ing the funne l and funne l deck , a spark

ign i ted a f i re near the F.O. Transfe r pump. The pump, e lec t r i c cab les

and No.2 D/G turbo charger were a l l burn t .



The tu rbo charger o f the main eng ine was damaged due to an eng ine

room f i re .




Fire


Approved by: MBS




Whi le bunker ing , fue l o i l spouted f rom the sounding p ipe of No.4

F.O. Tank (double bo t tom tank) , sp rayed over the exhaus t p ipe o f

No.2 D/G, and caught f i r e . The f i re was ex t inguished by the f ixed

CO 2 f i r e ex t inguish ing sys tem.



A f i re s t a r t ed near the Af t . S ide b i lge wel l . Pumps and the bo i le r

con t ro l pane l loca ted near the b i lge wel l were burn t .



The f i re a la rm sounded la te a t n igh t , and the a la rm pane l showed

tha t a f i r e had occur red on the 3 r d deck . Two f i re f igh t ing t eams

rushed to the eng ine room, bu t they had to en te r f rom the No.6 ca rgo

ho ld because b lack smoke f i l l ed the upper s ide en t rance . The b lack

smoke spread rap id ly, p reven t ing the c rew f rom f igh t ing the f i re

without b rea th ing appara tus . Th is l ed to a de lay in f ind ing the

source of the f i re . At tempts to ex t inguish the f i re wi th por tab le f i re

ex t inguishers and the emergency f i re pump fa i l ed and the oxygen

supply fo r the b rea th ing appara tus ran ou t . The Mas te r t r i ed to

ex t inguish the f i re us ing the f ixed CO 2 f i r e ex t inguish ing sys tem,

bu t th i s too fa i l ed and the c rew members were even tua l ly fo rced to

abandon sh ip .

The eng ine room, accommodat ion space , and a f te r s ide ca rgo ho ld

were burn t . The s ta r t ing loca t ion of the f i re was conc luded to be the

pur i f i e r space f rom f i re a la rm pane l ind ica t ions and wi tnesses .

However, the ac tua l cause of f i r e was no t iden t i f i ed due to the

ex tens ive damage to the vesse l .



Fue l o i l spouted f rom F.O. Ai r ven t p ipe of D/G, sprayed over the

funne l cas ing of M/E, and caught f i r e . E lec t r i c cab les were burn t .



The c rew suppl ied sys tem o i l to the tu rb ine genera tor, a s the o i l

l eve l o f the sump tank was low. Dur ing the p rocess , mishandl ing l ed

to o i l spout ing f rom the a i r ven t o f the s igh t -g lass on to the T /G

bear ing ou t le t l ine . The o i l sp rayed over the rad ia l tu rb ine and

ign i ted . The f i re was ex t inguished us ing por tab le ex t inguishers .




Fire


Approved by: MBS


31Type of vesse l : LPG Car r ie r (21 years o ld)


Whi le the vesse l was a t anchorage , fo r ad jus tment o f the sh ip ’s

schedule (under unmanned opera t ion) , the f i re a la rm sounded ea r ly

in the morn ing . The c rew rushed to the eng ine room and found a f i re

on No.2 D/G. However, f l ames and b lack smoke spread rap id ly and

the c rew could no t pu t ou t the f i re us ing por tab le ex t inguishers .

They cou ld no t use the f ixed CO 2 f i r e ex t inguish ing sys tem because

of a b lackout . The Mas te r abandoned f i re f igh t ing by the c rew and

ca l l ed fo r the ass i s tance of tug boa t s . About n ine hours a f te r the

sounding of the f i re a la rm, the f i re was ex t inguished .

The cause of fire was thought to be an air vent valve of the D/G F.O. Secondary filter

becoming loose due to vibration, leading to fuel oil spouting from the connection,

spraying over the exhaust pipe of D/G, and subsequently igniting.



Whi le the c rew was weld ing a damaged s team p ipe , a f i r e s t a r t ed on

the eng ine room lower f loor. A s t ray spark i s thought to have s ta r ted

the f i re . The f i re cou ld no t be ex t inguished us ing por tab le

ex t inguishers so the f ixed CO 2 f i r e ex t inguish ing sys tem was used .

E lec t r i c motors , s t a r t e r pane l s and e lec t r i c cab les were burn t .



The connec t ing rod of No.3 D/G came ou t o f the c rankcase and h i t

the L .O. F i l t e r. Gush ing o i l caught f i r e .



A p ipe fo r the F.O. Pressure gauge c racked and broke , and fue l o i l

l eaked th rough the gap . The fue l o i l sp rayed over the D/G Exhaus t

p ipe and caught f i r e . The main swi tch board was burn t .



An explos ion occur red in the eng ine room, and a f i re s t a r t ed .



A par t i a l eng ine room f i re occur red .




Fire


Approved by: MBS




Because fue l o i l l eaked f rom the connec t ion of the F.O. Pump wi th

the h igh pressure p ipe , the F.O. Pump was s top dur ing running

condi t ions us ing a spec ia l too l . When the h igh pressure p ipe was

d i smounted , the too l came off . Fue l o i l sp rayed over the exhaus t

p ipe of the M/E and caught f i r e . The Mas te r pu t ou t the f i re wi th the

f ixed CO 2 f i r e ex t inguish ing sys tem. The eng ine room upper s ide

was par t ly burn t .

38Type of vesse l : Barge (17 years o ld)


Whi le the c rew was moving D.O. to the D.O. Se t t l ing t ank , the D.O.

Transfe r pump d id no t s top au tomat ica l ly desp i te the o i l l eve l r i s ing

above the h igh l eve l mark . The over f low tank f i l l ed up and D.O.

l eaked th rough the ho le on the f loa t gauge upper s ide o f the Se t t l ing

t ank , d ropping on to the M/E Exhaus t p ipe tha t was loca ted jus t

under the gauge . The D.O. ign i ted and the M/E upper s ide and

e lec t r i c cab les were burn t .



Whi le the vesse l was proceed ing , the f i re a la rm sounded . The Mas te r

t r i ed f i re f igh t ing wi th por tab le ex t inguishers , bu t immedia te ly

abandoned them and used the f ixed CO 2 f i r e ex t inguish ing sys tem

ins tead . About four hours l a te r i t was conf i rmed tha t the f i re had

been ex t inguished . The sea t o f f i r e was thought to be the No.1 D/G,

because i t and i t s ne ighbors (eng ine room af te r s ide ) were

ex tens ive ly burn t . When the f i re s t a r t ed , the c rew was moving

s ludge f rom the s ludge t ank to the W.O. Tank wi thout f i t t ing the

g lass to the s igh t g lass on the over f low l ine . Over f lowing s ludge

l eaked f rom the s igh t g lass and dropped on to the No.1 D/G through

the coaming ho le and ign i ted .



Af te r we ld ing work in the work shop , ne ighbor ing combus t ib le

subs tances caught f i r e . E lec t r i c cab les were burn t .



The coo l ing o i l p ipe o f No.2 F.O. In jec t ion va lve of No.3 D/G

c racked and broke . Fue l o i l l eaked th rough the gap , sprayed over the

exhaus t p ipe , and caught f i r e . The in i t i a l f i r e f igh t ing f i re e ffor t

ex t inguished the f i re .




Fire


Approved by: MBS




A fire started in the T/C air filter of main engine. The initial fire fighting fire effort

extinguished the fire.

43Type of vesse l : LPG Car r ie r (8 years o ld)


A f i re s t a r t ed in the main swi tchboard . The in i t i a l f i r e f igh t ing

e ffor t ex t inguished the f i re , bu t a pa r t o f the board was burn t . The

cause of f i r e was thought to be an inc rease in the con tac t r es i s tance

of the a i r c i rcu i t b reaker l ead ing to a r i se in t empera ture .



An engine room f i re occur red . The in i t i a l f i r e f igh t ing e ffor t s fa i l ed

and a l l c rew abandoned the vesse l . Three days l a te r, the f i re was

ex t inguished dur ing dr i f t ing . The en t i re eng ine room ( inc lud ing the

con t ro l room) , and the en t i re accommodat ion space ( inc lud ing the

b r idge) were burn t . The s ta r t ing po in t o f the f i re was thought to be

a round the D/G.



A f i re s t a r t ed a round the D/G. The D/G and ne ighbor ing a reas

(bo i le r con t ro l pane l loca ted above D/G, e tc . ) were burn t .

46Type of vesse l : Tug boa t (3 years o ld)

Gross tonnage : 130 tons

No.1 D/G, the main swi tchboard , and e lec t r i c cab les were burn t due

to a shor t c i rcu i t o f the genera tor.

47Type of vesse l : Bulk sh ip (22 years o ld)


No.1 F.O. Pump and fue l o i l in le t p ipe b roke , fue l o i l l eaked th rough

the gap and sprayed over No.1 T /C, exhaus t p ipe and expans ion

be l lows before ign i t ing . The main eng ine upper par t s and e lec t r i c

cab les were burn t .



Whi le the vesse l was t ak ing bunker o i l , d iese l o i l over f lowed f rom

the sounding p ipe of No.6 D.O. Tank , sprayed over No.2 D/G, and

ign i ted . E lec t r i c cab les were burn t . I t i s thought tha t the cap of the

sounding p ipe was removed a t the bunker ing .




Fire


Approved by: MBS



Gross tonnage : 28 ,600

Whi le the vesse l was proceed ing , the du ty eng ineer and o i l e r found

fue l o i l spewing f rom the a f t end of the por t s ide fue l in le t main

p ipe of the main eng ine . Fue l was be ing expe l led a t a p ressure o f 4

to 5 kg /cm2. Whi le they were t ry ing to s top the l eak , e jec ted o i l

sp rayed over the exhaus t p ipe of the main eng ine and caught f i r e .

The sh ip ’s s t a ff s commenced in i t i a l f i r e f igh t ing wi th por tab le

ex t inguishers , bu t in sp i t e o f the i r a t t empts , the f i re qu ick ly took a

s t rong ho ld , f i l l ing the a rea wi th b lack smoke . As a resu l t , the

Mas te r abandoned in i t i a l f i r e f igh t ing and used the f ixed CO2 f i re

ex t inguish ing sys tem. The eng ine- room access doors were kep t open

dur ing th i s acc iden t , hamper ing f i re f igh t ing opera t ions .



While the vesse l was proceed ing , the tu rbo charger o f the main

eng ine exp loded and a f i re s t a r t ed on the exhaus t p ipe . E lec t r i c

cab les were burn t .

51Kind of vesse l : Passenger sh ip (13 years o ld)

Gross tonnage : 100 ton

The cap nu t o f the fue l o i l h igh-pressure p ipe of por t s ide main

eng ine became loose , fue l o i l l eaked th rough the gap , sprayed over

the exhaus t p ipe and ign i ted . E lec t r i c cab les were burn t .

52Kind of vesse l : Conta iner sh ip (4 years o ld)

Gross tonnage : 59 ,600 ton

Whi le the vesse l was proceed ing , the f i re a la rm sounded in the

morn ing dur ing hours o f work . The t igh ten ing sc rew of fue l o i l h igh-

pressure p ipe fo r main eng ine c racked and broke , and fue l o i l l eaked

th rough the gap , sprayed over the exhaus t p ipe and ign i ted . The

in i t i a l f i r e f igh t ing opera t ion was commenced immedia te ly a f te r the

d i scovery of the f i re , bu t b lack smoke f i l l ed the eng ine room wi th in

an ex t remely shor t pe r iod , and forc ing sh ip ’s s t a ff s to abandon on-

scene f i re f igh t ing opera t ions . The f i re was ex t inguished by the CO 2

f i re ex t inguish ing sys tem.




Fire


Approved by: MBS

1) Fig.2: The Areas High Potentiality of Fire

From the outcome of statistics made by one of classification society, the locations in the engine room where fire

trouble actually occurred are shown in the following figure.

And “the areas of high potentiality of fire” are as follows. “The areas of high potentiality of fire” means the areas

where equipment, which contain pressurized oil and hot surfaces or naked fire coexist in vicinity to each other.

2) Diesel Engine (Main Engine, Auxiliary Engine)

a) Fuel oil supply pipe and fittings (union joint, pipe joint for gauge, drain valve, etc.)

b) Turbo charger and exhaust gas pipe, manifold

c) Lubricating oil supply pipe (including hydraulic oil for exhaust valve)

d) Fuel oil strainer

e) Lubricating oil strainer

f) Supply and return pipe of fuel valve cooling oil and other accessory for generator engine

3) Auxiliary Boiler and incinerator

a) Burner fuel supply pipe and other accessory

b) Exhaust pipe

4) Fuel Oil Heater

5) Fuel Oil Purifier and Decanter

6) Lubricating Oil Heater

< Location of Engine room fire (1980 ~ 1999) >



Title: Fire Fighting Tactics and Techniques


Approved by: MBS

3. Fire FightingTactics

●: Fire occurred during navigation. (1980~1992)○: Fire caused by crew’s mishandling. (1980~1992)●: Fire occurred during hot works in the dock yard. (1980~1992)

○: Location of Engine room fire (1993~1999)

and Techniques





Approved by: MBS

3. 1. Flowchart of basic measures against fires

<<1st discoverer>>

○ Sound the fire alarm

○ Inform the bridge

○ Judgement

○ Initial fire fighting

○ Call the roll / find casualties

○ Report to the leader of Emerg’cy team

Fire breaks out

Fire discovered Fire detector

The 1st stage (Initial measure)

<<Bridge (officer on watch)>>

○ Confirm the location of fire, inform the Master, announcement, recording

○ Check the present traffic situation etc.

○ Call the roll and check if any casualties exits., instruct rescue operation

○ Announce Firefighting station

○ Establish communication

○ Report to the Master





Approved by: MBS

The Master

(General commander)

Emergency Team

(sub-leader & members)Engine Room Team

Back up / Medical

team

○ Organize command team

○ Establish a fire fighting

plan and instruct it

○ Confirm security of

crew / instruct search and

rescue operation if nece-

ssary

○ Muster at the fire

station

○ Call the roll / pre-

paration for fire-

fighting, report

○ Instructions to the

reinforcements

○ Confirm the safety of entering

ECR / engine room

○ Confirm the communication

with command team

○ Call the roll

○ Get ready to start the fire

pump, and start it by order of

○ Muster at Muster

point, call the roll,

preparation

The 2nd stage (Initial firefighting activity measures)

○ Fix her position /

Maneuver

○ Raise flags and shapes to

indicate vessel’s situation

○ Report to maritime

security agencies, ship

manager, owner, etc.

○ Consider dispatching

reinforcements to

Emergency team

○ Guide the passen-gers

and super-numeraries to

the safety place

command team

○ Stop the elevator

○ Put the engine plant in a stand-

by state

○ Get ready to control the

ventilation and to pump out

bilge





Approved by: MBS

The Master

(General Commander)Emergency Team Engine Room Team

Back up / Medical

Team

○ Confirm the situation of

fire based on the report

by emergency team

○ Instruct firefighting plan

using local fire-fighting

manual and fire control

plan

○ Instruct search and rescue

operation

○ Maneuvering

○ Instruct back up / medical

team to pre-pare for first

aid

○ Establish radio contact

with other vessels or

marine security agencies

○ Others

○ Muster at the

rendezvous point

○ Rescue

○ Preparation for

fire-fighting

○ Commencement

of firefighting

○ Judgement

○ Start the emergency fire

pump

○ Confirm running condition

of fire pumps and report to

the command team

○ Keep watch on running of

necessary machines, and

continue to operate them

○ Stop main engine

○ Control the ventilation and

discharge bilge

○ Cut off the electric power to

the fire zone

○ Others

○ Carry out the

duties instructed

by command

team

Command Team Emergency Team Engine Room TeamBack up / Medical

team

○ Pigeonholing the

re-cord of the

activity

○ Taking photographs

for recording the

○ Putting on BA set for

overhauling

○ Setting timer in order

to measure a lapse of time

since the fire had been

○ Restoration

of engines and fire

pumps, checking the

condition of drain

bilge and drainage

○ Reporting of the

condition and

treatment of

casualties

○ Assisting command

The 3rd Stage (Rescue, Fire Fighting, etc.)

The 4th stage (Overhaul, Salvage, etc.)

event

○ Checking up the

treatment and

condition of

casualties

○ Reporting to the

marine security

agencies, owner,

operator, etc

extinguished

○ Ventilating the space in

order to take smoke and heat

away

○ Searching and

extinguishing any embers

remaining in the space by

turning up fragments

○ Cooling down the

space by ventilation

○ Taking photographs in

the space

○ Reporting of the results

to the command team

○ Ventilation

control for

supporting over-

hauling and

restoration

○ Reports of the

results to the

command team

team in pigeon-

holing records





Approved by: MBS

3. 2. Initial measures against fires (The 1st and 2nd stage)

Team etc. Person and summaries of measures to be taken Remark

The Scene

<<1st fire discoverer>>

Sound the fire alarm. □ *2-01

Inform the bridge of the fire via telephone etc. □ *2-02

Judge whether the fire is controllable or not. □ *2-03

Initial fire fighting activity using extinguishers. □ *2-04

Call the roll and find casualties. □ *2-05

Report to the leader of the emergency team. □ *2-06

Bridge

(Command Team)

<<Measures taken by the command team>>

Confirm the location of the fire, inform the Master

of the fire / announcement / Recording.

□ *2-11

Complete Fire Fighting

Check the present traffic situation etc. □ *2-12

Call the roll and check if any casualties exist.,

instruct rescue operation, if necessary.□ *2-13

Announce Fire fighting station. □ *2-14

Establish communication between each party. □ *2-15

Report the situation of fire etc. to the Master. □ *2-16

<<Measures Taken by the Master>>

Organize command team, instruct each team. □ *2-21

Establish a fire fighting plan and instruct it. □ *2-22

Confirm security of crew. Instruct SAR operation. □ *2-23

Fix her position / Maneuver (Drifting, Anchoring, etc.). □ *2-24

Raise flags and shapes to indicate vessel’s situation. □ *2-25

Report to maritime security agencies, ship manager,

owner, etc.□ *2-26

Consider dispatching reinforcement to

Emergency team.□ *2-27

Guide the passengers etc. to the safe place. □ *2-28

Emergency Team

<<Measures Taken by the Leader>>

Muster at the fire station., Roll Call □ *2-31

Locate the scene of the fire / initial fire fighting /

check up on the casualties’ location / SAR operation.□ *2-32

Preparation for fire fighting / Report. □ *2-34

Instructions to the reinforcements. □ *2-35

Engine Room

(Engine Room Team)

<<Measures taken by the Leader>>

Confirm the safety of entering ECR / engine room. □ *2-41

Confirm the communication with command team. □ *2-42

Roll call. □ *2-43

Get ready to start the fire pump, and start it by

order of command team.□ *2-44

Stop the elevator. □ *2-45

Put the engine plant in a stand-by state. □ *2-46

Get ready to control the ventilation and to

pump out bilge.□ *2-47

Back up /

Medical Team Muster at the ship’s office / Roll call / Preparation. □ *2-51

(Legend) □ : Put tick on the box

No.: Concrete works to be done.





Approved by: MBS

3. 2. 1. Measures Taken by 1st Fire Discoverer

*2-01 Sound the Fire Alarm

Shout “Fire!!”.

If there are fire alarm button near the scene, activate it.

If the fire was discovered by more than one person, assess the condition of fire (location/source/size)

then take appropriate extinguishers.

If the fire was found by more than one person, report the bridge of the fire via telephone.

In case of sounding fire alarm, the elevator shall be prohibited to use immediately.

*2-02 Inform the bridge of the fire via telephone etc.

The gist of the report to the bridge via telephone, walky-talky etc.

T I M E: 00 : 00

LOCATION:_______________________________________________________

Source of Fire: ____________________________________________________

Condition: ________________________________________________________

Crewmembers in the scene/Casualties: _________________________________

Number of crewmembers near the scene: _______________________________

Possibility of putting out the fire by the crewmembers: possible / impossible

Any other useful information: __________________________________________

Note: If the fire was found by more than one person, take necessary extinguishers for initial fire

fighting.

*2-03 Judge whether the fire is controllable or not.

If he has judged that it is impossible to control the fire, he must immediately retreat from the scene

without hesitation and notify the retreat to the bridge.

If he has judge that there is a possibility of bringing the fire under control, start fighting the fire in

the initial stage.

*2-04 Initial fire fighting activity by using extinguishers

Initial fire activity before emergency team arriving at the scene

(Own skill of fire fighting should be considered.)

Fight the fire with portable fire extinguishers

Refer to “1. Basic Knowledge of Fire Fighting” for concrete methods. *

If there are fire hydrants near the scene, prepare fire hoses.

If there are blankets, soak the blankets and cover the fire.(It should not be done in case of electric

fire.)

Note: If there are enough persons to work, above should be done simultaneously.

*2-05 Call the roll and find casualties (Rescue them if possible.)

While fighting fire, call the roll of the crew member in the scene.

If there are any casualties, rescue them considering the order of priority.





Approved by: MBS

*2-06 Report to the leader of the emergency team

When emergency team arrived at the scene, the following should be reported.

Origin, source and cause of the fire. Expansion of fire: _________________________

Crew members and casualties in the scene: _____________________________________

Fire fighting activity in progress and in the past: ___________________________________

Any other useful information: _________________________________________________

3. 2. 2. Measures to be taken by the command team (Bridge)

<<Measures to be taken by the officer on watch (OOW)>>

*2-11 Confirm the location of fire (incl. Acknowledgment by fire alarm panel)

OOW should put a mark on the zone indicator of the scene on fire alarm panel.

(Note: Put red magnet, post-it etc in order to identify the location of fire.)

If there were any report from the scene, record the report ( ※02).

*2-11 Inform the Master of fire / Announcement via PA system / Recording

1) The following should be informed to the Master and announced two times.

Time, Location and Situation of fire: _________________________________________

Situation of crew members and casualties: ___________________________________

Initial fire fighting activity: _________________________________________________

2) Check if there are any other vessels in the vicinity.

3) Prepare for recording (Writing Materials, etc.)

*2-12 Check the present traffic situation / movement of other vessels in the vicinity.

If the fire may affect her navigation abilities, OOW should check other vessels, obstructions, depth,

etc. in vicinity

*2-13 Call the roll and check if there are any casualties exist. Instruct the rescue operation, if necessary.

As saving lives is the first priority, this check shall be done without fail.

*2-14 Announce Fire Fighting Station (It should be announced without Master’s Instruction, if the fire was

discovered not only by detectors but also by crew.)

The following should be announced twice.

1) The leader of emergency team shall rush to the scene.

The members of emergency team shall wear fireman’s out fit with BA set. Then rush to the scene with

spare air cylinders for BA set.

2) Engine room team shall start fire pump immediately.

Stand by main engine.

3) Back up / Medical team shall prepare for first aid and help the conveyance of spare air cylinders for

BA set.

4) Command team shall muster at navigation bridge immediately.





Approved by: MBS

*2-15 Establish communication between each party and require reports of current condition from each party. (by

Public-address system and Walky-talky)

To each team, instruct the following. （The announcement should be made twice. ）

The leader of each team shall change the channel of walky-talky to emergency channel.(Specify

the channel number)

Each team shall report the result of roll call and present situation.

(Emergency team→Engine room team→Back up/Medical team)

*2-16 Report the situation of fire, casualties and so on to the Master

Location, source, situation of the fire and a state of crew members

Situation of the initial fire fighting activity

Preparedness of each team

Other vessel in vicinity and any other necessary information

<<Measures to be taken by the Master (General Commander)>>

*2-21 Organize command team, give necessary instruction to each team

Allot the following work to the members of command team.

Dispatching each team to the station. (*13,*14 should be instructed)

Maneuvering and Lookout

Transmitter for the Master’s order via walky-talky and PA system.

Preparing a fire control plan

Record-keeper(Tape recorder may be used. ）

*2-22 Establish a Fire Fighting plan and instruct it.

Based on the information from initial fire fighter and/or the leader of emergency team, dispatch

reinforcements and fire fighting equipment, if necessary.

Based on the report regarding the location and situation of fire, consider full-scale fire fighting

plan by using fire control plan, local firefighting manual and so on.

Exchange information with the leader of emergency team.

*2-23 Confirm security of crew. Instruct search and rescue operation if necessary.

If there were any absentees when each team had a roll call, the search should be ordered.

*2-24 Fix her position/ Maneuver (Drifting, Anchoring, etc.)

Maneuver the vessel appropriately considering the location of the scene, traffic in vicinity, and so

on.

*2-25 Raise flags and shapes to indicate vessel’s situation

If there are other vessels in vicinity, raise flags and shapes required by regulations.

*2-26 Report to maritime security agencies, ship manager, owner, etc.

Note: The reports should be made based on the Company’s Operation Procedure Manual(OPM).

Emergency report via DSC

a) Name of the Radio Station: __________________________________________________

b) Outline of the accident: _____________________________________________________

c) Name of the ship: _________________________________________________________

d) Owner / Operator: _________________________________________________________

e) Call sign (MID No.): _________________________________________________________





Approved by: MBS

f) Flag: _____________________________________________________________________

g) Gross Tonnage: ____________________________________________________________

h) Date / Time (LT or UTC): _____________________________________________________

i) Position: (Lat.and Long. / Bearing and Distance from landmark)

j) Summary of the fire: _________________________________________________________

k) Crewmembers: (Number, Nationality, etc.)

l) Kind of Cargo on board: ______________________________________________________

m) Situation of the fire: (Source, Location, Scale, etc.)

n) Fire fighting activity: _________________________________________________________

o) Security of the crew: (Number and condition of casualties, if any)

p) Assistance or salvage: (Required / Not required)

q) Maneuverability of the ship: (Under command / Not under command)

r) Means of communication: INMARSAT(A/B/C), VHF, etc.

s) Weather and Sea condition: ___________________________________________________

t) Other information: (Destination, Contact address of operator, etc.)

Report to Ship Manager and Owner.

*2-27 Consider dispatching reinforcements to Emergency team.

Based on the information from emergency team, dispatching of reinforcement should be

considered.

If there are no hazard to the navigation, a member of command team should be dispatched to the

scene in order to grasp the situation of the scene.

*2-28 Guide the passengers and supernumeraries to the safe place, if any.

At the discretion of the Master

3. 2. 3. Measures taken by Emergency team

<<Measures taken by leader>>

Note: In case of engine room fire, 1/E should be the leader of emergency team.

2-31 Muster at the Fire Station

Sub-leader and members of emergency team should muster at the fire station.

Sub-leader should change walky-talky’s channel to the Emergency channel.

*2-32 Roll call, Preparation for fire fighting, Report

Roll call, Establishment of communication with command team

Report the presence of emergency team (excluding the leader who is heading to the scene.) to the

command team.

Donning the fireman’s outfit and BA set, if necessary.

Preparation of the fire fighting equipment following commander’s instruction

Preparation and conveyance of fire fighting equipment for the leader, Fire fighting activity





Approved by: MBS

*2-33 Locate the scene of fire / Check up on the casualties’ whereabouts

Report the situation in detail after assessing the fire in relation to the following matter

a) Presumed cause and seat of the fire;

b) Class of fire;

c) Presence of injured persons;

d) Number of crew members staying in the engine room;

e) Outline of fire fighting activities the person who has discovered the fire did; and

f) Situation of fire extension.

<<Measures taken by sub-leader and members>>

*2-34 Locate the scene of fire / Check up on the casualties’ whereabouts

Report the situation in detail after assessing the fire in relation to the following matter

g) Presumed cause and seat of the fire;

h) Class of fire;

i) Presence of injured persons;

j) Number of crew members staying in the engine room;

k) Outline of fire fighting activities the person who has discovered the fire did; and

l) Situation of fire extension.

*2-35 Instructions to the reinforcements

Instructions for conveyance of additional fire fighting equipment

Preparation of first aid kit, stretchers etc.

4. 2. 4. Measures taken by Engine Room Team

<<Measures taken by Chief engineer and Engine room team>>


2-41 Confirm the safety of entering ECR/engine room.

Chief engineer should confirm the safety of entering the engine control room/engine room, and

also confirm the safety route.

Note: If it is judged dangerous to enter the engine control room/engine room, the chief engineer should

report to the Master to the effect.

Chief engineer hurry to the engine control room and members of Engine room team hurry to the

engine room, if there is no trouble to enter there.

2-42 Confirm the communication with command team.

Chief engineer should confirm the communication with Command team(bridge) by walky-talky.

*2-43 Roll call

Roll call.

Report the presence of engine room team to the Command team

*2-44 Get ready to start the fire pump, and start it by order of Command team.

Prepare for starting the fire pumps

Prepare for starting the emergency fire pump

Start the pumps by order of Command team (Remote starting or Local starting)

*2-45 Stop the elevator.

Stop and lock the elevator

*2-46 Put the engine plant in a stand-by state.

Make ready for using Main engine and the engine plant

Operate Main engine and the engine plant by order of General commander





Approved by: MBS

*2-47 Get ready to control the ventilation and to pump out bilge.

Prepare for ventilation control in order to control the force of the fire

Control the ventilation by order of commander or the leader of emergency team

Prepare for pumping out bilge

Prepare for measuring bilge

4. 2. 5. Measures taken by Back up / Medical team

2-51 Muster at the ship’s office, Roll call, Preparation

Roll call, Establishment of communication with command team

Report the presence of Back up / Medical team to the command team.

Dispatch by order of General commander (SAR operation, reinforcement for emergency team

etc.)

3. 3. Basic Measures of Full-Scale Fire Fighting (The 3rd Stage)


Bridge

(Command Team)

Confirm the items below based on the report by

the leader of emergency team.□ *3-01

Instruct fire fighting plan using local fire fighting

manual and fire control plan.□ *3-02

Instruct search and rescue operation, if there were

any missing person.□ *3-03

Maneuvering (Drifting, Anchoring, etc.) □ *3-04

Instruct back up / Medical team to prepare for first aid. □ *3-05

Establish radio contact with other vessels or marine

security agencies.□ *3-06

Others (Necessity of salvage, taking casualties to

the hospital etc.□ *3-07

Emergency Team

Muster at the rendezvous point. □ *3-11

Rescue □ *3-12

Preparation for fire fighting. □ *3-13

Commencement of fire fighting. □ *3-14

Judgement □ *3-15

Engine Room

(Engine Room Team)

Start the emergency fire pump. □ *3-21

Confirm running condition of fire pumps (including

emergency fire pump), and report to the command team.□ *3-22

Keep watch on running condition of necessary

machines, and continue to operate them.□ *3-23

Stop main engine. □ *3-24

Control the ventilation and discharge bilge. □ *3-25

Cut off the electric power to the fire zone. □ *3-26

Others □ *3-27

Back up /

Medical Team

Carry out the duties instructed by command team

(Reinforcements, SAR, etc.)□ *3-31


* No.: Concrete works to be done.

3. 3. 1. Command team

<<Measures taken by the General commander>>

(Some items are listed on the other pages as well.)

*3-01 Confirm the Items below based on the report by the leader of emergency team.

Location of fire: _______________________________________________________________

Source of fire: ________________________________________________________________





Approved by: MBS

Situation of fire: _______________________________________________________________

Necessary fire fighting equipment: ________________________________________________

Instruct leader of emergency team the rendezvous point with the team, etc.: _______________

(If some teams are not necessary, instruct them to S/B.): _________________________________

*3-02 Instruct fire fighting plan (including checking the spread of the fire) using local fire fighting manual and

fire control plan.

Engine room area ٭ A

Galley area ٭ B

Accommodation area ٭ C

Pump room (If any) ٭ D

Paint locker ٭ E

Instructions to start fire pumps or emergency fire pump

Fire fighting instructions (Including the ventilation control)

Confirmation of starting fire pumps

*3-03 Instruct search and rescue operation, if there were any missing person.

Organization of a search party and preparation for search and rescue.

Instruction for search and rescue operation

Refer to Search, Rescue & First Aid Manual ٭ S ٠ R

*3-04 Maneuvering (Drifting, Anchoring, etc.)

Stop engine

Anchoring

*3-05 Instruct back up / medical team to prepare for first aid

Making ready for receiving casualties 　　

٭ S ٠ R

*3-06 Establish radio contact with other vessels or marine security agencies.

Name of the station:

Means of communication:

*3-07 Others (Necessity of salvage, taking casualties to the hospital etc.)

3. 3. 2. Emergency team

<<Measures taken by the leader>>


*3-11 Muster at the rendezvous point.

The leader should inform sub-leader and members of the rendezvous point.

After joining the team, the leader should wear a fireproof jacket, and inform the members of the

situation of the fire.

Roll call.

Check the fire fighting equipment, outfit, etc.

*3-12 Rescue

If there are any crew members left in the fire area, a rescue is a first priority in the fire fighting.

*3-13 Preparation for Fire Fighting.

Fire hoses to be connected and made ready.

Preparations for full-scale fire fighting and checking the spread of the fire based on the local fire

fighting manual.

*3-14 Commencement of fire fighting.

Check the local fire fighting manual (including the ventilation control).

Confirm starting of fire pumps or emergency fire pump.

Note: The leader should be at the forefront in fire fighting (work as a nozzle man).





Approved by: MBS

*3-15 Judgement

The leader must form a cool judgement as to the following matters. As a result of his sizing up of

the fire, if the situation falls in one of them, he must conclude that the fire has become out of

hand, and order all the members of the team to evacuate.

a) Has the fire spread over a wide range of area?

b) Is it impossible to control the source of fire?

c) Is the fire so fierce to threaten fire fighting activities and escape?

d) Is a large amount of smoke filling the area?

3. 3. 3. Engine Room Team

<<Measures taken by the leader>>

(Chief engineer should take command all works in the engine room other than fire fighting.)

*3-21 Start the emergency fire pump.

Start the emergency fire pump by order of command team.

*3-22 Confirm running condition of fire pumps (including emergency fire pump), and report to the

command team the result.

Confirm running condition of the fire pump & the emergency fire pump.

Make report of running condition to command team.

*3-23 Keep watch on running condition of necessary machines, and continue to operate them as much as

possible.

Confirm running condition of necessary machines.

Make an attempt to operate them continuously.

*3-24 Stop main engine.

Stop main engine by order of command team.

Report to command team.

*3-25 Control the ventilation and discharge bilge.

Control the ventilation in the engine room by order of command team or the leader of emergency

team.

Start drainage (bilge) pumps by order of command team or emergency.

*3-26 Cut off the electric power to the fire zone.

Cutting the power supply for .

Completion of cutting supply for .

*3-27 Others

If an emergency situation occurs, report it to command team and related teams.

3.3.4. Back-up / Medical Team

*3-31 Carrying out the duties instructed by command team (Reinforcements, SAR, etc.)

Medical treatment for casualties.

Remove combustible substances (drums and cans of lube oil, fuel additives, and gases and paints)

from adjoining compartments, if necessary.

Control the ventilation in the accommodation space by order of command team.





Approved by: MBS

3.4. Overhaul, Salvage, etc. (The 4th Stage)


Bridge

(Command Team)

Pigeonholing the record of the activity. □ *4-01

Taking photographs for recording the event. □ *4-02

Checking up the treatment and condition of casualties. □ *4-03

Reporting to the maritime security agencies, owner,

operator, etc.□ *4-04

Emergency Team Putting on BA set for overhauling. □ *4-11

Setting timer in order to measure a lapse of time since

the fire had been extinguished.□ *4-12

Ventilating the space in order to take smoke and

heat away.□ *4-13

Searching and extinguishing any embers remaining

in the space by turning up fragments.

□ *4-14

Cooling down the space by ventilation. □ *4-15

Taking photographs in the space. □ *4-16

Reporting of the results to the command team. □ *4-17

Engine Room

(Engine Room Team)

Restoration of engines and fire pumps, checking

the condition of drain bilge and drainage.□ *4-21

Ventilation control for supporting overhauling and

restoration.□ *4-22

Reports of the results to the command team. □ *4-23

Back up /

Medical Team

Reporting of the condition and treatment of casualties. □ *4-31

Assisting command team in pigeonholing records. □ *4-32


*No.: Concrete works to be done.

3. 4. 1. Command Team

*4-01 Pigeonholing the record of the activity

*4-02 Taking photographs for recording the event

*4-03 Checking up the treatment and condition of casualties

*4-04 Reporting to the maritime security agencies, owner, operator, etc.

3. 4. 2. Emergency Team

*4-11 Putting on BA set for overhauling

*4-12 Setting timer in order to measure a lapse of time since the fire had been extinguished.

*4-13 Ventilating the space in order to take smoke and heat away

*4-14 Searching and extinguishing any embers remaining in the space by turning up fragments.

*4-15 Cooling down the space by ventilation

*4-16 Taking photographs in the space

(This job will be carry out together with 4-14 above.）

*4-17 Reporting of the results to the command team

4. 4. 3. Engine Room Team

*4-21 Restoration of engines and fire pumps, Checking the condition of drain bilge and drainage

*4-22 Ventilation control for supporting overhauling and restoration

*4-23 Reports of the results to the command team

3. 4. 4. Back -up / Medical Team

*4-31 Reporting of the condition and treatment of casualties

*4-32 Assisting command team in pigeonholing records. End of Section



Title: Search, Rescue & First Aid Manual


Approved by: MBS

4. Search, Rescue & First Aid Manual





Approved by: MBS

5. 1. Search, Rescue and First Aid Manual

(Attitude of mind which commander and the leader of SAR team should take)

5. 1. 1. Decision should be made at the 1st stage

When the fire broke out, the first priority that commander should consider is safety of crewmembers. Thus it

should be checked that the crew remaining in the scene and the existence of the casualties and/or the

missing. If there are any missing person, search and rescue(SAR) operation should be carried out.

However, commander might be unable to decide the order of priority between SAR operation and Fire

fighting operation under the fire in progress. In such case, commander should make a decision considering

the following points.

① Number, location and condition of the crewmembers remaining the scene and casualties

② The influence of the fire on the missing etc.

③ The ability of emergency team to carry out SAR operation together with fire fighting operation

5. 1. 2. Decision should be made at 2nd stage

After clearing the 1st stage, the following points should be checked. Then, SAR operation should be

started if all the points were cleared or any problems were observed.

① Threat of the fire to the lives of remaining crewmembers or casualties

② Necessity of imminent rescue

③ The extent of injury of the casualties

④ The possibility of that the crewmembers or casualties are surviving in the scene

⑤ Number of the crewmembers or casualties who need to be rescued

⑥ The place where the casualties can be accommodated

⑦ Medical facilities where the casualties can get first-aid treatment

⑧ Personnel required for the SAR operation

⑨ Materials and facilities required for SAR operation

⑩ Whether the SAR team personnel are well-trained

⑪ Dangers to the SAR team

When the SAR operation is carried out together with fire fighting operation in the scene of fire, the passage

for carrying casualties should be secured before rushing into the scene.

It may be difficult for the commander to assign the duties to crewmembers if the vessel have insufficient

crew.

If it was difficult to continue SAR operation due to the fire, it should be resumed after the fire had gone

down and conditions had been met for it.

5. 2. Procedure of Search and Rescue Operation

The following are rough outlines of search and rescue operation procedure and materials.

1) Ventilate the scene of the fire as much as possible

2) Each member of SAR team who are going to enter the scene should wear fireman’s outfit, SCBA,

flush lights, a piece of rope (about 2m length), life line (if necessary) and a bar (about 1m length).

3) The members should carry out the operation in pairs.

4) The means of communication, signals, etc. should be arranged.

5) The members should examine internal structure of the scene, escape routes, shelters for the

casualties, etc. carefully.

6) SAR team should enter the scene with firefighters, if possible.

7) Firefighters should be positioned between the fire and SAR team and carry out fire fighting

activities.

7) As visibility will be restricted around the scene, the members should mind their step. They might need to

crawl on their hands and knees.





Approved by: MBS

9) The search should be carried out in each space or room one by one.

10) The searching area should be rummaged by moving all articles.

11) The members should halt sometimes and prick up their ears for victims’ voice and noise.

12) When going up or down the stairs, they should crawl on their hands and knees keeping their heads

upward.

13) In case of the fire in accommodation area, each room should be marked, e.g. overturning of chairs

etc., when the search was completed.

Note: The doors of each room should be closed to prevent spreading of fire.

14) The members should pay attention to the spread of fire at any time and report to the leader

immediately if the fire is closing.

15) When the members lost their way, they should keep calm for making good use of air in the SCBA

and then think about the escape.

16) The facepiece should not be removed at any place.

17) According to circumstances of searching area, fire hoses may be better than ropes for using as

lifelines.

18) It is important to arrange necessary signals when ropes are used for lifelines. It should be noted that

the ropes might be caught by the door crevices etc.

19) The commander should appoint the members for first-aid treatment and preparing stretchers and

first-aid kit. The members should be on stand by at the closest safe zone to the scene.

20) If missing persons or casualties were found, they should be carried to the prearranged safe place

after checking their condition. Then the commander should be notified as soon as possible.

However, if there are any other missing persons, the victims can walk by themselves and the escape

route is safe, SAR team should continue the search after instructing the escape route.

5. 3. First-aid treatment manual

Refer to the latest edition of “International Medical Guide for Ships” published by the World Health

Organization (WHO) for the first-aid treatment for the casualties.

If there are any casualties who have vital wounds, the medical team should notify the commander

immediately so that the command team can report the maritime security agencies for requesting the medical

assistance.

End of Section

standard ship's fire fighting manual

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