Fire Safety Operational Booklet

FIRE SAFETY OPERATIONAL BOOKLET

M.V

……………………………………………………………………………………..

This Manual is placed on board as a crew reference document as required by SOLAS Chapter 2, Regulation 16.

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HANSEATIC SHIPPING COMPANY LTD. FIRE SAFETY OPERATIONALBOOKL OPERATIONALBOOKLET ET

INTRODUCTION

The purpose of the Manual is to provide all crew-members with instructions and information about the following: 1. Safe operation operation of the vessel in relation to fire safety; 2. Safe operation operation of cargo cargo handling handling operations operations in relation relation to fire safety 3. Crew responsibility responsibility for general fire safety when vessel vessel is loading/discharg loading/discharging ing or underway; 4. Fire Safety Precautions for cargo handling; 5. Reference to applicable Codes Codes for fire fighting and emergency emergency cargo handling procedures. It should be read in conjunction with other ship specific information, and interpreted as applicable for individual vessels. Where reference is made to statutory and SOLAS requirements only the broad, general requirement requirement has been stated. The detail relating to an individual individual vessel may vary depending depending on the flag authority and the age and type of vessel. This document document contains a record sheet which which is to be completed when when amendments amendments are made to the manual This manual may be used as a framework and reference source for those personnel whose duty it is to give instructions to others of the vessels company in the practice of fire fighting and use of equipment. Additionally, it is is intended as as a reference for all personnel. personnel. It should be used for training and tabletop exercises whenever possible. possible.

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INTRODUCTION

The purpose of the Manual is to provide all crew-members with instructions and information about the following: 1. Safe operation operation of the vessel in relation to fire safety; 2. Safe operation operation of cargo cargo handling handling operations operations in relation relation to fire safety 3. Crew responsibility responsibility for general fire safety when vessel vessel is loading/discharg loading/discharging ing or underway; 4. Fire Safety Precautions for cargo handling; 5. Reference to applicable Codes Codes for fire fighting and emergency emergency cargo handling procedures. It should be read in conjunction with other ship specific information, and interpreted as applicable for individual vessels. Where reference is made to statutory and SOLAS requirements only the broad, general requirement requirement has been stated. The detail relating to an individual individual vessel may vary depending depending on the flag authority and the age and type of vessel. This document document contains a record sheet which which is to be completed when when amendments amendments are made to the manual This manual may be used as a framework and reference source for those personnel whose duty it is to give instructions to others of the vessels company in the practice of fire fighting and use of equipment. Additionally, it is is intended as as a reference for all personnel. personnel. It should be used for training and tabletop exercises whenever possible. possible.

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REVISION STATUS i>

All revisions to this document are to be identified in the table below - revisions are not distributed until approved by the Master and authorised by the Q&S Manager

Revision No.

Date

00/02

01.06.2002

ii>

Applicable Pages COMPLETE DOCUMENT

Brief Details

Authorised

DOCUMENT ISSUED

SH

This page will be updated each time a revision is made to a part of this document.

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HANSEATIC SHIPPING COMPANY LTD. FIRE SAFETY OPERATIONALBOOKLET

TABLE OF CONTENTS INTRODUCTION ....................................................................................................................... 1 REVISION STATUS............................................................................................................. 2 1.0

THEORY OF COMBUSTION.......................................................................................... 6 1.1

Principles.................................................................................................................. 6

1.2

Fire Triangle.............................................................................................................. 6

1.3

Flash point and Ignition Temperatures ................................................................. 7

1.4

Classification of Fires.............................................................................................. 8

1.5

Flammability............................................................................................................. 8

1.6 Responsibilities........................................................................................................... 9 1.6.1 General................................................................................................................. 9 1.6.2 The Master ........................................................................................................... 9 1.6.2.1 Safety Of Cargo............................................................................................ 9 1.6.3 The Chief Engineer ........................................................................................... 10 1.6.4 The Chief Officer ............................................................................................... 10 1.6.5 Emergencies...................................................................................................... 10 2.0 FIRE SAFETY PRECAUTIONS, PREVENTION AND CONTROL OF IGNITION SOURCES – ALL VESSELS. ................................................................................................. 11 2.1

General.................................................................................................................... 11

2.2

Fire Wires (Emergency Towing Wires) ................................................................ 11

2.3

Smoking.................................................................................................................. 11

2.4

Hot Work Procedures ............................................................................................ 13 2.4.1 General............................................................................................................... 13 2.4.2 Hazard Appreciation ......................................................................................... 13 2.4.3 General Restrictions ......................................................................................... 13 2.4.4 Responsibilities................................................................................................. 14 2.4.5 Special Precautions .......................................................................................... 14 2.4.6 Gas Detection.................................................................................................... 15 2.4.7 Funnel Sparks ................................................................................................... 15 2.4.8 Electrical Equipment......................................................................................... 15

2.5 All Vessels ................................................................................................................. 16 2.6

Friction.................................................................................................................... 16

2.7

Spontaneous Combustion .................................................................................... 16

2.8

Oil Leaks ................................................................................................................. 16

2.9

Safe Housekeeping................................................................................................ 17

2.10 Galley Fires .............................................................................................................. 17 Page 3


2.11 Paint Stores ............................................................................................................. 17 2.12 Oxygen and Acetylene Cylinders .......................................................................... 17 2.13 Fire Prevention - Machinery Spaces ..................................................................... 17 2.14 Fire Prevention - Accommodation, Store Rooms and Galley............................. 18 2.15 Portable Lights & Flashlights ................................................................................ 18 2.16 Mobile Telephones and Camera’s ......................................................................... 18 3.0

ADDITIONAL SAFETY PRECAUTIONS FOR TANKERS (OIL, CHEMICAL, GAS).. 19 3.1

Safety Precautions and Emergency Procedures................................................ 19

3.2

Readiness of Fire Fighting Equipment ................................................................ 19

3.3

Communications.................................................................................................... 20

3.4

Communication Equipment .................................................................................. 20

3.5

Notices .................................................................................................................... 20

3.6

Radar Usage ........................................................................................................... 21

3.7

Satellite Communications Equipment ................................................................. 21

3.8

Electrical Storms (Lightening).............................................................................. 21

3.9

Impact Sparks ........................................................................................................ 21

3.10 Pyrographic Ignition ............................................................................................... 22 3.11 Galley Stoves........................................................................................................... 22 3.12 Accommodation Openings..................................................................................... 22 3.13 Liaison between Tanker and Terminal before Cargo Handling .......................... 22 3.14 Hydrocarbon Gas Evaluation................................................................................. 22 3.15 Cargo Tank Inerting/Purging.................................................................................. 23 3.16 Gas Freeing.............................................................................................................. 24 3.16.1 Gas Freeing. Vessel not equipped with Inert Gas ....................................... 25 3.17 Handling Liquid Gas Fires on Tankers ................................................................. 26 3.17.1 Liquid Gas Fires.............................................................................................. 26

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4.0 ADDITIONAL PRECAUTIONS FOR DRY CARGO, CONTAINER AND BULK VESSELS ................................................................................................................................ 27 4.1

General Precautions .............................................................................................. 27 4.1.1

Cargo Distribution ....................................................................................... 27

4.1.2

Other References......................................................................................... 27

4.1.3

Fire Safety Precautions............................................................................... 28

4.1.4

Hazardous Containers ................................................................................ 28

4.1.5

Check List Cargo and Safety...................................................................... 28

4.1.6

Checking Hazardous Cargo........................................................................ 28

4.1.7

Fire Within Cargo Spaces........................................................................... 29

4.1.7.1

General .................................................................................................... 29

4.1.7.2

Burning Containers................................................................................ 29

4.1.8

Notes on Ventilation:................................................................................... 30

5.0 REFERENCE PUBLICATIONS. ....................................................................................... 30

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1.0

THEORY OF COMBUSTION

1.1 Principles Combustion is a chemical reaction, or series of reactions, in which heat and light are produced. When the rate of reaction is very slow, only heat is produced and a slow oxidation occurs, such as rusting of steel or rotting of vegetable matter. Combustion is a rapid rate reaction in which light is emitted as well as heat.

1.2 Fire Triangle Combustion can only occur if three factors, fuel, oxygen and heat come together in the right proportions. This basic fact is illustrated by the fire triangle.

Oxygen

Fuel

Heat - ignition Fuel may exist in solid, liquid or vapour form. The burning of most materials produces a flame, this occurs when gases or vapours given off by a liquid or solid material are ignited. The majority of materials which surround us will, or can be made to burn if the conditions are right. We may consider that fuel, in one form or another, is always present. Most materials require the presence of about 12% oxygen by volume to support combustion. The air we breathe contains 21% oxygen, so there is a plentiful supply under normal circumstances. The heat side of the triangle can be provided in two ways: -

by an external source of ignition,

-

by heating the fuel above its self-ignition temperature.

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1.3 Flash point and Ignition Temperatures

Flash Point is the lowest temperature at which sufficient vapour is being given off for there to be a flash if an ignition source is introduced. Ignition Temperature, sometimes known as Fire Point, is the lowest temperature at which the introduction of an ignition source would result in a flash followed by a fire. Self-Ignition Temperature, sometimes referred to as Spontaneous Ignition Temperature, is the temperature at which a substance will ignite without the introduction of an external ignition source. The following are some examples of Flash Points and Self-Ignition Temperatures: Fuel

Flash Point

Self Ignition Temp

Methane

- 175 C

595 C

n Butane

- 60 C

365 C

i Butane

- 76 C

500 C

Propane

- 105 C

468 C

Gasoline

- 40 C

468 C

Diesel Oil

71 C

338 C

Fuel Oil

82 C

255 - 410 C

Lubricating Oil

148 C

260 C

Cooking Oil

250 C

370 C

Wood

232 C

The following temperatures have been included for purposes of comparison. Match Flame Cigarette Open Light Bulb

900 C 300 C 120 C

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1.4 Classification of Fires When dealing with a fire it is important to recognize its type as the correct treatment of one type of fire may only increase the danger if applied to another type. Class A

Fires involving solid materials usually of an organic nature. E.g. Cloth, wood, paper, furniture, plastics, rope, etc.

Class B

Fires involving liquids or liquefiable solids. E.g. Petrol, oils, paraffin, paint, solvent, cooking fats, waxes, etc.

Class C

Fires involving gases or liquefied gases. E.g. Methane, propane, butane, acetylene, etc.

Class D

Fires involving burning materials. E.g. Aluminium, magnesium, sodium, etc.

Note:

None of the extinguishing agents referred to in this publication will deal effectively with Class D fires. This type of fire is dealt with using special extinguishing agents.

Electrical Fire:

Electricity itself does not burn. Any fire which is referred to as an electrical fire would actually be a Class A, B C or D fire as described above, but with the additional hazard of live electrical circuits. Once the appropriate electrical circuits have been isolated the fire is treated as normal for its class.

1.5 Flammability The main factors, which determine flammability, are: Flammable Range - is the range between the Upper and Lower Flammable (or Explosive) Limits usually expressed as UFL (or UEL) and LFL (or LEL). Petroleum gases can be ignited and will burn only when mixed with air in certain proportions. Below the LFL, the mixture of hydrocarbon gas and air is too weak to burn, and above the UFL there is insufficient air present to support combustion. The Flammable Range of most petroleum’s lies between 1% and 10% by volume in air. When petroleum is ignited, it is the gas progressively given off by the liquid, which burns as a visible flame. The quantity of gas available to be given off by a petroleum liquid depends on its volatility. Volatility or Vapour Pressure - is the tendency of a liquid to vaporise or give off gas. It is usually expressed in terms of Reid Vapour Pressure (RVP). Most crude oils have RVP's of between 1 and 12 psia. A substance with a RVP of 14.7 psia would be a gas at normal temperature and pressure. As a petroleum liquid is heated the concentration of gas in air above it increases. The temperature of the liquid at which this concentration reaches the lower flammable limit is known as the flashpoint of the liquid.

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1.6 Responsibilities 1.6.1 General Responsibility for the general fire safety onboard the vessel, whether during loading or discharging operations and when at sea rests with everybody onboard the vessel. Common sense, diligence, quick reporting and clear communications is paramount to successful monitoring of all situations. Operating the vessels equipment correctly and reporting any damages will reduce risks. A high standard of house keeping and hygiene will also reduce risk. Specific responsibilities are outlined below but requirements/instructions are contained elsewhere as listed below and must always be followed and implemented by all officers and crew when carrying out their duties. These instructions and orders will vary from ship to ship and between vessel types: • • • • • • • • •

Company Standing orders Master Standing Orders Night Orders issued by the Master or Ch. Engineer Cargo plans and orders issued by the Ch. Officer Standing Orders – Cargo transfer procedures Guidelines stated on MSDS sheets Vessel specific Operational Procedures and Contingency Plans SOPEP/SMPEP VRP (as applicable)

1.6.2 The Master i>

The Master has the ultimate responsibility for all safety matters. In any Emergency Situation, the Master is, whenever possible, to take station on the Bridge - if conditions preclude this, he is to make everyone aware of where he is stationed so as to enable proper reporting procedures.

ii>

If an Emergency Situation is so extreme as to warrant his personal presence, the Master is to delegate a responsible Officer to stand in his place on the Bridge.

iii>

For Command purposes at the actual site of the Emergency the following applies. 1.6.2.1 Safety Of Cargo

iv>

Whilst in times of emergency the priority must be for the safety of personnel and the ship, the safe stowage and carriage of cargoes will contribute towards ensuring the overall safety and in reducing the likelihood of an emergency situation arising.

v>

The safety and security measures necessary varies depending upon the nature of the cargo and the type of vessel.

vi>

The requirements for Cargo Handling and Care in the documented procedures, if met ensure the safety and security of cargo.

vii>

On vessels fitted with the monitoring devices to safeguard the condition of cargoes, it is the responsibility of the Master to ensure that such devices are maintained in working order and are tested and calibrated as necessary in accordance with manufacturers instructions.

viii>

The vessels cargo plan is to indicate all the measures that are necessary to safeguard the condition and security of the cargo.

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1.6.3 The Chief Engineer Is responsible to the Master for: •

Fire Fighting Within the Machinery Spaces

•

Coordination for Oil Spill Containment

•

Coordination for Damage Control Assessment

•

Dealing With An Engine Room Catastrophe

1.6.4 The Chief Officer Is responsible to the Master for: •

Emergency and Safety Training of Onboard Personnel

•

Responsible for Safety of Personnel Whenever An Incident Occurs

•

Organising Search and Rescue Parties

•

Organising Isolation of Ventilation If Necessary

•

•

Local Command of Fire Fighting and Emergency Activities Everywhere Except for Machinery Spaces Stability and Stress Calculations Where Necessary

1.6.5 Emergencies i>

The allocation of duties and responsibilities for Emergencies are indicated on the Muster lists as posted around the vessel.

MUSTER LIST – CHECK YOUR DUTIES IN THE EVENT OF A FIRE ii>

The main element of dealing with an Emergency Situation is a rapid response combined with a methodical approach to assessing, containing and combating the situation. The contingency plans and procedures detailed within company procedures for dealing with Emergency Situations will not guarantee success but if followed provide the best chance of preserving life on board.

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2.0

FIRE SAFETY PRECAUTIONS, PREVENTION AND CONTROL OF IGNITION SOURCES – all vessels.

2.1 General It is the responsibility of every person on board to exercise due care and to comply with the regulations. Fire prevention is mainly a matter of using one's common sense and developing safety awareness.

PREVENTION IS BETTER THAN CURE

2.2 Fire Wires (Emergency Towing Wires) Fire wires are to be rigged as soon as the vessel is moored in Port. They must be maintained in good condition and regularly inspected for signs of wear or deterioration. (All types of tankers). They must be rigged correctly and maintained at the correct height above the water level during all stages of loading/discharging operations.

2.3 Smoking HANSEATIC SHIPPING COMPANY SMOKING REGULATIONS MUST BE FOLLOWED AT ALL TIMES

•

•

•

•

Smoking should only be permitted under controlled conditions.

Smoking in bed and the careless discarding of smoking materials is prohibited at all times. The following applies to all ships:

Safety matches are supplied free of charge to all users. Lighters are not allowed onboard, any brought onboard inadvertently should be handed in to the Master and will be returned at the end of the voyage.

Generally speaking, designated smoke rooms will be limited. These rooms will be in the after part of the ship and must not have doors opening directly to the deck.

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Smokin

Re

ulations

SMOKING OUTSIDE THE ACCOMMODATION SPACES OTHER THAN THE ENGINE CONTROL ROOM IS PROHIBITED AT ALL TIMES. SMOKING IN ACCOMMODATION PROHIBITED AT ALL TIMES.

ALLEYWAYS

IS

POSSESSION OF ANY SMOKING MATERIALS INCLUDING MATCHES AND LIGHTERS IS PROHIBITED ON EXTERNAL DECKS (except when going on or returning from shore leave) AND IN MACHINERY SPACES. SMOKING IN GALLEYS AND PANTRIES IS PROHIBITED AT ALL TIMES. DURING TANKER AND LIQUEFIED GAS CARRIER OPERATIONS SMOKING IS PERMITTED ONLY IN THOSE PUBLIC SPACES DESIGNATED BY THE MASTER AND IDENTIFIED BY NOTICES AS SMOKING AREAS. WHEN AT TERMINALS THE NUMBER OF SMOKE ROOMS IS NOT TO EXCEED THE MAXIMUM PERMITTED BY THE TERMINAL. OPERATIONS ARE DEFINED AS – WHENEVER A VESSEL IS AT A TERMINAL / DURING ANY TRANSFER OF CARGO / TANK CLEANING / GAS FREEING OR BALLAST OPERATION INVOLVING A CARGO SPACE.

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2.4 Hot Work Procedures Hot work includes welding and burning and the use of blowtorches. It will only be allowed if the procedures described below have been rigorously carried out: 2.4.1 General Hot work repairs to ships in service have been the cause of a number of major fires and explosions often resulting in loss of life or serious injury and in several instances leading to the total loss of the ship. The safe conduct of hot work repairs while in operational service is feasible provided that potential hazards are clearly defined, specific instructions issued, and the operation is controlled and monitored by a responsible person on board. THESE REGULATIONS APPLY TO VESSELS WHEN AT SEA AND IN PORT. 2.4.2 Hazard Appreciation In tankers, the cargo and ballast tanks, void spaces, duct keels and pipelines must always be considered to contain residual pockets of hydrocarbon gas. Explosion hazards may also be present in bulk carriers. The relatively high incidence of explosions in coal carriers serves as an example of this. Certain potential hazards are present in all ships and will require particular precautions to be taken. Serious fires and explosions have resulted from: • •

• • •

hot work in the vicinity of fuel tanks hydrogen emission from cathodically protected ballast tanks and certain types of batteries ignition of flammable materials of all types ignition of flammable vapours in paint stores conduction of heat through steel from safe to unsafe areas

2.4.3 General Restrictions Company approval must be obtained before any hot work is permitted outside the engine room workshop areas in oil, gas or chemical tankers. This approval is granted on a 24-hour basis and must be applied for each day giving a brief description of the work and estimated time to be taken. A Hot Work Permit must be completed and signed by the Master and Chief Officer and approval granted from the company before the work can go ahead. Similar restrictions should be applied to vessels other than tankers except that hot work on the open decks 10 m or more abaft the Bridge front bulkhead is permitted provided that cargo hatches are sealed and a breeze is blowing across the decks. The Chief Engineer is normally responsible for the technical aspects of the repair and the Chief Officer should be appointed to oversee the safety aspects of the operation. On completion of hot work the following checks should be made: • • •

ensure that no residual material is left burning there is no possibility of heat transfer to another compartment that there is no possibility of any material smouldering and re-igniting

The Company is to be advised when the hot work has been completed.

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When a vessel is at a designated repair yard, the attending Company Superintendent and the appointed chemist will be responsible for the approval of hot work and although the repair yard will maintain a safety presence. Masters should be advised that this presence might not be of the standard required by the Company or the Master and that the vessel is still responsible for safety in the yard. During any other repair periods the Company procedures for Hot Work will apply. No hot work is permitted anywhere in oil or chemical tankers or gas carriers during the loading or discharging of cargoes, during ballasting, tank cleaning or gas freeing, or when the ship is alongside an oil terminal or tank cleaning berth. FULL DETAILS FOR HOT WORK and HOT WORK PERMIT (Form 120) CONTAINED IN THE COMPANY DOCUMENTATION MUST ALWAYS BE FOLLOWED. THESE BRIEF NOTES ARE FOR GUIDANCE ONLY 2.4.4 Responsibilities The responsibility for ensuring that hot work is conducted safely rests with the Master. He will personally ensure that the correct procedures are understood and followed by all concerned. The Chief Officer will normally be responsible to the Master for executing the necessary tests and procedures. Good liaison between departments and personnel within departments is necessary to ensure that all relevant personnel are aware of the hot work in progress and that no hazardous situations develop.

2.4.5 Special Precautions The following precautions must be observed on every occasion when hot work is intended: 1.

Fire fighting equipment laid out ready for use. If welding or cutting on a compartment boundary, equipment to be in readiness on both sides.

2.

Fire watchmen to be posted and briefed in their duties. Walkie-Talkie link to be set up between fire watchmen and Bridge.

3.

Area to be checked for cleanliness. All combustible material to be cleared from area. (Both sides of boundary where applicable).

4.

If hot work in or adjacent to any tank/hold that has contained oil cargo or fuel, all grease or oil impregnated residues to be removed.

5.

Check that area and adjacent compartments and tanks are gas free. (Explosimeter reading not to exceed 1% LEL).

6.

Emergency plan drawn ups and discussed.

7.

Permit to work approved and signed by the Master.

8.

Office informed.

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2.4.6 Gas Detection The gas free status of an area or a compartment is only confirmed at the time of testing and a zero reading obtained on a properly calibrated combustible gas indicator or explosimeter. Hydrocarbon gas is generally heavier than air and may be in pockets even in compartments that have been ventilated for some time. It is therefore most important that tests should be made throughout any compartment and at different levels. Methane gas is an exception to this, in that it is lighter than air, however, the same test procedures should be observed as for petroleum hydrocarbons. It must always be remembered that when hot work is being carried out, heat may be conducted through a bulkhead and start a fire on the other side. An efficient fire watch on both sides is therefore essential. 2.4.7 Funnel Sparks Sparks or hot soot from the funnel or from the funnel of a nearby ship may act as a source of ignition and where this danger is apparent, cargo, tank cleaning or gas freeing operations must be stopped and any openings, including pump room doors, closed. Instructions regarding reporting sparks and smoke being emitted from the funnel are generally included in the Master’s/Chief Officer’s/ Chief Engineer’s standing orders/In Port Orders and in the company documentation. The risk can be reduced by blowing boiler tubes shortly before arrival at a port, however, engineers should always request permission from the Bridge Watch keeping Officer before commencing this operation. 2.4.8 Electrical Equipment Electrical equipment may produce sparks of sufficient energy to ignite a flammable gas unless it is specially constructed and "certified safe" for use in flammable atmospheres. As most of the electrical equipment and fittings within the accommodation and galley are not of the certified safe type, it is important to keep flammable vapours out of these areas. The use of non-certified safe electrical equipment outside the accommodation and machinery spaces on tankers/OBO's is prohibited unless the vessel has been certified gas free. Unsafe electrical equipment will generally include: • • • • • • • •

wandering electric leads portable electric lamps (unless certified safe) torches and hand lamps (unless certified safe) transistor radios, recorders, etc. walkie-talkie radios (unless certified safe) electrically operated cameras and flash guns ungrounded radio antennae. mobile telephones

Gas-tight light fittings must be inspected regularly for cracked glasses, frayed cables or other signs of damage. If damaged, they must first be isolated electrically and then repaired. A regular inspection must also be made of electric motors, equipment and fittings within the accommodation, store rooms and engine room.

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2.5 All Vessels •

•

•

•

•

•

•

•

•

•

•

Permitted electrical appliances are those appliances that form part of the vessel’s equipment and may be used as directed by the Master or Chief Engineer. It is not permitted to fit personal electrical equipment to the vessel’s power supply unless permission has been obtained from the Master or Chief Engineer. All portable electrical equipment should be secured for heavy weather at all times in a proper manner. Electrical faults including damaged wiring should be reported to the Master or Chief Engineer as soon as is practicable. When connecting any electrical equipment, proper wiring and connections must be used. All portable electrical equipment should, as far as is practicable, be disconnected after use. The use of portable space heating appliances, except for permitted equipment supplied by the Company, is prohibited. Unauthorised persons should not attempt to repair or interfere with electrical circuits or equipment. An authorised person is the vessel’s Electrician/ETO or an Engineer with electrical t raining. The Master/Chief Engineer should take note of damaged or faulty equipment, fittings or wiring during vessel inspections and take the necessary corrective action should such faults exist. Superintendents should also inspect for damaged or faulty electrical appliances, fittings or wiring when visiting vessels and instruct the Master/Chief Engineer to take the necessary corrective action should such faults exist. When connecting any electrical equipment, proper wiring and connections must be used

2.6 Friction The overheating of machinery bearings and seals can cause fires in machinery spaces. Over-greasing can often be as dangerous as insufficient grease and the equipment manufacturers' recommendations should always be observed.

2.7 Spontaneous Combustion The heat generated in damp, dirty or oily waste, materials or rags can be sufficient to cause spontaneous combustion. Used rags, waste, sawdust and rubbish is not to be left lying around, but should be properly stored until safe disposal can be arranged. Linen, blankets and similar absorbent materials in ship's stores that become damp or oily are to be removed from the store and either dried out or cleaned before returning to the stores. 2.8 Oil Leaks Many serious shipboard fires have occurred as a result of oil dripping or spraying on to hot surfaces or lagged steam pipes in engine rooms. The careful monitoring of high pressure fuel pipes is essential. Outbreaks of fire are often caused by lubricating or hydraulic oils which have relatively low auto-ignition temperatures.

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2.9 Safe Housekeeping General tidiness and good housekeeping are essential aspects of fire prevention. Accumulations of rubbish, such as packing material and shavings, full waste paper baskets, and ash trays containing paper are common examples of potential fire hazards.

2.10 Galley Fires Galleys should always be regarded as areas of high fire risk and deep-fat fryers must never be left unattended when in use. Fires can spread quickly through grease-coated vent ducts; these must be cleaned at least once per week, and records kept. Cooking oils and fats can readily be heated to their ignition temperatures and serious fires can result. The vapours given off by overheated oil are readily ignited and the danger will persist until the oil has cooled down. The preferred methods of extinguishing galley fires are smothering with a fire blanket or the use of dry powder extinguisher. Water extinguishers must NEVER be used as a violent boil-over may occur, thereby spreading the fire. Foam extinguishers should only be used by fully trained personnel due to the risk of watery foam causing a boil over.

2.11 Paint Stores Most paints contain high levels of solvents and other volatile materials. If paint drums are left unsealed or become damaged, flammable vapours can readily accumulate. Data Sheets covering the products stored in the Paint Store are to be available in the store, along with personal protective clothing, i.e. rubber gloves, goggles. Eyewash equipment is also to be kept in the store ready for use. Particular attention must be paid to the condition of the electrical fittings in paint stores. Smoking or the carriage of smoking materials into paint stores is prohibited.

2.12 Oxygen and Acetylene Cylinders Oxygen and acetylene cylinders should be stowed in either the special lockers provided or at a secure safe location on deck. These areas must be kept solely for this purpose and not turned into storerooms. Care must be taken to ensure that the cylinders and fittings in these lockers are kept free of oil and grease at all times. Under no circumstances should oxygen and acetylene cylinders be stored together 2.13 Fire Prevention - Machinery Spaces The engine room is the area of greatest fire risk in any type of ship and a high awareness of safety is required of all engine room personnel. Page 17


Fire prevention measures will include the following: a)

Good housekeeping

b)

NO SMOKING except in the control room

c)

Frequent inspection of the machinery spaces for the purpose of removing fire hazards

d)

Correct maintenance of machinery and fire-fighting equipment.

e)

Keeping bilges clean and free from oil and water.

f)

Keeping spaces well ventilated.

g)

Implementing the use of work permits

2.14 Fire Prevention - Accommodation, Store Rooms and Galley Smoking regulations must be made known to every member of the ship's crew. Open type ashtrays must not be used onboard. Regular inspections must be made to ensure that electrical fittings are safe. The removal of a light glass or the shading of electric light bulbs is dangerous and is forbidden. The Deck Officer of the watch is to make rounds of the accommodation and outside the storerooms to check against the possibility of an undetected outbreak of fire at 2000, 0000, 0400 at sea and in Port and is to be recorded in the Deck Log Book. Form 109 indicates this requirement and must be completed at the change of watch. During these rounds the Officer is to inspect drying rooms to ensure that no clothing is in contact with heaters. The Chief Cook/Steward is responsible for ensuring that the galley stove and other electrical appliances are switched off before the galley is vacated. He will also ensure that the stoves, hot-plates and ventilation exhausts are kept free from accumulations of fat and grease at all times, records of cleaning are to be kept by the Chief Cook. Electric lights and appliances must not be left switched on in unattended spaces.

2.15 Portable Lights & Flashlights Any flashlights supplied to a vessel will be of an approved type and be appropriate to the class of vessel. Portable lights and their fittings must be kept in a safe working condition by regular maintenance. Special care should be taken to prevent any mechanical damage to flexible cables or wandering leads.

2.16 Mobile Telephones and Camera’s The use of this equipment on tankers is strictly prohibited outside the accommodation. Visitors to the vessel must be advised of this requirement as soon as they board the vessel during the security check/entered into the visitors log.

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3.0

ADDITIONAL SAFETY PRECAUTIONS FOR TANKERS (Oil, Chemical, Gas)

3.1 Safety Precautions and Emergency Procedures Terminals have safety regulations which must be complied with by both tanker and terminal personnel. All tankers at the terminal should be aware of such regulations, together with any other regulations relating to the safety of shipping which may be issued by the appropriate port authority. A sufficient number of personnel to deal with an emergency should be present both on board the ship and at the shore installation at all times during the ship‘s stay at the terminal. Those personnel involved with the operations should be familiar with the risks associated with handling dangerous cargo. After the tanker has berthed the terminal representative should contact the responsible officer to: •

Agree designated smoking places.

•

Agree galley equipment and cooking appliance limitations.

•

Advise on “work permit” and “hot work permit” procedures.

•

Advise on other relevant activities in the vicinity.

•

•

•

Provide information about other terminal or local safety and fire fighting regulations. Exchange information on the availability and use of fire fighting and emergency equipment on the terminal and the tanker. Discuss the action to be taken in case of fire or other emergency.

3.2 Readiness of Fire Fighting Equipment Fire fighting equipment should be ready for immediate use on board of the vessel and at a terminal. Fire hoses are sometimes connected to the ship’s fire main, one forward and one aft of the ship’s manifold. When monitors are provided, they should be pointed towards the manifold and be ready for immediate use. Portable fire extinguishers, preferably of the dry chemical type should be conveniently placed near the ship’s manifold. If a stern loading/discharging manifold is used, sufficient fire fighting equipment must be available in the vicinity to provide an adequate level of protection at that location. If practicable, a pump should maintain pressure on the ship’s fire main while cargo or ballast is being handled. If it is not possible the fire pump should be in standby condition and ready for immediate operation. While a tanker is berthed at the terminal its boilers, main engines, steering machinery and other equipment essential for manoeuvring should normally be maintained in a condition that will permit the ship to move away from the berth at short notice. Repairs and other work, which may immobilise the tanker, should not be undertaken at the berth without prior, written agreement with the terminal.

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3.3 Communications Telephone, portable VHF/UHF and radiotelephone systems should comply with the appropriate safety requirements. The provision of adequate means of communication, including a back-up system between ship and shore, is the responsibility of the terminal. Communication between the responsible officer on duty and the responsible person ashore should be maintained in the most efficient way. Where there are difficulties in verbal communications, these can be overcome by appointing a person with adequate technical and operational knowledge and a sufficient command of a language understood by both ship and shore personnel.

3.4 Communication Equipment Transmissions from a ship’s main radio station can cause electrical resonance in insulated parts of some ship fittings such as mast stays and this can cause arcing across deck fittings. Similar arcing can occur on ship’s wireless aerials especially over the surface of insulators when they have a coating of salt, dirt or water. Radio transmission should not be permitted during periods when there is possibility of flammable gas in he region of the antennae or where there is doubt about the effective earthing of stays, derrick equipment and other such fittings. When the tanker is at berth the main transmitting antenna should be grounded. If it is necessary to operate the ship’s radio in port for servicing purposes, there should be agreement between tanker and terminal on the procedures necessary to ensure safety. Items such as mobile telephones and radio pagers should only be re-commissioned once they are in a safe area, such as within the ship’s accommodation.

3.5 Notices Regulations regarding smoking and the use of naked lights should be strictly enforced. On arrival at the terminal, a tanker should display notices at the gangway in appropriate language stating:

NO NAKED LIGHTS NO SMOKING NO UNAUTHORISED PERSONS

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3.6 Radar Usage The radiation of radar waves from a properly sited radar scanner presents no ignition hazard on board a vessel, but the operation of high powered 10 cm radar may induce an electrical potential into nearby conductors at the berth. Consultation between the tanker and the terminal is therefore essential before using or repairing this equipment if the area near the scanner mechanism falls within a shore hazardous zone.

3.7 Satellite Communications Equipment Satellite Communications Equipment normally operates at 1.6 GHz and the power levels generated are not considered to present an ignition hazard. As the positioning of the antennae may, however, involve the running of non-approved electrical equipment, consultation between the tanker and the terminal is advisable before the satellite terminal is operated.

3.8 Electrical Storms (Lightening) A number of serious fires and explosions have occurred as a result of lightning striking ships and igniting cargo vapours. All oil tankers, that are required inert gas generators to be fitted, will operate in a fully inerted conditions and cargo operations must be conducted in close cycle. During gas freeing operations, particular attention must be given to tank atmosphere control in order to prevent flammable mixtures developing. Cargo, tank cleaning and gas freeing operations are to be suspended when electrical storms are in the vicinity. All openings to cargo tanks must be securely closed and cargo tank vent by-pass valves closed. Should an upriser fire occur during loading, ballasting, or gas freeing, it is essential not to stop the outward flow of gas through the riser, as this could draw the flames into the cargo holds or tanks and result in an explosion. If possible, the fire should be extinguished by inert gas or steam (if a suitable connection is fitted) while the riser and surrounding areas are kept cool with water spray. 3.9 Impact Sparks The risk of ignition of petroleum vapours from impact sparks created by hand tools is only slight but is considered as a risk, however an incendive spark can be produced by impurities, such as sand or grit, being present between the impacting surfaces. Power tools such as pneumatic scaling hammers, wire brushes and angle/disc grinders can create sparks of sufficient intensity to ignite flammable vapours and must not be used where such risk exists. Aluminium, magnesium and their alloys will readily produce sparks of high intensity if struck against steel. These sparks are known as "thermite" sparks and will readily ignite flammable vapours. Thermite sparks can also be produced if rust smeared with aluminium, or even aluminium based paint, is struck. For this reason, care must be taken to avoid dragging aluminium fittings, such as gangways, across steel decks. Similarly, the use of aluminum based paints is prohibited anywhere outside of the engine room in tankers. To prevent ignition from the above sources, all cargo tanks must be leak free and be kept pressurised with Inert Gas. Venting systems must be correctly set and fully operable.

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3.10 Pyrographic Ignition Rust in the ullage spaces of cargo tanks and holds can react with the hydrogen sulphide contained in "sour" crudes to form a material that, on exposure to air, undergoes pyrophoric oxidation. The material becomes incandescent during this process and if the atmosphere in the ullage space lies within the flammable range, fire or explosion will result. Instances of pyrophoric reaction in cargo tanks are not common and the process can be controlled by ensuring that the atmosphere in the ullage space is maintained inerted to below 8% oxygen at all times until tanks have been washed ready for gasfreeing. 3.11 Galley Stoves Before permitting the use of galley stoves and other cooking appliances while a tanker is at a petroleum berth, the ship’s master and the terminal representative must, after taking into consideration the location, construction and ventilation of the galley, jointly agree that no danger exists. Particular care must be taken when making this judgment if the stern loading/discharging manifold is to be used to transfer cargo. 3.12 Accommodation Openings All access doors to the accommodation should be kept closed during cargo transfer operations. The Master should designate those access doors that are to be used for personnel transit. All doors opened for personnel transit should be closed immediately after use. 3.13 Liaison between Tanker and Terminal before Cargo Handling The completion of a safe and successful cargo handling operation is dependent upon effective co-operation and co-ordination between all the parties involved. Exchange of information between the tanker and the terminal relating to cargo, ballast, bunker handling and emergency procedures should be exchanged before these operations begin. On the basis of the information exchanged, an operation agreement (loading/discharging plan) should be made in writing between responsible officer and terminal representative. The Ship/Shore Safety Check List should be completed to ensure the safety and fire prevention of both ship and terminal. 3.14 Hydrocarbon Gas Evaluation. During many cargo handling operations, petroleum gas is expelled from cargo tanks vents in sufficient quantity to give rise to flammable gas mixture in the atmosphere outside the tanks. A major objective is to avoid such a flammable gas mixture being exposed to a source of ignition. In many cases this is achieved either by eliminating the source of ignition or by ensuring that there are barriers, such as closed doors and ports, between the gas and unavoidable potential sources of ignition.

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3.15 Cargo Tank Inerting/Purging. Hydrocarbon gas normally encountered in the petroleum tankers cannot burn in an atmosphere containing less than approximately 11% oxygen by volume. Accordingly one way to provide protection against fire or explosion in the vapour space of cargo tanks is to keep the oxygen level below that figure. This is usually achieved by using a fixed piping arrangement to blow inert gas into each cargo tank in order to reduce the air content, and hence the oxygen content, and render the tank atmosphere non-flammable. For practical purposes and to allow a safe margin, 8% is taken as the level of oxygen at which no hydrocarbon gas/air mixture can burn under any circumstances. To prevent fire or explosion in a tank coating a hydrocarbon gas/air mixture it is therefore necessary to produce and supply inert gas having an oxygen content not normally exceeding 5% and to displace the existing air in the tank until the resultant oxygen level throughout the tank does not exceed 8% by volume. Ideally the inert gas should not contain oxygen but this is not possible in practice. The replacement of a tank atmosphere by inert gas can be achieved by either inerting or purging. In each of these methods one of two distinct processes: dilution or displacement will predominate. •

•

Dilution takes places when the incoming inert gas mixes with the original tank atmosphere to form a homogeneous mixture through the tank so that, as the process continues, the concentration of the original gas decreases progressively. It is important that the incoming inert gas has sufficient entry velocity to penetrate to the bottom of the tank. To ensure this a limit must be placed on the number of the tanks, which can be inerted simultaneously. Displacement depends on the fact that inert gas is slightly lighter than hydrocarbon gas so that, while the inert gas enters at the top of the tank, the heavier hydrocarbon gas escapes from the bottom through suitable piping. When using this method it is important that the inert gas has a very low velocity to enable a stable horizontal interface to be developed between the incoming and escaping gas although, in practice, some dilution inevitably takes place owing to the turbulence caused in the inert gas flow. This system generally allows several tanks to be inerted or purged simultaneously.

A mixture of inert gas and petroleum gas when vented and mixed with air can become flammable. The normal safety precautions taken when petroleum gas is vented from a tank should therefore not be relaxed. When the tank is purged with inert gas and the hydrocarbon content is reduced to 2% or less by volume so that during the subsequent gas freeing no portion of the tank atmosphere is brought within the flammable range. The tank may then be gas freed. The hydrocarbon content must be measured with an appropriate meter designed to measure the percentage of hydrocarbon gas in a oxygen deficient atmosphere. The usual flammable gas indicator is not suitable for this purpose.

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3.16 Gas Freeing Gas freeing and tank-cleaning operations is the most hazardous period of tanker operations. The additional risk from the toxic effect of petroleum gas during this period cannot be over-emphasised and must be impressed on all concerned. It is therefore essential that the greatest possible care is exercised in all operations connected with tank cleaning and gas freeing. The following procedures apply to the cargo tank gas freeing generally: •

•

•

•

•

•

•

•

•

•

•

•

•

Covers of all tank openings should be kept closed until actual ventilation of the individual tank is about to commence. Portable fans and blowers should only be used if they are hydraulically, pneumatically or steam driven. Their construction materials should be such that no hazard of incendiary sparking arises if the impeller touches the inside of the casing. The venting of flammable gas during gas freeing should be by the vessel’s approved method, and where gas freeing involves the escape of gas at deck level or through tank hatch openings the degree of ventilation and number of openings should be controlled to produce an exit velocity sufficient to carry the gas clear of the deck. Intakes of central air conditioning or mechanical ventilating system should be adjusted to prevent the entry of petroleum gas, by re-circulation of air within the spaces. At any time it is suspected that gas is being drawn into the accommodation, central air conditioning and mechanical ventilating system should be changed for re-cycling. Window type air conditioning units which are not certified as safe for use in the presence of flammable gas or which draw in air from outside the superstructure must be electrically disconnected and any external vents or intakes closed. Where cargo tanks are gas freed by means of one or more permanently installed blowers, all connections between the cargo tank system and blowers should be blanked except when the blowers are in use. Tank openings within enclosed or partially enclosed spaces should not be opened until the tank has been sufficiently ventilated by means of openings in the tank that are outside these spaces. When the gas level within the tank has fallen to 25% of the LFL or less, openings in enclosed or partially enclosed spaces may be opened to complete the ventilation. Such enclosed or partially enclosed spaces should also be tested for gas during this subsequent ventilation. If the tanks are connected by a common venting system, each tank should be isolated to prevent the transfer of gas to or from other tanks. Portable fans, where used, should be placed in such positions and the ventilation openings so arranged that all parts of the tank being ventilated are equally and effectively gas freed. Ventilation outlets should generally be as remote as possible from the fans. Portable fans, where used, should be so connected to the deck that an effective electrical bond exist between the fan and the deck. Fixed gas freeing equipment may be used to gas free more then one tank simultaneously but must not be used for this purpose if the system is being used to ventilate another tank in which washing is in progress.

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•

•

•

•

•

•

•

•

On the apparent completion of gas freeing any tank, a period of about 10minutes should elapse before taking final gas measurements. Tests must be made at several levels and, where the tank is sub-divided by a wash bulkhead, in each compartment of the tank. In large compartments such test should be made at widely separate positions. If satisfactory gas readings are not obtained, ventilation must be resumed. On completion of gas freeing, all openings except the tank hatch should be closed. On completion of all gas freeing and tank washing the gas venting system should be carefully checked, particular attention being paid to the efficient working of the pressure/vacuum valves and any high velocity vent valves. If the vents or vent risers are fitted with devices design to prevent the passage of flame, t hese should also be checked and cleaned. Flame arrestors are designed to prevent the passage of a flame back to the tanks and provide protection, particularly in respect of lightning strikes. They must be kept clean and regularly inspected. If damaged, they must be immediately replaced. They must not be painted. Gas vent riser drains should be cleared of water, rust and sediment, and any steam smothering connections tested and proved satisfactory

3.16.1 Gas Freeing. Vessel not equipped with Inert Gas For vessels not fitted with an inert gas system, the operation is such that the flammable vapour is discharged initially through: 1.

Vent outlets which permit either a free-flow of vapour mixtures or a throttling of the discharge vapour mixtures to achieve a discharge velocity of not less than 30m/s

2.

These outlets must be arranged to allow the vapour mixture to be discharged vertically upwards i>

ii>

iii>

Where the methods is free-flow, the outlet must not be less than 6m above a cargo tank or fore and aft gangway if situated within 4m of the gangway and located not less than 10m measured horizontally from nearest air intakes, openings to enclosed spaces containing an ignition source and from deck machinery (this includes windlass and chain locker openings). Where the method is by high velocity discharge, the outlet must be located not less than 2m above the cargo tank deck and not less than 10m measured horizontally from items stated in i> above. These outlets must have high velocity devices of an approved type. outlets at least 2m above cargo tank deck level with a vertical velocity of at least 20m/s and which are protected by suitable devices to prevent the passage of flame and not less than 10m measured horizontally from items stated in i> above.

When the flammable vapour concentration at the outlet has been reduced to 30% LEL, gas freeing may be continued at cargo tank deck level.

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3.17 Handling Liquid Gas Fires on Tankers 3.17.1 Liquid Gas Fires i. The main considerations in fighting a liquid gas fire are the large quantity of vapour given off by the liquid and the considerable heat generated by the flames. ii. Liquid gas will normally not collect on deck but may be retained in drip trays - in the event of fire every effort must be made to isolate the source of fuel. iii. Dry powder or water sprays are to be used on local fires which prevent access to valves / shut-off actuators. The source of fuel must always be shut-off before the flames are extinguished to prevent a potentially flammable gas cloud forming and being re-ignited down wind or by surfaces heated in the original fire. iv. If the fuel source cannot be isolated it is safe to let the fire burn while continuing to cool the area. v. It is not beneficial to use low expansion foam or water for liquid gas fires because the rate of vaporisation is increased - Dry Powder is therefore used even though it provides a negligible cooling effect. vi. It is essential to provide cooling to the area to prevent re-ignition once the flames are out, until the liquid has dispersed and the area is free of flammable vapour. Cooling is achieved by water from fixed spray systems or hand hoses (with the nozzle in the spray position), or both. Sprays from hand hoses are excellent for protecting fire fighters from the radiant heat of a liquid gas fire. vii. The capacity of the dry powder system fitted is limited and unless used very carefully it is possible to waste a large proportion - therefore, it is essential that careful preplanning is undertaken of any large scale attack following the initial efforts. viii. Large quantities of flammable material may [are] be used in the Insulation of Gas Carrier Cargo Tanks and Cargo Handling Systems. ix. Care must be taken to protect personnel from the rapid spread of fire, asphyxiation and the effects of toxic products of combustion. x. Risk of fires in Insulation is greatest when the vessel is undergoing repairs or refit, at which time Insulated Spaces are Not Inerted and sources of ignition such as welding and burning are likely to be present.

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4.0

Additional precautions for Dry Cargo, Container and Bulk vessels 4.1 General Precautions i. Prior to handling any cargo all persons connected with the cargo operations are to be made fully aware of the cargo handling requirements with particular emphasis being given in the case of containers containing hazardous substances. ii. Crew members and Junior Officers are to be briefed by the Chief Officer with any particular hazards or dangers being posted in the Crew Mess Room and Officers Recreation Room. iii. The stowage of containers containing hazardous substances must be in accord with the requirements of the IMDG Code. iv. Whenever hazardous substances in containers are carried a dangerous goods manifest must be posted in the Wheelhouse, which indicates amongst other things the location of each container, specifies the contents by IMO numbering and gives the MFAG and EMS references. v. The handling of "reefer" containers is covered by a separate procedure contained within this document. vi. The cargo has to be loaded / discharged in such a manner as to ensure the continued safety of the vessel bearing in mind trim, stability and stresses of the vessel. vii. The cargo must be stowed and secured in such a manner that it can be carried without damage to itself and without causing damage to other cargo and the vessel. viii. All duty Officers must be aware of the scheduled cargo program for the duration of their watch. Such a program may of course involve both loading and discharge operations and will require constant vigilance. 4.1.1

Cargo Distribution With container vessels it is very important that the load is properly distributed throughout the vessel in order that the structure is never over stressed and that adequate stability is maintained at all times. Dangerous goods containers must be stowed according to IMDG Code requirements. To do this effectively the vessel needs to be provided by the Charterers or Shippers of the cargo adequate information concerning the weight of each container.

4.1.2

Other References The carriage of containers is covered in many reference books, available onboard are the following titles: Thomas' Stowage IMDG Code [Regular Updates In Computer Required]

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4.1.3

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Fire Safety Precautions

Ensure That All Necessary Safety Measures Are Being Taken. Monitor Cargo Operations and See That Vessels Equipment is Being Handled in A Proper Manner, Including the Unlashing of Containers and Unplugging of Reefer Containers. Ensure All Hatch Access Covers Are Properly Secured. Check That Sufficient Crew Are Onboard for the Safety of the Vessel and That Duty Crew Men Are Actually on Duty. Follow Any Night Orders Issued by the Chief Officer / Captain. Whenever in Any Doubt As to Any Situation That May Affect the Safety of the Vessel, its Crew Or Cargo Immediately Inform the Chief Officer Or Master. Keep All Unauthorised Persons Off the Vessel and Ensure That Any Official Visitors Are Properly Escorted onboard.

4.1.4

Hazardous Containers

To Be Checked for Apparent Condition, for Leakage and Being Properly Labelled. If in Doubt Call the Chief Officer Or Master. 4.1.5

Check List Cargo and Safety

To assist the vessel in cargo operations a checklist for cargo and safety is to be completed as appropriate prior to loading and discharging. 4.1.6

Checking Hazardous Cargo

Check location on the vessel according to the dangerous cargo certificate. As an example, some restrictions may be applicable to vessels. This information must be check in the documents onboard: • • • • • •

Class 2 If Hydrogen and Hydrogen Mixtures Class 1.4s Closer Than 3m. Distance From the Engine Room Class 2 If Ignitable Gases o Class 3 If Liquids with Flashpoint < 23 C Class 6.1 All Liquids o Class 8 If Liquids with Flashpoint < 23 c

Reference is also to be made to the stowage and segregation requirements of the IMDG.

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4.1.7

Fire Within Cargo Spaces

4.1.7.1 •

General

If a fire is detected within a cargo hold at sea it is normally best not to open the hatch but rather to seal the hold by closing all ventilation and releasing the cargo hold CO2 Refer to the Dangerous Cargo Manifest .

•

•

Precautions are to be taken to prevent the spread of fire to adjacent hatches by boundary cooling and inspections. As the extinguishing medium was of gas type, great care must be taken in opening the hatch for inspection [as there is was no cooling effect] so the sudden introduction of air to a space may result in a re-ignition. It is Best to Leave the Hatch Closed for As Long As Possible .

•

The maximum possible equipment and preparations must be made prior to opening the hatch.

Note:

4.1.7.2

The Best Course of Action May Be One of Containment and to Make for A Port Where Better Facilities Will Be Available. Burning Containers

In the event of a fire being detected within a container the following procedure is to be followed: IDENTIFY THE POSITION OF THE CONTAINER AND CONSULT THE HAZARDOUS CARGO PLAN (LOCATED IN THE IMO BOX IN THE WHEELHOUSE) - IF HAZARDOUS CARGO IS INVOLVED REFER TO THE PROCEDURE "ACCIDENTS INVOLVING DANGEROUS GOODS". •

•

•

•

•

•

Follow Basic Procedure As Per Above If Fire is Below Deck. Determine the Contents of the Container If Possible From the Cargo Manifest. Knowledge of the Contents Will Determine the Best Method of Extinguishing the Fire. Commence Boundary Cooling of the Container and Surrounding Containers As Soon As Possible. This is to Be Continued Throughout the Fire Fighting and for A Sufficiently Long Enough Period After the Fire Has Been Extinguished. Prepare All Other Fire Fighting Equipment Close to the Container. Fire in the Container May Have to Be Exposed to Extinguish It. If Opening the Door Do So Carefully and Take Shelter. If Access is Not Possible Via A Door A Hole May Have to Be Made in the Side Or Top of the Container. It is Preferable Anyway to Attempt to Use A Hole First Rather Than Opening the Door. In the Event of the Container Carrying A Hazardous Substance Reference Must Be Made to the IMDG Code - Refer to the Contingency Plan Dealing with "Accidents Involving Dangerous Goods". Page 29


4.1.8

Notes on Ventilation: Ventilation of cargo spaces is carried out for one or more of the following reasons: a>

To remove heat

b>

To dissipate heat

Heat may be generated by live fruit and other commodities that are liable to spontaneous combustion i.e. baled cotton. Gases which may be require dissipation include flammable and explosive gases given off by coal and CO2 from ripening fruit. 5.0 REFERENCE PUBLICATIONS. Guidance on fire fighting and emergency cargo handling is also available in the following documents and must be referred to at all times when reading this manual. a. International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) (1993) •

•

Chapter 11 Fire Protection and Fire Extinction Fire Safety Requirements Fire water main equipment Water spray system Dry chemical powder fire extinguishing system Cargo compressor and pumproom Fireman's outfits Chapter 18 Operating Requirements Cargo Information Compatibility Personnel training Systems and Controls Cargo transfer operations Additional operating requirements

b. International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) (1998) •

•

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Chapter 1 General Hazards Chapter 11 Fire Protection and Fire Extinction Application Cargo Pump rooms Cargo area Special requirements Chapter 16 Operational Requirements Cargo Information Personnel training Stowage of Cargo Samples Cargoes not to be exposed to excessive heat Additional operating requirements

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Fire Safety Operational Booklet

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