B. Sc.

(NS) Sem – IV
LSA & FFA

Capt. S. Swaroop
 Life-saving appliances include
• Lifebuoys and life-jackets.
• Immersion suits, anti-exposure suits and thermal protective
aids.
• Lifeboats.
• Life-rafts.
• Rescue boats.
• Rocket parachute flares.
• Hand flares.
• Buoyant smoke signals.
Life Saving Appliances:
1-Marine Distress Signals
2-Man-overboard light and smoke signals,
3-Parachute rockets,
4-Other buoyant smoke signals
5-Life Jacket
6-Life Buoy
7-Immersion Suits
8-Thermal Protective Aids
9-Life Boat
10-Life Raft
Search And Rescue Transponder (SART) : It enables search
and rescue units to locate ships or survivor craft when in
distress. It is a portable device to be taken to the life boat and
life raft when abandoning the ship.
When interrogated by radar waves of the X-band (3cm or 9
Ghz)a SART gets triggered into transmitting a series of 12
pulses of 400 mW. These signal appear as a distinctive line of
12 blips on the PPI of X-band radar, signals extend outwards
from the position of the SART, along the line of bearing, for
distance of 8 nm on the PPI. The gap between successive blips
is 0.6 nm. As the SAR unit approaches the SART, the blips
change to wide arcs. These arcs eventually turn to concentric
circles when the SAR unit is within about one nm from SART.
Features Of SART : A SART should have body of highly visible
orange or yellow colour and should be capable of the
following :
1- Manual activation and de-activation.
2- Frequency range from 9.2 GHz to 9.5 GHz.
3- Response of 12 blips when interrogated by ship’s radar.
4- Power out put 400mW.
5- Strong to withstand damage when dropped in the water
from 20 m height.
6- Fully water tight up to depth of 10 m for 5 minutes.
7- Not to be affected by the sea water or oil.
8- Should work between temperature of -20 deg to +55 deg.
9- Duration of working for 96 hrs in standby mode.
10-Duration of working 8 hrs when continuously interrogated.
Testing of SART: The Search and Rescue Transponder
or SART is also equipped with a self-test mechanism to test
the operational function of the beacon. The SART is tested
using the ship's X band radar. The SART should then be put
on the TEST mode by rotating it to the left to the TEST
position for a brief period.
The SART is tested using the ship’s X band radar. The test
should preferably be done in open seas and when there are
no other ships nearby to avoid interference on the radar
display.
1-Remove the SART from the mounting bracket.
2-The SART should be held by one person in view of the radar
scanner. This could be done from the bridge wings. The SART
should then be put on the TEST mode by rotating it to the left
to the test position for a brief period.
Emergency Position Indication Radio Beacon (EPIRB): It is a
device to alert search and rescue services (SAR) in case of an
emergency out at sea. It is tracking equipment that transmits a
signal on a specified band to locate a lifeboat, life raft, ship or
people in distress.
An EPIRB is a secondary means of Distress alerting which is
to say that it comes later in the hierarchy of alerting SAR
authorities in case of distress. It is mandatory to carry one
EPIRB on every ship and two EPIRBS for all Registered ships.
An EPIRB transmits signals to the satellite. The signal consists of
an encrypted identification number (all in digital code) which
holds information such as the ship’s identification, date of the
event, the nature of distress and chiefly, the position of the
vessel.
Types Of EPIRB
1-COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system
work on the 406.025 MHz and 121.5 MHz band and are
applicable for all sea areas
2-INMARSAT E– 1.6 GHz band is the one which this EPIRB
works on. These are applicable for sea areas A1, A2 and A3
3-VHF CH 70– This works on the 156.525 MHz band and are
applicable for sea area A1 only
How Does An EPIRB Work?
The device contains two radio transmitters, a 5-watt one, and
another one 0.25-watt, each operating at 406 MHz, the
standard international frequency typically signalling distress,
406MHz. The 5-watt radio transmitter is synchronised with a
GOES weather satellite going around the earth in a
geosynchronous orbit.
Use of EPIRB: The EPIRB needs to be activated to emit signals.
This could be done by pushing a button on the unit, or it could
happen automatically if and when it comes in contact with
water.
The point to be kept in mind is that EPIRB needs activation to
be operative, and this could happen only when it emerges
from the bracket it is placed in. This could be done manually
or it could happen automatically, as said earlier. The device is
essentially battery-operated. This helps because power is the
first entity to be affected in case of a calamity.
Battery
1-12 Volt battery
2-48 hours of transmitting capacity
3-Normally replaced every 2 to 5 years
False Alerting
1-It is possible that the EPIRB might get activated by mistake
by an individual onboard. In order to prevent a chain of SAR
operations in motion, it is imperative that the EPIRB false
transmission is cancelled. In case the EPIRB is falsely
activated, the nearest coast station or RCC (Rescue Co-
Ordination Center) must be informed immediately of this
event and as mentioned, cancel it.
2-The cancellation intimation must also be sent to the
appropriate authority (for example, DG Shipping for Indian
Registered Ships or for ships plying in Indian waters when the
false alert is transmitted). The ship owner and/or the agent
must also be informed.
Testing EPIRB
1-The EPIRB should be tested once a month to ensure
operational integrity. The procedure to do so is as follows:
2-Press and release the test button on the EPIRB
3-The red lamp on the EPIRB should flash once
4-Within 30 seconds of pressing the button, the strobe, as
well as the red light, should flash several times
5-After 60 seconds of operation, the EPIRB will switch off.
Maintenance of EPIRB
1-The EPIRB must be inspected visually for any defects such as
cracks
2-It is advisable to clean the EPIRB once in a while with a dry cloth
3-While cleaning, the switches must be specifically checked
4-The lanyard of the EPIRB must be neatly packed into the container
of the EPIRB without any loose ends dangling about
5-The expiry date of the battery must be checked to cover the
immediate as well as the next voyage at the least
6-Send the EPIRB back to the service agent or the supplier if the
EPIRB fails the monthly checks
7-Change the battery onboard if the facilities are available or send it
to the servicing agent if there isn’t
8-If the EPIRB has been used in an emergency, it must be returned to
an authorized service agent for a battery change.
9-In the event that the HRU has crossed its expiry date, the HRU
ought to be replaced on board and HRU must be marked with an
expiry date 2 years into the future.

The EPIRBs are one of The Most important emergency pieces of

equipment available onboard in the case of distress. Their care,
testing and maintenance must be given considerable time in order
that they function at their optimum level when the situation arises.
Life Raft: Life rafts are provided as a life-saving appliance on
every seagoing merchant or passenger ship, in addition to
the lifeboats.
Life rafts are much easier to launch as compared to lifeboats
and in case of emergency situations, evacuation from the ship
can be done without manually launching any of them as the
life rafts are designed with an auto-inflatable system.
SOLAS Chapter III gives all the details for types and the
number of life rafts to be carried as per the size and type of
the ship.
Life rafts are normally located on muster station, on port and
starboard side near the lifeboat, and fwd and aft of the ship.
The location generally depends on the size of the ship.
Life rafts are stored in a fiber glass container, incorporated
with a high-pressure gas bottle used for inflating life raft at
the time of emergency.
A Hydrostatic Release Unit (HRU) is connected to life raft
container and ship, which release the life raft even after the
ship sinks in water.
The particulars of the life raft are stenciled on the container
which includes the capacity, manufacturing date, servicing
date, company name etc. along with the launching
procedure with a photogenic display for easy understanding.
The basic survival items are already stored in the life raft
which includes rations, pyrotechnics, life jackets etc.
Some ships carry a davit launching system which allows the
crew to inflate and board the life raft on the deck, avoiding
the risk of going into the seawater.
Types of Life Rafts:
1-Inflatable Life Raft
2-Rigid Life Raft
Servicing of Life Rafts: All life rafts shall be serviced:
1-At intervals not exceeding 12 months (if impracticable, the
administration may extend this period to 17 months)
2-At proper service stations with proper servicing facilities
and trained professionals
3-Davit-launched life raft automatic release hooks should be
maintained in accordance with instructions for onboard
maintenance
Life Raft (Life Boat) Equipments:
1-Rescue quoits with minimum 30-metre lines
2-Non-folding knife with a buoyant handle. If the life raft
holds more than 13 persons, then a second knife
3-For 12 persons or less, 1 bailer. For more than 13 persons, 2
bailers should be kept
4-2 sponges
5-2 buoyant paddles
6-3 tin openers
7-2 sea anchors
8-1 pair of scissors
9-1 first aid waterproof kit
10-1 whistle
11-1 waterproof torch for communicating Morse code with 1 spare
set of batteries and bulb
12-1 signaling mirror/heliograph
13-1 radar reflector
14-1 life-saving signals waterproof card
15-1 fishing tackle
16-Food ration totaling not less than 10000 kJ for each person
17-Water ration- 1.5 liters of freshwater for each person
18-One rustproof graduated drinking vessel
19-Anti seasickness medicine sufficient for at least 48 hours and
one seasickness bag for each person
20-Instructions on how to survive (Survival booklet)
21-Instructions on immediate action
22-TPA sufficient for 10% of the number of persons or two,
whichever is greater
23-Marking shall be SOLAS ‘A’ Pack
24-6 Hand Flares
25-4 Rocket Parachute Flares
26-2 Buoyant Smoke Signals
Markings on a Life Raft Container
1-Important markings provided on a life raft container are:
2-Maker’s name and trademark
3-Serial number
4-Name of authority
5-Number of persons carried
6-SOLAS emergency pack enclosed
7-Date of the last service
8-Length of painter
9-Maximum height of stowage
10-Launching instructions
A Thermal Protective Aid (TPA): It is an aluminized polyethylene
suit with heat sealed seams that protects from the elements and
prevents hypothermia. A thermal protective aid shall be made of a
waterproof material having a thermal conductance of not more
than 7,800 W/(m²K) and shall be so constructed that, when used to
enclose a person, it shall reduce both the convective and
evaporative heat loss from the wearer's body.
1-Waterproof fabric (but not designed as an in-water garment)
2-Interior: reduces thermal conductivity
3-Exterior: highly visible colour
4-Long zip front (operable from both inside and outside)
5-Tested to -30oC
6-Vacuum-packed for protection and small stowage
7-MED approved
8-TPA Should cover the whole body
Launching of a life Raft when the ship sinks and HRU
activates (Auto)
1-A general overview of the launching procedure of a life raft
when the ship sinks are:
2-When the ship sinks up to 4 meters, the water pressure will
activate a sharp knife in the HRU
3-It will cut the securing rope around the container/canister
of the raft and the raft will float free
4-As the ship sinks further, the painter line will stretch and it
will inflate the life raft
5-Due to the increase in buoyant pressure, the weak link will
break at around 2.2 kN +/- 0.4 and the raft will be on the
surface
Launching the life raft manually
1-Take out the painter of the raft
2-Fasten it to the ship side at a strong point
3-Remove the railing and check overboard for any obstructions
4-Unfasten the hook from the cradle
5-Two people can lift the life raft and throw it overboard
6-After its thrown, pull the painter sharp until the life raft inflates
7-With the painter, pull it towards the ship side
8-Lower the embarkation ladder or jump directly onto the life raft
depending on the situation and the time at hand
9-Sit order wise, face to face to prevent any imbalance
10-Ensure SART and EPIRB have been carried
11-Take a headcount
12-Cut the painter using the knife given and using the paddle or the
anchor, clear away from the ship.
Launching the life raft by the davit from ship
1-Remove ship’s handrail
2-Remove lashings from the container
3-Lower the davit and lock it with the lifting shackle
4-Secure canister lines outboard
5-Secure browsing line
6-Pull the painter out approximately 5-6 meters
7-Secure the painter line
8-Pull the full length of the painter
9-Now lift the life raft canister up to some height
10-Pull the painter sharply and let it inflate
11-After it inflates, secure the life raft
12-One person should go in and make some checks
13-Collect the SART and EPIRB
14-Go inside and sit evenly
The Working of HRU:
1-HRU acts as a connecting media between life raft container and ship
deck, where it is stored.
2-The HRU comes in action under the pressure of water exerted on HRU
when the ship sinks below 4m of water level.
3-The HRU consists of a sharp knife or chisel which is used to cut the strap
lashed over the container carrying life raft, but it still holds the painter at
the weak link.
4-The HRU is connected to the container through a lashing arrangement
which can be disengaged quickly by means of slip hook when launching
the raft manually.
5-The HRU is connected to a strong point on deck through a weak link.
6-When vessel sinks, the HRU cuts the rope and the container floats to the
surface of water.
7-As vessel sinks further, the tension in the painter causes the life raft to
inflate out of the container.
8-The tension acting on the weak link will cause it to break making the life
raft free from the ship.
9-When vessel sinks, the HRU cuts the rope and the container floats to the
surface of water.
 Life Raft Boarding Procedure:
Before boarding a life raft, ensure that no-one:
– has any sharp objects
– is wearing hard-soled shoes, which can damage the life raft.
• Check that everyone has put on their life jackets properly.
• Bring the life raft alongside the vessel.
• Board directly from the sinking vessel.
Use the embarking ladder from the sinking vessel. It is not
recommended that you jump into a raft. The life raft can be
boarded from the water if necessary. This may be necessary if the
life raft cannot be brought alongside. It should be brought as close
to the vessel as possible and survivors should enter the water at the
lowest level. Swim across to the life raft by holding onto the painter.
Always enter the water upstream of the raft so the swim will be
with the stream or current cut the painter as far away from the raft
as possible.
Method of Righting a Life Raft: The life rafts are designed to
be able to be righted by a single person. To do so, a person
must climb on top of the upside down raft, grab hold of the
line that spans the bottom of the raft, and lean back with all
of his or her weight until the raft falls back over on top of the
person.
1-Turn the life raft until the gas bottles are downwind.
2-Get onto the inverted floor of the life raft, at the gas
bottles.
3-Standing on top of the gas bottles, heave the raft over by
pulling the righting strap.
4-Hold your arms folded above your head as the raft comes
over, to form a pocket of air.
5-When righting the life raft, make use of the direction of the
wind
 Important SOLAS Requirements For Life Rafts
• All life raft provided on ships should be bestowed with its
painter permanently attached to the ship
• Each life raft or group of life raft should be stowed with float-
free arrangement complying with the requirements so that
each floats free. If it is an inflatable raft, it should inflate
automatically when the ship sinks.
• Life rafts should be stowed in such so as to permit the manual
release of one raft or container at a time from the securing
arrangements.
• Davit-launched life rafts should be stowed within reach of the
lifting hooks, unless some means of transfer is provided which
is not rendered inoperable within the limits of trim and list as
required or by ship motion or power failure
• Life rafts intended for throw-overboard launching should be
stowed so as to be readily transferable for launching on either
side of the ship
Life Boat Davit: A davit is any of various crane-like devices
used on a ship for supporting, raising, and lowering life raft
and life boats. Davit systems are most often used to lower an
emergency lifeboat to the embarkation deck to be boarded.
A davit is originally is a special safety device especially for
ships. It is most often used for supporting and lowering life
boats.
Types of Life Boat Davit:
1-Radial (obsolete) – Hand powered davit.
2-Mechanical (obsolete) – This type is like the radial davit, but
both arms are moved out at the same time using a screw
system; uses manila rope falls.
3-Gravity –There are multiple forms of this davit; one man can
operate; uses wire falls.
4-Gantry Davit
Life Buoy: A life buoy is a circular ring of buoyant material
for keeping people afloat in an emergency. A lifebuoy should
be secured to the rail of the ship if a rail is fitted, but ensure
that disconnection can occur within seconds, if should
someone fall into the water unexpectedly.
Purpose of a Lifebuoy Ring: Lifebuoy rings are lifesaving
equipment that is used for the purpose of saving casualties
that fall overboard accidentally.
They are mounted on each side of ships, accompanied by a
lifesaving boat and a place that has a high tendency of having
casualties falling into the water.
They are thrown carefully a little further from the victim so
that it does not hit them or get them injured. The ropes are
then pulled until the ring is at a position where it can be
grasped. Once made sure the person is holding the grab line,
the rope is pulled towards the dry surface.
SOLAS Requirement for Lifebuoy Rings:
1-The SOLAS requirements are; at least one lifebuoy ring is to
be attached at each end of the boat, accompanied by life
floats. Lifebuoy rings are tied in a manner that can be
released easily in case of emergency.
2-The inner diameter and outer diameter of the lifebuoy ring
should be 400mm and 800mm, respectively. The
measurement cannot fall below or rise beyond the mentioned
measurements.
3-Lifebuoy ring should be capable of upholding at least 14kg
up on the surface for approximately 16hours
continuously. There should be at least two lifebuoy rings at
each side of the boat, with a rope of length 30 meters and
more.
Specifications of a Lifebuoy Ring:
1-Made from polyethylene, lifebuoy rings are of a vibrant color that
can be easily visible in the dark blue water.
2-The inner diameter and outer diameter are 400mm and 800mm,
respectively, with a body thickness of 13cm.
3-Lifebuoy ring should be capable of upholding at least 14kg up on
the surface for approximately 16hours continuously.
4-The dia of grab line should not be less than 9.5 mm, and length 4
times of the outer dia.
5-Should not sustain burning after being totally enveloped in fire for
2 second.
6-It should be able to withstand a drop into the water from a height
of at which it is stowed above water line in lightest sea going
condition or 30 meters, whichever is greater.
7-At least one lifebuoy on each side shall be fitted with buoyant life
line. The length of the line should not be less than 30 meters.
8-Not less than half of the total numbers of lifebuoys provided
with self igniting light.
9-Not less than 2 of these lifebuoys shall be fitted with self
activating smoke signals.
10-At least one lifebuoy should be placed in the vicinity of the
stern area.
11-Lifebuoys should be distributed equally on both sides so as
to be readily available covering all open decks.
12-Lifbuoys shall be stowed in such a way so that they can be
rapidly taken out for use.
13-Each lifebuoys should be marked with name of the ship
and port of Registry.
14-Number of lifebuoys required depends on the length of
the vessel.
Lifebuoys Carriage Requirement:
1-Vessel less than 100 meters – 8
2-Vessel length 100 – 149 meters – 10
3-Vessel length 150 – 199 meters – 12
4-Vessel length more than 200 meters -14
Passenger Ships
1-Vessel less than 60 meters – 8
2-Vessel length 60 - 120 meters – 12
3-Vessel length 120 – 180 meters – 18
4-Vessel length 180 – 240 meters – 24
5-Vessel length more than 240 meters – 30
These requirements are as per SOLAS and LSA Code
Lifeboats Lowering Procedure:
1-Make sure the Davit tracks are clear of debris
2-Remove the lifeboat cover if applicable
3-Put in the lifeboat plugs
4-The releasing gear is checked to be secure.
5-Attach the sea painter to the bow of the ship.
6-Remove the gripes from the lifeboat.
7-Make sure the gripes preventing bar is free from the track.
8-Have the assigned brake man to control the brake system
and lower the lifeboat to the embarkation deck.
9-Now that the Tricing pendants have pulled the lifeboat in
close, attach the Frapping lines to the wire falls by passing
them to a worker who is on the lifeboat.
10-Load the lifeboat. Load one person at a time and seat them
so their weight is distributed between the two sides.
11-Have the brake man raise the lifeboat slightly so the
workers can release the Tricing pendants.
12-Brake man lifts bar and lowers the vessel into the water.
13-Operate the releasing gear and release the davit on the
crest of a wave.
14-If ship is sinking, pull toggle pin to release the sea painter
from the ship.
Life Boat Recovery Procedure:
1-Hook Reset and Recovery
2-For hook reset, rotate both hooks back into closed position
ensuring the hook tail is behind the cam.
3-Return the coxswain’s release handle to the closed position
and the hooks are now automatically reset.
4-Confirm the ‘release lever arms’ of forward and aft hook
pointing to the GREEN safe position.
5Attach each davit fall by inserting chain link into the hook.
6-Ensure that chain link is suitably seated.
7-Ensure that all crew are strapped in.
8-Hoist the life boat until the keel is clear of the water.
8-As soon as the life boat leaves the water during hoisting,
ensure ‘hydrostatic interlock unit’ returns to the closed /
GREEN safe position.
9-Instruct two crew (one forward and one aft) to insert the
GREEN handled locking pins into the hooks, and then return
to their seats and strap in.
10-Insert the ‘safety pin’ to the coxswain’s release handle
assembly.
11-The life boat can now be recovered.
12-Ask the crew to disembark.
13-Stow life boat.
14-Remove the GREEN hook locking pins.
Life Boat On load Release Mechanism:
1-On load mechanism can release the lifeboat from the wire,
with the boat above the water level and with all the crew
members inside the boat.
2-The load will be still on the fall as the boat would not have
touched the water. Normally the height of about 1 m is kept
for the on load release, so that the fall is smooth without
damaging the boat and harming the crew inside.
3-A lever is provided inside the boat to operate this
mechanism. As the lever is operated from inside, it is safe to
free the boat without going out of the lifeboat, when there is
a fire on ship.
4-On load mechanism is normally used when sea is rough and
unable to lower the lifeboat by off load mechanism.
Working of On load Mechanism
On load mechanism can release the lifeboat from the wire,
with the ship above the water level and with all the crew
members inside the boat. The load will be still in the fall as
the boat would not have touched the water. Normally the on-
load release is operated when the boat is about to touch the
surface of the water so that the fall is smooth without
damaging the boat and harming the crew inside. A lever is
provided inside the boat to operate this mechanism. As the
lever is operated from inside, it is safe to free the boat
without going out of the lifeboat, when there is a fire on the
ship.
Life Boat Off load Release Mechanism:
1-The off load mechanism releases the boat after the load of
the boat is transferred to water or the boat has been lowered
fully into the sea.
2-When the boat touches the surface of water, the load on
the fall and hence the hook releases and due to its
mechanism the hook detaches from the fall. If the
detachment dose not takes place, any of the crew members
can remove the hook from the fall.
3-Most of the times the offload mechanism is manually
disengaged in case of malfunction; however, in case of fire, it
is dangerous to go out and release the hook.
Working of Offload mechanism:
The offload mechanism releases the boat after the load of the
boat is transferred to water or the boat has been lowered
fully into the sea. There is a hydrostatic piston unit provided at
the bottom. the piston is connected to the operating lever via
a link. As the ship becomes waterborne, the water pressure
will move the hydrostatic piston up. The piston will continue
to move up, pushing the lever and as a result, it will operate
the hook arrangement releasing the fall wire. There is a safety
pin arrangement provided near the clutch box, which disables
the offload release (in case of rough weather or hydrostatic
piston malfunction) allowing the operator to perform onload
release of the lifeboat.
Life Boat Release Mechanism
Free Fall lifeboat release: In Free fall lifeboat, the launching
mechanism is similar to on load release. the only difference is
that the freefall lifeboat is not lowered till 1m above water
level, it is launched from the stowed position by operating a
lever located inside the boat which releases the boat from
rest of the davit and boat slides through the tilted ramp into
the water.
The lifeboat must carry all the equipment described under
SOLAS which can be used for survival at sea. It includes
rations, fresh water, first aid, compass, distress signaling
equipment like rocket etc.
Regular drills must be carried out to ensure that the ship’s
crew members are capable of launching the boat with
minimal time during a real emergency.
Life Boat Fall Prevention Device: Many of these accidents
were attributed to either lack of maintenance, poor design or
inadequate training. Failures of equipment can result in the
premature opening of the on-load hook mechanism, causing
the lifeboat to fall from the davits unexpectedly. Some designs
of the on-load release hooks are designed to be engaged
under the lifeboat's weight and often need to be held closed
by the operating mechanism. Any defects or faults in the
release mechanism or errors caused by the vessel's crew can
result in premature release of the hook that holds the
lifeboat.
A Lifeboat Fall Prevention Device is an essential marine safety
equipment and can be used to minimize the possibility of an
injury or fatality by providing a secondary alternate load path
in the event of failure of the on-load hook or its release
mechanism or of accidental release of the on-load hook.
Technical specifications:
1-Set includes: 2 slings and 4 shackles
2-Max. break load: 39Tons
3-Sling work load: 6.5Tons
4-Diam: 22mm
5-Length: 0.80m or 1.00m
6-Weight: 12.5kgs / set
7-Material: Polyethylene (SK 75)
Attention: Lifeboat Fall Prevention Device (FPDs) should not
be regarded as a substitute for a safe on-load release
mechanism and should be fitted to the lifeboat at all times.
They must not be used for any other purposes but only for
their designed specification
• w
Line Throwing Apparatus: Line throwing apparatus refers to a
class of life-saving appliances (LSA) that are found on every
vessel. It is used to throw weighted ropes known as lines over
long distances. It uses a variety of launching methods and can
be used for numerous maritime applications.
From hauling supplies, connecting ships, and providing supply
lines, to aiding in rescue operations, line throwing apparatus
are an essential component of any ship, irrespective of
whether it traverses the oceans or stays within domestic
waters.
The line thrower is a robust device consisting of a waterproof
plastic container with integral handle and trigger mechanism,
a solid-fuel rocket and 300 meters of line. To activate it, the
user removes a safety pin, holds the device steady and pulls
the trigger.
Line Throwing Appliance shall As per SOLAS & LSA Code:
1-Be capable of throwing a line with reasonable accuracy;
2-Include not less than four projectiles each capable of
carrying the line at least 230 m in calm weather;
3-Include not less than four lines each having a breaking
strength of not less than 2 kN;
4-Have brief instructions or diagrams clearly illustrating the
use of the line throwing appliance.
5-In addition, in the case of a pistol-fired rocket, the line and
rockets together with the means of ignition shall be stowed in
a container which provides protection from the weather.
6-The LTA is kept on BRIDGE. It has a rope kept in a cylinder
which is spring loaded and when the cylinder is propelled by
pressing lever, the spring is released and the rope turns out
from cylinder which is kept in the direction of wind and at
angle of 45°from the surface to achieve max projectile path.
• w3
Life Jacket: It is one the most important personal life saving
appliances, given to each crew onboard ship. Life jackets are
designed to keep afloat in water. They will automatically turn
into a face-up position, keeping mouth and nostrils of the
person clear of the water to prevent the risk of drowning.
While life jackets can do a lot of the work to keep one safe, it
is important that the life jacket chosen is suitable for the body
type. On the other side of the coin, if the jacket is too small, it
might not fit, and can not keep one afloat properly. Basically,
before the person even hit the water, ensure that one have a
jacket that fits.
Also, make sure that if you are an adult that you use an adult
jacket and if you are a child, you have a child’s jacket. Parents
should ensure that a child’s life jacket fits snugly and is free of
wear and tear.
Types of life jackets used onboard:
1-Inflatable life jacket: This jacket needs inflation for
buoyancy and is automatically inflated when immersed in
water. It normally consists of two different buoyancy
compartments.
2-Non inflatable life jacket: These jackets are fitted with
buoyant materials and they don’t need to inflate.
On Passenger Ships
1-There must be a life jacket for every person onboard ship.
2-Life jacket for each child or 10 % of the total number of
passenger which ever is higher.
On Cargo ships
1-There must be a life jacket for all the crew and their
families, if onboard.
2-Since officers carry their family with them, infant life jacket
must be provided in cargo ships.
3-The number of life jackets must be carried in excess as in
case of damage to any, it can be replaced with spare one.
4-Sufficient additional life jackets are to be provided in duty
and working places like bridge, engine room and forward.
Requirements for Life Jackets (including 2010 amendments)
as per SOLAS:
1-Each life jacket shall be fitted with a whistle firmly secured
by a lanyard.
2-Life jacket lights and whistles shall be selected and secured
to the lifejacket in such a way that their performance in
combination is not degraded.
3-Each life jacket shall be provided with a releasable buoyant
line or other means to secure it to a lifejacket worn by
another person in the water.
4-Each life jacket shall be provided with a suitable means to
allow a rescuer to lift the wearer from the water into a
survival craft or rescue boat.
5-Jacket must not sustain burning or melting when exposed to
fire for a period of 2 seconds.
6-It is clearly capable of being worn in only one way or, as far
as is practicable, cannot be donned incorrectly.
7-When jumped from a height of at least 4.5 m into the water
no injury and dislodging or damaging the lifejacket.
8-Should have buoyancy which is not reduced by more than
5% after 24 hour submersion in fresh water.
Marking & Attachment on Life Jackets
1-Ship’s Name,
2-Call Sign & Port of Registry.
3-Retroreflective tape.
4-Self igniting Light
5-Whistle with lanyard
6-Straps for securing the jacket around the body
Purposes Of Life Jacket:
1-A life jacket will help protect a person against hypothermia,
an important threat when a rescue might be slow in coming.2-
2-The jacket will help keep a person's head above water, so it
stays dry, and it will help hold in body heat. Instead of exerting
heat and energy in treading water, people wearing life jackets
can pull their legs into their chests, which slows the escape of
body heat.
3-Most life jackets are brightly colored to aid in rescue efforts.
4-Life jackets can absorb some of the impact of a fall and
minimize injuries.
5-When someone ends up in the water who didn't expect to
be there, a life jacket can provide some valuable time in
adjusting to the shock. Most people thrash around when
panicked; a life jacket helps the user right himself and keep
the head above water.
Life jackets must:
1-Be the right size to fit properly.
2-Be in excellent condition.
3-Have the required approvals from the authorities.
4-Be suitable for the activity conducted at sea.
5-Fit properly after being adjusted accordingly.
6-Have been successfully tested
Types Of Life Jackets:
1-Adult
2-Children
3-Oversize
Immersion Suit: An immersion suit is a body covering suit
worn specifically for flotation and survival during emergencies
on high seas in cold water. This suit is, therefore, also known
as a survival or rescue suit, used during commercial
operations. In today’s times, an immersion suit is one of the
necessities on ships and oil rigs, considering the protection
needed from cold water, rough seas and dangerous situations.
SOLAS Regulations for Immersion Suits;
1-Each person on the ship must have an immersion suit. Also,
extra immersion suits should be provided for the watch
keepers
2-Immersion Suits may be of the kinds that are Insulated, Un-
insulated, or wearable with a life jacket (all should have
sufficient buoyancy)
3-Made of waterproof material
4-Internationally RED in colour, which is highly visible. Note
that most other LSA equipment is bright ORANGE.
5-The immersion suit should be unpacked and donned within
2 minutes without any external help or assistance.
6-The individual must jump from a height of at least 4.5
meters into the water without injury to life or damage to the
immersion suit.
7-The suit should be able to cover the whole body except the
face. Hands should be covered unless permanently attached
gloves are provided
8-Retro-reflective tapes must be fitted.
9-It shall not sustain burning or continue to melt after being
enveloped in a fire for 2 seconds.
11-Everyday work must be able to be carried out upon
wearing
12-The wearer should be capable of climbing up and down a
vertical ladder of at least 5 meters in length
13-The wearer must be able to swim a short distance
14The immersion suit is worn in cold weather when the
temperature is below freezing.
15-When it is worn for a period of l h in calm circulating water at a
temperature of 5°C the wearer's body core temperature does not
fall more than 2°C.
16-The wearer of the suit, with or without the lifejacket, shall be
able to turn from a face-down position to a face-up position in less
than 5 seconds.
17-If a lifejacket is required along with the immersion suit, it should
be worn over it without assistance.
How often do immersion suits need to be serviced?
1-Immersion suits are essential safety equipment and should be
maintained well.
2-An immersion suit over ten years of age should be serviced
annually at an authorized service station.
 Immersion Suit

Attachment

1-Retroleflective Tape
2-Light
3-Whistle
Thermal Protective Aids
1-Made of non-flammable and waterproof material
2-International ORANGE in a colour that is highly visible
3-TPA should have a thermal conductance of not more than
7800 W/m^2.K
4-The TPA shall reduce the convective and evaporative heat
loss from the wearer’s body
5-TPAs should function in air temperatures between 0 to +20
degrees
6-The wearer shall be able to remove the TPA in water within
2 minutes if it impairs the wearer’s ability to swim
7-It covers everything but the face
8-The TPAs should be such that they are unpacked and easily
donned without assistance in a survival craft or a rescue boat.
TPA
Maritime Survival Techniques
Although not all techniques are listed here, these techniques
are applicable and essential for survival. Again, each
emergency is different and unique. Use your best judgment
and knowledge gained from your training to survive.
There are several thoughts and some panic that may occur
when the alarm or signal goes out to abandon ship.
Remember to stay calm and work efficiently to get the
following steps done:
1-Put on warm clothes.
2-Put on a life jacket.
3-Grab all survival provisions & lifeboat.
After assuring these steps are followed, it is now time to go
into the water. When you are in the water, and you have a
lifeboat follow these steps:
1-Don’t jump into the lifeboat.
2-Secure everybody and provisions to the lifeboat.
3-Check for any leaks.
4-If the lifeboat is inflated:
5-Inflate after being clear from the shipwreck.
6-Inflate to firm, not too hard or soft.
7-Check the inflation daily.
8-Avoid anything that can puncture the lifeboat.
9-In hot climates deflate air (heat expands air).
10-In cold climates inflate air (cold contracts air).
11-Repair any holes with a repair kit.
There are usually food and water inside of the survival
provisions. The best decision to make is to rationalize the food
and water as much as possible. If there is no water, do not
eat. The lowest daily amount of water needed for survival is
between 2 and 5 ounces. If there are no more provisions,
these are the following steps to continue survival:
1-Try to collect water with containers.
2-Try to collect planktons and seaweeds.
3-Try to fish with a fishing line, shoelaces, etc.
4-Try to catch seabirds and turtles.
5-Drink the blood of anything caught from water.
Some things that are helpful for mental health are:
1-If possible have paper and pencil, keep a journal.
2-Remain mentally active.
3-Never give up and believe that you will survive.
4-Remember that rescue will come for your help.
5-Always be positive and encourage each other.
 The best protection is to stay above water as far as possible, as
immersion in water means heat loss and increased chances of
hypothermic conditions.
• If staying dry and above water is not possible, donning anti-
exposure or Immersion suits may lessen the rapid heat loss and
extend the survival time.
• Life-Jackets must be properly inflated and well secured to the body.
They should be worn by the survivors at all times in water.
• Head must be insulated if possible and be above water as more
than 50% of heat loss is from the head and neck portion of the
body.
• Body to be in a floating position either vertical or horizontal.
• Maintaining proximity to other survivors for increased motivation
and more importantly prevention of heat loss while ‘Huddling-up’.
Huddling is a floating position where the survivors circle around
each other to reduce loss of heat (see below).
• For a single survivor, getting positioned in the “HELP” or Heat
Escape Lessening Posture and remaining still should increase the
survival time and reduce heat loss and it turns out to be more
effective than swimming.
Unit – 2, Fire Fighting: Fire is the nightmare of every seamen
because it is the root cause of major accidents in ships. A ship
is approved to sail in international waters only if it is
constructed as per the Fire Safety System code (FSS code).
The hazards of fire is one of the most dreaded problems on
board ships.
SOLAS Chptr-II-2, provides for the:
1- Fire Protection
2- Fire Detection
3- Fire Extinction, of fire by providing ship specification for fire
integrity.
There are two codes, they talk about/govern the problem
related to fire and fire fighting on board ship.
1-FSS Code –Fire Safety System Code
2-FTP Code – Fire Test Procedures Code
Fire Safety & Functional requirement: The best way to deal
with fires on board ships is to prevent them rather than
letting them occur. In order to achieve the above fire safety
objectives, the regulations include certain Functional
Requirements as given:
1-Division of the ship into main vertical zones by thermal and
structural boundaries.
2-Separation of accommodation spaces from remainder of the
ship by thermal and structural boundaries.
3-Restricted use of combustible materials.
4-Detection of fire in the zone of origin.
5-Containment and extinction of any fire in the origin.
6-Protection of means of escape and access for fire fighting.
7-Ready available of fire extinguishing appliances.
8-Reducing of the chances of ignition of flammable cargo
vapor.
The fire safety objectives are to:
1-Prevent the occurrence of fire and explosion.
2-Reduce the risk to life caused by fire.
3-Reduce the risk of damage caused by fire to the vessel, its
cargo and the environment.
4-Contain, control and suppress fire and explosion in the
compartment of origin.
5-Provide adequate & accessible means of escape for all.
Causes Of Fire On board Ship
1-Poor house keeping
2-Poor maintenance of Equipments.
3-Poor monitoring of equipments.
4-Over use of equipments.
5-Leaking of oil and Gases.
6-Collision with other ship.
7-Due to smoking near dangerous cargoes.
 Function of fire safety:
1-Fire safety reduces the risk of injury
2-Redcing damage that fires can cause.
3-Developing and implementing fire safety protocols in the
workplace is not only required by law but it is crucial to
everyone's safety that may be in the ship during a fire
emergency.
• Important points to consider for fire prevention on board
ships
• In engine room, waste bins used for storing oily rags must
have lids (covers). Oily rags should not stay lying around or
stuck at unnecessary places. Receptacles with covers should
be provided at each floor and on both sides.
• High pressure fuel oil pipes should not be tightened to control
a leakage while the engine is running. Also, oil shouldn’t be
taken in to turbochargers during operation.
• Short sounding pipes should be kept shut with plugs. Never should
they be left in open position for the sake of convenience. Cases
have been reported wherein oil has spilled out from these short
sounding pipes leading to accidents.
• Loose pet cocks /small cocks on common rail pipes should be
checked for.
• Exhaust leakages and steam leakages should be promptly attended.
• Ship’s crew should be careful about galley fires, especially by
keeping electrical equipment in good order. Senior officers should
keep an eye in the galley when provision is being received because
this is the time when galley remains unattended for a long time.
• One of the patent methods of fire prevention is effective and
regular fire patrol. There is no method that can beat physical
monitoring.
• Fire caused by cigarettes is still one of the most common causes of
fire. All care should be taken to dispose cigarettes (using self closing
ashtrays) and never should one smoke in bed.
Fires have also caused during loading and unloading of cargo such
as coal. For this reason, ship personnel must always discuss the
characteristics of the cargo and preventive methods to be taken
during safety meetings and weekly drills.
Fire Detectors:
1-Flame detectors
2-Heat detectors
3-Smoke detectors
Fire fighting equipment used onboard ships:
1. Fire Retardant Bulkhead: Different classes of bulkheads such as
Class-A, Class-B and Class-C have been used onboard ships for
construction of bulkheads in areas like accommodation, machinery
space, pump room etc. The main applications of such bulkheads are
to contain or restrict the spread of fire in sensitive areas.
2. Fire doors: Fire doors are fitted in fire retardant bulkhead to
provide access from the same. They are self-closing type doors with
no holdback arrangement.
3. Fire Dampers: Dampers are provided in the ventilation system of
cargo holds, engine room, accommodation etc. in order to block out
the excessive oxygen supply to the fire. For this, it is necessary that
open and shut positions clearly marked for fire dampers.
4. Fire Pumps: As per regulation, a ship must have the main fire
pump and an emergency power pump of approved type and
capacity. The location of the emergency fire pump must be outside
the space where the main fire pump is located.
5. Fire Main Piping and Valves: The Fire Main piping which is
connected to the main and emergency fire pump must be of
approved type and capacity. Isolation and relief valves must be
provided in the line to avoid overpressure of the same.
6. Fire Hose and Nozzles: Fire hoses with a length of at least 10
meters are used in ships. The number and diameter of the hoses
are determined by the classification society. The nozzle of
diameters 12 m, 16 m and 19 m used on the ship are of dual-
purpose types- Jet and spray mode.
7. Fire Hydrants: Fire hoses are connected to fire hydrants from
which the water supply is controlled. They are made up of heat
retardant material to get the least affected from the sub-zero
temperatures and also to ensure that hoses can be easily coupled
with them.
8. Portable Fire Extinguishers: Portable fire extinguishers of CO2,
Foam and Dry Chemical Powder are provided in accommodation,
deck and machinery spaces carried along with a number of spares
as given by the regulation.
9. Fixed Fire extinguishing system: CO2, Foam and water are used
in this type of system, which is installed at different locations on the
ship and is remotely controlled from outside the space to be
protected.
10-Inert Gas System: The inert gas system is provided in the oil
tankers of 20000 dwt and above and those which are fitted with
Crude oil washing. The IG system is to protect Cargo space from any
fire hazards.
11. Fire Detectors and Alarms: Fire detection and alarm systems
are installed in the Cargo area, accommodation, deck areas, and
machinery spaces along with an alarm system to notify any
outbreak of fire or smoke at the earliest.
12. Remote Shut and Stop System: The remote station shutdown is
provided to all fuel lines from fuel oil and diesel oil tanks in the
machinery space and which is done by quick closing valves. A
remote stop system is also provided to stop the machinery like fuel
pumps, purifiers, ventilation fans, boiler etc.
13. EEBD: EEBD (Emergency Escape Breathing Device) is used to
escape from a room on fire or filled with smoke. The location and
spares of the same must be as per the requirements given in the
FSS code.
14. Fire Fighter’s Outfit: Fire fighter’s outfit is used to fight a fire on
a ship made up of fire retardant material of approved type. For a
cargo ship at least 2 outfits and for a passenger ship at least 4
outfits must be present onboard.
15. International Shore Connection (ISC): ISC is used to
connect shore water to the ship system to fight fire when the
ship fire pump system is not operational and is on the port,
lay off or dry dock. The size and dimensions are standard for
all the ships and at least one coupling with gasket must be
present onboard.
16. Means of Escape: Escape routes and passages must be
provided at different locations of the ship along with ladders
and supports leading to a safe location. The size and location
are designed as per the regulation.
Fire Response: Response to any fire scenario, regardless of
the form of the response, should have these three basic
priorities listed by importance:
1. Life Safety and Personal Protection: The most important
thing to accomplish in any fire incident is to protect life and
avoid injury. Property, product, processes and material can be
replaced and rebuilt. Human life and health is most precious
and cannot be replaced.
2. Incident Stabilization: Once the first priority has been
accomplished, the second goal is to stabilize the incident –
keep it from growing or getting worse. By stabilizing the
incident and not allowing it to change, grow in intensity or
grow in size, the incident cannot threaten more lives and
property, even if the area or property involved becomes a
total loss.
3. Property conservation: Only after item 1 and item 2 have
been established, the focus may turn to extinguishing the fire
quickly with the least amount of damage to the property
involved.
Safety Triangle Concept: The successful use of any type of fire
equipment - fire extinguishers, fire suppression systems, hose lines,
nozzles or even apparatus - depends upon three elements being in
place at the same time: Equipment – Maintenance – Training If
these three elements are considered sides of a triangle, then if any
one element is missing or incomplete, the triangle – and the
chances of successful use – either fails to exist or is incomplete.
Fire Fighting Appliances:
1-Portable Fire Extinguishers
2-Fixed Fire Fighting Equipment
3-Fire Retardant Bulkhead, Fire Doors,
Fire Dampers, Fire Pumps, Fire Main Piping & Valves,
Fire Hose and Nozzles, Fire Hydrants, Portable Fire
Extinguishers, Fixed Fire Extinguishing System, Inert Gas System,
Fire Detectors and Alarms. All of the above mentioned equipments
are must haves.
Unit - 3
Prevention of Fire And Explosion: In order to prevent ignition
of combustible materials or flammable liquids, the following
functional requirements are to be met:
1-Means to control leaks of flammable liquids.
2-Means to limit accumulation of flammable vapours.
3-The ignitability of combustible materials shall be restricted.
4-Ignition sources shall be controlled.
5-The atmosphere in cargo tanks shall be maintained outside
the explosive range.
 There are six classes of fire:
• Class A – Combustible materials.
• Class B – Flammable liquids.
• Class C – Flammable gases.
• Class D – Burning metals.
• Class E - Electrical fires.
• Class F – Cooking oils and fats.
• Types of Fire Extinguishers
• Type A: Pressurized water to be used on Class A fire only. Do
not use on Class B or C fires; may cause fire spread or
electrical shock.
Type ABC: Dry chemical effective on all classes of fires
Type BC: Carbon dioxide to be used on chemical or electrical
fires
Type K: Used in kitchens on grease fires
The five main types of fire extinguisher and their uses
1-Powder extinguishers: Used for: Class A, B, C and D fires,
plus electronic equipment of less than 1,000v
Label colour: Blue
2-Foam extinguishers: Used for: Class A and B fires
Label colour: Cream
3-Carbon dioxide extinguishers: Used for: Electrical and Class
B fires, Label colour: Black
4-Water extinguishers: Used for: Class A fires
Label colour: Red
5-Wet chemical extinguishers: Used for: Class F fires
Label colour: Yellow
Fire Dampers: Fire dampers are ducting fittings and are
usually used whenever there is a fire-resistant wall in the
property. Because of the ducting vent, there will be a place
through which fire and smoke can escape from one room to
another. Fire dampers are what stops the flames and smoke
from passing through.
Purpose of Fire Damper: A fire damper is designed to, and
required to, close automatically upon detection of heat (such
as a fusible link or heat detector) and to interrupt airflow and
to restrict the passage of flame.
 Class A division Bulkhead as per SOLAS
• A” class divisions are those divisions formed by bulkheads and
decks that comply with the following criteria:
• They are constructed of steel or equivalent material.
• They are constructed to be capable of preventing the passage
of smoke and flame to the end of the one-hour standard fire
test.
• They are suitably stiffened and made intact with the main
structure of the vessel, such as the shell, structural bulkheads,
and decks.
• They are insulated with approved non-combustible materials
such that the average temperature of the unexposed side will
not rise more than 140’C above the original temperature nor
will the temperature at any point including any joint rise more
than 180’C above the original temperature with the time
listed:
 class “A-60” 60 min class “A-30” 30 min
class “A-15”15 min class “A-0” 0 min
Class B division Bulkhead as per SOLAS
• ‘‘B’’ class divisions are those divisions formed by bulkheads,
decks, ceilings or linings which comply with the following
criteria:
• They are constructed of approved non-combustible materials
and all materials used in the construction and erection of “B”
class divisions are non-combustible, with the exception that
combustible veneers may be permitted provided they meet
other appropriate requirements.
• They are constructed so as to be capable of preventing the
passage of flame to the end of the first half-hour (30
mins) of the standard fire test.
• They have an insulation value such that the average
temperature of the unexposed side will not rise more than
140 degrees C above the original temperature, nor will the
temperature at any one point, including any joint, rise more
than 225 degrees C above the original temperature, within
the time listed below:
• class ‘‘B-15’’15 min class ‘‘B-0’’0 min
Class C division Bulkhead as per SOLAS
• C” class divisions are divisions constructed of approved non-
combustible materials. They need to meet neither
requirements relative to the passage of smoke and flame nor
limitations relative to the temperature rise.
• Combustible veneers are permitted provided they meet the
requirements.
Fire Safety Plan: A Fire Control Plan on ship shows the
blueprint of the vessel, pointing out fire station(s), location of
necessary equipment, fire alarm systems, and more.
The Fire Control Plan is a mandatory requirement of SOLAS
convention described in Regulation 15 of Chapter II. The fire
control plan provides us information about fire station on
each deck of the ship, on various bulkheads, and in spaces
enclosed by “A” class division, “B” class divisions. It also
explains us the type of fire detection system and fire fighting
systems available on ship.
Fire control plan tells us about various fire alarm
systems, sprinkler installation, extinguishing appliances,
means of escape to different compartments and decks, and
ventilation system including particulars of remote
operation of dampers and fans. The position of various
dampers, their marking, and which fan is for particular
compartment or deck is also explained so that required
damper and fans can be closed in case of fire.
Location and Availability
The general arrangement plan should be permanently
exhibited for the guidance of ship officer in conspicuous
locations such as navigating bridge, engine room and
accommodation.
At least one copy of the fire control plan shall be available
ashore at the offices of the Company.
Copies of the fire control plan must be provided to each of the
members of the fire patrol team in a passenger ship and also
posted at each continuously manned central control station.
A copy of Fire Control Plan should be permanently stored in
prominently marked weather tight enclosures outside
deckhouse for assistance of shore side fire fighting system in
case the ship is in port or in dry-dock.
Importance of Fire control Plan
1-The Fire control plan is not just a paper requirement for the
classification society or the port state control. It is a useful
document to understand:
2-The location of various firefighting and safety equipment
onboard for new joiners
3-Location of nearest and safest fire fighting equipment and
escape route when fighting fire on ship
4-The port fire fighting station team has no clue about the
ship arrangement. The fire control plan is extremely useful
and easy to read document to tackle major fire on ship by
port Fire fighters
5-Fire control plan is an important part of safety management
plan of the ship and any discrepancy may lead to non
conformities against the SMS
 6-Copy of Fire control plans kept in the shore office is also
inspected while issuing/ re-issuing the document of
compliance (DOC) and safety management certificate (SMC)
to the company
Safety Training Manual: The manual is prepared in
accordance with the requirements of the SOLAS Chapter III,
Regulations 19 & 35.
The international Convention for the Safety of Life At Sea
(SOLAS) as amended requires all vessels of more than 400grt
to have a Training Manual on board. The purpose of this
manual is to provide the necessary information for
general Safety On Board and applies to all ships.
The manual provides instructions and information on the life-
saving appliances provided in the ship and on the best
methods of survival.
1-Donning of lifejackets, immersion suits and anti-exposure
suits.
2-Mustering at the assigned stations.
3-Boarding, launching and clearing the survival craft and
rescue boats, including where applicable, use of marine
evacuation systems.
4-Method of launching from within the survival craft.
5-Release from launching appliances.
6-Methods and use of devices for protection in launching
areas.
7-Illumination in launching areas.
8-Use of all survival equipment.
9-Use of all detection equipment.
10-The use of radio life-saving appliances.
11-Use of drogues.
13-Use of engine and accessories.
14-Recovery of survival craft and rescue boats including
stowage and securing.
15Hazards of exposure and the need for warm clothing.
16-Best use of the survival craft facilities in order to survive.
17-Methods of retrieval, including the use of helicopter
rescue gear (slings, baskets and stretchers), breeches-buoy,
shore life-saving apparatus and ship’s line-throwing
apparatus.
19-All other functions contained in the muster list and
emergency instructions.
20-Instructions for emergency repair of the lifesaving
appliances.
Inert Gas System: Inert gas system is the most important
integrated system for oil tankers for safe operation of the ship.
Inert gas is the gas that contains insufficient oxygen (normally
less than 8 %) to suppress the combustion of flammable
hydrocarbon gases.
Inert gas system on ships: A system of preventing any
explosion in the cargo tanks of a tanker by replacing the cargo,
as it is pumped out, by an inert gas, sometimes by flue gas
from ship boilers. Gas freeing must be carried out
subsequently if workers have to enter the empty tanks.
Sources of Inert Gas: Possible sources of IG on tankers and
combination carriers are:
1-Uptake gas from the ship’s main auxiliary boilers;
2-An independent IG Generator and
3- gas turbine plant when equipped with an afterburner.
Inert Gas Operations
1-Tankers using the inert gas system should maintain their
cargo tanks in a non-flammable condition at all times. It
follows that:
2-Tanks should be kept in an inert condition at all times,
except when it is necessary for them to be gas free for
inspection or work. The oxygen content should not be more
than 8% by volume and the atmosphere should be maintained
at a positive pressure.
3-The atmosphere within the tank should make the transition
from the inert condition to the gas-free condition without
passing through the flammable condition. In practice, this
means that, before any tank is gas freed, it should be purged
with inert gas until the hydrocarbon content of the tank
atmosphere is below the critical dilution line. Check
Flammability Diagram (Line GA).
4-When a ship is in a gas-free condition before arrival at a
loading port, the tanks must be inerted prior to loading.
5-Inert empty cargo tanks
6-Be in operation, or be ready for immediate operation,
during cargo discharge, deballasting, COW and tank cleaning
7-Purge tanks prior to gas freeing
8-Top up the pressure in the cargo tanks when necessary
during other stages of the voyage
9-It must be emphasized that the protection provided by an
inert gas system depends on the proper operation and
maintenance of the entire system.
Inert Gas System Maintenance
There should be close co-operation between the deck and
engine departments to ensure proper maintenance and
operation of the inert gas system. It is particularly important
to ensure that non-return barriers function correctly,
especially the deck water seal or block and bleed valves so
that there is no possibility of petroleum gas or liquid
petroleum passing back to the machinery spaces. To
demonstrate that the inert gas plant is fully operational and in
good working order, a record of inspection of the inert gas
plant, including defects and their rectification, should be
maintained on board.
 Inerting of Empty Tanks
• When Inerting empty tanks that are gas free, for example following
a dry docking or tank entry, inert gas should be introduced
into the distribution system while venting the air in the tank to the
atmosphere. This operation should continue until the oxygen
content throughout the tank is not more than 8% by volume.
Thereafter, the oxygen level will not increase if a positive pressure
is maintained by using the Inert gas system to introduce additional
inert gas when necessary. If the tank is not gas free, the precautions
against static electricity should be taken until the oxygen content of
the tank has been reduced to 8% by volume. When all tanks have
been inerted, they should be kept common with the inert gas main
and the system pressurized with a minimum positive pressure of at
least 1 DO mm water gauge. If Individual tanks have to
be segregated from a common line (e.g for product Integrity}, the
segregated tanks should be provided with an alternative means of
maintaining an inert gas blanket.
Loading Cargo or Ballast into Tanks in an Inert Condition
When loading cargo or ballast, the Inert gas plant should be
shut down and the tanks vented through the appropriate
venting system. On completion of loading or ballasting, and
when all ullagging is completed, the tanks should be closed
and the Inert gas system restarted and re-pressurized. The
system should then be shut down and all safety isolating
valves secured. Local regulations may prohibit venting after
crude oil washing.
Purging: When it Is required to gas free a tank after washing,
the tank should first be purged with Inert gas to reduce the
hydrocarbon content to 2% or less by volume. This is to
ensure that, during the subsequent gas freeing operation, no
portion of the tank atmosphere Is brought within the
flammable range.
The hydrocarbon content must be measured with an appropriate
meter designed to measure the percentage of hydrocarbon gas in
an oxygen deficient atmosphere. The usual flammable gas Indicator
Is not suitable for this purpose. If the dilution method of purging Is
used, It should be carried out with the inert gas system set for
maximum capacity to give maximum turbulence within the tank. If
the displacement method Is used, the gas Inlet velocity should be
lower to prevent undue turbulence.
Gas Freeing: Before starting gas freeing, the tank should be isolated
from other tanks by means of closing valves or blanking off
associated pipelines. When either portable fans or fixed fans
connected to the cargo pipeline system are used to introduce air
into the tank, the Inert gas inlet should be isolated. If the Inert gas
system fan Is employed to draw air into the tank, both the line back
to the Inert gas source and the Inert gas Inlet into each tank that Is
being kept Inerted should be isolated.
Preparation for Tank Entry
To ensure the dilution of the toxic components of Inert gas to
below their Threshold Limit Values (TLVs), gas freeing should
continue until lasts with an oxygen analyzer show a steady
oxygen reading of 20.9% by volume and tests with a
flammable gas Indicator show not more than 1% LFL. If the
presence of a toxic gas such as benzene or hydrogen sulphide
is suspected, gas freeing should be continued until tests
Indicate that its concentration Is below its TLV-TWA. Positive
fresh air ventilation should be maintained throughout the
period that personnel are In a tank, and frequent tests should
be made of both oxygen and hydrocarbon content of the tank
atmosphere. When other tanks in an Inert condition are
either adjacent or Interconnected (e.g. by a pipeline) to the
tank being entered, personnel should be alert to the
possibility of Inert gas leaking Into the gas free tank through,
for example, bulkhead fractures or defective valves.
Escape Route: The most common escape route is the vertical
trunking from various levels in the engine room usually
located forward and leading onto the open deck or right aft
from the stern tube area up to the airlock doors between the
engine room and the steering flat door.
At least two means of escape shall be provided in ro-ro spaces
where the crew are normally employed. The escape routes
shall provide a safe escape to the lifeboat and liferaft
embarkation decks and shall be located at the fore and aft
ends of the space.
Stairway: a standard staircase leading down to the main
storey/other level may be classed as the main escape route,
but as a general rule, you should also have alternative escape
routes from every level or storey. These may be in the form of
doors, escape ladders or external stairs.
Fire Doors: Fire doors are designed to stop the spread of fire
and heat. They help isolate a fire and are key components of
the structural fire protection on each vessel.
Purpose of a fire door:
Fire doors keep escape routes, such as corridors, clear from
fire, giving crews of the ship longer time to escape and better
access for the fire service. They protect the remainder of the
ship, its contents and other nearby places from further
damage.
The requirements for SOLAS fire doors:
SOLAS requires fire doors in A-Class and B-Class bulkheads to
provide equivalent fire resistance to that of the bulkhead in
which the doors are installed.
4 Characteristics Of Fire Doors
1-Door Materials. Security fire doors are constructed from
specifically designed materials that offer greater fire
resistance than a standard door.
2-In tumescent Seals.
3-Automatic Locking Devices.
4-Compliance Identification.
Fire Detectors: Smoke detectors are devices which sense the
smoke and give the signal to the fire control panel.
Unit-4
Fire Detection & Safety System: The safe operation of large,
modern vessels relies on automatic fire detection systems to
quickly alert the crew so that they can take prompt and effective
action to extinguish a fire before it takes hold.
Fire detection onboard the ship?
1. Activate fire alarm or emergency alarm, as soon as noticing of
breakout of fire.
2. Find the origin of fire, CE and all ER members informed.
3. Restrict it, and extinct it on the spot with portable extinguishers
and by other means.
4. Verify the class of fire and decide the type of extinguishing
agents, which should be used.
5. Initial attack must be backed-up with second more substantial
means of attack.
[i.e. Semi-portable or Fire main, follows after portable ones.]
6. Water must be used prudently, since ship’s stability can be
affected.
7. Fixed installation is a back-up, used as a last resort. Usage
of fixed installation in ER fire can cause loss of power and
steering, for a long period of times.
8. Fixed fire fighting installation system can be used as initial
attack on cargo hold fire.
9. Fire must be confined to the space, in which originated; [by
controlling flow of air, by cooling adjacent bulkheads, and by
directing extinguishing agents onto fire].
10. Finally after fire is out, overhauling begins, and check
structural damages.
11. All fire fighting equipment replenished.
12. Cause of fire to be determined, and action taken to
prevent re-occurrence of same type of fire.
If fire is considerable and immense:
1. Sound fire alarm system.
2. Evacuate all ER staff, count them and assign them as per
Muster List.
3. Remote stopping of all fuel pumps, to be done.
4. Remote closing of all quick closing valves, to be done.
5. Remote closing of all skylight doors and ER watertight
doors, to be done.
6. Remote closing of all ER ventilation dampers, to be done.
7. Prime mover and all machinery to be stopped.
8. All ER entry and exit doors, to be closed perfectly.
9. All ER ventilation fans, to be stopped manually.
10. Fixed installation system, to be operated by CE or 2/E in
proper manner.
Fixed fire Detection and Alarm System:
a) This system with manual call points must be able to operate
immediately at all times.
b) Must have two sources of power supply, and visual and
audible alarms for power failure.
c) Control panel should be located on Bridge.
d) Heat, smoke or other products of combustion, flame or any
combination of these may operate detector.
Smoke detector:
1. Installed at stairways, corridor, escape route within
accommodation Space.
2. Also used in Cargo space and Machinery space
3. Maximum floor area per detector = 74 m².
4. Max. distance apart = 11 meters.
5. Max. distance away from bulkhead = 5.5 m.
6. Photocell or light scattering types.
Heat Detector:
1. Maximum floor area per detector = 37 m².
2. Max. Distance apart = 9 meters.
3. Max. Distance away from bulkhead = 4.5 m.
4. Used Bi-metal strip.
5. Fitted in boiler room, laundry, Control Room, Galley.
Flame Detector:
1. Ultra Violet or infrared.
2. Fitted near fuel handling equipment.
Combustible Detector:
1. Fitted in galley, ER fwd bulkhead adjacent to p/p room
under floor plate.
Heat Detector:
1-There may be 3 types; fixed temperature, rate of
temperature rise, or a combination.
2-Rate of rise detector do not respond and give alarm if
temperature gradually increases, e.g. moving into tropical
regions or heating switched on.
3-Tested by portable electric hot air blower.
Fire Control Station on Ship: Fire control plan tells us about
various fire alarm systems, sprinkler installation, extinguishing
appliances, means of escape to different compartments and
decks, and ventilation system including particulars of remote
operation of dampers and fans.
Fire Control Station (SOLAS): A control station in which the
following control and indicator functions are centralized:
1-Fixed fire detection and fire alarm systems
2-Automatic sprinkler, fire detection and fire alarm systems
3-Fire door indicator panels
4-Fire door closure
5-Watertight door indicator panels
6-Watertight door closures
7-Ventilation fans
8-General/fire alarms
9-Communication systems including telephones, and
10-Microphones to public address system.
Fixed Fire Detection System: The fire detection system aims
to monitor for the presence of fire to alert and allow control
actions to be initiated manually or automatically to minimize
the likelihood of fire escalation and the probability of people
being exposed and to minimize the probability of a fire
condition to develop and escalate.
Various Fire Detection & Alarm Systems: They may include 1-
1-Smoke detectors
2-heat detectors
3-Manual fire alarm activation devices
All of which are connected to a Fire Alarm Control Panel
(FACP) normally found in an electrical room or panel room.
Fire alarm systems generally use visual and audio signalization
to warn the occupants of the building.
Unit-5
Fire Fighting Appliances: They are of two types
1-Portable FFA
2-Fixed FFA
1-Portable FFA:
a-Fire Extinguishers
b-Fire blanket
c-Fire Hoses with nozzles
d-Any other portable device
2-Fixed FFA: Fixed Fire extinguishing system: CO2, Foam and water
are used in this type of system, which is installed at different
locations on the ship and is remotely controlled from outside the
space to be protected.
a-Fixed CO2 System
b-Fixed Foam System
c-Fixed Fire main System
CO2 Fixed Flooding System: CO2 flooding system or central
bank CO2 system is one of the common fixed fire fighting
system installed on most of the ships. It releases carbon
dioxide (CO2) in bulk quantity to a protected space (such as
engine room, cargo hold, purifier room, pump room, etc.)
under fire. Smothering action of CO2 extinguishes the fire
thereby preventing spreading of fire to other parts of the ship.
It consist of several CO2 cylinders located in a separate room,
called CO2 room. These bottles contain CO2 in liquid state.
When the fire in a protected space goes out of control or in a
situation when the fire is not able to extinguish by local fire
fighting media, CO2 flooding system comes into picture. CO2
from the bottles directed via common manifold, main valve
and distribution pipe lines to nozzles through which it is
released to the protected space for fire extinction. Due to
safety reasons, the CO2 flooding system is manually released
from a release cabinet located outside the protected space.
Why CO2 is used?:
Carbon dioxide is the fire extinguishing medium used in CO2
flooding system. It is an effective fire suppression agent applicable
to a wide range of fire hazards. It has a high rate of expansion which
allows it to work fast. When applied to a fire, CO2 provides a heavy
blanket of gas that reduces the oxygen level to a point where
combustion cannot occur. Since carbon dioxide is a gas, there is no
clean up associated with a system discharge. CO2, a compound of
carbon and oxygen, is a colorless gas which cause coughing to occur
when inhaled. At higher concentrations it is acutely toxic. Low and
high pressure CO2 is used for the fire protection of machinery
spaces, pump rooms, cargo holds, paint stores and galley exhaust
ventilation ducts on board ships.
1-There are several advantages for the CO2 as a fire fighting
medium. They are:
2-Density is 1.5 times higher than air. So CO2 settles down and
displaces air.
3-It can be easily liquefied and bottled
4-20% – 30% CO2 concentration extinguishes fire by
smothering
5-Non-corrosive
6-Non- conductor of electricity
7-No residues left after application
8-No deterioration with age
Similarly there are some disadvantages also, such as:
1-CO2 is highly asphyxiating. 9% concentration causes
unconsciousness within minutes
2-Very little cooling effect. So there is danger of re-ignition.
3-When discharged, solid CO2 particles present and generate
sufficient static electricity to produce spark.
What are the requirements of CO2 Room: In CO2 flooding system,
carbon dioxide bottles are placed in a separate room called CO2
room. The requirements for location, accessibility, use and
ventilation of CO2 storage spaces as per IMO are:
1-Spaces for storage of cylinders or tanks for extinguishing gas
should not be used for other purposes.
2-These spaces should not be located in front of the forward
collision bulkhead.
3-Access to these spaces should be possible from the open deck.
4-Spaces situated below the deck should be directly accessible by a
stairway or ladder from the open deck.
5-The space should be located no more than one deck below the
open deck.
6-Spaces where entrance from the open deck is not provided or
which are located below deck are to be fitted with mechanical
ventilation.
7The exhaust duct (suction) should be lead to the bottom of the
space.
8-Such spaces should be ventilated with at least 6 air changes per
hour.
Requirements of CO2 Flooding System
1-Discharge requirement is, at least 50% of CO2 discharge to be
carried out in 1 minute and at least 85% discharge in 2 minutes.
2-Capacity of CO2 in the system to be, 1.) 30% of the gross volume
of the largest protected cargo space, 2.) 40% of the gross volume of
machinery space excluding engine casings, 2.) 35% of the gross
volume of machinery space including engine casings for vessels GT
< 20000. Total amount of CO2 cylinders depends on the highest
gross volume out of above 1,2,3 in a particular ship.
3-Safety procedures must be there against unauthorized use of the
system.
4-Machinery space to be fitted with audio-visual alarm and
ventilation blower trip.
5-Alarm must trigger well before operation of CO2 flooding system.
6-Permanent piping arrangements should be made.
7-Manifold, distribution piping to be pressure tested. See Pressure
Testing of CO2 Flooding System below.
8-Diameter of associated pipe lines in the system should not be less
than 20 mm.
9-Copper and flexible pipes are allowed between CO2 cylinder
and common manifold.
10-Distribution pipes to cargo spaces should not pass through
engine room.
11-All stop valves to be checked every month to ensure their
working and position.
12-The CO2 flooding system installation to be checked
monthly for any leakages.
13-All control valves to be tested annually.
Calculation of CO2 Required
1-Quantity of free carbon dioxide calculation at 0.56 m3/ kg
2-Mixing ratio of CO2 based on the volume of protected
spaces to be as follows:
a) Gross volume of engine room space including casing = 35%
b) Gross volume of engine room space excluding casing = 40%
c) Gross volume of purifier room space = 40%
Fixed Foam Fire Fighting System: The foam is made by
discharging a portion of the fire main sea water supplied by
the fire and bilge pump or the emergency fire pump, into the
foam tank. The chemical foam is mixed with the sea water
inside the tank and then forced out of the foam tank by a
syphon tube into the proportioning eductor. Here it mixes it
with the bulk of the fire water supply at a ratio of 3% chemical
solution to 97% sea water as the main supply passes through
the orifice plate of the proportioner, it is then discharged into
the foam/fire main onto deck.
Procedure for Making the Foam System Operational
a) Inspect the level sight glass to ensure that there is sufficient
foam chemical in the foam tank.
b) Check that the fire/foam main isolating valves on deck are
all open, these valves are normally left in the open position.
SOLAS regulation for High Expansion Foam
1-The system shall be approved by the administration.
2-The system shall be capable of manual activation and shall be
designed to produce foam at the required rate within 1 minute of
release. Automatic activation is not permitted unless appropriate
interlocks are provided.
3-The system and control station shall be located away from
protected space.
4-The quantity of foam concentration shall be sufficient to produce
the foam volume equal to at least five times the volume of largest
protected space(E/R), at the nominal expansion ratio, or enough for
30 minutes of full operation for the largest protected space,
whichever is greater.
5-The system should be capable of rapid discharging foam @ at
least 1 meter in depth per minute
8-The operating instruction for the system shall be displayed at
main as well as local control stations.
7-If an IC engine is used as a prime mover for seawater pump
for the system then the fuel tank of that engine shall contain
sufficient fuel to run the pump on full load for at least 3 hours
and reserves of fuel shall be available outside the machinery
space of category A to enable to run the pump on full load for
additional 15 hours.
8-The foam generators shall be located at the place where
adequate fresh air supply can be arranged.
9-The arrangement shall be provided for the crew to safely
check the quantity of foam concentration.
10-The arrangement of foam generators and piping of the
foam system in the protected space shall not interfere with
the access to the installed machinery for routine maintenance
activities.
Procedure for Operating the Foam System from the Fire
Control Station
a) Start the fire and bilge pump or the emergency fire pump
as required from the starter panels in the fire control station.
b) Ensure that the fire main pressure is at 0.6MPa before
operating the following valves.
c) Open the monitor and hydrant valves nearest to the fir
e as required. If a manual foam applicator is to be used it
should be connected before the hydrant valve is opened.
d) The system is at its optimum with one monitor and two
portable applicators in use. Should it be necessary to use
more than this, the effectiveness of the system will be
reduced.
e) Check that foam is issuing from the monitor and applicator
so that the foam can be sprayed where it is required.
After the foam system has been used the remaining contents of the
foam tank must be changed and replaced with a new charge of
foam compound.
a) After finishing with the deck foam system stop the emergency
fire pump or the fire and bilge pump.
b) Close the inlet and outlet valves on the foam tank, then open the
tank drain valve to drain the contents.
c) With the drain valve closed, reopen the inlet and outlet valves on
the foam tank and restart the duty fire pump. Flush through
the tank. Open the forward monitor on the main deck then
operate all other monitors and hydrants for a few seconds to clear
foam residues from the lines.
d) Wait until only clean sea water is discharged from the foam tank
and then stop the duty fire pump. Drain the tank of sea water.
e) Stop the fire and bilge/emergency fire pump(s).
f) Revert all valves to their standby positions.
g) Refill the foam tank as soon as possible, ensure no sea water
remains inside the tank before it is recharged.
Foam Tank For Engine Room or Other Space
Marine Fire Pumps: Marine fire pumps provide the water to
extinguish any fire in a ship. These pumps carry seawater or
foam to put out the fire quickly before it gets out of hand.
Most ships are required to have several of these on board.
Two independently powered pumps must be provided in all
cargo ships of 1000 tons gross and over and in passenger
ships of less than 4000 tons gross. Larger passenger vessels
and passenger ferries must have three such pumps.
Location of Fire Pump in ship: Main fire pumps shall be
located in different compartments separated by at least A-0
bulkhead and shall be powered by main engines.
However emergency fire pump shall be located outside of
engine room and driven by independent engine or emergency
power system.
Location of Emergency Fire pump :- The space containing the
pump should not be contiguous to the boundaries of
machinery space or those spaces containing main fire pumps.
Normally located at Steering Gear Compartment, Aft of
Collision Bulkhead, Shaft Tunnel, Forward part of ship.
Capacity: Shall have capacity not less than 25 m3/hr & pump
should be able to deliver water at following pressure with two
hydrants opens:
Passenger Ship above 4000 GRT : 4 bar
Passenger ship below 4000 GRT : 3 Bar
Cargo ship above 6000 GRT : 2.7 Bar
Cargo ship below 6000 GRT : 2.5 bar
The throw at the top most deck should not be less 12 meter.
Fire Mains: The fire main extends to the full length of the ship
from the machinery spaces to the highest levels monkey
island, from forward to aft, and in full accommodation.
Hydrants served by the fire main, are situated so that with
suitable hose length (30 m) any area on the ship can be
reached to fight the fire with at least two hoses with nozzle.
Main fire pump for normal purpose and emergency pumps
are used for fire main on board ship to fight the fire.
Isolation Valves: Isolating valves separate the segment of the
fire main within the machinery area holding the main fire
pump or pumps from the remainder of the fire main and must
be installed outside the machinery spaces in a readily
accessible and tenable location.
Isolation valves are a key component in any fluid system as
they are used to stop the flow of fluid into a particular area of
the system. They are also sometimes used to manually control
the flow of the fluid.
Fire main line
Relief Valve: These valves are provided at various points in
the fire main line to prevent excessive pressure in any part of
the fire main system.
Drain valves: Drain valve is fitted to drain the fire line when
not in use & also prevent the damage to pipe due to icing,
while V/L is operating in Sub-zero/cold temperature areas.
Fire Hydrants: A fire hydrant is a pipe/point that allows water
to flow from a water main with the control of a valve in order
to put out a fire. Fire Hydrant Protection System is designed to
fight fire of huge proportions, in all classes of risks. They are
arranged in such way through the ship, so that at any point if
fire takes place, two fire hoses can be used to fight the fire.
Fire hydrant safety: Fire hydrants are an important safety
feature of fire main system . They should be used responsibly
and remain unobstructed in the event of a fire.
Fire Hose and Nozzles: Fire hoses with a length of at least 10
meters are used in ships. The number and diameter of the
hoses are determined by the classification society. The nozzle
of diameters 12 m, 16 m and 19 m used on the ship are of
dual-purpose types- Jet and spray mode.
Fire Box
with Hose
Nozzle
Washer &
Spanner
Fire Hydrant
With Fire Box
Fire Man’s Outfit:
(a) Each fireman's outfit must consist of one self-contained
breathing apparatus, one lifeline with a belt or a suitable harness,
one flashlight, one flame safety lamp, one rigid helmet, boots and
gloves, protective clothing, and one fire ax.
(b) Every vessel shall carry at least two fireman's outfits.
According to SOLAS requirements the minimum number of
fireman’s outfit required on board are as follows:
1) For vessels between 500-2500 tons minimum two sets are
required.
2) For vessels between 2500-4000 tons minimum three sets are
required.
3) For vessels 4000 tons and above minimum four sets are required.
In addition, two fireman’s outfits shall be provided for tankers. One
set contains Protective Clothing, Boots, Gloves, Helmets, Electric
Safety Lamp and Axe. However, electric safety lamp and axe are not
included in the unit.
One Complete set of fireman’s outfit include following items.
1, SCBA ( Self-contained Breathing Apparatus)
Required by the Medical First Aid Guide(MFAG) for use in
accidents involving dangerous gases where a portable oxygen
apparatus is not available . A self-contained breathing
apparatus is also required by 1983 SOLAS amendments
Chapter III Regulation 17. Suitable for fire fighting, rescue
work, inspection and maintenance of equipment and other
related activities, especially on board a ship
2. Fireman Suit
Required according to SOLAS regulations Chapter II Reguation
17. “All ships shall carry at least two fireman’s outfits
complying with the requirements.”
In addition, two fireman’s outfits shall be provided for tankers.
One set contains Protective Clothing, Boots, Gloves, Helmets,
Electric Safety Lamp and Axe. However, electric safety lamp
and axe are not included in the unit.
3. Fireman Helmet
Fireman helmet made from the helmet shell, mask(visor), shawl,
buffer layer and other components, with characters of half-helmet
design, fashionable, with anti-sharp objects impact, anti-corrosion,
heat radiation, reflective, insulation.
4. Fireman Rubber Boots
Water proof rubber construction with cloth lining.
5. Explosion Proof Light
This portable explosion proof lamp shell material use ZDL-102
aluminum alloy and molding by die-casting,and coated with a good
paint layer. Lamp case without hole, switch used reed switch and
strong magnetic structure.
6. Fire Proof Lifeline
Combination rope of wire and nylon or hemp rope,complete with
safety snap hook. Available in 30, 40 and 50 meter lengths.
7. Fire Axe
Required with fire fighting gear by SOLAS regulation Chapter III
number 17. “The axe have a pick head with a wood or insulated
handle.”
8. Fireman Safety Belt
A belt for carrying auxiliary equipment of fireman outfit,like Fire Axe,
Explosion-proof Lamp, Fire-proof Lifeline,
The SOLAS 2014 amendments and the Fire Safety Systems (FSS) Code
adopted by IMO Resolutions MSC.338(91) and MSC.339(91) will enter into
force on 1 July, 2014, introducing revised and new requirements for
fireman’s outfit breathing apparatus and two-way portable radiotelephone
apparatuses.
Breathing apparatus
1-Changes to SOLAS regulation II-2/10.10.1 and the FSS Code mean that:
“Compressed air breathing apparatus shall be fitted with an audible alarm
and a visual or other device which will alert the user before the volume of
the air in the cylinder has been reduced to no less than 200 liters.”
2-This applies to ship’s constructed (keel laid) on or after 1 July, 2014.
Ships constructed (keel laid) before 1 July, 2014 must comply no later than
1 July, 2019.
3-New SOLAS regulation II-2/15.2.2.6, relating to ‘Onboard training and
drills’ requires that: “An onboard means of recharging breathing apparatus
cylinders used during drills shall be provided or a suitable number of spare
cylinders shall be carried on board to replace those used.”
4-This applies to all ships on or after 1 July, 2014.
5-New SOLAS regulation II-2/15.2.2.6, relating to ‘Onboard training
and drills’ requires that: “An onboard means of recharging
breathing apparatus cylinders used during drills shall be provided or
a suitable number of spare cylinders shall be carried on board to
replace those used.”
This applies to all ships on or after 1 July, 2014.
Two-way portable radiotelephone apparatuses
1-New SOLAS regulation II-2/10.10.4 requires that: “For ships
constructed on or after 1 July 2014, a minimum of two two-way
portable radiotelephone apparatus for each fire party for fire-
fighter’s communication shall be carried on board.
2-Those two-way portable radiotelephone apparatus shall be of an
explosion-proof type or intrinsically safe. Ships constructed before 1
July, 2014 shall comply with the requirements of this paragraph not
later than the first safety equipment survey after 1 July, 2018.”
Emergency Escape Breathing Device (EEBD): An Emergency
Escape Breathing Device (EEBD) is life saving appliance which
is used for escaping an area with hazardous conditions such as
fire, smoke, poisonous gases etc. As the name mentions, it is
used for quick escape from a situation wherein the individual
has to swiftly vacate his immediate surroundings, i.e., it is a
self-contained compressed air apparatus for escape from a
contaminated environment. The accommodation area
mandates the carriage of at least two EEBDs whereas the
engine room carriage depends on the layout along with the
number of personnel in the space, both complying with
amendments of chapter -3 of Fire system safety code (FSSC).
EEBD for
Emergency
Escape Purpose
EEBD includes the following:
1-Cylinder: This is a compressed air cylinder that with a capacity of
about 600 litres lasting at least 15 minutes of breathing time. The
cylinder is charged with breathing air compressor and suitable
adapter will be used to charge it or it may be charged by an external
authority in port
2-Hood & face piece: This is the part that supplies oxygen to the
wearer from the cylinder and covers his head and face when
evacuating
3-Clear window: A clear window is provided in the face piece and is
made up of flame resistant material for clear sighting and smooth
escaping. Also referred to as the visor, this is in place to ensure
maximum practicable visiibility
3-Pressure Indicator: This is in place to know the remaining
pressure and to know when to recharge the air in it.
SOLAS Requirement
1-EEBD shall comply with Fire system safety code and a spare EEBD
must be kept onboard ship for the purposes of onboard training
aside from those that present to evacuate a designated space
2-EEBD should be approved by the authority.
3-All cargo ships must carry at least 2 EEBD in the accommodation
area.
4-All passenger ship must carry at least two EEBD in main vertical
zones.
5-For ships carrying more then 36 passengers, two EEBD’s are
additionally required in each main vertical zone.
6-EEBD is to be located in easily visible areas of machinery spaces,
mostly in engine control room, workshop and near escape routes.
7-Brief instruction for operation and usage is given with diagrams or
pictures.
Maintenance
1-Check the indicator needle is in the green zone thus
ensuring that no leak has taken place. This should be done
monthly
2-Keep the device case clean. This is also to be done monthly
3-Check and record expiry dates. An EEBD is typically valid for
about 15 years
4-Do not open an EEBD in a designated area. Use the training
piece for the purposes of training
5-The EEBD should be stored with suitable protection devices
and in easy accessible areas. The maintenance of EEBD is
done by shore people or manufacturers only as it has got a
shelf life.
Unit-6
Fire Control, Fire Fighting & Ship Board Organisation: Fire
fighting arrangement has to carry sea water from sea bottom
to fire hydrants. System involves fire fighting pumps, main
line, valves, couplings, hoses and monitors. A minimum of two
main fire fighting pumps and one emergency pumps are used
for this system.
A fire onboard may happen in every vessel and has to be
managed not only successfully, but also quickly, in order to
prevent larger damages or even loss of vessel and crew, which
could happen if the fire spreads. Fire on board is one of the
most dangerous emergencies for a vessel.
 Fire Control & Fire Fighting:
1-As soon as a fire is detected, several actions should be taken
to ensure the safety of the vessel and the personnel.
2-General alarm should be sounded and head count taken.
3-Bridge team should be informed.
4-Fire party should muster
5-The fire should be isolated, by closing ventilation system,
skylights, doors, boundary cooling, etc
6-Before entering the fire space, crew should wear the
appropriate PPE and use the proper fire extinguishing system,
regarding the type of fire
7-Interested parties should be notified.
8-Fire patrol to be carried out.
Emergency Organizational Structure:
1. Emergency Command Centre (Bridge team)
2. Emergency Party
3. Back-up / Emergency Party
4. Engine Room Party (Engine Room Team)
5. Support team
Emergency Plan: The plan should be directed at achieving the
following aims:
1-Rescuing and treating casualties
2-Safeguarding others
3-Minimizing damage to property and the environment
4-Bringing the incident under control
5-Maintaining fire patrol
Muster List: The Muster List, in the a maritime world, is a list
of the functions each member of a ship crew is required to
perform in case of emergency. It is defined in the Chapter III -
Part A of the SOLAS Convention.
The muster list makes up an important part of a ship's overall
emergency preparedness as it describes the duties to be
carried out by each member of a ship's crew in an emergency.
Muster List includes:
1-Closing of the watertight doors, fire doors, valves, scuppers,
Side scuttles, Skylights, Portholes and Similar openings.
2-Equipment of the survival craft and life-saving appliances.
3-Precaution and launching of survival craft.
4-Preparations of life saving appliances.
5-Muster of passengers.
Emergency Signal Description of Signal
General emergency alarm-Seven or more short blasts/rings
followed by one long on vessel’s whistle and internal bells
Withdraw to boats/rafts -Series of long blasts/rings on
vessel’s whistle and internal bells.
Abandon ship/Verbal command from Master or Officer in
Charge To leave the ship
Man overboard- Three long blasts on vessel’s whistle,
repeated as necessary. This signal may be supplemented as
required on internal bells and/or public address
announcement.
Automatic fire alarm: Continuous ringing of internal bells
Muster List Statutory Requirement:
1- Each muster list must specify instructions for operating the
general emergency alarm system.
2- Each muster list must specify the emergency signals
3- Each muster list must specify the actions to be taken by the
crew and industrial personnel when each signal is sounded.
Conduct of Fire Drills and Statutory Requirements for fire
drills:
1-Each member of the crew shall participate in at least one
abandon ship drill and one fire drill every month.
2-However, on vessels less than 45 m in length, the
Administration may modify this requirement, provided that at
least one abandon ship and one fire drill is held at least every
three months.
3-To prepare the crew in dealing with an emergency
situation that may arise because of a fire on board ship.
4-It makes each and every crew familiar with the task he or
she has to perform in case of actual emergency.
5-To train the crew in using fire fighting appliances such
as SCBA, different types of fire extinguishers, CO2 flooding
system, Neil Robertson Stretcher, Inert Gas System, fireman’s
outfit, life jackets, sprinkler system etc.
6-Helps the crew to understand the procedure to operate a
particular fire fighting system and precautions that are to be
taken before operating the equipment. For e.g. there are
certain imperative steps that need to be carried out before
starting the CO2 fire fighting system for the engine room.
7-To make the crew acquainted with the location of the
emergency escape routes which would be used in case of
inaccessibility of a particular zone
8-To familiarize the crew with company’s fire and safety
regulations, important points on personal safety and survival
at the sea, recent safety circulars and M notices, and fire
fighting appliances and preventive measures on ships.
Important points regarding fire drills on ships
1-According to the merchant shipping act, muster and drills
must be according out at regular intervals of time as stated by
the company and law.
2-A fire drill must be conducted within 24 hours of leaving the
port if more than 25% of the crew members have not taken
part in the drill in the previous month.
3-Muster list for the drill should be displayed throughout the
ship in locations where the list can be easily accessed. The list
should also be displayed at the bridge, engine room, and crew
accommodation area.
4-A clear fire control plan should be properly displaced in
important areas throughout the ship
Actions to be taken in case of fire in Boiler Room
1-General alarm should be sounded.
2-Bridge team should be informed.
3-Fire party should muster.
4-The fire should be isolated, by closing ventilation system,
skylights, doors
5-Boundary cooling, etc.
6-Alert engine room
Fire Safety Precautions On cargo ships:
1-Always check with the Master to ensure that the equipment
in use is approved.
2-Combustible materials and clothing must not be kept on hot
systems and equipment and radiators.
3-Gases, chemicals, and other combustible materials must be
stored as per the shipper's or manufacturer's instructions.
Precautions on oil tankers during cargo Operation,
1. Close Accommodation Openings
2. Shut AC if Required.
3. Isolate Window AC Unit.
4. Shut Natural Ventilation.
5. Shut Cargo Tank Lids.
6. Shut Sighting and Ullage Ports.
7. Keep Vents in Operation.
8. Shut Segregated ballast tanks lid.
9. Shut Washing Cover During Tank Washing and Gas
Freeing Operation.
10. Check high pressure alarm.
11. Check gland condition of pumps.
12. Check Strainer cover, inspection plates and drain plug.
13. Check pump room at regular intervals of time.
14. Check alarms and trips.
15. Check Cargo hoses and flange connections.
16. Handle hoses properly.
17. Adjust Hoses when required.
18. Check Flanges:
19. Remove flange with precautions:
20. Check limits of elevation for metal cargo arm:
Automatic Sprinkler System On Board Ship: The sprinkler system is
an automatic fire detecting, alarm and extinguishing system which
is constantly on guard to deal quickly & effectively with the
outbreak of fire that may occur in accommodations and other
spaces.
This system consists of a pressure water tank with water pipes
leading to various places in the compartments. These water pipes
consist of sprinkler head which comes in operation when there is an
outbreak of fire.
The pressurized water tank is half filled with fresh water through
fresh water supply connection. Compressed air is delivered from
the electrically operated compressor or from the air bottle which
raises the pressure to predetermined level.
The pressure in the tank is such that it would be able to deliver
pressure at highest sprinkler head in the system and is not less than
4.8 bars.
Automatic Sprinkler System
 SOLAS Requirement For Sprinkler System
1-It should have fitted in every cargo ship 2000 GT and above.
2-Machinery space of 500 m3 in volume and above required
an additional fixed fire fighting system.
3-Sprinklers should have good resistance of corrosion in
marine environment.
4- The sprinklers shall be resistant to corrosion by the marine
atmosphere.
5-In accommodation and service spaces the sprinklers shall
come into operation within the temperature range from 68°C
to 79°C, except that in locations such as drying rooms.
6-Where high ambient temperatures might be expected, the
operating temperature may be increased by not more than
30°C above the maximum deckhead temperature.
7-A quantity of spare sprinkler heads shall be provided for all
types and ratings installed on the ship as follows:
 Action in case of fire in Accommodation at Sea:
1-Raise alarm & Inform master.
2-Muster all crew- head count. Fire party briefed.
3-Proceed to scene off fire and investigate.
4-Shut down all ventilation.
5-Start emergency fire p/p. Try to fight the fire by
conventional means.
6-Maintain boundary cooling at all times.
7-Close all watertight and fire doors.
8-Isolate electrical circuits.
9-Boundary cooling.
10-Fire fighters to work in pairs properly equipped- investigate
and tackle the fire by conventional means.
Action in case of Fire in Machinery Spaces:
1-Raising alarm,
2-Use portable extinguisher if possible.
3-Use fixed fire fighting system (CO2 / Foam)
3-Shutting ventilators, doors & portholes of the compartment.
4-Start emergency fire p/p. Try to fight the fire by
conventional means.
5-Maintain boundary cooling at all times.
6-Close all watertight and fire doors.
7-Isolate electrical circuits.
8-Boundary cooling.
9-Inform port control if in port
10-Inform concerned authorities (owner, charterer, agents)
Action in case of fire in Cargo Holds
1-Sound the fire alarm from the call point which will be somewhere
near to you.
2-Use the PA system to announce the location of the fire
3-Constant contact must be maintained with the Master as well as
the Chief Engineer
4-Cease all operations in the hold and evacuate any person that
might be inside or in the periphery of the hold.
5-Inform the fire brigade
6-Inform the agents as soon as possible
7-Switch off the blowers in the hold in case there are any
8-Fight fire immediately to the best of the ability, trying to
extinguish it before it grow big.
8-Alert nearby vessels
9-Prepare the ship to go out to sea by own engine or by tugs.
10-Take care to avoid damage to cargo by water in the hold.
 Action in case of fire in Galley
1.Sound the alarm
2.Announce the location of fire via PA System
3.The person who detects the fire, start fighting fire all available
means.
4.The use of blankets, provided as part of fire fighting equipment
for the galley, for the purpose of smothering the fire.
5.If the cause is an electric fire, the action should be Switch off
power supply to the equipment, or if required to the entire galley.
6.Use an appropriate extinguisher either a CO2 or a Dry Chemical
Powder.
7.If it is liquid on fire, oil or cooking fat- a foam extinguisher should
be used.
8.If oily rags are on fire, any extinguisher or water would use.
9.If fire cannot be tackled within the five minutes then
10.Evacuate all person from galley.
11.Shut off exhaust blower of the galley.
12.Seal off all source of inlet of air - portholes, entrance door
etc.
13.Use a water spray through a portholes or an entrance
door.
Action in case of fire in Boiler Room
1-Sound General alarm.
2-Bridge team.
3-Fire party muster.
4-Close ventilation system, skylights, doors & other openings.
5-Start fire fighting and boundary cooling.
6-Inform all the concerned parties.
7-Record all the events
Procedure for Fire Fighting in Port & Dry Dock
1-Ship have limited fire fighting ability at dry dock
2-Nature of jobs involving fire fighting equipments frequent
change in fire fighting plan.
3-Major jobs carried out on deck so that Primary muster
station may change.
4-General Emergency Alarm may be under maintenance, may
not be working.
5-Fire Fighting Appliances may be out for repairs.
6-Ship staff may have availed shore leave.
7-Shore Gangs who are not very much familiar with the ship
may be working at several locations.
 The documented procedure will be —
1) The procedure for informing the yard is documented and is
to be understood.
2) Number for emergency helpline to be conspicuously
displayed
3) Fire lines to be kept charged via shore through ISC
4) Suitable muster station for all teams to be declared and
made aware at beginning of the day along with planning and
allocation of the work
5) Status of general emergency alarm to check
6) Officers at management level to be familiar with dock
evacuation procedure, and dock emergency plan.
7) Logs of attendance for ship and yard personnel to maintain
Keeping Above Points In Mind and the Rest Of The Procedure
Will Be Same:-
1) Person witnessing fire to shout and inform everybody
about nature and location of fire
2) Emergency teams to fight the fire and evacuate casualties
3) Support team to help in boundary cooling, evacuation, first
aid etc.
4) Technical team to cut necessary electrical supply etc.
Advantage Of Documented Procedure:-
1) Documented plans are ship specific and hence more
effective
2) Personal specific responsibilities are delegated and
therefore resources can be quickly mobilized
3) Documented procedure helps in quick familiarization
4) Documentation, ship plan etc. help shore personnel to access
situation suitably
5) Avoids duplication of efforts, confusion and chaos
6) It reduces damage to property/ and loss of life
7) It helps in insurance claims
8) It helps analyze procedures and enable improvisation
9) Human error due to poor decision making is minimized.

Likewise there are so many contingencies which are covered in ISM

and all have documented procedure.
1-Raise the fire/general alarm.
2-Collect all the information available at this point.
3-Activate the fire and bilge pumps.
4-Close fire and watertight doors as necessary.
Procedure for Re-entry after off fire onboard ship
1-Allow time to cool down.
2-Ensure breathing apparatus,
3-Explosion proof lights and gas analyzers are present for
making an entry.
4-On confirming that the fire has extinguished
5-Remove all chances of re-ignition of fire
6-Ensure the room is cool enough (boundary cooling).
7-Exchange air inside the room by using forced air blowers.
8-Contineuos fire patrol and monitoring of fire area..
Rescue Operation from affected compartment on ship:
Following precautions and procedures are to be followed for
quick and effective rescue operation supposing a victim is to
be rescued from an enclosed space.
General emergency to be announced through the ship’s
alarm.
1-A responsible officer to be made in charge of the operation.
2-Adequate man power to be present for the operation
3-Two trained persons to be ready with SCBA and PPE.
4-All prior checks to be carried out on SCBA used in the
operation.
5-Life line to be used by the entry person.
6-Communication equipment (walky talky) to be given to all.
7-Torch lights to be taken along.
8-Extra ready breathing apparatus to be kept stand by.
9-In charge of operation to be present at entry point
coordinating the operation.
10-Breathing apparatus to be carried by rescuing party along
with stretcher for the victim.
11-If not possible to carry SCBA, EEBD to be carried instead.
12-A life line to be tied out in the stretcher of the victim so
that it can be guided and lifted out of the tank.
Never attempt to rescue a person alone from confined spaces.
Always call for help, plan a quick rescue operation and do it
with proper equipments and team efforts. Have a sequential
record of activities carried out for future requirement.