Slide 1

ILO 8 & 9Midshipmen Portugal, Ambat, Romana, and Vargas

Fire in Galley, Accommodation, Engine room or Cargo spaceIts hard to prepare for fighting a fire on board a recreational boat, but a good safety measure is to consider the three most likely areas for fires galley, electrical panel and engine compartment and then think through the different scenarios and how to best respond. You may want to install a marine fire suppression system in the engine compartment since this is an area where a fire may not be detected until its seriously out of control.Fires are often referred to as a boats worst enemy, so take extra precautions to prevent fires and know how to extinguish them once they ignite. Remember, the boat can be replaced, you cant. Boat fires can quickly burn out of control. Be prepared to abandon ship.FIND the fire and determine its size.INFORM all passengers, move them away from the fire and get them into their life jackets, prepared to abandon ship. Make a distress call to the U.S. Coast Guard and nearby vessels.

RESTRICT the fire Close hatches, ports, etc. to reduce the air supply to the fire. Shut off the power to electrical systems in the affected space. Close off fuel/gas lines and ventilation. Maneuver vessel to put the fire downwind and minimize the winds effect in spreading the fire. If fire occurs at the dock, move passengers and any portable fuel tanks ashore.EXTINGUISH the fire Quickly determine the class of fire, appropriate equipment, extinguishing agent and method of attack. Try to put the fire out with whatever you determine is appropriate extinguisher, fire blanket, water buckets, etc.. Throw burning items over the side. Activate any built-in fire suppression systems, first ensuring that all passengers have been evacuated from the fire area. Once the fire is out, assign someone to watch for re-ignition. Consider using water to cool the fire site once the flames are extinguished. Cancel May Day if assistance is no longer needed.Warning: If water is used for extinguishing the fire, dewatering procedures should begin at the same time to avoid impairing the vessels stability.

Know the Types of FiresFire is composed of heat, fuel and air. Remove any one of those elements and the fire goes out. Before fighting a fire, you need to know what type of fire youre dealing with, and especially if electricity is involved. There are four types of fire, classified according to their fuel source, and these types can also occur in combination. Fire extinguishers approved by the U.S. Coast Guard for marine use are designated by a letter that corresponds to the class of fire on which it can be used effectively, and a Roman numeral that refers to the relative size of fire the extinguisher and the amount of extinguishing agent it contains. The larger the number, the greater the amount.

Class A:Common combustibles, such as wood, paper, and plastic can be tackled effectively with a cooling agent, such as water. Extinguishing foams and dry chemicals can also be used.Class B:Flammable liquids or gases - including oil, grease, paint thinner, alcohol, LPG and gasoline. These are spread by water, so use a smothering agent, such as foam, dry chemicals or carbon dioxide (CO2) instead. If the fire is being fed by an open valve or broken fuel line you will need to stop it at the source, if possible. Attempting to put out a fire with an open fuel source risks an explosion; only chance it if you must put it out to reach the shut-off valve or to save a life.Class C:Electrical equipment, conductors or appliances. Always try to shut off the electricity first to eliminate the source of ignition and the chance of electrical shock. Use only non-conducting fire extinguishing agents, such as CO2 or dry chemicals. Understand that dry chemicals may ruin electronic equipment.

Class D:Combustible metals, such as potassium and sodium and their alloys, magnesium, zinc, zirconium, titanium and aluminum. These burn at a very high temperature and often with a brilliant flame for example, in marine flares. Do not use water as it can cause the molten metal to splatter, inflicting burns on anyone nearby and possibly spreading the fire. Instead, use a dry powder made especially for this type of fire or, if possible, jettison the burning material overboard.

Two basically different types of equipment are available on board ship for the control of fires. These are small portable extinguishers and large fixed installations.

Types of fire extinguisher

Water Fire Extinguishers:The cheapest and most widely usedfire extinguishers. Used for Class A fires (Common combustibles). Not suitable for Class B (Liquid) fires, or where electricity is involved.Foam Fire Extinguishers:More expensive than water. Used for Classes A & B fires (Common combustibles & Flammable liquids or gases ). Foam spray extinguishers are not recommended for fires involving electricity, but are safer than water if inadvertently sprayed onto live electrical apparatus.Dry Powder Fire Extinguishers:Often termed the multi-purpose extinguisher, as it can be used on classes A, B & C fires. Best for running liquid fires (Class B). Will efficiently extinguish Class C gas fires, Special powders are available for class D metal fires.

CO2 Fire Extinguishers:Carbon Dioxide is ideal for fires involving electrical apparatus, and will also extinguish class B liquid fires, but has NO POST FIRE SECURITY and the fire could re-ignite.Halons: a compound in which the hydrogen atoms of a hydrocarbon have been replaced by bromine and other halogen atoms; very stable; used in fire extinguishers although it is thought to release bromine that depletes the ozone layer.Wet Chemical: use to extinguish woods, papers or textile and also for cooking oil.

Color Coding

Prior to 1st Jan 1997, the code of practice for fire extinguishers in the UK was BS 5423, which advised the color coding of fire extinguishers as follows:

Water-RedFoam-CreamDry Powder-BlueCarbon Dioxide(CO2)- BlackHalon-Green(now 'illegal' except for a few exceptions such as the Police, Armed Services and Aircraft).Wet Chemicals- Yellow

Fire Extinguishers

Portable extinguishers are for small fires which, by prompt on-the-spot action, can be readily extinguished or contained before they escalate. However, altough they may be highly effective, their capacity is limited.

The fixed installation is used when the fire cannot be fought and restrained by portable equipment or there is perhaps a greater danger if adjacent areas were to be set on fire.

A sea water supply system to fire hydrants is fitted to every ship. Several pumps in the engine room will be arranged to supply the system. An emergency fire pump will also be located remote from the machinery space and will be independent means of power. A system of hydrant outlets, each with an isolating valve, is located around the ship and hoses with the appropriate snap-in connectors are strategically located together with the nozzles. All the working areas of the ship are thus convered and a constant supply of sea water can be brought to bear at any point to fight a fire.

The automatic spray or sprinkler system provides a high level of safety for passenger and crew. A network of sprinkler heads are situated throughout the accomodation areas and the machinery spaces and supplied with water under constant pressure. The sprinkler head is closed by a quartzoid bulb which contains a liquid that expands considerably on heating. When the air temperature rises to a predetermined level, the liquid expands, breaks the bulb and releases a diaphragm seal to allow water flow. A deflector plate on the sprinkler head causes water to spray out over a larger area. The advantage of this system is that only areas of direct heat are wetted more distant heads remain inactive.

Portable Fire ExtinguishersFiremain and Hose reel system (manual actuation)

Automatic Spray / Sprinkler

Fixed Fire Extinguishers

ProceduresRaise the Emergency alarm.Determine Location of the fire/explosion.Check for oil/hazardous substances, pollution & possibility of one.Determine any casualties and provide FIRST AID if necessary.Find out thetype of fire.If necessary start the fire pump.In case of engine room fire start the emergency fire pump and close the isolating valve.Close all the QCVs (quick closing valves).Contain and extinguish the fire (usingfixed systemif necessary).Set upemergencydistress transmitter and keep ready for use.

Important points to consider for fire prevention on board shipsExhaust leakages and steam leakages should be promptly attended.Ships 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 duringsafety meetings and weekly drills.

Rescue of victims in an enclosed spaceAll enclosed or confined spaces should be considered unsafe for entry until proven otherwise. If there is an unexpected reduction in or loss of ventilation, in spaces which are usually ventilated by whatever means, then those spaces should also be considered as dangerous.Any enclosed or confined space may have an atmosphere deficient in oxygen, and/or contain flammable or toxic fumes, gases or vapors, thus presenting a major risk to health or life for anyone entering it. Areas in which an unsafe atmosphere is present or can arise include cargo holds, double bottoms, cargo tanks, pump rooms, compressor rooms, fuel tanks, ballast tanks, cofferdams, void spaces, duct keels, inter barrier spaces, sewage tanks, cable trunks, pipe trunks, pressure vessels, battery lockers, chain lockers, inert gas plant scrubber and blower spaces and the storage rooms for CO2, halons and other media used for fire extinguishing or inerting.

Such enclosed or confined spaces should not be entered except upon the explicit instruction of the master or the responsible officer. If a deficiency of oxygen or the presence of toxic gases, vapors or fumes is suspected in any space, then that space should be considered dangerous.The crew should be drilled periodically in confined spaces rescue and medical first aid

Precautions on entering dangerous spacesBefore a space is entered, the following precautions should be taken, as appropriate, to make it safe for entry without the need for breathing apparatus, and to ensure that it remains safe whilst seafarers are inside:(a) a competent person should make an assessment of the space and a responsible officer should be appointed to take charge of the operation.(b) the potential hazards should be identified.(c) the space should be prepared and secured for entry(d) the atmosphere should be tested.(e) a "permit-to-work" system should be used.(f) entry procedures should be established and followed.(g) continuous ventilation should be maintained throughout.

Additional precautions, including the use of breathing apparatus, should be taken where the latter has been followed and an unsafe atmosphere has been established.A seafarer should not enter a dangerous space to attempt a rescue without first having called for assistance and then having donned a breathing apparatus. Even then entry should not be made until assistance arrives.

Procedures and arrangements before entryAccess to and lighting within the space should be adequate.No sources of ignition should be taken or put into the space unless the master or responsible officer is satisfied that it is safe to do so. A rescue team and resuscitation equipment should be available for immediate action. The resuscitation equipment should be positioned ready for use at the entrance. Only trained personnel should be assigned duties at entry, functioning as attendants or as members of rescue teams.The number entering should be limited to those persons who actually need to work in the space and could be rescued in the event of an emergency. At least one person, trained in entry procedures and the action to be taken in the event of an emergency, should be detailed to stay by the entrance whilst it is occupied.

A communication system should be agreed and tested by all involved, to ensure that persons entering the space can keep in touch with the person stationed at the entrance.A communication system should be set up between the officer on watch and the person stationed at the entrance.It should be checked that entry with breathing apparatus is possible before entry is allowed. The extent by which movement could be restricted, or the removal of a casualty could be hampered, by the use of breathing apparatus, lifelines or harnesses should be ascertained.Rescue harness lifelines should be long enough for the purpose and easily detachable by the wearer, but should not otherwise come away from the harness.

Procedures and arrangements during entryThe space should be continuously ventilated whilst occupied and during temporary breaks. All persons in the space should leave it immediately should the ventilation system fail.Whilst the space is occupied the atmosphere should be tested periodically. Should there be any deterioration in the conditions all persons should leave immediately. Work should stop and all persons should leave the space if unforeseen difficulties or hazards occur. The situation should then be reassessed. If any person working in a space feels in any way adversely affected he should give a pre-arranged signal to the person standing by the entrance and immediately leave the space. A rescue harness should be worn to facilitate recovery in the event of an accident. The general (or crew) alarm should be sounded in the event of an emergency, so that immediate back-up can be given to the rescue team.

Following precautions and proceduresAre 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 theships alarm.A responsible officer to be made in charge of the operation.Adequate man power to be present for the operationTwo trained persons to be ready withSCBAandPPE.All prior checks to be carried out onSCBAused in the operation.Life line to be used by the entry person.Communication equipment (walky talky) to be given to all.Torch lights to be taken along.Extra readybreathing apparatusto be kept stand by.In charge of operation to be present at entry point co-ordinating the operation.Breathing apparatusto be carried by rescuing party along with stretcher for the victim.If not possible to carrySCBA,EEBDto be carried instead.A life line to be tied out in thestretcherof 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.

Heavy weather damage, with particular reference to hatches, ventilators, and the security of deck cargoA significant proportion of cargo claims dealt with by the Club arise during conditions of heavy weather. Cargoes may shift from their stowed positions, and particularly container sized cargo, (in respect of which the carrier may have no control over its stowage and securing of cargo within individual containers) and heavy cargoes such as steel. As to the latter, the nature of the cargo itself may make it difficult to achieve a tight and secure stow, and also results in the dead-weight capacity of the vessel being reached whilst the vessels centre of gravity remains comparatively low. This leads to a high meta-centric height (GM) and a stiff ship. The short rolling period which thus results can give rise to dynamic forces in heavy weather which can overcome even the most careful efforts to secure the cargo.Even if the integrity of the stowage is not compromised by heavy weather, damage frequently results from seawater gaining access to the vessels holds, typically via hatch covers, ventilators, access hatches, sounding and air pipes.

In heavy weatherthe ship issubject to heavystrain and stresses. The motions of the ship in heavy seas are: pitching, rolling, surging, heaving, yawing and swaying.The other stresses experienced by the ship are hogging,sagging, pounding and pooping. If it is thought that the ship will meetbad weather, precautionarymeasures are always tobe put intoeffect. The Boatswain, whousuallyreports totheChief Officeron thebridge ateight o'clock,or fourbells, in orderto get his instruction forthe day's work,is given special duties.He istold: l.tocheckand double,ifnecessary,allcargolashingson deck 2.to batten down allhatches,manholes etc 3.totighten alllifeboatgripes 4.to removeall ventilatorheads,plug the entryports,andfit coversonthem 5.to clearallloosegear fromthe decks 6.to make quitesurethat allthederricksaresecured.

Rescue of survivors from another ship or the sea

Initial ActionsAfter receiving the distress message from vessel, take immediate contact with nearest coastal radio station and repeat the distress message if the station does not know already.

Inform the coastal radio station of your vessels name, call sign, position, speed, and confirm that you are heading for distress position.

Request information from the vessel/persons in distress.

Listen on the emergency frequencies

The coastal radio station will inform whether your assistance will be needed. If not needed, proceed for original destination. Make a report to the Company about extent and means of the search and rescue action.

Before reaching the search area or distress area, organize the crew into groups and establish a watch arrangement with continuous lookout from several positions. Keep continues radar watch.

Consider - the type of rescue methods which may be used under prevailing conditions. Prepare to pick up survivors from sea.

Pick up wreckage for identification if time permits.

Rescue of Survivors from the SeaSurvivors in the sea must be regarded as being in imminent danger. The quickest possible rescue is required.

All survivors must be hauled out of the sea in a horizontal position in order to avoid the fatal shock effects of the loss of water pressure against the body when it is taken out of the sea in a vertical position. If possible, spread out a net under the survivor and roll him horizontally out of the sea and over the railing of the rescue boat

Rescuers, who jump into the sea to assist, must be secured by a line and use immersion suits

Survivors must be given the appropriate treatment for the circumstances. Be aware of the dangers of hypothermia

End of Rescue ActionIf a survival craft or other boats have to be left adrift after rescue operations, the nearest rescue centre must be notified. Information about the position, description of the boat, weather conditions, possible drift etc., must be given together with information about possible radio-transmitters that are automatically sending out distress signals in the area

Notify all earlier contacts when the rescue operations have been ended, and cancel distress calls and messages

Leakages and Spills of Dangerous CargoProcedure for spill emergencies: Seagoing chemical tanker design and operational routines all aim at reducing the risk for environmental pollution. Nevertheless: accidents can happen or be caused by improper action by anyone involved on board, ashore or by other ships. Traditional thinking rules that the vessel and her cargo should be salvaged on the basis of the values they represent. With chemical and oil cargoes this is not necessarily true. It is more a matter of containing the cargo on board or by other means until the situation can be mastered with due regard to weather, shipping etc.

The biggest risk of a cargo spill is during cargo handling operations, either because of equipment failure or improper handling procedures. Cargo spills are therefore most likely to happen in port. In the event of a spill, the following actions should be taken immediately. Activate the alarm.

Stop all cargo operations and close valves and hatches.

If alongside a berth, notify the terminal staff of the chemicals involved and possible risk posed to personnel.

Notify local port authorities, usually through the terminal staff.

Prohibit smoking and use of naked lights throughout the ship.

Clear all non-essential personnel from the area.

Close all accommodation access doors, and stop all non-closed circuit ventilation.

Arrange for main engines and steering gear to be brought to stand-by.

The primary factor affecting response will of course be the chemical or chemicals involved, but the action to be taken depends on the circumstances of the spillage, as well as its size and location. If there is a possibility of cargo or cargo vapor entering any accommodation or engine room air intake, appropriate preventive steps must be taken quickly. As a general rule, there should be a full initial response to any spill, the emergency party wearing the appropriate protective clothing and breathing apparatus.

Safety of personnel and the ship should take priority over environmental care. If it is possible and safe to do so, the released liquid should be pumped or washed into a slop tank or other containment, or collected for safe disposal using absorbent material. However, if it is not safe or if there is any doubt, the spillage should be washed overboard with very large amounts of water. If at sea, the tanker should be maneuvered so as to disperse the vapor away from the ships accommodation.

For small, localized and contained spills, it may not be necessary to implement all the action points in the ship's contingency plan. However, the master must always keep in mind the local circumstances, the nature of the chemical involved, and the potential harm to personnel, ship's structure and the environment. In most cases it is better to overreact than to delay action.

The general advice for a corrosive cargo spillage on deck is to wash the spilled liquid overboard with large quantities of water from as far away as practicable. A fog nozzle should be used and not a direct jet of water. The emergency team should wear appropriate protection, approach the spill from upwind and direct the spray of water to the edge of the spill, gradually working towards the centre. The use of water on a fuming acid and other strong acids will initially cause a vigorous reaction that will cause increased fuming. However, this will be temporary while the spillage will be dealt with rapidly. If at sea, the ship should be turned off wind.

Tank leakage within the shipLeakage from a cargo tank into void or ballast spaces may cause damage to materials or equipment, and may create an explosive atmosphere and a potential personnel risk. The actions to be taken may differ depending on the product involved and other circumstances such as the weather, but should as a minimum include the following: Identify the products involved and the risks associated with them.

Clear the area of all non-essential personnel.

Identify the location of the leak

Transfer the product in the leaking tank to an empty tank, if at all possible.

Consider notifying port and local authorities, and ship's operators.

Commence remedial measures.It should be borne in mind that individual ship has got own characteristics and limitations may involved handling various chemical cargoes . The master and all personnel in all cases must be aware of cargo/ship information that has been given and comply with relevant safety procedures.

Grounding / StrandingStranding can occur for a number of reasons:

Bad navigationFaulty navigation instrumentsBad weatherEngine breakdownetc.

In case of stranding, take at least following actionsStop engines immediately (it happens that a ship runs aground with very little speed on a very soft bottom with very little slope) and that nobody on the bridge or in the engine room has felt it)Sound general alarmWatertight doors to be closedVHF watch maintained on channel 16Broadcast to other vesselsSound signals, Light / Shapes to be exhibited especially important in case of fog)Deck lighting switched onCheck position on chartTake note of any valuable information (time, course steered, speed, log, eventual maneuvers, etc.)Sound bilges, tanks

Immediately take overboard soundings around vessel to check on what type of sandbank the ship is lying.If the ship is on top of a flat sandbank the danger of breaking in two is minimal. If the ship lies on a mountainous sandbank the risk of breaking is real and the stress on the ship enormous. In that case urgent action must be taken:

try to free the ship by giving full astern (or full ahead) with successively the rudder to hard starboard and hard port (a lot depends on the type and size of ship)call the assistance of tug boatsconsider jettison of cargo (to throw cargo overboard). Be careful of risk of pollution

Evaluate risks of pollutionInform Company and any third parties if relevant (P & I Club, Hull underwriters, Port authorities, etc)Update if necessary vessel's position in radio room, satellite terminal and other automatic distress transmitter (GMDSS)Consider danger of the situation and if possible take picturesConsider further actions with consideration for:

salvagerisks of sinking (emergency message, EPIRB's, abandon ship)secure position (change of tide, weather, stream, stress risks, stability)assistance, port of refuge, oil spillsKeep the Company always informedEnter every action taken in the log book

Abandoning ShipThe decision to abandon ship is usually very difficult. In some instances, people have perished in their life raft while their abandoned vessel managed to stay afloat. Other cases indicate that people waited too long to successfully get clear of a floundering boat.Once the decision is made:Put on all available waterproof clothing, including gloves, headgear, and life jacket.Collectsurvival kit.Note present position.Send out MAYDAY message.Launch life raft attached to ship.Launch dinghy attached to life raft.Try to enter life raft directly from the boat (if impossible, use minimal swimming effort to get on board).

Don't forget the EPIRB (emergency position indicator radio beacon).Get a safe distance from the sinking vessel.Collect all available flotsam. The most unlikely articles can be adapted for use under survival conditions.Keep warm by huddling bodies together. Keep dry, especially your feet.Stream a sea anchor.Arrange lookout watches.Use flares only on skipper's orders when there is a real chance of them being seen.Arrange for collecting rainwater. Ration water to maximum one-half quart per person per day, issued in small increments. Do not drink seawater or urine. If water is in short supply, eat only sweets from survival rations.

Other proceduresFollow muster alarm listeach crewmember should have their lifejacket oneach crewmember should immediately join his emergency station to prepare the lifeboats or to start to clear away the inflatable life rafts.The responsible officers employed on damage control duty should report regularly to the masterUpdate vessel's position, in radio room, Satellite terminal and other automatic distress transmitters (GMDSS)Send distress message / alert other vesselsCheck if all crewmembers and passengers (if any) are presentSearch for missing personnel (especially in the engine room and at night in accommodations)Activate EPIRB'sManeuver vessel in proper position / stop engineIf possible, prepare ship's documents (especially the log book)After rescue, inform company

Importance of drills and practicesThe purpose of carrying out any kind of drill on the ships is to make the crew acquainted with various procedures to be followed during emergency situations.It is a way to make the ship personnel acquainted with the equipment and methods that are to be used during a crises situation.

To prepare the crew indealing with an emergency situationthat may arise on board ship.It makes each and every crew familiar with the task he or she has to perform in case of actual emergency.Helps the crew to understand the procedure to operate and precautions that are to be taken before operating a certain equipment. For e.g. there are certainimperative steps that need to be carried out before starting the CO2 fire fighting systemfor the engine room.

To make the crew acquainted with the location of the emergency escape routes which would be used in case of inaccessibility of a particular zoneTo familiarize the crew with companys safety regulations, important points on personal safety and survival at the sea, recent safety circulars and notices, andpreventive measureson ships