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Marine Incidents

THE FIRE SERVICE COLLEGE LIBRARY Lt ,RA Y MORETON-IN-MARSH GLOUCESTERSHIRE -6 JUl1999 GL560RH --... FIRl: ~tKVILt ~ULLtGE 01608 812050 MORElON.IN.MARSH, GLOS, GL56 ORH [email protected] .

MUKr"lVl'-U.' J. ~-- GLOUCESTERSHIRE GL560RlI The Fire Service (01608) 650831 Ext.338 [email protected]:

I :; * 0 0 0 9 6 5 0 8 S *

HM Fire Service Inspectorate Publications Section London: The Stationery Office Marine Incidents

© Crown Copyright 1999 Published with the permission of the Home Office Preface on behalf of the Controller of Her Majesty's Stationery Office

Applications for reproduction should be made in writing to The Copyright Unit, Her Majesty's Stationery Office, St. Clements House, 2-16 Colegate, Norwich, NR3 IBQ

ISBN 0 11 341231 2 This book, Fire Service Manual, Volume 2, Fire Service Operations - Marine Incidents, supersedes Part 2 of book 4 of the Manual of Firemanship. The guidance provided replaces and updates, as Cover photograph: appropriate, information previously published on Northern Ireland Fire Brigade this subject.

Half-title page photograph: Previous editions of the Manual have described Northern Ireland Fire Brigade fireboats and seamanship, but as there are now very few such craft in use with Brigades these sub­ jects are no longer included. Each Brigade with a boat must devise its own specific training and pro­ cedures, arrange liaison with relevant authorities and ensure compliance with appropriate local, national and international rules of operation.

Some Brigades have arrangements with tug com­ panies to use their tugs for firefighting, and this aspect is briefly covered.

Safety is of paramount importance. The need for the consideration and implementation of suitable measures, as outlined in the 'Fire Service Guides to Health and Safety' (see 'Further Reading') should always be borne in mind by all personnel when attending operational incidents.

Printed in the United Kingdom for The Stationery Office J84831 6/99 C50 5673

Marine Incidents III J ------....--....------....--....--....--....-- Marine Incidents

Contents

Introduction ix Chapter 1 Ship Con truction 1 1.1 Common features 1 1.2 General Cargo ships 2 1.3 Container Ships 8 1.4 LASH ships and barge-aboard ships 15 1.5 Roll-On Roll-Off (RO-RO) ships (other than passenger car ferries) 15 1.6 Insulated Ships 15 e 1.7 Tankers 18 1.8 Chemical and Gas Carriers 21 1.9 Bulk Carriers 25 1.10 Passenger Vessels 27 1.11 H.M. Ships 32 Chapter 2 Ship-board Fire Protection 35 2.1 Legislation 35 2.2 Requirements 35 2.3 Fire Detection and Alarm Systems 37 2.4 Fixed Fire Protection 37 2.5 Ship Plans 44 Chapter 3 Factors Relevant to Marine Incidents 47 3.1 Legislation 47 3.2 Responsibilities 47 e 3.3 Preplanning for Major Incident 48 3.4 Use of Fire and Salvage Thgs, Launches etc. 50 3.5 Pollution 50 3.6 Salvage 53 Chapter 4 tability 55 4.1 General 55 4.2 Buoyancy 4.3 Gravity 56 4.4 Equilibrium and Heeling 57 4.5 Metacentric Height 58 4.6 Free Surface Effect 59 4.7 List or Loll? 61 4.8 Vessels in Shallow Water 62 4.9 Stability Procedures 62 4.10 Other Considerations 66 e 4.11 Collision Damage 66

Marine Incidents V J Chapter 5 Fighting Ship Fir in Port 67 Glossary of Terms 121

5.1 General 67 Further Reading 127 5.2 Strategy and Tactics 67 53 Use of Water 71 Acknowledgements 128 5.4 Use of Other Extinguishing Media 73 5.5 Ventilation 74 5.6 General Cargo Ships 75 5.7 Container Ships, LASH, and Barge-aboard Ships 77 5.8 Ro-Ro Ships (including Ferries) 77 5.9 Insulated Ships 78 5.10 Tankers 80 5.11 Passenger Ships 81 5.12 Royal Naval vessels 82 5.13 Bulk Chemical carriers 85 5.14 Gas Carriers 86 5.15 Fires in Parts of a Ship 87 Chapter 6 Incidents at ea 91 6.1 Legal Position 91 6.2 Contingency Plans 92 63 Dealing with the Incident 97 6.4 Salvage lUgs 99 6.5 Abandoning, Beaching and coming into port 99 6.6 Sea and Air Sickness 100 Chapter 7 Dangerou ub tances on Ships and in Port Areas 101 7.1 General 101 7.2 Identification of Hazards 101 73 Segregation of Dangerous Goods 102 7.4 Emergency arrangements by Port Authorities 102 7.5 Dealing with the Incident 102 Chapter 8 Inland Waterway 105 8.1 General 105 8.2 Dangerous Substances 107 83 Other Hazards 107 8.4 Brigade Procedures 108 Chapter 9 Other ~larine Ri k 109 9.1 Yachts, Marinas and Boat Yards 109 9.2 Historic Ships 111 93 Floating Restaurants etc. 113

Chapter 10 Training and Safety 115

10.1 Managing Marine Incident Safety 115 10.2 Training 117 e

VI Fire Service Manual Marine Incidents VU Marine Incidents

Introduction

Fires on board ships can be both complex to deal tactics of fighting fires on ships is followed by fur­ with and at times, may test the expertise of fire­ ther guidance for tackling fires involving different fighters and their physical endurance. Such inci­ types of vessels, with different cargoes, both in dents almost always present the Fire Service with port and at sea, and the various factors involved difficult problems. In port, firefighters will have to are considered. The issue of liaison and preplan­ take into account such factors as the type of ship, ning, which necessarily involves the sometimes the location of its berth, whether it is loading, contentious area of responsibility at ship fires, is unloading, refitting or under repair, its cargo, the discussed in some detail. Advice is given on how degree of accessibility and the availability of fire­ to identify and deal with dangerous cargoes. boats or fire tugs. At sea there will be problems of Particular problems relating to inland waterways, getting personnel and equipment aboard. marinas, historic ships and floating restaurants are also covered. A chapter on training and safety The increase in shipping generally has made inci­ gives details of managing marine incident safety dents more likely, particularly those resulting from and basic training requirements. At the end of the collisions, and these incidents may be complicated book is a glossary of the special terms used in con­ by the presence of dangerous materials, the car­ nection with shipping. riage of which is continually increasing. Any coastal Fire Brigade might find itself faced with a major incident, and even brigades without a coast­ line could have to deal with incidents on canals and navigable rivers.

To cope effectively with such incidents firefighters require a good background knowledge of shipping generally. Brigades must also ensure that familiari­ sation systems are in place so that personnel are made aware of any particular risks in their own areas (including transient or temporary risks). Liaison with the relevant authorities, commercial organisations etc., is essential, as is adequate pre­ planning.

This book looks initially at ship construction in general and describes the principal types of ship which firefighters are likely to encounter. The mar­ itime legislative controls covering fire protection provision on board merchant ships are outlined together with the basic requirements for the differ­ ent types of vessel. The fundamental principle of the important, but complex subject of ship stabili­ ty is also covered. A section on the strategy and

Marine Incidents IX arine Incidents

e. arine Incidents

Chapter 1 - Ship Construction

The variety of hipping controls, provIsions for preventing and dealing with fire, etc. Ships serve various purposes, the most common being the carriage of different natural and manu­ 1.1 Common feature factured goods, the carriage of passengers, the conduct of military operations, fishing, sport and Firefighters should be aware that despite the dif­ leisure, and assistance to other navigation. The ferences outlined above, many ships do have cer­ table below shows some of the main divisions. tain basic common features. Figure 1.1 shows some features which most ships have, together Ships designed or adapted for each of these pur­ with the terms used in referring to them (other poses vary greatly according to their precise func­ terms will be explained in the text as they are tion; the volume of goods or number of passengers encountered, or in the glossary, and firefighters carried; the requirements of the individual owners; should ensure they are familiar with them all). the practices of different ship-builders; different Similarly all ships have decks (floors), horizontal­ national legislation; the age of the vessel; the pref­ ly dividing one part of the ship from another. erences for different materials or techniques to These are usually of the same material as the ves­ achieve the same ends. Clearly this book cannot sel but, palticularly on passenger vessels, are often give details of everyone: it therefore only attempts sheathed in timber or a plastic composition. In to describe some of the more important features of large ships of metal construction the steel plating the types which firefighters are most likely to is built up on a series of ribs; there are watertight encounter. Firefighters should take any opportuni­ bulkheads (vertical walls), di iding the interior of ty that presents itself to get on board ships and the ship into sections, and at ach end of the ship familiarise themselves with construction, layout, there is a fore or after peak igure 1.1) used to

WARSHIPS PASSENGER & FISHING CARGO SHIPS SPECIALIST LEISURE VESSELS VESSELS

ir raft arri r Passenger Crui "e Ship Trawlers Bulk Carrier Cable laying hip

Frigate Ferries Drifters Containers hips Re earch e el

Mine weeper Catamaran Whaling hip LASH ships Salvage ve eL

Submarine Hovercraft Fa tory ship Ro-Ro ships & Buoy Tender ve el Sto-Ro Ships Royal Fleet Combined Carrier Pri on Ship uxiliary Tankers Hydro~ il ve Is Historic Ships Chemical Carriers Yachts Dredgers Ga arriers

Marine Incidents 1 Figure 1.2 Sections through three common Hatchway types ofcargo ship.

SINGLE DECK SHIP 'TWEEN DECK SHIP SHELTER DECK SHIP WITH 'TWEEN DECK After t__...... ;;"";;",;,,,L Watertight 1__ Fore I peak bulkheads peak

of the ship, or other means of sub-division. In a cargo: on the upper deck this may consist of con­ Bilge few vessels the transverse (across the width of the tainers stacked up to four high. Heat can distort the Cargo space sounding ship) bulkheads between the holds do not extend metal of hydraulically/mechanically/electrically • Insulated cargo space J 1. pipe as far as the upper deck but terminate at the one operated hatch covers and make them inoperable; Shelter decks • Water balest tanks below. The upper deck is known in such a case in such cases they must be manually forced. Feed water tanks Tween decks as the shelter deck, and the space immediately below it is known as the shelter 'tween-decks (c) Means of access to 'tween decks • Fresh water tanks Limber (Figure 1.2). This is essentially an open area, but and holds Lower hold boards • Diesel oil tanks v may have some means of partitioning if desired. r--- V The most common means of access are: Oil fueltanks "- J. I ",D< There are various superstructures above the upper­ Oil fuel or w.b.tanks \ Bilge Double most continuous deck; design, layout etc., vary (1) Ladders Coffer dams bottom from ship to ship. Part of the superstructure will These are the principal means. Usually they lead comprise the bridge (the platform from which the down from one side or end of a hatchway; some­ Figure 1./ Section through a cargo ship with shelter and 'tween deck, showing the lay-out ofholds, machinery spaces etc. vessel is steered, navigated and controlled); the times they are reached by a separate small or remainder may be used for cargo, stores, machin­ booby hatch. The ladders may be staggered at carry stores, water ballast, or occasionally fresh goods. The holds, numbered from bow to stern, ery or accommodation. different deck levels. water supplies. On some modern ships the super­ may be as many as eight but more usually five for structure may be of lightweight aluminium alloy vessels engaged deep-sea, or less on those engaged (b) Hatches (2) Mast houses rather than steel, but generally this material is in coastal traffic. There may be oil fuel and water Trunkways may lead from a mast house on the more likely to be found on the smaller fast passen­ ballast tanks at their sides, more especially In the deck over each hold is a large opening or upper deck to the lower hold (Figure lA). These ger craft such as catamarans or Royal Naval ves­ towards the ship's centre. More modem ships hatchway to give access for loading and unload­ contain ladders giving access to the various decks, sels. Plastics are being used more for a wide range tend to have their machinery towards the stem ing; sometimes there is more than one. These the lower hold and the double bottom. They may of purposes: structural features, fittings and, in (Figure 1.6), older ones towards the centre, but this openings usually extend across the deck for about also act as ventilators, with cowls on top of the accommodation areas, decoration. Such materials does not affect the general principles of the d~ign. one third of the beam, but may be much wider. mast house (see below). can create special firefighting problems: the plas­ 'Tween decks have similar openings, usuaIly in a tics for instance can produce smoke and toxic Normally each hold is separated from adjoining direct vertical line. All are protected by hatch cov­ (3) Trimming fumes rapidly and in large quantities. spaces by watertight steel bulkheads running ers. On the upper deck, these are usually of a These are small openings, usually about 600mm across the ship, any openings in these being fitted watertight, steel construction with hydraulic or square, which are sometimes found in the 'tween 1.2 General Cargo Ship with watertight doors. On the simplest ships each electric operation. There are various designs decks in the far corners from the main hatches. hold is a single compartment between two bulk­ (Figure 1.3). 'Tween deck hatch covers may be (a) Ship decks and holds heads, extending from the inner bottom to the similarly operated, but flush-fitting, as in type 2 of (4) Hatches upper deck. On more complex ships there are addi­ Figure 1.3, or may consist of separate steel sec­ (Arrangement of decks and holds) tionally one or more intermediate or 'tween decks, tions like the individual leaves of types 3 and 4. (5) Bilges and tanks some of which may exist between certain bulk­ The sections are usually flush to the deck and are Water from the bottom of the hold, and usually any Figure 1.1 shows a typical general cargo ship, heads only. 'Tween decks may themselves have not self-powered but have to be lifted by cranes. from the 'tween decks, perhaps with oil residue, designed to cany the largest possible number of longitudinal bulkheads running on the centre line All hatch covers are designed to take the weight of drains down to bilges at the outer edge of the

2 Fire Service Manual Marine Incidents 3 double bottom tanks or into sumps in the tank (6) Ventilators tops. The water is pumped out through pipelines Most modem cargo ships have mechanical ventila­ connected to bilge pumps in the machinery space. tion of holds, with supply and exhaust fans. On Bilge sounding pipes, one for each side of each some older vessels, however, there may be a free hold, enable measurement of the water depth. flow air system, using cowl ventilators. In this sys­ Sounding pipes may also be utilised for lowering tem, shafts lead to the below-deck areas from thermometers when assessing a fire in a cargo above deck cowls which can be rotated into and hold. Bulk carriage of coal is susceptible to fires out of the wind. Some cowls are fitted with steel and it would be a daily routine to measure and log flaps which can, if necessary, be closed to prevent Weather deck these temperatures. There is also likely to be the entry of air; in other cases the cowl can be 'roller path' cover access to the bilges via hatches from the lowest lifted off and the shaft blocked with a plug and deck (Figure lA). canvas cover.

Figure I.4 Section and ~ Mast e\ ) plan ofone type of mast house, and access to trunkways.

Mast house

® 'Tween deck cover

.'.:. : Shelter deck .:.; : ;.;. : ~~ ..... : ~P: \ ~lll 'Tween deck

Weather deck cover

SECTION Access through manholes to double bottom

Bulkhead 1 Weather deck' single pull' cover .-:1- PLAN ABOVE DECK PLAN THROUGH HOLD Figure 1.3 Diagrams showing various types of hatch covers found on cargo ships.

Marine Incidents 5 4 Fire Service Manual J

_------iil _ • (d) Other ship features (3) Shaft tunnel and tunnel escape A shaft tunnel runs from the engine room aft and (1) Deep tanks contains the intermediate shafting between the Fore peak ballast tank -_...... _ A deep tank may replace the lower hold immedi­ engine and propeller shaft (Photo. 5.14). It is quite ately in front of, and sometimes behind, the often used for the storage of paint, drums of lubri­ machinery space. It may carry water ballast, oil or cating oil, etc. A watertight door links the tunnel KEY cargo. (See also subsection (4) below). The deep and the engine room; methods of opening vary but Ballast pipelines 100mm tank hatch cover is bolted on, and can be removed there is generally a wheel in the bulkhead of the ...... -.. _ _ . if necessary, but access can also be obtained accommodation area immediately above with local Bilge suction pipelines100mm through a manhole cover. control. An escape trunk fitted with a ladder leads , up from the tunnel to an upper deck. The Bilges (2) Machinery spaces ladder may lead down only as far as the tunnel These basically consist of engine and boiler rooms deckhead, with hand and foot holds then leading to shut off from the holds by watertight bulkheads. the tunnel floor. Ships with the engine aft may not Valve SuctIon Inlet o Modern ships have additional areas containing have a shaft tunnel. There will then be a means of • Bilge sounding pipe 38mm such items as pumps, electrical switchboards, escape (or entry) from low level in the engine switch gear etc. The engine room may, on older room. Ballast pump about ships, be separated from the boiler room by a bulk­ 250 tonne per hour. head, but this will be pierced by an opening which (4) Water ballast and fuel system • Bilge pump about &0 may not be watertight. The spaces have their own Cargo ships must have provision for the carriage i I tonne per hour. ventilation. On modern ships they are usually on of water ballast since otherwise, when not fully Deep tank above can : : loaded, they would present too large an area to the be used for ballast - .....4iI-_ ..: • fi the stern, in older ships at the centre. They can be Ii : reached by ladder from an upper deck; these have wind and have their propellers only partially I I !, a steep pitch and could be greasy. submerged. As already noted, water ballast can be •••I carried in the fore and after peaks and in the deep Although very few dry cargo ships are steam dri­ tank. Additionally, the hull of most ships has a ~ Discharge overboard ven, about 7% of tankers, gas tankers, cruise and double bottom space of 750-1200mm in depth, .... Sea suction inlet container ships are still powered by steam. The which is divided into watertight compartments. Machinery space ---1--1--1-_ majority of ships have diesel engine propulsion This provides a safeguard in the event of ground­ ~ DI.scharge overboard and large diesel generators and pumps, so no ing and is also used for extra water ballast, feed .... Sea suction Inlet longer have traditional boiler rooms. There may be water for the boilers and oil fuel. Fuel oil is carried small boilers and incinerators within the machin­ in double bottom tanks or in the deep tank, or in ery spaces or in a separate compartment. the wing compartments and cross bunker spaces.

Figure i.5 (Opposite) General lay-out ofballast tanks. pipelines and bilge suction pipelines ofa typical cargo ship.

Tanks '-5 are formed by watertight bulkheads In the double bottom.

After peak ballast tank Figure i.6 Modern general cargo ship. An escape trunk fitted with a ladder would run up from the shaft tunnel through the aft peak.

Marine incidents 6 Fire Service Manual 7

• The fact that the cargo is not actually handled on Marine diesel engines use heavy fuel oil which covers are strengthened to take the weight of the refrigerated containers on deck. These may have needs pre-heating. On Liquid Natural Gas ships board the ship has reduced the number of fires, but containers. Some holds are insulated (Section 1.6) motors driven either by an integral diesel engine or any 'boil-off' from the cargo is used as engine fuel. the lack of lifting equipment combined with diffi­ and carry containers attached by flexible pipes to by electricity fed through flexible cables from the Cofferdams usually separate compartments con­ culties of access to the doors of the containers are the ships refrigeration system. There may also be ship's power installation. taining oil from those containing fresh water or what may cause operational problems with cargo cargo. They are double watertight bulkheads, usu­ fires on this type of vessel. Some container ships ally transverse, with a space of about one metre are 'open topped' and there are no hatches between between them. the on deck cargo and the cargo below decks. J

From the fuel storage tanks, the oil is pumped to Containers are constructed to internationally settling tanks in the machinery space and heated, agreed dimensions; the standard sizes are 6.1 x then purified by means of a centrifuge before it is 2.44 x 2.44 metres and 12.2 x 2.44 x 2.44 metres, passed to the fuel pumps. The excess oil from the with a maximum carrying capacity of 20 and 30 centrifuge or burners should collect in oil bilge tonne respectively. Containers are usually made of holding tanks. According to the Safety of Life mild steel, stainless steel, steel-and-aluminium at Sea (SOLAS) Convention. (See Chapter 2: alloy, fibreglass, or combinations of these materi­ the oil should have a flashpoint not lower than als. They vary considerably in design: apart from 43 degrees C.) the standard models for miscellaneous cargoes there are insulated and refrigerated containers, Filling or emptying any tank (or cargo space) will open-top models, bulk models and tank models General Cargo Container affect the ships stability, especially if it has a free (Figure 1.7 and Photo's 1.2 and 1.6). They may surface area of liquid. (See Chapter 4) be of single or double wall construction. Containers may be found on road vehicles, rail­ 1.3 Container Ships ways, stacked in ports or at cargo handling centres or factories. (a) Types Container ships range in size from very large Previously, ships have carried their cargoes in bulk ocean going vessels (Photo's 1.1 and 1.4) which or as individual items. Nowadays, however, most may carry over 6,000 containers to smaller feeder packaged cargo is carried unit loads. The trend has vessels which can'y containers to and from the been towards optimising the time a ship spends at major ports in the area, and there are ships which sea carrying cargo (i.e. earning money) and min­ have only part of their capacity for carrying con­ imising the time spent in port handling cargo. This tainers, the rest being Ro-Ro, or conventional is achieved often at the expense of efficient use of cargo space. the space aboard ship. Even a ship which looks !-"- • conventional may have doors in the side and lifts (b) Features for loading palletised cargo with fork lift trucks. Dry Bulk Container The logical development of this is containerisation The design of container ships varies. The super­ Refrigerated Container where the work of loading the cargo into the con­ structure can be located in different positions and Integral Unit Type tainer is done ashore. These containers are then may comprise up to 12 decks with the engine room rapidly loaded into the ship when it arrives in port casing in the middle, surrounded by the accommo­ and the ship is turned around very quickly dation. These vessels do not normally have a shaft (Figures 1.8 and 1.9). The cargo inside the con­ tunnel, so access to the engine room is from the tainer is not handled from the time it is loaded into decks only (Figure 1.9). Access to the holds is via the container until it arrives at its destination hav­ the very large hatches provided for loading and ing travelled by several modes of transport. The unloading, or from a working alley below the main equipment to handle the cargo, costing millions of deck on port and starboard sides; this has small pounds, is invested in the ports, the ship has no hatchways fitted with ladders. There can be up to Tank Container means of handling its own cargo and in some cases 12 holds, each having perhaps two or three loading is unable to remove hatches without assistance hatches. On some types, the top containers rest on from ashore. the upper deck, in which case the deck and hatch Figure 1.7 Examples ofdifferent types ofcontainers.

Fire Service Manual 8 Marine Incidents 9 A C=:::!:I--B r-'-'-" r---" r---, r---, I-t-----'J ...L_---.... ~---, t-:.::~

t----, ~:._--{ t----~ ~-_':-1 L:::~~:::~ l-----1 .... ---.., E:~:3 f:=:~ c t:::~ ~:::j r----J .. - --.., \o:::.-..u...... = ... ..----j e----; r----t r---j t----~ :-----1 ---, ~---~ r----Jr---..,

,-,- -T --r--,---r--r- -,- - r --r--r--, ,,II,1,II111 IIIIIIIIIIII ~--I-- ... --I----l- - f- --~ --f- - -1---1---1---1 IIIIIIII I III II11111111,I

III II II I1 III A. Wheelhouse H. Upper fore peak M ~_~ __ ~ __ J ~ __ ~ __ :__ ~ L__ ~ __: ~ 8. Accommodation J. Lower deep tank • I t I 1 I I ,I III 1 1 I I " I,I 1 I 1 C. Engine room K. Lower fore peak tank ~--,--, - -, :- --r- --+---H---t--T--, 0'1 L.Oeeptank • II I. fill III III"I : I1 • 1 • E. J Fo'c'sle stores M. Passage N ,---1- - T - --I r --,- --,- - -, t- - -I- - -r---I F. N. Upper wing tank (ballast) ::I :: :: :: ::: r--I---.!--...J .. __ .,. __ .., __ ., L __L_"-\ __., G. Upper deep tank O. Lower wing tank (fuel oil) III I, II I' III Deadweight tonnage - 28,000 tonne III :1 II :: :II I--..J...J'-----j-- -;----::-- -i--i---, i - -,- --r--...... _-; Capacity. 816 - 12m containers I 11 II 'I I o --.j.--~ '--_'__ -I--~ 1---'-- IIIIII I :: I: ': :

Figure J.9 A profile and cross-section ofa container ship of28,00 tonne dwt.

Photo. J.1 Container ship, also showing dockside facilities. (HMFSJ)

10 Fire Service Manual Marine Incidents 11 J -_.....-.....-...... --.....-.....-.....-.....-- Photo. 1.3 Container handling. (Essex Fire and Rescue Service)

Photo. 1.2 Container markings. (Essex Fire and Re>cue Service) Photo. 1.4 Container ship being loaded. (Essex Fire and Rescue Service)

Marine Incidents 13 12 Fire Service Manual moving platform at the stern. These ships can carry 12 barges on the lower deck, 12 on the main deck and 14 on the upper.

1.5 RoD-On Roll-Off (RO-RO) Ships (other than passenger car ferries)

These vessels have loading ramps via which vehicles can drive on and off (Figure 1.10). A particular example is the bulk carrier which can transport very large numbers of cars (2000 is not uncommon and some carry very many more) (Figure 1.11 and Photo. 1.7). One important fea­ ture is the large number of decks: 12 is typical. As on partial container ships, these decks may be adjustable, i.e. suspended on cables so that they can be raised, lowered or removed to facilitate loading, unloading and the carriage of different cargoes.

A vessel designed to carry general cargo and/or containers, in addition to vehicles, may be referred to as a Sto-Ro ship; this type of ship may still carry a large number of cars. Sto-Ro ships have remote­ Photo. 1.5 Container handling equipment. (Essex Fire and Rescue Service) ly-controlled watertight doors in the holds, to shut Figure 1.10 Typical skew-ramp for loading vehicles off part of the ship if it springs a leak. onto a Ro-Ro. The cars are usually driven onto the ship through bow or stem loading doors and into position via Some container ships are being designed especial­ ramps, then secured. The car spaces are like large ly for use at ports where there is no conventional hangars, with no bulkheads, and headroom is very handling gear. These have access to cargo spaces limited. They usually have mechanical ventilation. through doors in the bow, and carry equipment Movement across them is very restricted because such as bogies and heavy duty fork-lift trucks for the cars are very tightly packed together. When the loading and unloading. loading doors are closed, main access to the car decks is via stairs in the accommodation section 1.4 LASH ships and barge-aboard and through sliding doors. ships 1.6 Insulated Ships 'LASH' stands for 'Lighter-aboard ship'. A lighter is a large floating box into which various goods, For the carriage of some cargoes, such as food­ often mixed, can be loaded and which is then lift­ stuffs, it is necessary to keep the temperature of ed aboard by crane. Some ships can carry between the hold constant. To achieve this a ship may be about 70 and 90 lighters and may have both insulated wholly (Photo. 1.8) or in one or more lighters and ordinary containers on board at the holds only; it is not uncommon for an ordinary same time. cargo or passenger ship to have an insulated hold. The material used for insulation varies: it may be Barge-aboard ships have three continuous cargo non-flammable or it may be a flammable sub­ decks, with no hatch openings on the top as stance such as cork. Sometimes both are used loading is carried out horizontally by means of a together. The material, fitted between the ship's Photo. 1.6 Container tank. (Essex Fire and Rescue Service)

Marine Incidents 15 14 Fire Service Manual j ______..tr _ Figure I.ll Photo. 1.8 Arrangement of Refrigerated ship. portable car decks (HMFSf) in a bulk carrier.

"::l ~ "":lI -::!I

"::l ~ "":lI "::l

"':lI ~ '::! ~

'::! :"" '::! '::! Figure 1.12 Sectional view ofa type of Insulated plug hat~ch~====~g:i~~r~~:::~i Car deck 1 insulated ship showing 2 the insulation, brine 3 pipes and plug hatches. Plan sections oftwo Upper 4 decks are shown below. deck 5 6 7 Lower 8 'tween deck Double bottom tank~! Double bottomtank ;;;;;;;;;;;Z;;;:ZZZZ::;;:ZZ;;;;;;j;ZZ;Z;;ZZZ;;;;;;;;:;Z:ZZ;Z;Z;;;;; Brine grids Pipe duct

Lower deck

Bilge plug Insulated plugs Suction duct Side of ship ------I

I-----f1 (L ~_•... -- ...::=

lie 1==== t ~t ,.e I ~ t ==~ _t:t.at~~ ~ l.~a.!~.~..! 111 l. .. I 1 Delivery It I L=t,..- &__ &_~_ Brine grids u....L1I-==--=---=:"'::;:---duct ~'1!.J!toiIiil!iiii::1!ii;i5:Ji!,;i·5a;4--in ducts Fan and brine grid compartment I~spection compartment

Upper 'tween deck Lower •tween deck Photo. J.7 Bulk Car Carrier.

16 Fire Service Manual Marine Incidents 17 Figure 1.13 Sectional view ofthe hold of Cooler room an insulated ship, showing air ducts and thermometer tubes.

III CD ~ o Cl ca.. to) ~ to) CD C

_Airdelivery ducts

~ structure and an inner lining of wood carriers and product carriers. Large tankers '" or metal, are "'"~ wholly envelops each insulated hold (Figure 1.12). generally used for the carriage of crude oil (crude ~ ;;; Any tween decks within the hold are similarly oil makes up approximately 80% of the oil carried -8 insulated. After loading has been completed, each by sea). They are classified by their oil cargo ] hatchway is closed with an insulated plug hatch capacity: large crude carriers (LCCs), 100,000­ ",' .S'" (Figure 1.12). There are thermometer tubes, one 200,000 tonne; very large crude carriers (VLCCs), ~ 200,000~00,000 .::z., pair per deck, for each hold. Water, steam or C02 tonne; ultra large crude carriers <::>. can be injected via these (Figure 1.13). (ULCCs), over 400,000 tonne. Product carriers j are ~ smaller (typically 20,000 tonne) and carry refined ~ In the holds there may be ducts to circulate cooled products from oil refineries. There are 'Ci' small ~ air and these may penetrate bulkheads. coastal tankers, typically 3,000 to 6,000 Where tonne, dis­ E:'" actual refrigeration tributing products ..c is necessary there may be brine to small ports. There is now also 'i '"~ pipes a growing a. instead of ducts. Gas compression and evap­ trend to carry clean products (refined) ~. ~ oration methods are used to cool from the Arabian Gulf in 100,000 0 ID <:::l the brine, tonne I which tankers. ~ in turn cools the air. The gas is usually freon but C:l C ~ (b) 0 .~ may be C02. Construction III .;; ~ ca <::> c .ll: 'a ..s:::: .ll:" ca C" C 0 '" 1.7 Tankers In both types most of the hull is given over to ca .. III E \.) ...... E \.) cargo space, the oil being carried in oil-tight CD .!!" CD.. E com­ Cl E 0 0 s2 ca CD "i ti 0 l,) (a) Types partments bounded by the hull and transverse 'a .Q ~ .. l,) -«: 0.. 'i .. CD ca :I CD .. ~ bulkheads, which extend about ;; CD .z:. c ~ three-quarters of ... :t .. .s! ~ 0 ca 11 CD Tankers are designed the length of the ship, (,,) .. c .. for the bulk carriage of oil they are further divided by 0 <5 ~ u. w to) ~ (Photo. fore and ;:,: 1.9). There are two basic types: crude oil aft bulkheads which divide the tanks into .~ k.

18 Fire Service Manual Marine Incidents 19 Scrubber

Inert gas blanket Boiler ..:-.-:.: : : :.: : . L..-_----' .....•.•...... •.. :....•••...... •.....: . :.:.:.:.::::::::::::::.::::::::::::::.:::::..:::: Turbine .:.:.:.: :.~ - : : . ::::::::::::.:~ Cargo. :::::::::::::::: ...... ••:...... •....•...... •....•.....•...:.:.:.:...... •.....•.....:.:.:.:.:.:.:.: :.:•:.:.:.:••::*.-:.:.:.:.:.:.:.:.:.::...... •.....•...... ••:....•.•...... -:.:.:-):.:.

Figure 1.15 Schematic diagram ofship inert gas system.

Photo. 1.9 Product Tanker. (Caproin G. Slollery) 1.8 Chemical and Ga Carrier them by a coffer dam, void space, pump-room, empty tank or mutually compatible cargo. They two or three across the ship's breadth. This makes the bridge, and then accommodation areas, gal­ (a) Bulk chemical carriers should have separate pumping and piping systems the vessels very stable because of the reduction in leys, stores etc. which, unless encased in a tunnel, should not pass free surface effect (see Chapter 4). These tanks are The bulk carriage of chemicals is now extensive. through other tanks containing chemicals that separated from the rest of the ship by coffer dams (c) Loading and discharging of cargo Some of the chemicals carried are harmless but might react; and they should have separate ventila­ (occasionally by pump rooms and water ballast others are highly dangerous: they may be easily tion systems. tanks) (Figure 1.14). The product carriers tend to Oil cargo is loaded and unloaded through large flammable, with a low ignition temperature; they have more tanks than the crude carriers and with hoses and hard-arms connecting the deck pipelines may also be toxic, corrosive or harmful in The tanks in which the chemicals are caITied can more complicated pipeline systems to allow differ­ to shore-lines. Loading is achieved by shore some other respect. The construction of chemical be either integral, i.e. forming an essential part of ent grades of cargo to be handled. There are pumps, whilst unloading is done by the ship's carriers must take account of these dangers the ship's hull, or independent, i.e. not forming usually no double bottoms under the cargo space, pumps. Valves control oil flow on the ship: they (Figure 1.16). part of the hull structure. In modern ships, the though there are under the machinery space. may be operated by hand-wheels on the main deck tanks have linings that can be of epoxy, zinc sili­ Newer tankers are being built with double bottoms and in the pump room, or alternatively they may be Some ships are specifically designed to carry one cate, or stainless steel. The allocation of cargoes to under the oil tanks to lesson the likelihood of oil hydraulically powered and/or remotely controlled chemical and are generally quite small. More the various tanks will depend not only on the car­ pollution after a grounding, although this may from a cargo control room. Some large modern common, however, are the large parcel tankers goes' compatibility with each other (and with any introduce new risks in terms of unobserved corro­ vessels have a free flow system of cargo handling, which can carry a number of different chemicals at residue which may be left over from previous car­ sion, confined spaces that have to be entered and in which the oil is allowed to pass from one tank to the same time. The International Maritime goes), but also on their compatibility with the tank potential explosive atmospheres. Bunker oil may another through bulkhead valves; this reduces the Organisation (IMO) has drawn up a code of safety linings, since these can be damaged by contact be carried in the machinery space double bottom, amount of pipework needed. Product tankers may provisions to which all chemical carriers should with certain chemicals. and also in a deep tank just aft of the cargo tanks, have a simple ring main pipeline to handle differ­ conform. A major provision is that all chemicals, and in cross-bunker tanks. The superstructure is ent grades of oil; alternatively, there may be a cen­ except those in the safest category, must be caITied All cargo tanks should have an appropriate venti­ usually all concentrated at the after end of the ship tral or twin duct system running the full length of in tanks located away from the sides and bottom of lation system; certain substances require special above the machinery space. It can consist of up to the ship. The oil discharged from the tanks is usu­ the ship; certain minimum distances are specified ventilation arrangements. In some cases it is also seven decks: the top or 'monkey island' contains ally replaced simultaneously by inert gas as a fire for this purpose. There are also requirements on necessary to have special controlled atmospheres the standard magnetic compass, direction finder precaution (Figure 1.15). cargo separation. Cargoes which react dangerous­ in cargo tank vapour spaces and in the spaces sur­ loop, signal mast, aerials, lights etc.; below this is ly with other cargoes should be separated from rounding the tanks. This can be achieved by:

20 Fire Service Manual Marine Incidents 21 1 ------_..>------Photo. 1.10 Small Gas Tanker. Foam guns

the insulation when full; or (d) independent, self­ In view of the low boiling point of the liquefied • = Pumproom supporting metal tanks with a single or double gas, cargoes have to be carried under more than C =Centre wall, not forming part of the hull. In shape they P = Port atmospheric pressure, under refrigeration or under S =Starboard may be cylindrical, spherical, or straight-sided, or a combination of the two (Figures 1.18 and 1.19). conform to the contours of the hull, and their loca­ tion may be in the holds or on the decks, side by Refrigeration may be as low as -50 degrees C in Figure 1.16 Bulk chemical carrier showing tank numbering system. side, or on the centre line, or in pairs to port and the case of LPG carriers, and -164 degrees C in starboard (Figure 1.17). The vessel may also have LNG carriers. In the latter, the cargo tanks have to topside wing tanks, usually to carry water ballast. be insulated not only to prevent cargo evaporation (i) inerting filling the space with a gas which movement to a person wearing protective equip­ will not support combustion and ment. Access ladders should not be vertical, and which will not react with the individual platfOlms should be fitted with guard cargo (see Chapter 2 - 4 (e»; rails. The entries to void spaces, cargo tanks and other spaces in the cargo tank area should, like­ (ii) padding separating the cargo from the air wise, be accessible for a person wearing BA, and Motor room by means of a liquid or gaseous there should be direct access to the cargo tanks filling; from the open deck.

(Hi) drying keeping the cargo free of water or (b) Gas carriers steam by separating it off with I moisture-free gas. Gas carriers most commonly carry liquefied Cargo tank 2 I I',I , petroleum gas (LPG) but some carry liquefied 1-\.------., J 1 Fuel I Fuel 1 Although some chemical carriers have several natural gas (LNG) or chemical gases such as pump rooms, an extension of the conventional ammonia. They are normally of an all-aft design tanker, the more popular trend is to do away with but the number, position and form of their tanks cargo pump rooms. Each tank would be fitted with vary (Photo. 1.10). They can be (a) integral tanks, a permanent submersible pump which would have forming an essential part of the vessel's hull; its own separate discharge line and manifold (b) membrane tanks, consisting of a thin metallin­ which greatly reduces the chance of cargo contam­ ing (or two linings with insulation between them) ination. Where pump rooms are found they should supported by the insulating material within the be so arranged as to ensure unrestricted passage, ship's hull; (c) semi-membrane tanks, which stand and access to cargo control valves to permit ease of alone when empty but expand to be supported by Figure 1.17 General arrangement ofLPG carrier.

22 Fire Service Manual Marine 1ncidents 23 Figure 1.18 4,l00m3 semi-pressurisedljully Water ballast Invar tongues for refrigerated LPG/ attaching Invar strakes Ethylene gas carrier.

Insulation

Invar steel membrane (primary membrane)

Plywood box filled with Perlite (primary insulation)

Water ballast Invar steel membrane (secondary membrane)

Section Detail Membrane and insulation Engine compartment

Figure 1.19 TOP: Pressurised ship. Profile 900 m3 capacity gas carrier.

BELOW: Figure 1.20 Gas transport using membrane tank system, showing type ofinsulation used around the tank. Semi-pressurisedljully refrigerated LPG/ Ammonia carrier with 12,600 m3 capacity. will be machinery spaces on the cargo deck asso­ Particular problems that might occur with these ciated with re-liquefaction of the cargo. All pipe­ ships are poor ballast capacity, decreased stability, work is on deck on a gas tanker, pressure relief the absence of a cargo control room and difficul­ valves lead to a riser up the mast. Liquefied ties with safety valves (those for chemicals and Natural Gas is not liquefied on board and has to those for gases are not interchangeable). rely on boil-off and insulation to keep cold. 1.9 Bulk Carriers (c) Combined chemicaVgas vessels General cargo vessels are not entirely suitable for There may be, in the future, an increasing number carrying bulk cargoes such as grain, ore or coal. of ships having features of both types of vessels Special bulk carriers have therefore been devel­ mentioned above and designed to carry both chem­ oped for the transport of such goods. There are and pressure build-up within them but also to pro­ mobile Monnex dry powder units. Such vulnerable icals and gases either separately or at the same four main types as described at (a)-(d) below. tect the rest of the ship's steel structure against low­ areas as cargo tank domes, compressor rooms and time. Some already in service have very sophisti­ Those carrying more than one type of cargo are temperature embrittlement. Balsa, polyurethane the front of the superstructure are protected by cated cargo systems and can carry a wide range of known as combination carriers. foam, perlite and polystyrene foam are some of the water-spray systems. C02 or other inert gas sys­ both commodities. They can accommodate a con­ materials used for this purpose (Figure 1.20). tems could be found protecting the engine room siderable spread of cargo pressures, specific grav­ (a) General bulk carriers and generator areas etc. ities and temperatures, with facilities for both heat­ These ships are usually equipped with inert gas ing and direct (vapour) or indirect (circulating liq­ These have a large cargo hold volume with large generators and the large types with fixed and Only smaller coastal vessels carry fully pres­ uid) cooling and extensive cargo tank insulation. hatches having heavy, watertight steel covers. mobile firefighting systems. To cover the tanks surised cargoes in strong steel tanks, larger vessels The tanks are few and relatively large with a small There should be a substantial ballast capacity and manifolds, remotely controlled dry powder will be partially or fully refrigerated, although number of hatches. Cargo is moved by pumping or (Photo. 1.11). monitors may be installed, plus handlines from there may be pressurised vessels on deck. There by pressurising the tanks with air or nitrogen.

Marine Incidents 25 24 Fire Service Manual tight. Ore is calTied in the centre holds with the be converted from a general bulk carrier to a car wing and ballast tanks empty; oil is carried in the can'ier by the lowering of a number of car decks. holds and in the wing tanks. The vessel has pipework and pumping systems similar to those of 1.10 Passenger Vessels a crude carrier, and there is usually some fonn of cargo handling gear near the pump house. (a) Passenger car ferries

(d) Ore/Bulk/Oil carriers (OBO) These vessels (Figure 1.22 and Photo. 1.12) typi­ cally carry 250-500 cars, fewer if larger vehicles These vessels carry ore, oil or general bulk cargoes are carried. They usually have hydraulically (Figure 1.21). The holds, unlike those on the ore operated doors at bow and stem for vehicles to and % ships, may extend the full width of the drive to and from the car decks, and are sometimes ship and are not always raised above the double included in the category of Ra-Ra ships. (The bottoms. Hatches are small with oil and gas-tight non-passenger-carrying type of Ra-Ra ship is covers. Ore is carried only in alternate holds, but dealt with in Section 1.5 above). Private vehicles oil in all; there are pumping systems installed to may be stowed in two tiers at the sides with large enable this. The double bottoms and upper wing commercial vehicles in the centre, At the after end tanks are used for water ballast. On both % and of the ship is a short partition containing various Photo. 1.11 Bulk Carrier (Ore). OBO ships, coils or ducts for heating the heavy services. In contrast to bulk car carriers, there is oils are usually located under the tank tops, behind reasonable headroom, and movement between shields at the base of the bulkheads, or under deck­ vehicles is not impossible. The main car decks heads to be lowered by winch as required. Some have no bulkheads and are like large hangars, with (b) Ore carriers (c) Ore and Oil carriers (0/0) OBO types are known as PROBO ships (Products side mezzanine decks. Access to them when (oil) Ore, Bulk, Oil). the doors are closed is via stairs and sliding doors These carry their cargo in narrow holds, the inner These vessels can can)' either oil or ore, but not from the upper decks. On some ships the top deck, bottoms of which are raised up to 4 metres above both together. The holds are raised above the keel, (e) New developments which is open, may be used for commercial vehi­ the keel. The surrounding spaces, or side tanks, are but not as far as on ore carriers. The bulkheads are cles calTying dangerous substances (Chapter 7). sub-divided and used to carry water ballast. specially strengthened. Hatch openings are oil- Developments of the bulk carrier include the 'geared' carrier for general cargo, phosphate, ore, Some dangerous goods are allowed to be carried timber or containers, cargo handling being by below decks on these vessels. means of travelling gantries; and a ship which can

-- Hold 5

PR COFF COFF PR DDDDCl D Cl = ODD 0

------WB, Ore, Oil. Coal Ore, Oil, Coal Oil. Coal, Grain Ore. Oil. Coal Ore, Oil, Coal I Passengers i Coal " I i FP tank or Grain or Grain orWB or Grain or Grain : Tanks I , or Grain .. Heeling tanks Heeling tanks Pump room --- -- Stabilizer fins

Figure 1.21 A bulk carrier showing lay-out ofholds and compartments and a typical division ofcargo. Figure 1.22 Typical car and passenger ferry. There may be two or three car decks plus moveable mezzanine decks.

26 Fire Service Manual Marine Incidents 27

______..b .LI Photo. J.12 Photo. J.J4 RORO Ferry RO-RO Commercial (Passenger) . vehicles. (p & 0 SIena Line)

(b) Passenger cruise ships promenade or other deck above deck'A' , and other unlettered decks below those used by the passen­ There may be first-class cabins at boat deck level; staircases from the upper decks. Engine rooms A large passenger vessel of this sort, used for long gers. Advice should be sought to confirm particu­ second-class are usually below the car decks, for­ sometimes have low deckheads because they are journeys and cruises, can have a crew of as many lar ships. Below the statutory bulkhead deck ward of the engine space. Access to cabins is nor­ below the lowest car deck. Some vessels, referred as 1400 to manage the ship and tend to the needs (known as the 'freeboard deck') the hull is divided mally via enclosed stairs from the promenade to as 'freight ships', are designed to carry heavy of perhaps 3000 passengers; it may have as many by watertight fire-resisting bulkheads, and com­ deck. At various levels there will be public facili­ goods vehicles only, but as the drivers are passen­ as 14 decks (Photo. 1.15). The one immediately partments can be isolated by closing the port and ties such as the restaurants, bars and shops with gers these are still classed as passenger vessels above the water level is the statutory bulkhead starboard watertight doors located in each bulk­ their associated service areas. There may be as (Photo's 1.13 and 1.14). However, if the number of deck. Decks should all be numbered from the keel head on each deck. The doors can be operated many as 1500 people on board. drivers is limited they are allowed to carry goods upward and cabins from forward to aft, by require­ manually from either side or electrically from a of a higher degree of danger than would be normal ment of recent amendment to the SOLAS conven­ master control on the bridge. The engine space is usually amidships at the on a passenger ship. tion, but some marine administrations may not lowest level, and the normal access to it is via have enforced this requirement for older ships. Above the freeboard deck the hull and superstruc­ They may be denoted by letter or names, typically ture are divided by non-watertight fire zone bulk­ from the main deck down and a sun, boat, games, heads with openings closed by fire doors. These Photo. J.13 RO-RO Commercial vehicles. Photo. /./5 Cruise Ship (Oriana). (P & 0 Cr,,;se; Lid.)

28 Fire Service Manual Marine Jncidents 29

b doors are normally open, but close automatically overall pattern of rooms, and corridors can be very Photo. I.17 in the event of a fire; they can be closed mechani­ complex. Decorations, furnishings and fittings are High Speed passenger cally by the release of a local control. generally elaborate and in older ships may be vessel overtaking a flammable. Panelling and false ceilings create air conventional vehicle/ passenger ferry. There are generally passenger cabins down each space, which can promote fire spread, though reg­ side of the ship, with a longitudinal corridor inside; ulations require the fitting of draft stops above either further cabins or service spaces such as ven­ these ceilings, and the fitting of smoke or heat tilation rooms, ventilation shafts, electrical switch­ detectors in these spaces. It is also in these spaces boards, passenger service pantries, lift shafts, that the cabling and pipework will be carried. offices and diesel machinery uptakes. The principal fire risk areas on a passenger ship At intervals along the length of the ship, will be are the machinery spaces, the laundry, and galleys stair towers. These are considered the escape route (kitchens) crew and passenger. Conduction of heat for passengers and crew, and therefore are fully by the steel or aluminium structure can assist the insulated, as well as being protected by fire doors spread of fire. Current regulations require fire on each deck. alarms and detection systems throughout the ship together with sprinklers at deckhead level The public rooms on the ship - showrooms, cine­ The public areas are situated on one or two decks As well as the amphibious types which can operate mas, theatres, bars, dining rooms, restaurants (and (c) High Speed Craft (HSC) - Passenger and are typically of an open style. Cabin space for over land, water, ice or snow, there are non­ their adjoining kitchens) - are generally large passengers and crew is very limited on current ves­ amphibious sidewall or SES types which are similar spaces (Photo. 1.16). This type of vessel varies in size from craft capa­ sels but future ships may well have more extensive to catamarans. ble of carrying a few hundred passengers to others passenger facilities. There are also longitudinal working alleyways on with capacity for 1500 passengers and 400 cars or Hovercraft are usually built of aluminium alloy or some lower decks, which give access to crew a mixture of cars and large commercial vehicles, HSCs are typically operated on the lines of an composite materials which, although they are fire accommodation, store rooms, refrigerators, and dangerous cargoes are unlikely to be encountered. aircraft with a relatively small crew (Photo. 1.17). retardant, are ultimately combustible. machinery spaces to allow the efficient movement Typically HSC are constructed from either alu­ of stores, spares and crew. minium or a thin high tensile steel hull with The firefighting philosophy on HSC is to fit Light hovercraft are permitted to use petrol aluminium superstructure; being of either a mono sophisticated detection and extinguishing engines, whereas all other hovercraft must use Passenger ships are a high fire risk, with a large or twin hulled form; mono hulls may also be fitted systems together with the use of fire retardant diesel or kerosene fuel. An example is the cross­ amount of passenger rooms and facilities. The with some form of hydrofoil. insulation throughout; some smaller HSC on channel hovercraft running between Dover and specific restricted routes may not be equipped Calais which uses four gas turbine engines whilst with such high tech provisions. HSC are provided others use up to four diesels. Each engine with rapid evacuation methods not dissimilar to compartment must have its own automatic extin­ Photo 1.16 aircraft. guishing system. Public room on Cruise ship (Oriana). (d) Hovercraft Hovercraft are built on multi-compartment hulls so IP & 0 Cruises Lld.) that in the event of collision in which the hull sus­ Hovercraft were a British invention and they are tains damage, it should remain floating. The light now used throughout the world. They ride on a superstructure may also sustain damage. cushion of air which is sUlTounded by a flexible rubber skirt and this allows them to travel with the In the event of a hovercraft capsizing (this minimum resistance over many different surfaces. occurred on one occasion) there is a breakthrough As well as being used for passenger and vehicle zone marked on the underside of the hull. ferries they are also used for military and coast­ However, it is now thought unlikely that modern guard duties for utility purposes and for flood or hovercraft will ever capsize. air crash rescue. Should a hovercraft break down they are difficult Light hovercraft, weighing less than one tonne to tow as their skirts act as sea anchors but they unladen, are not restricted in the UK. All hover­ can be towed slowly. Liferafts and lifejackets have craft being used for hire or reward are subject to to be canied for use in any of the emergencies operational restrictions. mentioned.

30 Fire Service Manual Marine Incidents 31 1.11 H. M. Ship chant ships, the divisions being both transverse Photo. 1.20 Nuclear and longitudinal. All decks below a point about Powered Submarine Naval vessels differ in design according to their 2.5 metres above the exterior water level are fitted (HMS Vanguard) function: aircraft carrier, frigate, destroyer, with watertight doors and hatches to help prevent, (British Crown minesweeper etc. (Photo's 1.18, 1.19 and 1.20). primarily, the spread of floodwater but also the Copyright/MOD. Reproduced with Ihe permission DJ Her All are very much more extensively divided into spread of smoke. The ventilation systems in war­ Majesty's Slalionery Office.) watertight compartments than comparable mer- ships are quite extensive and invariably breach

Photo. J.18 Aircraft Carrier (HMS Ark Royal) (British Crown Copyright/MOD. Reproduced with the permission ofHer Majesty's SICItionery Office.;

watertight decks and less commonly, bulkheads. structure even though it may actually finish at a Although protected by watertighUgas-tight valves, lower deck. Similarly, deck levels are in most these valves are often difficult to operate in an cases assumed to be continuous through the ship. emergency; therefore, the potential for fast smoke spread must not be overlooked. All ships have the The identification of doors, hatches, manholes facility to crash stop their vent fans in a matter of throughout the ship are indicated by an seconds from the Ship Control Centre (SCC). The alpha/numerical notation by the location of the extensive use of alloys and modern techniques compartment in which they are situated, or to makes possible considerable addition to the super­ which they give access. structure. Electrical and mechanical systems are very complex and naval vessels are generally more • Vertical component (deck level) - indicated Photo. 1.19 Frigate by a large NUMBER showing the deck on (HMS Monmouth) comprehensively equipped with portable and fixed which the compartment is situated (British Crown firefighting apparatus than their merchant navy Copyright/MOD. Reproduced counterparts. Apart from magazines and weapons (Figure 1.23).

~vith the permission ofHer storage areas, they are also likely to have less Majesty's SICIlionerv Office.) flammable material aboard. A unique system for • Fore and aft components - a large capital the identification of compartments in RN warships LETTER indicates the main transverse is briefly described below: subdivision.

Basically, decks divide the ship horizontally from if needed, a SUFFIX LETTER (SMALL the weather deck to the inner bottom including the • CAPITAL) indicates its position, forward or superstructure. Main transverse bulkheads divide aft, within the main transverse subdivision. the ship lengthwise into main sections. Minor (Figure 1.24) transverse bulkheads further divide these main sections. Longitudinal (fore and aft) bulkheads ­ If needed, an athwartships component - a many in large ships, few in small ships - also • small NUMBER indicates the athwartship divide the main sections. For convenience, a main position in relation to the centre line of transverse bulkhead (and hence a main section) is the ship. assumed to continue upwards to the top of the

32 Fire Service Manual Marine Incidents 33 Marine Incidents

~05 n g~ r n 02 n1 1 Deck 2 Deck 3Deck ~ 14 Deck 5 Deck I 6 Deck Chapter 2 - Ship-Board Fire Protection L I--- I-- J 70eck I I--- 808ck , ,I, ,I, ,I, ,I, ,I, ,16~8:;: .. It It ,M, ,I, ,I, " lM K J H G F DE .:' C BA

Figure 1.23 Decks and main sections. 2.1 Legislation MSN 1666 (M) Fixed fire detection alarm and extinguishing systems. The Safety of Life at Sea (SOLAS) Convention MSN 1667 (M) Passenger ships: fire Section on XX in profile is an international agreement drawn up under Profile X Profile section integrity of bulkheads, decks and I the auspices of the International Maritime I 1 Deck ventilation ducts. .!.A~ft!.--=:::;:======:::!!~I__ "';F<~o~rw:~~r!:!!.d 1 Deck Organisation (lMO) and updated at intervals. I 2 Deck The Convention lays down various standards 4Eo 4Do :4Co 3 Deck MSN 1668 (M) Fire integrity of bulkheads, : 4 Deck 4 Deck relating to ship-board fire protection. It is initial­ decks and ventilation ducts. " 5Dz 5DA2 5 Deck 5 Deck ly at the discretion of individual member states \ 60z I 6Dy 60BO 6DA2 6 Deck 6 Deck to enforce these standards, as far as their own I 70z : 7Dy 7D50 170A 7 Deck 7 Deck ships are concerned, by introducing relevant MSN 1669 (M) Special fire safety I 8Dzo: 80yo 80C2 I 80B21 80A 8 Deck 8 Deck national legislation. After consultation and measures for ships carrying dangerous 10 Deck \ 100z 100A agreement between individual member states, a goods.

I standard subsequently becomes mandatory for I MSN 1670 (M) Exemptions. D x the shipping of them all. National legislation then becomes compulsory. Voluntary compliance Further details to be found in 'Instructions for the Figure 1.24 Compartments. with SOLAS requirements by shipping owners Guidance of Surveyors - Fire Protection'. and others in advance of legislation is, of course, Note. These suffix letters are capitals, but smaller always possible. Decks are numbered consecutively downward to Although foreign ships ma~ comply with the the outer bottom, starting with the forecastle deck than the main section letters and deck figures, as SOLAS requirements, the rules themselves apply UK law has already given effect to a number as No. 1 deck. In aircraft carriers, No. 1 deck is the indicated in Figure J.24. only to UK-registered ships. For these the rules rep­ of current or earlier SOLAS requirements as flight deck. Decks above No. J deck are numbered resent the legal minimum provision. Some ships through various Statutory Instruments, which lay 01,02 and so on, consecutively upwards. The subdivision of a main section into watertight may go further; they may, for example, comply with down rules concerning ship construction, life sav­ compartments athwartship are indicated by small later SOLAS requirements. (these mostly just up­ ing appliances, firefighting equipment, means of The main sections and subdivisions formed by the numbers used after the deck number and section date the earlier ones and make them more specific). transverse watertight bulkheads are lettered A, B, letter or letters: Odd numbers indicate compart­ escape etc. Current legislation includes: C, and so on, from forward to aft. The letters I and ments to starboard of the centre line of the ship and 2.2 Requirements o are omitted to avoid confusion with deck num­ even numbers indicate compartments to the port 1998 No. 1012 Merchant Shipping bers. of the centre line of the ship. In each case the (Fire Protection: Large Ships) Regulations The exact provisions of the rules relating to fire numbering is outwards from the centre line. 1998. protection are very detailed and vary according to Watertight compartments formed by transverse Compartments on the centre line are thus num­ the class and size of ship. The rules do not apply to bulkheads within these main sections are given bered '0'. (Figure 1.24) 1998 No. 1011 Merchant Shipping vessels of very low tonnage. suffixes, A, B, or C starting from forward, or Z, Y (Fire Protection: Small Ships) Regulations or X, starting from aft, as well as the marking of 1998. (a) Passenger ships the main section. In the case of an odd number of watertight compartments within a main section, The schedules (detail) for these regulations are The following are among the more important precedence in the suffix letters is given to the top contained in merchant shipping notices: general requirements. (These are minimum only, end of the alphabet, e.g. ABC YZ; AB Z; ABCD and higher demands may be made on large or XYZ. MSN 1665 (M) Fire fighting equipment. specialised ships.)

34 Fire Service Manual Marine Incidents 35 • There should be a fire patrol system, man­ separated locations. At least two should • Location and separation of spaces. already be in operation when firefighters arrive. or ual alarms throughout the passenger and include BA fitted with air hose. • Structure if ship's crew members are unavailable to operate crew spaces for the patrol use, and a fire • Fire integrity of bulkheads and decks. the systems, it may be better for the brigade to use detection system in areas which the patrol • The ship must carry an international shore • Venting, purging, gas-freeing and its own equipment. However, a basic knowledge of cannot reach. There should also be auto­ connection able to be fitted to its port or ventilation. the systems to be found will be helpful. This is par­ matic fire alarm and detection systems in starboard side. • Fixed deck foam system. ticularly so in machinery spaces where the majori­ all accommodation and service spaces, • Inert gas system. ty of ship fires occur. Firefighters must not, how­ with certain exceptions where there is no (b) Cargo ships • Cargo pump rooms, fixed fire ever, assume that ship-board installations will substantial fire risk or where there is a extinguishing systems. actually be available or have the desired effect smothering gas or similar installation. The Cargo ships, again according to size, should meet when operated, especially in some foreign vessels. systems should give both an audible and a requirements similar to the above, as follows: The Regulations specify certain requirements that visible alarm. The indicators may be on these facilities must meet. (a) Steam the navigation bridge, at stations having • It should be possible for at least two jets of communication with the bridge, or distrib­ water to reach any accessible part ofthe ship In addition to the numerous portable fire extin­ Steam is no longer recommended for ships uted throughout the ship. They must show when it is under way, and any storeroom or guishers and water hydrants, there will be a system because of changes in propulsion and boiler the location of the fire which has activated cargo space. of foam generation with monitors covering the design, the right sort of steam (low pressure) is no the system. tops of the tanks. There may also be fixed water­ longer available. However, in case it is met on a • The ship should have at least two main fire spray protection on the front of the accommoda­ very old vessel the following notes are retained. • There should be a facility for directing at pumps and, if necessary, an emergency tion block, which will have passive protection, and least two jets of water into any passenger or pump to ensure that a fire in one space can­ fixed fire protection of the pump room and On some ships, steam is available continuously crew space while the ship is under way, and not render all pumps inoperable. machinery spaces and in large quantities, provided that there is suffi­ into any cargo space or storeroom. cient fresh water available and that the machinery • There should be portable extinguishers in all 2.3 Fire Detection and Alarm spaces have not been affected by fire. The steam • The ship should have not fewer than two fire service and accommodation spaces (with a Sy tems must be generated from fresh water since marine pumps, 3 if over 4000 tonnes and there minimum of three). boilers cannot normally use salt water. It helps should be provision to ensure that a fire in The systems can be of various types. Their layout fight a fire by displacing the oxygen from the air anyone compartment cannot put all pumps • In some cases there should be a fixed fire will be adapted to suit the needs of each particular and by slowly saturating the cargo as its moisture out of action. There should be hydrants in all smothering installation (gas, steam or foam ship. content condenses. There are, however, disadvan­ designated spaces. The system should func­ according to circumstances) to protect the tages associated with its use: tion when all watertight and bulkhead doors cargo spaces. Fire detection systems are fitted in accordance are closed. with the current Firefighting Rules for passenger • Very large quantities are necessary, • Machinery spaces should have special fire and cargo ships. Such systems are particularly especially at first when much is likely to • There should be portable extinguishers in all protection similar to that in passenger ships' important on passenger ships and those sailing condense. service, accommodation and control spaces. machinery spaces. with unmanned engine rooms. Fire detection sys­ tems will be fitted with audible and visual warn­ • It cannot be used on cargoes on which • If the ship is 1,000 tonne or over, it should • The ship must carry at least two firefighter's ings with indication as to the area affected shown water could not be used, since it would have a fixed fire smothering installation (gas outfits, these being kept in widely separated on an annunciator panel which will usually be have the same effects, e.g., it may produce or steam) to protect certain spaces. spaces. Each must include BA. located on the navigation bridge with an addition­ dangerous gases or cause certain cargoes al panel elsewhere. The actual detector heads may to swell. Explosives may be rendered • Machinery spaces should have special fire • If the ship is 1,000 tonne or over, it must be either heat or smoke detectors depending on the unstable by steam. protection (water spray, smothering gas or have an international shore connection able risk area being covered. foam installation, foam or other portable to be fitted to either side. • If steam is used intermittently and not extinguishers, sand) according to the type of 2.4 Fixed Fire Protection consistently, a vacuum may result; this will machinery. When oil can drain from the (c) Large tankers and combination give rise to a rush of air which could worsen boiler room to the engine room they must be carriers Firefighters attending ship fires will find various the situation. Air may also be sucked in treated as a single space. installations on board. These will vary according during earlier stages of the operation when The Merchant Shipping (Fire Protection: Large to the medium they are designed to handle. They the steam is being condensed to water. •A minimum of two firefighters' outfits Ships) Regulations 1998 lay down special require­ will often have instructions for their use displayed (smoke helmet/mask or BA, safety lamp, ments for large tankers and combination carriers on them; in some cases this is compulsory. It is • Steam will cause almost as much damage axe), plus 2 per 80 metre length of passen­ (0/0 and OBO ships etc.). These relate mainly to probably only rarely that firefighters will operate to cargoes etc., as water. ger spaces, should be carried, in widely the following facilities: such systems themselves: either the systems will

36 Fire Service Manual Marine Incidents 37

b c • Firefighters are unlikely to use steam of the ship sprinkler system as they would of a may also include fixed and mobile sprayers. The themselves, but the officer-in-charge may land system. systems take different forms, as set out below. in certain circumstances ask the ship's Their layout and capacity vary from ship to ship. Master to arrange for this to be done. In addition, some ships are fitted with high pres­ sure water fog systems designed to extinguish fire • Pump-operated type (b) Water by flame inhibition, cool surfaces and emulsify This has a foam concentrate tank outside the any spilt oil. machinery space. Adjacent to it there is an induc­ Ships are fitted with pumps and fire mains to meet tor to which leads a dual water supply from the the requirements as laid down in SOLAS. (c) Carbon dioxide ship's pumps (this should ensure operation if one Provided throughout the length of the fire mains supply fails). The water passes through the induc­ are hydrants where one can connect the ships fire Carbon dioxide, as already noted, is usually sup­ tor, which adds to it the correct amount of foam hoses and so direct water onto the area affected by plied from a battery of cylinders in a dedicated concentrate from the tank and delivers the solution

fire. The fire mains on deck may in the Merchant CO2 room, from where it is hard piped to the area to the foam generators in the boiler room. When Navy be known as 'wash deck pipes' and used to be protected. It may be activated from the CO2 there are two machinery spaces, the system may for such purposes. The mains are fitted with deliv­ room or from at least one other position well sep­ include distribution piping, with valves, to dis­ eries from which water can be supplied via arated from the other actuation point. It is injected charge the foam to either space (Figure 2.2). hose-lines to the holds and other parts of the ship. into the protected area through nozzles fitted under On British ships the outlets are standard size the deck (Figure 2.1). There are control valves on • Self-contained pressure type female instantaneous coupling but on foreign the different pipes leading to nozzles and these This type is generally used where suitable pumps ships they may vary. All ships of 1,000 tonne or carry an indication of which compartment they are not available on board. Its basic components over, however, should carry an international shore feed. There is often an installation dealing primar­ are a water storage tank and a foam concentrate connection. This should enable water from a fire ily with fires under boiler room floor plates where storage tank. The release of gas from carbon tug, or the land, to be supplied to the ship's fire oil fuel is employed. An audible warning should dioxide cylinders expels water out of the one tank mains, whatever the type of coupling. There has Photo. 2.1 Small hose connection. sound when the gas is about to be released into any and through an inductor, which draws into the been a trend in recent years to move towards working space. Should the vessel be in port and the stream concentrate from the other tank and deliv­

50mm diameter fittings or even 38mm connec­ CO2 released into the protected space, additional ers the solution to the foam generators. Again, the tions, the reason behind this thinking is that a fully gas may be available via road tankers. foam produced then passes from there to the charged 64mm hose is very difficult to handle spreaders, via distribution piping if necessary (Photo's 2.1 and 2.2). (d) Foam (Figure 2.3).

Apart from the normal equipment for delivering The fixed deck foam system (or acceptable equiv­ • Pre-mixed type water in spray, fog or jet form, firefighters may alent) prescribed for large tankers and combination This system has a large tank contall1l11g foam find certain special items of use. The most signifi­ carriers (see above), and also found on some other solution. In the event of a fire, carbon dioxide is cant of these are basement spray, the revolving vessels, e.g. chemical carriers, should have its released into this tank from an attached cylinder or nozzle, the cellar pipe and the elbow-fog-nozzle. main control station in a readily accessible area cylinders and drives the foam solution up a tube These are described in the Manual, Book 2, Part 2. outside the protected zone and be able to deliver and along a pipe, to the foam generators, foam over the whole cargo tanks area and into any from where the foam is conveyed to spreaders. Ships may also have a permanently charged auto­ tank or hold of which the deck has ruptured. The (Figure 2.4) matic sprinkler installation in accommodation and system should include monitors and hand-held service spaces. In some cases this is compulsory. applicators, plus valves, forward of every monitor • High expansion foam The installation includes a pressure tank contain­ position, to close off damaged sections of the foam High expansion (Hi-Ex) foam (where provided) ing a standing supply of fresh water, and a pump and fire mains. It should be possible to use the will generally be found as a fixed installation drawing sea water which comes into operation minimum prescribed number of water jets from the which will provide protection to an internal space, automatically when the pressure tank is partially fire main at the same time as the deck foam system this could be an engine room or other machinery exhausted. On the bridge, and/or elsewhere, there is in operation. Foam installations will also be spaces, cargo pump room, cargo hold or accom­ should be some means of indicating which sprin­ found in machinery spaces on some older ships, modation. Hi-Ex Foam has the advantage of using klers are operating. The ship may have fire main and in the cargo spaces on certain RO-RO vessels. a very limited amount of water and generally will inlets fore and aft to which firefighters, in dockside They have a permanent distribution system of pip­ not damage machinery or internals within a cargo incidents, can connect their appliances so as to ing and valves or cocks leading to fixed discharge hold or accommodation block. A further advantage pump water from the shore directly into the sprin­ Photo. 2.2 Small hose and branch which may be found outlets which can, in a few minutes, cover with is that the medium will not create a stability prob­ kler system. Firefighters should make the same use on some ships. foam the whole area involved. The installations lem associated with large quantities of water. )

38 Fire Service Manual Marine Incidents 39 Filling and inspection cover ...... CV CV .. E ... 0 I o E fl ...... Ul ~._o---_-----. .- ~ c: Foam-making o compound Siphon pipe t

CV U Pressure \AI t > gauge vva er Water and foam CV control valve "'C t compound mixture c: Cl 0 c: .... t Ul III o III cv U .... c: Ul c: III cv Water from pumps -~I!lllill_l~ rl~~~1 :J Cl 0- ~ 0­ Venturi fitting) l­ :E f-- E .~ .::t:. :J U Cl cv ~ c: "'C ···_····r~~ Figure 2.2 Diagranllnatic view oIplImp-operated type ofmechanical foam installation. : ~

I...... ! 'nduetor unit Pressure gauge" . I ...... ------Non·return 1....:1-- -- ._------..::."----l1I'...... :..'"'"'\1l'-r11iJ1-- valve Ol?erating bar :,-

Fresh water C02 t storage Safety valve (i·)(i:)/cylinders I Water and foam compound mixture

===:=JFi==r-t--- [I T--~: ..o I~ ""'" CV U III ... 0­ CV Ul :::.::t:. CVu J::CV (/)"'C

Figllre 2.3 Diagram of lar-ollt ofa se!f-contained presslIrised mechanical foam installation.

40 Fire Service Manual Marine Incidents 41 - Gas relief valve Control panel Air valve Piercing head (c) Ca) Link fuse ~ (t) .. 0 \ Gas - (h) outlet '-. ..J ~. -' . Alarm"- ~...... ,=------H------Oilvalve Foam makers (9) "

Foam I------~Airpipe Pressure gauge Water and foam compound mixture I Cooling ---.... water discharge :~:C02 ~: Fire risk (b) i' Cd)i area t___ I - Water supply Water Power Weight pump unit ~ Oil supply - ===!) I------,--""T'"1--""T'"11""'..:./ Interlock valve,oil,·water

Figure 2.4 Diagram of lay-out ofa pre-mixedfoam installation. Figure 2.5 Diagram ofan inert gas generator.

(e) Inert gas tem, the basic principle of which is that flue gas is Figure 2.6 High­ drawn from the boiler up-takes and passed through efficiency scrubber There are a number of types of inert gas system, a scrubber (Figure 2.6) which cools the gas and for a ship S inert gas system. Usually found __ Clean Inert Gas Exit varying considerably from one ship to another. removes most of the sulphur dioxide and trioxide on deck aft near the They are at present mainly confined to ships holds. and solid particles. A centrifugal blower then accommodation. The installations serve as a general protection injects the gas into the cargo holds via a deck water against the outbreak of fire as well as a means of seal, which provides a protection against reverse extinguishing fires that have already started. flow and thus prevents hydrocarbons gases passing Figure 2.5 shows an example of the combustion back into the machinery space. Sometimes a small --Water Inlet chamber type of generator. (It should be noted here gas generator is coupled with the flue gas system, that for oil tanker safety, a flue scrubber inert gas so that it is not always necessary to bring the boil­ generating system is used for fire and explosion er into operation every time more inert gas is prevention, which is different to inert gas genera­ required. Impingement tion for the suppression of fire in cargo hold). Plate Stages Diesel oil and air are supplied under pressure to a Inert gas installations include means of indicating

combustion chamber, from where the burnt gases such information as the pressure, temperature and ,'" .'" ,I, .'::', ,':'," ,':. , pass to the cooling chamber and so to the distribu­ oxygen content of the gas in the inert gas main. Humidifying Sprays " , • I ., I' "\\ II tion network. Water from the ship's pumps circu­ They also include alarms to warn of dangerous ,: "I , ,, .".,"'': ". \:' ! lates round the combustion chamber to reduce the conditions in the system, and automatic shut­ ," , \/', / ; \./ ',,' I•: .1 temperature. From the generator the inert gas downs when certain pre-determined safety limits passes via a main pipe to manifolds fore and aft are reached. and from there, through diverting valves, via indi­ vidual pipelines to discharge points in each hold. (t') Halons .- Sea Water Drain Submerged Gas Entry Seal Systems of this sort, independently generating the No new Halon installation will be found in ships inert gas required, are expensive to fit and they built after the signing of the Montreal protocoL take up space. An alternative is the flue gas sys- and ships which had previously been fitted with

42 Fire Service Manual Marine Incidents 43 ------~--- J Halon will have, or will soon have the installation • fixed and portable fire appliances and fire­ changed to a Halon substitute as the old systems fighters' equipment; CARGO PLAN S.S.lM.V U ATLAS" VOYAGE No, i. will not be able to be serviced. Some ships will FROM B PI..,)G-KoK) NI\".;)"_"1 ) S'VSFlPo'SE. . DJ'FlKFI'STeR, ,,COLOM&:> TO Lo0Do0 HUL L. have supplemented their Halon systems with water • means of access to the various decks and \ ) HA"'160R& I mist systems compartments; KAPoK" (13"L~') suGl=\R.. (BAG5)1 RIc.E. ISOl 0O i'"€.A 1 -rE:.A, 5'3T J~'2 T (I-l.AM) I 5 '(I4RN\) (<3P1<;S) (HUI-L) "7'T' (HuC-L) . 't- -- I> -- ;;> P~LM '<~~"::I --~-~- lOe>AC.C.O ",I, '5°-'- ('0"'00.» b3T • -'l' --~-~-- P:;-~PrL.(;'s. l: - With the gradual withdrawal of 'halons', substitute 506-A({ (~~C.$) !

Firefighters should note that individual ships are required to carry plans of particular value in the event of fires (e.g. fire control plan, stability plan. cargo stowage plan and pumping plan (Figure 2.7 and Photo. 2.3). They should consult these with the ship's Master. chief engineer, or chief officer. On passenger ships. and on cargo ships of 500 tonne or over, the fire control plan should show, where applicable:

• the position of the control stations;

• the sections of the ship enclosed by fire resisting bulkheads;

• particulars of the fire alarms;

• fire detection systems;

• sprinkler installations: Photo. 2.3 Cabinet containing 'Fire wallet Plans'.

44 Fire Service Manual Marine Incidents 45 Marine Incidents h r

Chapter 3 - Factors relevant to Marine Incidents

3.1 Legi lation those exceptions, however, are docks which are private property and HM Dockyards, and there are The Fire Services Act 1947 gives the appropriate also other peculiar areas. Nevertheless, although local councils, as the fire authorities. certain the powers of access and firefighting of a fire powers and requires them to carry out certain authority do not operate in these localities, there functions. However, remember the writ of fire are very few where there is not complete agree­ authorities has limits. ment for them to exercise these powers and cover the area. It is fairly obvious that, where there is an (a) Firefighting at sea impediment to the powers of a fire brigade, the fire authority will have come to an agreement with the In England and Wales the off-shore boundary of a relevant organisation as to the exact position of the local authority is governed generally by Section 72 fire brigade in the event of a fire in the area of that of the Local Government Act /972. This provides organisation. that every accretion from the sea, whether natural or arti ficia!, and any part of the sea shore to the (c) Special services low water mark, shall be annexed to and incorpo­ rated with the area of the authority which it In the case of a special servioe incident - e.g., a adjoins; low water mark for this purpose is nor­ spillage or leakage of a dangerous substance - the mally taken to mean low water at ordinary tides. powers of a brigade are more limited. At a port, the However, in many areas local legislation defines Harbour Master will be formally in charge, but he particular parts of the boundary. (In Scotland, there may wish to delegate some operational responsi­ is no equivalent general statutory provision. There, bility to the brigade; this should be decided upon a fire authority boundary may extend to the three­ during the preplanning (see Section 3). At sea, the mile limit of territorial water and on an estuary it Master of the ship will have the overall responsi­ is generally held to extend to the median line bility. between the estuarial shores: again, the boundary may be subject to local legislation.) Where a fire 3.2 Responsibilitie authority attends a fire at sea outside its area, it does so in the exercise of its power under Section (a) Merchant Navy 3( l)(d) of the Fire Services Act /947 as amended by the Merchant Shipping and Maritime Security The responsibility for the fire protection of a mer­ Act 1997 (see Chapter 6). A member of a brigade chant ship will usually depend on where it is and engaged in off-shore firefighting operations would in what 'condition'. Ships under construction are be on duty while so engaged, and therefore subject the responsibility of the ship builder. Under repair to discipline (and other fire service) regulations. or refurbishment, they are the ship owner's respon­ sibility unless he has delegated this to the repairer. (b) Firefighting in ports, docks or When a ship is at sea, or in port or harbour, it is the harbour areas Master who is responsible for his ship and its safe­ ty. He can for instance, if he thinks it is necessary, The Fire Services Act 1947 applies throughout a ask for cessation of firefighting and leave his fire authority's area with few exceptions. Among moorings. The Harbour Master, however, has the

Marine Incidents 47 ultimate right to refuse entry into a harbour to a local fire authority and have agreed to firefighters major incident which threatens the area. Such inci­ • Rescue operations where life is involved; ship in a dangerous condition, e.g. on fire, and, if visiting HM ships to acquaint themselves with the dents could involve fire, explosion, massive pollu­ means of escape from berths. he considers that a vessel constitutes a danger to risks and faci Iities. (These arrangements do not tion, or the release of gas vapour clouds, highly the port and dock installations, he can have it apply to visiting foreign warships.) flammable substances, toxic chemicals or radia­ • Provision of craft to ferry firefighters towed to a pre-planned beaching area accessible to tion. They could include accidents during the load­ to ships at anchor. the LAFB. 3.3 Preplanning for lajor ing or unloading of cargo at the dockside, or in the Incidents warehouses themselves or the approach of a vessel • Equipment for ambulance service: (b) HM Ships already on fire or suffering from the effects of an movement of casualties. (a) General explosion and requiring assistance. Preplanning The commanding officer of one of HM ships has for offshore incidents will also be necessary (see • Provision of a series of predetermined the ultimate responsibility for the safety of his ship The potential for a major incident, even in the Chapter 6). embarking and landing points, such that and, in the first instance, of the firefighting mea­ smaller ports and harbours of the UK, appears to the most appropriate can be selected in sures taken. This is also the case where the ship is be increasing. The numbers and size of potentially (b) Participants any particular incident. undergoing repairs or refit and is still in commis­ dangerous cargoes entering and leaving have risen sion. If the vessel is out of commission, the ship­ and, despite increasing emphasis on safety by The participants in the preplanning will vary with • Facilities for alerting all marine risks, yard authorities have the initial fire protection organisations such as IMO, there can, and will be the size and complexity of a particular marine risk especially if tide/water flow is moving responsibility. On arrival at a fire on board one of accidents. In any dock, porr or harbour, therefore, and, apart from the three emergency services (fire, the risk through the area. HM ships in commission, the LAFB officer-in­ there must be some preplanning for emergencies police and ambulance), could include the following: charge will liaise with the RN ship's officer of the (Figure 3.1). • Provision of predetermined beaching points day to determine whether fire brigade personnel Port Authority clear of shipping lanes and convenient for are to be retained 'on standby' or to take over fire­ The idea of the plan should be to co-ordinate the Harbour Authority the emergency services fighting (see Chapter 5). Flag officers command­ actions of all appropriate organisations so as to be Royal Navy ing Royal Dockyards have good liaison with the able to contain, and deal effectively with, any Dock Board • Identification of dangerous substances, Port Health Authority decontamination etc. Health and Safety Executive Tug companies • Salvage operations, including the contain­ Department of Transport ment, and subsequent recovery or dispersal, Hospitals of oil, chemical or radioactive spillage. Large industrial companies Shipping companies The plan must be practised regularly, modified in RNLI the light of the practice, and constantly up-dated. Maritime & Coastguard Agency Environmental Agency (d) Controls

(c) Main features of plan There is usually the need, at an incident in a large port, harbour or dock area, for there to be one The plan must be flexible but the following points main control point. Some ports use the Harbour should be considered: Master's office, but others have different arrange­ ments; for example, at Milford Haven, where the • Methods of raising the alarm and alerting area runs for several miles, the main control is the essential services. sited at a jetty near the incident. On the Thames the area is divided into two zones above and below • Establishment of controls and Crayfordness. Above, the main control is the communications. Thames Barrier Navigation Centre at Woolwich; Pumping Sites· Major Appliances o r1"IlI.Trt..s O__o.::,O=,='O..O_'-.:'O'=====S below, it is the Thames Navigation Service Office App"Q)(,"'cIT't.. ~C:OIL ~o o Pumping Sites· light Portable Pumps • Attendance of interpreters where there at Gravesend. are language difficulties. o Hydrant (and size) There is also a need for forward controls. These • Control of shipping movements, closure should be the normal fire, police and ambulance of port, moving of endangered vessels, control units on the quayside, or they could be on board vessels such as fire tugs or marine police Figure 3.1 Example ofpart ofa brigade plan ClJ\'ering a harbour area, provision of tug facilities.

Marine Incidents 48 Fire Service Manllal 49 m ------...... ------.JI launches or, in some cases on the actual ship master is in control of navigation and the safety of Photo. 3.1 involved. Wherever they are, they must be read­ his vessel. Brigades vary in their arrangements, Fire Tugs at ily identifiable. Other minor controls will also some preferring to put firefighters aboard to help Humberside. operate for BA, equipment, casualties, stability operate the firefighting equipment and others leav­ etc, and a comprehensive system of communica­ ing it to the tug master to operate it with the advice tions is essential. of a fire brigade officer. These tugs would be the obvious choice to put men and equipment aboard (e) Communications vessels lying at anchor, but many fire authorities have made arrangements with Harbour Masters, The main problem in a situation of this type is the HM Coastguard, Marine police, Conservancy proliferation of wavelengths, call signs and equip­ boards etc., for launches, mooring vessels and ment used. The usual solution is to utilise one or various other craft to be made available for trans­ two marine radio channels (normally channel 10 or porting firefighters and equipment from specified 16). These should be decided upon during the pre­ embarking points to the moored ships. planning process; then, as soon as an incident occurs, they can be taken over and strictly con­ 3.5 Poll lion trolled. The emergency service control units that attend port incidents are usually fitted or equipped The possibility of pollution occurring at any inci­ with this type of radio system, as are fire-tugs, fire­ dent involving vessels afloat, loading, unloading boats and most other vessels. or of cargoes in dock areas needs to be considered. Photo. 3.2 Fire Tugs at Cl marine (f) Language difficulties The Environmental Agency has the responsibility terminal. in England and Wales for protecting the environ­ It is quite common for firefighters to arrive at a ment as a whole, namely air, land and water. The ship and find that no English, or very little, is spo­ relevant legislation being: ken. This can cause real problems, and the aid of an interpreter would be invaluable. Some brigades • The Environment Protection Act 1990 have permanent arrangements for calling upon • The Environment Protection Act 1995 local colleges and universities for assistance. • The Water Resources Act 1991 • Radioactive Substances Act 1993 3.4 U e of Fire and Salvage Tugs, Launches etc. There are also other references in the Water Industries Act of 199 J and the Salmon and There are only a few purpose-built fireboats still in Freshwater Fisheries Act 1975. use in the UK, but several fire authorities and some industries maintain, or can call upon, fire tugs. In A Memorandum of Understanding (MOU) most cases these vessels are normally employed as between the Local Government Association and It is not possible to identify all types of incident Incidents involving the use of foam (car ordinary tugs in the port area, but are so equipped the Environmental Agency on Fire Service issues which the Environmental Agency should be • fires excluded) that they can be called to assist the brigade when is in being and will be updated periodically to advised ofbut the following is an example of some required. Photographs 3.1 and 3.2 are examples of ensure effective co-operation between Fire of which the Agency would like to be informed: Exercises involving foam (unless in desig­ fire tugs to be found in British ports. Some tugs Brigades and the Environmental Agency. The main • nated test area) carry three monitors, any two of which can deliver aim of the MOU is to minimise the hazard to the • 4 pump incidents (with 2 or more jets in use) a total of 7,200 IImin of water at 8 bar, and also environment from Fire Service activities, includ­ Major incidents in areas known to be on a foam at approximately 12,100 IImin. Other facili­ ing firefighting and hazardous materials incidents, • Spillages of Hazchem listed chemicals • combined drainage system. ties include deck connections for hose and foam and to encourage liaison and formulate preventa­ branches, foam concentrate storage, suction hose tive measures at the planning stage for special risk • Spillages of low hazard products with pol­ Incidents by/near a water course. and an Aquator salvage pump with capacity of 800 sites where there is the potential for pollution to luting potential. • tonne per hour. occur during an incident. Some brigades will have Incidents at Agency identified risk sites. local contacts with the Agency Region covering • Petrol spillages greater than 100 litres. • Fire tugs come under the control of the senior fire their area. Incidents where the Local Authority 'Major brigade officer for firefighting purposes but the tug • Other oil spillages greater than 25 litres. • Incident' plan is activated. ~ I

51 50 Fire Service Manual Marine Incidents • Incidents involving hazardous fly tipped Marine pollutants are classified by different 3.6 alvage materials. criteria to the classification of environmental pol­ lutants The international anti marine pollution Salvage is subject to maritime legislation which • Incidents involving radioactive materials. conventions are embodied in the International confers on those persons who voluntarily save Maritime Dangerous goods (IMDG) Code which some description of maritime property from dan­ Lists of low hazard materials and quantities which identifies those substances which should be ger at sea, a right of salvage remuneration which is may present a pollution potential are shown in the classed as such. payable from the value of the property restored to full MOU or can be obtained from the local its owners. To claim to have salvaged a vessel the regional agency office. The Maritime Coastguard Agency (MCA) are claimant must be qualified to take control of the in charge of the pollution aspects of incidents. In vessel, overcome the danger to the vessel, and An Environmental Agency officer may attend such general, marine pollutants can be jettisoned if bring it safely to a place of safety. The contractual incidents but is unlikely to be present in the early necessary for the safety of the ship and its crew, arrangements for the salvor to take control of a stages of an incident. Incident Commanders but the MCA must be immediately informed via vessel is the Lloyds Open Form (LOF) which should bear in mind the possible need for either the nearest coast radio station as outlined in the allows that the salvor only gets paid if the salvage dilution or containment of contaminants, and seek reporting procedures in the supplement to IMDG operation is successful and the vessel and cargo are advice as soon as possible. Code. taken to an agreed place of safety. The LOF agree­ ment is a proven system which allows a speedy In the marine environment the controlling legisla­ Marine pollutants will carry the marine pollutant response from owners, agents and insurers so that tion is the Merchant Shipping (Prevention and mark (Figure 3.2) and the ship and the agents will the salvors can get on with the job. Any subsequent Control of Pollution Order) 1990 and its subordi­ have a plan showing where they are stowed on dispute over the salvage is settled by arbitration. nate legislation the Merchant Shipping board. (Dangerous Goods and Marine Pollutants) It is doubtful whether a fire brigade could actually Regulations 1997. (See Chapter 7) salvage a vessel on its own as there is unlikely to be anyone qualified to take charge of the vessel and bring it to an agreed place, or likely that any harbour authority would allow such a person to even attempt such an operation within the area that it controls. The more likely situation is one where the brigade provides a service to the owners or the salvors for which a claim for remuneration is made. Any such contractual agreement would need to be considered by the fire authorities' legal department prior to the brigade declaring its ser­ vices for off-shore firefighting so that incident commanders know how to deal with the situation should it arise.

Any ship fire being tackled at sea within the nor­ mal operational boundaries of a brigade may not result in a successful salvage claim by the brigade as it may be argued that the brigade is performing its proper duty under the 1947 Act. (See Section 3.1 (a) above) MARINE POLLUTANT

Figure 3.2 The Marine Pollutant Svmbol.

52 Fire Service Manual Marine Incidents 53 Marine Incidents

Chapter 4 - Stability

4.1 General tion with them is hindered by language difficulties, and no other qualified persons may be available. In The officer in charge of firefighting operations any case, firefighters should have a knowledge of must constantly bear in mind the stability of the the main principles involved so that they under­ ship. This can be affected by various factors, in stand what is likely to happen during firefighting particular: operations, and what factors they must keep in mind. It could take less than an hour for a ship's • the amount and position of water put on stability to be endangered by the addition of water board for firefighting; if the situation is not handled correctly. This chap­ ter therefore sets out certain basic facts concerning • the amount and position of water pumped stability; brigades should ensure that all officers out from parts of the ship; receive further instruction in the various principles and procedures as necessary. The movement of cargo etc., from one part • of the ship to another. Longitudinal Stability

Stability is a complex subject and to assess pre­ The ship's longitudinal stability, will need to be cisely, the stability of a ship at any given time and borne in mind, especially if a large amount of the exact effects different actions have on it, water has to be introduced at one end of the ship, involves complicated calculations. The ship's offi­ or there may be an excessive trim with the ship cers are the experts, and the incident commander down by the head or stern, nee ing deeper water to should liaise closely with them as they determine remain afloat the relevant information on the weight of water and the area where it is acting, movement of cargo, Tran verse Stability ballast, fresh water and fuel oil. The difference between heeling and listing should Most ship Classification Societies such as Lloyds, be understood. A list is the transverse inclination ABS DNV etc., would also have their computer of a ship due to the distribution of weight within damage control teams. The teams were set up pri­ the ship. Heel is a transverse inclination due to an marily to deal with stress, stability and pollution external force, e.g. wind or wave. problems in the event of a collision, grounding or explosion, but could equally be utilised in a The main problem, however, is transverse stabili­ fire/flooding incident. These are office based ty, and this is dealt with in the following sections teams who may be activated at any time of the day which have been written by mariners especially for or night. From information they already hold on firefighters. ships the team can feed information into their com­ puters and come back with answers on stress and 4.2 Buoyancy stability. Not being involved on the ground they are able to provide sound solutions quickly. When a ship floats in water, it experiences pres­ However, there may be occasions when there are sure exerted by the water, acting at right angles to no ship's officers present, or where communica- the hull, this pressure increases with depth. In calm

Marine Incidents 55 water the forces caused by this pressure will be the alters as the ship heels or trims. When the vessel same on both sides of the ship, but the upward is upright, the geometric centre will be on the force is only balanced by the weight of the ship centre line of the ship. When the ship inclines, 'B' and its cargo. If weight is added to the ship it will will move towards the low side because of the sink in the water until the increased pressure again change in shape of the submerged part of the ship balances the new weight. A ship always displaces (Figure 4.3). its own weight of water (Figure 4.1). 4.3 Gravity B The force of buoyancy 'BY' may be considered as e though it was a single force acting vertically The weight of the ship and its contents 'W' can be upwards through the centre of buoyancy 'B' considered as though it were a single force acting (Figure 4.2), which is at the geometric centre of vertically downwards through the ship's centre of the underwater portion of the hull and its position gravity 'G'. The position of 'G' is determined by BY

I , Figure 4.3 Movement of the centre ofbuoyancy as ship inclines.

the weight distribution within the ship and is not a ship returns to the upright rather than capsizing, fixed point. 'G' will move towards an added the ship is said to be in stable equilibrium or to weight, away from a removed weight and will 'have stability'. move on a line parallel to any movement of weight onboard. When the ship is upright, 'G' will also be When a ship is heeled over by the effects of wind on the ships centre line (Figure 4.4). and waves, assuming for a moment that these exter­ nal forces will not (to any great degree) alter the 4.4 Equilibrium and Heeling weight distribution within the ship, 'G' will remain on the centreline. But when the ship inclines, the When the two forces are equal and opposite and shape of the underwater portion of the ship will acting in the same straight line (Figure 4.5), the change and 'B' will move off to a new geometric ship is said to be in equilibrium. If the ship is centre, the beamier (wider) the ship the further out loaded evenly then this equilibrium will be when Figure 4.1 Diagram illustrating how a ship always displaces it own weight ofwater.. it moves, until the deck edge is submerged. The the ship is upright. If when the ship is heeled the force of gravity acting downwards at the centreline

w

eG G eG e

Figure 4.2 The force ofbuoyancy as a single force acting vertically upwards through the centre ofbuoyancy. Figure 4.4 The effect of weight on a ship's centre ofgravity.

56 Fire Service Manual Marine Incidents 57 w

eG

eB • • • • • BY • • Figure 4.5 Ship in equilibrium. • and the centre of buoyancy acting upwards on the •A vertical line is drawn through 'B' when low side together return the ship upright again. The the ship is upright. further apart the two forces become, the greater the Sea level turning force to bring the ship upright. This is rep­ • The ship is inclined, 'B' moves to 'B l' as resented by 'GZ' in the diagram and is called the the underwater shape changes and a second righting lever (Figure 4.6). Note that a ship could vertical line is drawn through 'B 1'. be initially stable when upright and be stable to a small angle of heel or a large angle of heel depend­ • The intersection of these 2 lines gives 'M', ing on the ship design. the metacentre which may be considered a fixed point for angles of heel up to about 12 If G is raised in the ship by adding top weight, degrees. eventually when the ship is heeled, G will be out­ side B and the two forces will act to increase the • The distance 'GM' is the metacentric height. heel. The ship would be said to be unstable, and GZ is now a capsizing lever. Although this can be predicted by calculation, experiments are performed on a new ship by mov­ The value of 'GZ' varies with the angle of heel ing weights about and measuring the list with an and this can be plotted on a graph to produce the inclinometer to see if the architects and shipbuilder Figure 4.6 Wustration showing righting lever (GZ) and metacentric height (M). 'GZ' Curve or 'Curve of Statical Stability' got it right! (Figure 4.7). A ship with a large 'GM' will produce a large 'GZ' 4.6 Free Surface Effect Injury from the swinging load. Now sway your 4.5 Metacentric Height and will return to the upright rapidly and will have body left and right as though you are on the deck stiff jerky motions in a seaway. A ship with a small Free sUIface effect is produced by water, or other of a rolling ship and see what effect the moving As can be seen 'GZ' varies with the angle of incli­ 'GM' will produce a smaller 'GZ' and will return liquid, in a compartment which is not completely weight has, this is similar to liquid moving about .nation and, if the ship is not slab sided (straight to the upright slowly. Note that if G rises above M full. The liquid will move across the compartment in a rolling ship. Better still, get a square plastic sides), it may also vary with the draught or dis­ by adding top weight, the result will be a capsizing when the ship heels or lists. sandwich box and float it on water, put some solid placement of the ship. Since 'GZ' is variable, there lever and the ship will be unstable. However M is weights in the bottom of it, try to roll it to one side is a need for an indication of the ship's ability to not stationary and at a large angle of heel, M may Some idea of the effect of free surface on the sta­ and you will see that it is stable. Now gradually return to the upright condition irrespective of these move above G and the ship becomes stable again bility of a ship can be experienced by suspending pour water in to the sandwich box and see the two features. This indication is known as the at what is called an 'angle of loll'. Note that there a weight of about 1 kilogram on string from the effect on the stability as you incline it from side to Metacentric Height or 'GM' and is identified as will be an angle of loll on each side of the ship end of a 1 metre long stick held nearly upright but side. Repeat the experiment with more or less solid follows: (Figure 4.8). inclined away from the body sufficiently to avoid weights.

58 Fire Service Manual Marine Incidents 59 When a ship-board crane picks up a load, the load small GM to begin with, she may become unstable centre of gravity had moved even higher - a • Unevenly distributed weight may cause a is applied to the ship at the top of the crane even and go to an angle of loll. As the ship rolls towards 'virtual' rise in G. This swinging effect of a free list. though it is suspended on a wire much lower its angle of loll the load will swing out towards the load is similar to free surface effect as a weight of down. The ship's centre of gravity will move up low side making the ship roll even further, having water slops towards the low side when a ship rolls • Loss of stability may make the ship go to towards the added weight and if the ship had a an effect on the ship's stability as though the and keeps moving up the side of the compartment, an angle of loll. to make the ship roll even further and producing a virtual rise in the centre of gravity. 4.7 List or Loll? Upright During fIrefighting water may collect in various As will be seen from the above discussion free compartments. Free surface effect is due to sideways sutface effect is a dynamic thing, due to motions movement of weight in the surface of the liquid. produced when the ship is moving in a seaway. When a ship is rolling in a seaway, loss of stabili­ • Free surface effect is the same whether it is ty will be apparent in the motion of the ship. In high or low in the ship. still water it is very difficult to judge whether a Len8~h of ship is inclined because of uneven distribution of weight, a list, or due to poor stability, a loll, in metres • Free surface effect is dependent on the area Righting although if there is a lot of free surface water in lever of free surface and most importantly the breadth in relation to the size of the ship. wide compartments it may be obvious that this is the problem. Weight of water low in the ship will 90° • increase stability but free sutface effect The problem is that even in still water the situa­ tion may become dynamic if for any reason the o will reduce it. Angle of Heel Capsizing ship flops over to the angle of loll on the oppo­ lever site side. The movement of the ship and the Vessel 'A' Weight of water high in the ship and the • free surface effect will both reduce loose water within it may cause the ship to roll stability. past the angle of loll and she is in danger of

Upright Upright

Length of GZ Length of in metres GZ Righting in metres lever Righting lever Angle of Loll Angle of Heel o o Angle of Heel Vessel'S'

Figure 4.7 Vessel 'A' has good initial stability when inclined but does not have a very wide range ofstability and is in Figure 4.8 This vessel would not remain upright for long. As soon as she is inclined from the upright, CZ is a capsizing danger ofcapsize at a relatively small angle ofheel. lever until she reaches her angle ofloll. However, this vessel still has a wide range ofstability at her angle of loll. Vessel 'B' does not have as good initial stability, but has a much wider range ofstability and could withstand being heeled or listed to a much greater angle wi/hout capsize because ofa positive righting lever.

Marine Incidents 61 60 Fire Service Manual __ ...... J capsizing. At least dirty firewater may damage However, information they would need may only be Stability Officer and require him/her to carry should be available in the ship's 'fire wallet' areas of the ship not previously affected and be available from firefighters. out the procedure. The duties of a Stability Officer (see Chapter 2, Section 2.5). firefighters may be injured by the surge of water vary slightly from brigade to brigade, but would and movement of loose objects. The ship could • How much water is being pumped into include: Setting up a stability point, e.g. a position by also be pushed over as it settled on an uneven each compartment. • the ship's inclinometer, ensuring that the bottom. • Securing a number of firefighters to act as incident commander is aware of its position, • How much water is accumulating. stability crew and, if possible, identify them and establishing communications with him What could cause this situation is if a loll is by specially marked jackets etc. so that it is from there. If the ship's inclinometer is inac­ mistaken for a list and inappropriate counter­ • How much water is draining down. generally understood that they cannot be cessible due to smoke or heat, or is likely to measures were taken. used for any other purpose. become so, the brigade's portable incli­ • Simple reports like the depth of water Action to correct Ii t nometer should be set up in a prominent in an alleyway may be valuable. • Establishing contact with the ship's officers position on deck amidships. and harbour officials, if present, and obtain­ • Adding weight on the high side. In the past fire fighting has been abandoned ing plans of the ships pumping system, Obtaining all the relevant information and because free surface calculations were performed accommodation, cargo stowage (if applica­ • completing the stability board, an example • Transferring liquids from low side to high. for the whole width of a compartment, when on ble), water ballast and fuel tanks, firefight­ of which is shown in Figure 4.9. The infor­ a ship with a list the water remained in a pocket on ing equipment etc., together with any cargo mation on this board should be up-dated at • Transferring solid weights from low side to the low side with a much smaller actual free manifest, and a report on the current state of intervals of about half an hour, and the high side. surface. the various tanks. Most of this information incident commander informed of any • Jettisoning top weight from low side. 4.8 Ve els in Shallow Water Action to correct poor stability Most ship fires will be fought in a port, dock or (Angle of Loll) harbour in comparatively shallow water. Ifthe ves­ CTR. =CENTIIE. LOC'TN. ~ sel settles on the bottom in an ebbing situation, ST. BD.• STARBOARD. LOCATION. 1.P.H •• TONS PEII HOUR. Reducing 'Free Surface Effect' by: 11 fT .• IIUNNING TOTAL. STABILITY BOARD. there will be an upward force exerted on the hull 0 B.• DOUBLE BonOH. which will have the effect of raising the ship's cen­ STATE OF VESSEL. STABILITY fACTORS. WAT~:lr~O~.'~ FRI!SH 011. Iuo

Brigades with ship firefighting responsibilities ~ computation so that advice from the ship's usually have a prepared stability procedure to put ;Is'"", 2> '1.10 ~?l officers should be sought, or if that is not avail­ into operation when necessary. If the Incident able then from salvage or marine experts (see Commander decides that the procedure should be pre-planning). introduced, he will usually designate an officer to Figure 4.9 An example ofa stability board lIsed during firefighling operalions on board a ship.

62 Fire Service Manual Marine Incidents 63 J ------_...... _------significant change in attitude of the ship, advising the incident commander as to i.e. a change in the list or in the draught whether any of these should be shut down. fore, aft, or overall. Two items not shown in Figure 4.9 are the depth of water and the The incident commander would have to angle of the bottom under the ship which, • keep all interested organisations informed of as mentioned in section 8, are of some the firefighting and stability position and significance. confer with them on action to be taken to keep the ship safe. Obtaining from the ship's officers an assess­ • ment of the amount of water that can safely Corrective stability measures should prefer­ be put into the section(s) on fire, calculating • ably be carried out before the ship gets the approximate time that it will take to into a critical stability condition. (Photo's reach this limit, and informing the officer­ 4.1,4.2 and 4.3) Filling a tank low down in in-charge. the ship may seem a good idea to lower the centre of gravity but will initially cause a If necessary, assembling crews, pumps and loss in stability due to the introduction of • equipment to pump out or recycle the water free surface liquid. Filling up slack tanks back into the fire. low down in the ship to remove free surface may be a good tactic. When a compartment Checking on any on-board firefighting is partially filled and the ship has a list or • installations which are in use, e.g. sprin­ loll, the surface of the liquid may not extend klers, spray systems, ship's pumps, and the whole width of the compartment, so the

Photo. 4.1 Ship with a fire situation. (Northern Ireland Fire Brigade) Photo. 4.2 Ship laking on list during firefighting. (Nor/hem Ireland Fire Brigade)

Marine Incidents 65 64 Fire Service Manual Photo. 4.3 Final list angle ­ Vessel was restored after fire. (Northem Ireland Fire Brigade)) Chapter 5 - Fighting Ship Fires in Port

5.1 General

To fight any ship fire efficiently, firefighters must be familiar with the basic details of:

• Ship construction and design (Chapter 1);

• Shipboard fire protection and firefighting media (Chapter 2);

actual loss of stability is not as bad as checked to ensure that they are properly sealed, • General issues such as liaison with other theory would predict. However, the ship's unless it is considered safe to use them for access. authorities, emergency plans, responsibility officers advice should be taken. On very small vessels, care must be taken if a deci­ for control of operations (Chapter 3), and sion is made to use on-board equipment to hoist safety precautions (Chapter 10); 4.10 Other Consideration gear or cargo over the side, either onto, or from, the quayside. The actual lift or swing over the side • Ship stability (Chapter 4). Stability Officers should also bear in mind that can cause the vessel to list at quite a steep angle. If certain types of ships have very little freeboard and there is already an inclination towards the quay­ Within this context, firefighters must have regard even a slight settlement or inclination could bring side or a large amount of free surface liquid, this to the particular features of different ships, and the main deck under water. In such cases, they sudden list may become unmanageable. their present 'condition', e.g. loaded or unloaded, should be prepared to check that all air-pipes, and they must adjust their operations accordingly. hatches, doors etc. are closed or protected to avoid 4.11 Collision Damage Appropriate liaison and preplanning are vital, and uncontrolled flooding. Brigades should make every attempt to gain famil­ Obviously a hole in the ship's hull wilt also affect iarity with, and knowledge of, any specific risks, Photo.5.i Fire in ship in dry dock. (Merseyside Fire Brigade) Checks must be made of all potential openings the ship's stability and advice should be sought such as naval dockyards or commercial docks in the hull near the waterline. In particular, all from marine experts on the likely effects and actually located in their areas, together with regu­ shell doors and portholes should be examined. In whether the vessel is safe to board. lar visits to ships visiting such docks or ports. RO-RO vessels, loading door apertures should be (Photo.5.t) more general fire situations. More specific extin­ guishing details appropriate to vessel type is dealt 5.2 trategy and Tactic under the vessel type heading.

(a) Establishing the situation The first thing a fire officer will do on arrival at any ship is to contact an appropriate person, e.g. The various types of vessel previously described the ship's Master or duty officer (Photo. 5.2). The will probably require different methods to extin­ chief engineer or his officers may also be able to guish the actual fire using the appropriate media. help with expertise in their own particular field. However, the strategy and tactics employed will be From them, and from examination of the ship largely similar but will need to be regularly plans (Chapter 2), the fire officer should obtain rehearsed to the extent that all personnel are as details of the ship, its cargo, the firefighting familiar with what to expect, as they are tackling measures already implemented, and any relevant

66 Fire Service Manual Marine incidents 67

• g Photo. 5.2 Liaison with Ship's officers. (Merseyside Fire Brigade)

factors such as the general state of the ship's usually be able to assist by operating doors, Photo, 5.3 Forward Control liaison with Ship's officers. stability. Information required will include: pumps, valves etc., and acting as guides. If venti­ lation equipment is running when the Brigade • Whether people unaccounted for, and arrives, the Incident Commander will need to con­ check something, instead of using other personnel where last seen? sult with the Master or his engineer as to whether to make the checks or enquiries for him. Whether this should be turned off. the incident commander locates himself at a for­ • Location of the fire. ward control point on the ship or at a main control Modem ships make increasing use of electronic on the quayside will depend on the circumstances • The nature of the materials involved. apparatus, which can bring problems in the event of the incident. of a fire. For example, there is increasing use of • Details of any dangerous goods stowed computers for cargo manifests. A fire could pre­ If the ship's fire defence systems are still live, an near the fire, anything likely to explode, vent a 'read-out' being obtained, but there is often examination of the fire detectors or sprinkler dis­ Photo 5.4 Ship'sfire indicator panel. react violently, or produce toxic gases? an alternative source at the shipping company's plays in conjunction with the ship's plans may well headquarters. This, however, could be anywhere in give a good indication of the location of the fire • Access to the fire. the world. (Photo. 5.4). incident commander should consider the use of a thermal imaging camera for both locating the fire • Whether on-board firefighting systems are A Dynamic Risk Assessment must be carried out Similarly, the presence of smoke, its density and and for assessing the effect of the fire on adjoining operating or operable. in order to plan the way forward Le. whether to temperature, whether being discharged from venti­ compartments. At the same time firefighters adopt Offensive or Defeasive tactics. lators or other openings \'"ill provide further indi­ should carry out checks above and below and • Whether the main and auxiliary engines are cations to help establish the fire's location. All around the area identified (Photo. 5.5). The inci­ operable. (b) Locating the fire such intelligence should be assembled and dent commander will require personnel to report analysed before committing BA teams to search back on: • Whether mechanical ventilation systems As in general firefighting, the Incident for the fire. are operating or operable. Commander needs to be where he can be found • the limits of any smoke encountered, easily to receive reports and to give instructions If such intelligence points to a particular deck, a Usually, the shipboard installations will be in (Photo. 5.3). This is particularly so with ships as BA team should enter at the most convenient • any apparent heat being conducted through operation. When this is not the case, the best the honeycomb of decks, corridors and spaces can position identified by reference to the ship's plans decks or bulkheads, course will usually be for the Brigade to employ make it easy to become disorientated and much in consultation with the ship's officers. If initial its own equipment, using any helpful facilities on time could be lost in trying to find an incident entry is difficult because of heat it may be possible • any particular risk or material likely to the ship as necessary. The ship's personnel will commander who has gone to look at the fire or to approach the fire from the deck below. The assist fire spread,

68 Fire Service Manual Marine Incidents 69 Photo. 5.5 ship's officers or those responsible for (c) Approaching the fire Fire in superstructure. • the ship, (Merseyside Fire Brigade) Once the location of the fire has been identified it • the ship's fire detection/sprinkler or other is important to determine the best route for fire­ extinguishing system display panels, fighters to approach it bearing in mind the diffi­ culties of handling hose lines or other equipment • the direct entry BA team, in confined spaces (Photo's 5.6 and 5.7). The ship's crew may be able to advise on the route with • the teams checking decks above, below and least problems to negotiate. If the direct route the surrounding adjacent bulkheads. involves firefighters having to suffer too much heat, it may be possible to approach the fire from Ideally the ship's drawings need to be temporarily the deck below (this is more likely in accommoda­ secured under stiff transparent plastic in order that tion areas rather than ships holds). all information obtained can be marked on the plans with chinagraph pencil or similar marker. (d) Application of extinguishing media The information sources should be regularly checked and the incident details up-dated on the The choice of media is very important and will be ship's plans. The incident commander should bear the decision of the incident commander. He should in mind that only with good intelligence will he be take into account the factors mentioned in properly in control of the incident. He should ques­ Chapters 2, 4 and 7, as well as the availability of tion reports that are not supported by other infor­ particular media at that time and place, and any mation received, and if necessary send in a differ­ advice from the ship's officers. ent team to check. 5.3 Use of Water The initial gathering of information should be completed as quickly as possible in order that the (a) By branches incident commander can decide whether he has sufficient resources to deal with the fire, and if not An attack on the seat of the fire as quickly as pos­ what additional personnel/equipment he needs. sible is likely to provide the best chance of rapid

Photo. 5.6 Fire on ship in dock - shows use ofHP. (Meneyside Fire Brigade)

any problems of access if boundary cooling incident commander. There may be known 'dead • becomes necessary. spots' within a steel hull for communications. Ship's officers may be able to advise on this. Ideally the BA search team will be carrying com­ munication equipment and therefore able to give The incident commander will be better able to first hand information back to the BA entry point decide on the strategy for tackling the fire by ref­ which should be relayed immediately to the erence to the combined information received from:

70 Fire Service Manual Marine Incidents 71 Photo. 5.7 5.4 Use of Other Extinguishing Gaining access at Media lower Level. (Merseyside Fire Brigade) (a) Carbon dioxide

The use of carbon dioxide is ideal for some cargoes or particular parts of a ship such as machinery spaces as it will penetrate inaccessible positions. The other general advantages of this medium are:

• It will not affect the stability of the vessel.

• It leaves most cargoes undamaged and unaffected.

• Since it is carried as a liquid under pressure, it does not require pumps.

The disadvantages are:

• Some cargoes, e.g. cotton, require the oxy­ extinguishment and minimal water damage. Ifpos­ sarily effective. Cuts must not be made in the hull gen in the atmosphere to be reduced to a sible, therefore, water should be applied from of the ship, as subsequent listing could bring these very low level, which will take time and Photo. 5.8 Fire in ship's hold. within using hand-held branches; fresh water holes under the water and cause the ship to capsize necessitate large amounts of carbon dioxide. (Hampshire Fire and Rescue Service) should be used if possible to avoid contamination or sink. (A check should also be made to ensure Oxidising agents such as nitrate fertilisers of the ship's equipment or cargo by polluted dock that there are no existing openings which could give off oxygen when heated in a fire and water. BA teams should enter with communica­ have this effect - see Chapter 4). When a cut is This is usually only done after all other methods will support combustion in an oxygen free tions equipment and guides lines, followed by made, firefighters must bear in mind the possibi­ have failed and the Master and all other authorities atmosphere, so that with these cargoes charged lines of hose. Careful supervision of BA lity of there being water behind the bulkhead have agreed. The stability of the ship will have to smothering is unlikely to be effective. will be essential and circumstances, e.g. excessive concerned. They should cut from the bottom up, so be carefully monitored and the possibility of it set­ heat, may make reduced time limits necessary. that the cutting tool is always above any escaping tling on the bottom also taken into account. This • The gas may be slow to penetrate to some Firefighters should realise, however, that condi­ water, and they should take care that large amounts will be a matter for the Harbour or dock Master to parts of the hold, e.g. area blocked off by tions within the ship may not be as bad as the ini­ of water are not released suddenly in such a way as decide. cargo or the centre of tightly packed bales. tial out-rush of hot gases and smoke might suggest to trap them. The cut should be above where the (Photo. 5.8). plates are hottest. All side openings to the compartment or hold, • The gas at its initial temperature is denser whether designed or introduced, would have to be than air and will descend to the bottom of Because steel structures are good conductors of Water spray can be very effective in a ship fire, securely plugged before flooding started. There the space into which it is introduced, per­ heat, boundary cooling is of tremendous impor­ especially for cooling ship's plates in order to pre­ must be upward ventilation for superheated steam haps below the fire. It will mix with the air tance in ship fires. Cooling the outside may vent them bulging and possibly fracturing. Spray and gases or the compartment could be pres­ eventually, but this may take some time to remove heat from the inside, provided, as with is also useful in tackling cargoes such as grain, surised, a watch should be maintained at these happen. accommodation areas, the bulkheads are not heav­ which, if unduly disturbed by jets, could produce points. The incident commander should ensure that ily insulated. Aluminium structures may quickly dust clouds and possible dust explosions. For cool­ clear lines of retreat are kept open for any brigade • The gas has little cooling effect, and the collapse in a fire unless they are copiously cooled ing the hull, however, jets are generally more personnel used for this purpose. cargo may therefore remain hot for a long with water. effective. time, with consequent risk of re-ignition When the fire is considered extinguished, the if the space is ventilated too soon. (See If access to the area of fire is not possible by the (b) Compartment flooding hold(s) should be pumped out, the incident section 7 below.) usual openings in decks or bulkheads, it may be commander still maintaining a careful watch on necessary to cut through a vertical bulkhead in There have been occasions when, due to the inac­ stability. In cases where the ship has rested on the When injecting a medium such as CO2 or foam order to approach the fire from a different point. cessibility of a deep-seated fire, a decision has bottom, the 'lift-off' could be hazardous if insuffi­ into a hold or compartment, precautions must be This is, however, time consuming and not neces- been made to totally flood a compartment or hold. cient care is taken (see Chapter 4). taken against the displacement of hot gases and,

Marine Incidents 73 72 Fire Service Manual

• it when injection is complete, firefighters should instance. The use of foam may only be an interim spread. If the ship has a ventilation system the others may become so in their reaction to heat or ensure that all openings are closed. measure to enable a penetration with water jets to ship's officers may have already turned it off com­ water. (The question of dangerous cargoes is dealt be made for final extinguishment, or, in some pletely or, if it is possible, turned off that area cov­ with more fully in Chapter 7.) Some cargoes, (b) Use of Foam cases, it may be successful without any back-up. ering the incident. It is generally a wise precaution although not chemically dangerous, pose a risk to This will depend on the type of material involved to ensure that where installed, ventilation systems the safety of the ship, and indirectly to life, When considering the use of foam it is well to note i.e. cargo, the depth of the fire in it, and how long are turned off, certainly until the extent of the fire because they affect the ship's stability by moving the type of foam which may already have been in it has been burning. In some cases a cargo fire may is determined. about, or by swelling as a result of the absorption use either by the actuation of the ship's fixed need several days' work before the incident com­ of water. Conversely, the thoughtless use of a fire installation, or applied by the crew using hand mander can be sure it is completely extinguished. Ventilation may be required for the removal of extinguishing medium, or the wrong medium, can applicators. smoke to enable firefighters to check more thor­ cause unnecessary damage to cargo. (c) Use of Inert gas oughly for any hot spots. In such circumstances the The use of either low/medium or high expansion incident commander will need to be sure that: Following a Dynamic Risk Assessment, it may be foam will depend on the cargo involved or the sit­ If the ship's services are functional it may be considered necessary for firefighters wearing BA uation or both. Of the three types of foam; low and possible to produce inert gas and use the ship's • any residual heat and smoke will not be and using guide lines to enter the holds to tackle medium expansion foams are the more common facilities to deliver it to the fire area. This option carried to unaffected parts of the vessel, the seat of the fire. BA controls should be set up as foams found in ships fixed installations as both will rely upon the ship's officers to organise and to necessary on different decks. The entry points at types require smaller generators than that required operate the equipment. • that the venting system components or any each deck level are usually the best positions for for producing high expansion foam. The advan­ trunking are not damaged, these controls. A large amount of BA will always tages of both of these foams are: There are now several inert gas systems which use be needed: first crews will probably only be able the combustion products of diesel oil. The gas pro­ • that he has sufficient personnel to properly to layout guide lines before having to retreat. • the equipment is more mobile and can duced, which is heavier than air, consists mostly of monitor the venting, (Photo. 5.9) therefore be used in more restricted spaces; nitrogen (about 85%) and carbon dioxide (about 15%); there may be traces of oxygen, unburned • that the evacuation of a hot and smoky • the foam is wetter and heavier than high hydrocarbons and oxides of nitrogen. The gas is atmosphere will not induce a draught expansion foam and is therefore less non-corrosive and non-toxic and does not usually sufficient to cause any re-ignition. affected by air currents; react with the cargo. The gas can be produced in a continuous supply for several hours, the quantity Venting a fire on a ship in order to release heat and • the foam produced can be projected over being limited only by the amount of diesel avail­ smoke may not be possible except perhaps for a longer distance. able. Because of the plentiful supply, inert gas can ships' holds which are open to the main deck or be used to flush a space, thus removing oxygen and machinery spaces through flue stacks. Much will The advantages of high expansion foam are: heat rather than just smothering. This requires a depend on the type of cargo as to whether venting small opening to be made diametrically opposite the will assist firefighting or cause the fire to develop to • great quantities can easily and quickly be injection point to allow the escape of flushed gases. unmanageable proportions. If after consultation generated for filling large areas; with the ship's officers the incident commander has (d) Self-smothering any doubts it will be better not to ventilate. The • it requires less water than jets or other option might then be to starve the fire of oxygen and foams. therefore reducing damage to cargo; It may be that none of the above methods can be place firefighters in position for boundary cooling. effectively employed because of inaccessibility or • it absorbs heat, helps stop fire spread and too hazardous a situation to employ firefighters. 5.6 General Cargo hip provides a shield for firefighters; Consideration should be given to the effects of doing nothing except sealing the compartment and (a) Types of cargo • it does not affect a ship's stability in the monitoring the adjacent bulkheads/decks and same way as water. deckheads. This option can be time consuming and A large proportion of cargo is, of course, now car­ may require boundary cooling. Ship's officers ried in container and other specialist ships. When deciding on foam application, and foam should be consulted as to the likely effects of this Nevertheless, there are still general cargo ships of stocks required, officers-in-charge should take into course of action. the traditional kind, which could carry a variety of account the likelihood of the first application large single units, packaged goods and bulk car­ breaking down due to heat. Convection currents 5.5 Ventilation goes. could also initially prevent the foam settling and it will be necessary to vary the rate of application and Ventilating a fire on a ship is both difficult and Firefighters must remember that cargoes can be PholO.5.9 Making entry into hold. the ratios to make an extra-heavy attack in the first unless carefully monitored may cause further fire very varied: some are inherently dangerous, while (Hampshire Fire and Rescue Service)

74 Fire Service Manual Marine Incidents 75 Photo. 5.10 5.7 Container Ships, 'LA H' and distorted by heat, it will be very difficult Ship alongside dock, Barge-aboard hips to remove the containers. It is therefore shows use ofladders. important to cool these rails during a fire. (Nor/hem Ire/alld Fire Containers are usually packed and sealed at the Brigade) manufacturer's premises, so, provided that they • Some containers are fitted with refrigera­ remain intact, there is little chance of their contents tion motors, whilst others have flexible being ignited by an external source whilst on board piping to the ship's refrigeration system. ship, unless a fire becomes well established out­ Holds may be insulated for the carriage side the containers and develops to involve them. of refrigerated containers. The most likely cause of a container fire is a reac­ tion between incompatible chemicals as a result of • Should any containers on the ship's deck a leak. An experiment in the Netherlands has be, or become unsecured, they could move shown that a container can usually contain a fire dangerously. unless a running liquid is involved. Containers may be allowed to burn out without opening if • On partial container ships, used also for the enough boundary cooling can be applied. Some carriage of cars etc., low deckheads and car ships and fire brigades carry devices for making lashings can hinder access to the containers. holes in containers and injecting water spray or

CO2 . • Initial access to the ship might be difficult because of the high freeboard and, usually, A container could also contain solids which would the single gangway. The main access gangway to the ship is often adja­ available and, due to the fire, the ship's derricks melt and run in a fire. These are classed as flam­ cent to the accommodation block, and therefore may also be inoperable. Firefighters may have to mable solids in the International Maritime A ship's CO installation, if fitted, could be used as does not provide convenient access to fires else­ 2 rig their own lifting tackles but this would only be Dangerous Goods code (lMDG). Container ship the first measure against a fire, but the holds are where, such as ship's holds. Brigade ladders could possible on small vessels. Hatch covers should not cargoes could also include large numbers of tanks very large and there might be insufficient supplies be used as an alternative (Photo. 5.10). However, be removed until firefighting equipment is in posi­ i.e. large volumes of liquids. to be effective. An alternative is to flood the holds this could be a problem with the rise and fall of the tion and charged. with high expansion foam or, in the last resort, tide, or if the vessel subsequently takes on a list Usually, certain parts of a ship are designated water, although this may take some time. (Photo's 4.1,4.2 and 4.3). (b) Handling cargo dangerous cargo areas, and containers holding dangerous goods will be located in these areas, With LASH ships and barge-aboard ships, the best When the fire has been found it should, of course, Where it is necessary to move cargo to reach the e.g. an upper deck or a particular hold. Details of course if the fire is confined to one particular barge be attacked at once as delay, apart from causing seat of a fire or to ensure that no fire remains in any such goods and their location should be readi­ or lighter is to have the affected barge or lighter additional damage, will lead to rapidly worsening it, firefighters may have to move it themselves, ly available (see Chapter 7). removed if possible and to deal with it separately conditions. In some cases, however, conditions but whenever possible should get assistance, or at after opening up. will be too severe for firefighters to enter the area least advice, from a skilled stevedore. Some ':P-. Apart from the special problems of dangerous involved, and the fire will initially have to be brigades arrange fork lift truck training for fire­ goods, any fire involving containers will be very fought from above. 5.8 Ro-Ro Ships (including Ferries) fighters to enable them to be able to move cargo difficult to deal with since the tight storage means wearing BA when perhaps the atmosphere is that access for firefighting will be extremely diffi­ (a) General This will be through the hatch, by directing a jet or uncomfortable or even toxic. Where Breathing cult, if not impossible, and there could be prob­ spray downwards across the hold in the direction Apparatus is not required it may be best to ask lems in moving containers. Even with the neces­ Ro-Ro ships vary according to their use. A bulk car of the apparent seat of the fire, or by the use of stevedores to the job, while leaving firefighters to sary dockside equipment available, the process carrier may hold several thousand cars, whereas a special equipment such as the basement spray, the carry out any necessary damping down. When will be time-consuming, particularly if fire hinders ferry could be carrying as many as 500 vehicles revolving nozzle, the cellar pipe or the elbow-fog­ any cargo is being moved, firefighters should the equipment's use. If available, modern equip­ and 1,500 people. Details of the layout of the two nozzle (see Manual, Book 2, Part 2). watch it for signs of fire and keep a branch in ment for unloading containers through the bow types of Ro-Ro ship are given in Chapter 1. position for use if necessary. Particular care is (see Chapter I) could be helpful. Among other Hatch covers are now usually of metal and necessary if equipment is used for moving cargo; problems on container ships are the following: (b) Evacuation of passengers hydraulic or electrical in operation, although they a grain conveyor belt, for example, can draw up a may have to be forced manually if distorted by fire along with the grain. Partially burnt bales • Ventilation could be difficult, depending on Obviously, when a ferry is on fire in port, all pas­ heat. Some, however, need a winch or crane to lift should only be opened up away from the scene of the location of the container involved. sengers will be evacuated as soon as possible. them (Chapter 1). Firefighters must appreciate that operations and any internal fire extinguished by Some modern vessels are being fitted with escape dockside cranes, or their operators, may not be covering jets. • If the guide rails (see Chapter I) become chutes similar in design to those fitted to large

76 Fire Service Manual Marine Incidents 77

- aircraft, but, in any case, firefighters could of these being blocked. The vehicle decks may NORLAND SIGNED ...... DATE encounter a large number of people leaving the well be fitted with drenchers which when operat­ 6KG UNIT CLASS EMERGENCY UNIT NO COMMODITY F.P. ship as they arrive. Every assistance should be ing will significantly help in restricting fire spread NO TYPE PAGE, UN WEIG'fT SEGREGATION ACTION PAGE 6093/3 given to ensure their safe disembarkation. The pos­ to other vehicles. Any amount of surface water in (DIPHENYLMETHANE 4 -- 4 O,isacyanate) UN 2489 't.J~AY FROM EMS 11 228292 LIT LUPRANATE RESIDUE 6 Q 8< FOOD 6.1 04 sibility of some people attempting to return to their large areas such as the vehicle decks could seri­ PAGE 6146 161PYRIDIUM PESTICIDES) UN 2781 AWAY FROM EMS cars should be considered. ously affect stability. 14 C6LU 000002 UT REGLONE 6 LlQ 8< FOOD 6.1-06 PAGE 8096 EMS UN 1783 AWAY FROM 15 100115 LIT HEXAMETHYLENE DIAMINE 2.4.1.6 8-05 8 (c) Access BA may need to be worn, depending on how far PAGE 6008/2 AWAY FROM EMS 54 010211 liT ACRYLAMIDE RESIDUE UN 2074 LlQ 8< FOOD 6.1-04 firefighters have to penetrate. 6 PAGE 6146 (PESTICIDES) UN 2902 AWAY FROM EMS Methods of access to vehicle decks are described 301 LKY 428 TRL TECHNICAL CONCENTRATE LlQ 8< FOOD 6.1-06 6 in Chapter I. Firefighters should note that it may Some commercial vehicles carried on ferries may (ETHYLENE GLYCOL MONOETHYL ETHERI PAGE 3134 AWAY FROM EMS 302 RT 147 TNK ETHOXOL UN 1171 2.4.1.8 3-06 be necessary to wedge open some heavy sliding contain dangerous substances. Such substances 1 3 (ETHYLENE GLYCOL MON08UTYL ETHER! PAGE 6085/1 AWAY FROM EMS 302 RT 147 TNK BUTYL ETHOXOL UN 2369 L/Q 8< FOOD 6.1-01 doors to avoid having hose lines cut and retreat must be notified to the ship owner or Master 6 avenues obstructed. There are alternative entrances before being taken on board, and the vehicles con­ ID ICHLORODI F LUOROMET 'lANE I PAGE 2045 AWAY FROM EMS 70 3465 UT ARCTON 12 UN 1028 1.3.4.5.8 2-09 to machinery spaces, e.g. enclosed ladders passing cerned are usually isolated in a patticular area, e.g. 2 PAGE 2045 AWAY FROM EMS 72 3480 LIT ARCTON 12 UN 1028 1.3.4.5.8 2-09 up through the central section to the top decks. all aft or all forward on the lower deck, or on the 2 top deck in the open air. Details should be easily AWAY FROM EMS A (d) Fixed firefighting installations obtainable (see Chapter 7). An example of a dan­ gerous cargo manifest is shown in Figure 5.1. Figure 5.1 Typical list oJ hazardous cargo vehicles on board 'Norland' passenger/car ferry, The ship's Master may have operated fixed fire­ fighting installations to try to contain the fire and 5.9 Insulated hips he will probably be able to tell the incident com­ (b) Fires in the holds and closer identification may be possible by feel­ mander its approximate location. Arrangements (a) General ing for the heat through the bulkhead plates or should be made so that, when firefighters are in a A fire in a hold can be dealt with in a similar way finding signs of burning. position to tackle the incident, and if considered Fire in insulated ships may occur either in the to an ordinary cargo fire, but firefighters will have necessary, any fixed installations operating can be holds or in the insulation. A fire starting in a hold to pay particular attention to preventing fire The use of thermal imaging cameras may greatly shut down. This applies to fires in the accommo­ may, however, spread easily to other parts of the spread. They should ensure that, where ducts pass speed up this process whilst reducing risk to dation and machinery spaces as well as those in ship via the insulation or air ducts and through the through bulkheads, the dampers are closed and personnel. cargo areas. effects of radiated or conducted heat. Firefighting secured, and that the ventilating machinery is shut is made more difficult by the large amount of down; and they should watch for signs of heat in When the approximate seat has been established, Regular 1(i)d VISItS should be arranged by fumes and smoke that can be given off, some of bulkheads and partitions adjacent to the seat of the firefighters will have to tackle the fire directly. Brigades to all types of ships using ports in their which can be toxic. Involvement of refrigeration fire. When the hold has non-flammable insulation How they do so will depend on various factors area to ensure familiarity and compatibility of the plant is a particularly serious cause of fumes. such as fibreglass and its air ducts can be effec­ such as the thickness of the covering plates and the various types of installations, adaptors, fittings and Heavy concentrations of C02 may be present in tively shut off and guarded, C02 and high expan­ nature of the insulating material behind them. One outlets provided. holds canying citrus fruit even when there is no sion foam can be used to considerable effect way of dealing with an insulation fire would be to fire. In most cases, therefore, the use of BA is cut holes about 150mm in diameter above the seat (e) Fires on vehicle decks essential. Usually a ship's engineer will shut off When gaining access to a hold via a hatch cover, of the fire and insert branches. Sufficient retaining the hold(s) or deck(s) involved and leave the rest firefighters must remember that there will be one material should then be stripped away to reach On vehicle decks, there will often be a serious of the ship's refrigeration system working. or more insulated plug hatches below this and it more of the insulation and ensure that no pockets problem of access because of the very restricted may require a crane or derrick to remove them. of fire are left. space between vehicles. The degree of difficulty In an incident involving an insulated ship, the (Figure 1.12) will depend on how the vehicles are loaded. It may commander of the first attendance should ascertain This is likewise important when there is a fire in be necessary to partially unload a bulk car carrier the details listed in Section 5.2 (a) above, plus the (c) Fires in the insulation or air ducts the air ducts. to get at the area of the fire. Firefighters must take following: extra care when vehicles are being moved by the If the fire is in the insulation or air ducts it will not Insulation may consist of materials such as cargo handlers. • the type of insulation; normally be possible to tackle it by introducing polyurethane foam which give off toxic fumes, and extinguishing media into the holds. firefighters should in the circumstances, or in any Water jets and/or spray will usually be sufficient to • the type of ducting/piping; case of uncertainty, use BA. In air duct fires, the put out the fire. Drainage on the vehicle decks is The first necessity will be to locate the seat of the closing of dampers (where applicable) is obvious­ usually to run-offs at the sides leading to the • the nature of the refrigerant, if applicable. fire. The smoke emerging from the thermometer ly of vital importance. bilges, but firefighters must be aware of the danger tubes may give an indication of the deck involved,

78 Fire Service Manual Marine Incidents 79 5.10 Tankers Foam branches should be positioned to windward 5.11 Pa senger hips (b) Effects of the ship construction so as to be clear of vapour and to maximise the dis­ and layout In general terms, firefighters should deal with fires tance of throw. This may be done from the deck of (a) General principles of attack on tankers as they deal with oil fires on land (see the ship or from a fire tug positioned nearby, A passenger or cruise ship can be very complex in Fire Service Manuals - 'Firefighting Foam', depending on the circumstances. Firefighters The Brigade's Risk Assessment will take into terms of the number and naming of its decks, its Chapter 6 and 'Petrochemicals'). Some general should concentrate all their efforts on one tank at a account: corridors, cabins, public rooms, service areas etc. guidance is, however, given below. time, so that the foam has effect as quickly as pos­ Not only can it be difficult to locate the fire and sible. Even after a fire has been extinguished, a • Type of vessel easy to get lost but the long corridors and staircase (a) The risk of fire thick layer of foam should be maintained for some and lift shafts can induce draughts which help fire hours until the plates have cooled and the danger spread. A ship's officer should meet crews board­ • Access The risk of fire varies. Cargoes of heavy oil present of re-ignition passed. ing a ship and escort them to the fire; guides relatively little risk. Crude oil is however danger­ • Availability of supporting resources etc. should be posted to direct later support or relief ous, as are petrol and oils having a low flash point. Water should be used for the external cooling of crews. The danger is least when tanks are full and proper­ plates but not allowed to enter tanks. Any system A typical first attendance at a fire might consist of ly sealed. It is the greatest when the tanks have for inerting tanks should remain in operation, if four pumps and an emergency tender. The crews Care must be taken to ensure a line of retreat in the been emptied of oil but still contain gas. The prob­ undamaged, to protect those which are unaffected. should board with equipment including general event of an emergency; guide lines (coloured tape) lem will be relieved if proper inerting procedures Firefighters should, of course, attempt to discover purpose lines, adaptors, breathing apparatus, may be helpful in this respect. have been followed (see Chapter I and Chapter 2), which tanks are full and which are empty as soon Stage 2 BA boards, thermal imaging cameras, but this may not have happened, or the equipment as possible, in order to give priority to cooling full delivery hose and variable control branches. On Passenger or cruise ships are divided by fire­ might be defective or be made so by a fire or other tanks. The ship's loading officer should know the large ships they may be able to get jets to work resistant, and in some cases watertight, doors and mishap. Fire and explosions can then be caused by, current position. from the ship's mains, but they will usually obtain bulkheads - see Chapter I, Section 9 (b). The for example, a spark from metal scraping on a steel their supplies from shore based or water-borne doors not being used for firefighting should be deck or even by static electricity. Other tanker fires (c) Other fires pumps. If there is a sprinkler installation on the closed as soon as possible to confine heat and may be the result of collisions which rupture the ship, they should keep this in operation until the smoke and minimise fire spread. Firefighters must tanks. (If damage to the tanks does not immediate­ Apart from tank fires there may also be fire in the fire is extinguished or jets are in position. On some not, however, place total reliance on these to act as ly result in a fire, a flammable mixture may be superstructure. Firefighters should tackle this with vessels there may be ship's firefighting fire stops. Doors and bulkheads surrounding the formed as air reaches the tanks or gas escapes from water in the usual manner. They must take care, personnel and their advice should be sought on the fire should be examined regularly for signs of them, and this may then reach an ignition source). however, that water does not fall onto, and break fixed installations; they can also offer guidance heating and cooled as necessary. The Brigade will therefore probably be faced with up, any foam blanket which they may have applied round the ship. The incident commander will find fire on the superstructure and/or on the surface of at a lower level. it beneficial to assign personnel from his crews to Watertight doors can be controlled from the the water as well as in the tanks. be responsible for such areas as: bridge, and careful liaison is necessary in order not Oil leaking from a tank or floating on the water, to shut crews in or sever hose lines. Firefighters (b) Fires in tanks whether ignited or not, should be broken up by Stability (see Chapter 4); should establish manual control of the operation of powerful jets. By the cooling down and separation • watertight doors where personnel are working. As Usually, a collision and/or explosion will have cre­ of the oil, any fire will be extinguished or made Foam; a further measure to stop fire spread it is usually ated a hole in the top or side of the tank, sufficient­ less likely, and fire spread from patch to patch will • desirable to have the ventilation system closed ly large for the efficient application of foam. When be prevented. Water; down. oil is burning inside a tank, large quantities of foam • will be necessary and the incident commander must (d) Other considerations Staff duties; Fire may spread between the ship's side and cabin be sure to order on sufficient amounts of foam con­ • walls via metal decking, or behind panels and false centrate and an adequate number of foam branches There may, with the largest tankers, be particular Communications; ceilings, through cable ducts and pipelines etc. and pumps. The supply of foam must be continuous problems in reaching the ship and getting aboard. • Firefighters should therefore check the area to be successful and it is better to order on too Chapter 6 discusses the general question of access. Breathing apparatus; around, and above and below the fire, stripping much rather than to allow the fire to re-establish When on the ship, firefighters should remember • away panelling and cooling down as necessary. itself by having too little. Even a relatively minor that it is rare to be able to rely completely on the Other equipment supplies. incident might require as much as 13,500 litres per ship's firefighting installations. Some systems run • Stability is always a factor in ship fires, but can hour. If fixed installations are in operation, the over the top of tanks and are often damaged in an A firefighting bridgehead and BA entry control cause special problems when water is introduced incident commander should obviously allow them initial explosion. should be set up on each deck involved, or adja­ high up in the accommodation of a large passenger to continue while mobilising his resources. cent to the fire. ship. The free surface effect of water (see Chapter 4)

80 Fire Service Manual Marine Incidents 81

------~- iiiiiiiiiit11 is the main danger, especially where it lies in large called and the incident commander liaising with fighting operations. At that point, command and RN/RFA personnel will act under the direction of areas such as the public rooms. the main contractor's representative as to safety control of such operations will be formally dele­ the ship's officer of the day/duty deck officer. In aspects aboard the vessel. The Fire Brigade inci­ gated to the Senior Fire Brigade officer in atten­ circumstances where the senior fire officer is in Public rooms can also cause other problems dent commander will be responsible for any fire­ dance. Close and effective liaison should be main­ control of firefighting operations, any use of because of their elaborate furnishings and fittings; fighting but he should liaise with contractors and tained throughout the period of the incident. RN/RFA personnel (e.g. to act as guide to Fire access through them can be made difficult by the dockyard representatives. Brigade teams) will be by agreement with the layout of furniture. (c) Ship Safety ship's officer. In such circumstances, the senior Whenever RN service personnel are standing by a fire officer will be responsible for the health The often luxurious accommodation in cabins may vessel being refitted under Contract, they are to be Notwithstanding the involvement of the Fire and safety of personnel involved in fire fighting be readily flammable, and the situation can be com­ allowed during emergencies to cany out those Brigade, the RNIRFA Commanding officer or des­ operations. plicated by the use of materials such as foam rubber tasks and duties associated with damage control ignated representative, retains full overall responsi­ in mattresses and plastic surfaces which can pro­ which are appropriate to their training and normal bility for the safety of the ship. The senior fire offi­ (g) Withdrawal of personnel duce vast amounts of toxic smoke increasing the employment. These duties will have been defined cer should therefore take full account of any advice risk of early flashover within compartments. In a and agreed previously with the contractor. received from the ship's officer responsible in If the Fire Brigade is delegated the task of finding small cabin fire, furniture should be left in the cabin respect of ship safety and firefighting tactics, prior­ and fighting the fire, RNIRFA personnel will be so as not to impede passage in nanow cOITidors. When an RN/RFA ship or a nuclear submarine is in ities and ship stability. It is important to recognise gradually withdrawn from within the smoke commission the following procedure will apply: that the main priority on RN/RFA vessels is ship boundary as they are replaced by Fire Brigade per­ 5.12 Royal Naval Ve sels safety, and that during the initial consultations sonnel. Ship's firefighters, working in pairs and Upon anival at an incident involving a RNIRFA between the Fire Brigade and the Ship's Officer wearing BA, will normally be required to act as The issue of responsibility in ship firefighting is vessel the Fire Brigade Incident commander will responsible for Safety a decision might have to be guides. Close collaboration between the officer/ complex; this is particularly so with Royal Naval be met at the brow (Usually marked by a red flag) made as to whether search and rescue operations are senior rating in charge of the ship's main group vessels (see Chapter 3). A proper understanding and escorted directly to the ship's officer responsi­ required in preference to firefighting actions. The and the Fire BJigade officer at the FCP is essential. between RN and Fire Brigade personnel is essen­ ble for safety in order to receive a full briefing on need to ensure continuity in firefighting operations tial, since only this will guarantee effective liaison the fire and be consulted about the appropriate throughout the incident is stressed. (h) Electrical supplies and co-operation necessary. In recent years issues firefighting strategy. which had previously been unclear have been clar­ (d) Communications The Fire Brigade normally expect all electrical ified by discussion between Home Office, Local Following consultations with the Fire Brigade supplies to an installation on fire to be isolated. Authority Fire Brigades and Admiralty representa­ incident commander, the ship's officer responsible It is essential that effective communications are This is seldom practicable in a warship fIre. tives, and promulgated as instructions to both ser­ for safety (known as the Officer of the Day) will established and maintained between fire control However, when there is a risk of voltages in excess vices. The following extract of the advice is applic­ decide whether to ask the Fire Brigade to 'stand­ (quayside), HQl and the forward control point of 440 the equipment should be isolated. It must be able to both RN ships, submarines and to vessels of by' or alternatively to ask the senior fire officer to (FCP) throughout the period of the incident. The noted that attempts at maintaining a 'keep alive' the Royal Fleet Auxiliaries in ports and dockyards. undertake firefighting operations. Fire Brigade will normally use their own commu­ policy may be counter productive when compared nications systems, but these may prove inadequate with the savings in damage through quick extinc­ (a) Responsibility (b) Command and Control of in a warship environment and, in some cases, tion of the fire. firefighting operations the associated RADHAZ prohibits their use. The responsibility for control and command of any Wherever possible, both the Fire Brigade and (i) Use of Breathing Apparatus firefighting operations aboard RN/RFA vessels If the ship's officer responsible for safety decides RN/RFA should appoint a liaison officer to be pre­ and Control varies as to the state of operational readiness of that RNIRFA firefighting resources are sufficient sent at the other service's control point. such vessels at the time of the incident. Generally to deal with the incident, the Fire Brigade atten­ Ship's staff BA controllers should continue to con­ the vessels will be: dance should remain on 'stand-by'. The senior fire (e) Route to the fire trol ship's personnel using BA, at the same time officer should remain at HQ 1 for liaison and con­ maintaining the closest possible liaison with the • in commission with an operational crew on sultation purposes until the Fire Brigade presence Once the appropriate route to the scene of the fire Fire Brigade. Should the firefighting measures be board, or is no longer required. The ship's officer will retain from the 'ON' brow has been agreed between the assigned to the Fire Brigade, overall co-ordination • in an unmanned refit state (afloat or in dry control and command of firefighting operations. ship's officer and the Fire Brigade officer, the of all BA wearers is to be exercised by the Fire dock) not in commission, in the hands of The Fire Brigade may be asked to provide supple­ ship's personnel will identify the route by running Brigade incident commander of firefighting opera­ contractors. mentary assistance, such as facilities for recharg­ a combined guide and communications line. tions. It should be noted that in RN and RFA pro­ ing (RN) BA cylinders. cedures a smoke boundary is defined, and BA In the unmanned refit state the responsibility for (I) Control of personnel dressing (start-up) will be as close as possible to the vessel rests with the contractor carrying out the If the ship's officer decides that Fire Brigade assis­ this point, whether or not this is above or below refit work on the ship. In this state any fire occur­ tance is required to extinguish the fire, he will ask Fire Brigade personnel will at all times act under deck. ring will generally result in the Fire Brigade being the senior Fire Brigade officer to undertake fire the direction of the senior fire officer. Likewise,

Marine Incidents 83 82 Fire Service Manual U) Features affecting firefighting (k) Firefighting 5.13 Bulk Chemical Carriers the fire. If water is an unsuitable agent, firefighters operations will have to take care when cooling down round Firefighting tactics will be determined by a (a) General the area involved (Photo. 5.11). Firefighters should note that the lightweight dynamic risk assessment. alloy metals used extensively in the superstruc­ As described in Chapter 1, Section 7 (a), these ves­ Even in the open air, BA may still be necessary, ture of RN ships will fail quickly in fires and that An important consideration, as always, will be to sels, despite stringent international regulations, perhaps with protective clothing, followed by bulkheads employing them may therefore not act keep the amount of water used to a minimum. If present problems to the Fire Service not only from decontamination. IMO requires that access to var­ as effective barriers. (The Manual, Part 6c, dis­ the fire is well established, it will of course be possible fires but also from spillages, interaction ious parts of a ship be adequate for firefighters cusses metal fires in general). Other hazards on necessary to mount a direct attack on it in the nor­ of cargoes, gas clouds etc. The introduction, by wearing BA sets, not only for firefighting but also board RN vessels are the extensive and complex mal way. If this is done, firefighters should check mistake, of a chemical incompatible with a tank for rescue (see Chapter 1 Section 7). electrical installations, the very heavy smoke­ that all surrounding bulkheads, decks and hatches lining, the inadequate separation of mutually logging which may be experienced - e.g. when are intact, and should cool them with water spray incompatible chemicals, the breakdown of a tank Firefighters must remember that on a ship, but unprotected butyl-covered electrical installations to ensure that they remain so (boundary cooling). lining, or the failure of piping, pumps, tank walls especially on chemical and gas carriers, any small become involved in a fire and, of course, the It should be noted that checking the fire boundary or bulkheads are examples of conditions which enclosed area, merely by its position, could be magazines, weapon storage areas and fuel tanks. of an RN ship constructed of ORP (glass rein­ could lead to highly dangerous incidents. There oxygen deficient or contain toxic fumes. BA The absence of port-holes on RN ships may forced plastic), may be difficult as very little heat could be a need for local specialist reinforcement should be worn anywhere personnel have to make cause problems in ventilation or getting water is transferred and the wrong impression may be to a brigade's chemical data retrieval system, as it a difficult or restricted entrance in order to search onto the ship. gained. is the results of the mixing and interaction, plus or check for fire spread. possible fire, which will need to be tackled cor­ Although RN ships have these special hazards, It may be valuable to inject a firefighting medium rectly. For example, tanks often need 'washing­ (c) Gas clouds firefighters are helped by other features, e.g. the other than water into a compartment to hasten the out' and it is not unknown for the 'washings' to extensive division into watertight compartments extinction process, and special equipment may be react. Methanol is one substance used as a 'wash­ Occasionally, a brigade may be faced with an inci­ by transverse and longitudinal bulkheads and available for this purpose on some ships. er' and is flammable and highly toxic; it is, there­ dent involving the leakage of a toxic or flammable watertight hatches, and the relatively small amount Firefighters should always seek the advice of the fore, a hazard in itself, even if it does not react with of flammable material (other than in the stores and ship's officers in such circumstances. The length the contents of a tank. magazines). Naval ships have, in addition, more of time before opening up will become possible comprehensive firefighting equipment aboard than will depend on the size of the compartment and the As paJ1 of the preplanning arrangements, it may be other ships, and a larger complement of personnel intensity of the fire. Firefighters entering the com­ worthwhile to set up a system whereby the brigade is (though whether all are present will of course partment should remember that the atmosphere notified of the arrivals and departures of these ves­ depend on the circumstances). The fire main will be oxygen-deficient. sels, with details of their cargoes, especially where pressure in naval ships is usually 5.2 bar on the 'parcel' tankers are concerned. This information older types and 7 bar on the newer. Instantaneous (I) Nuclear submarines would be made available to the commander of the couplings on board RN ships are identical with first attendance to an incident, to enable him to have those of British fire services. Smoke boundaries • UNDER CONSTRUCTION OR REPAIR knowledge of the possible problems to be consid­ are established by RN and RFA personnel close to As soon as the nuclear reactor has been installed, ered and assist in making the initial risk assessment. the fire. Doors and hatches are designed to contain RN personnel will be present, and the fire brigade the smoke and in order that hose lines may be officer will need to liaise closely with the ship's (b) Dealing with an incident brought to the scene of the fire without the need officers who are the ultimate experts in the safety to open the doors, through bulkhead hose fittings of this source of energy on board the ship. The immediate necessity, after any rescues have are sited adjacent to each door or hatch. Smoke been carried out, will often be to protect the boundaries once established may not be broken • IN SERVICE undamaged portion of the ship and the dockside without the express permission of the Officer-of­ In all probability the nuclear submarine's own risk. The Master may have got his foam monitors, the-Day. firefighting personnel will tackle any fire aboard water spray systems etc. into action but much will the vessel. However, there may be occasions depend on the competence of the crew, the relia­ Magazines usually have a sprinkler system operat­ when local authority fire brigade personnel will be bility of the equipment and whether damage to the ing from the fire main. Ships which carry aircraft asked to assist, and in line with the advice given systems has left them ineffective. have particularly extensive sprinkler systems in earlier on 'Responsibilities', should tackle the fire the hangars. Firefighters should be aware of accordingly. The Fire brigade incident commander Depending on the size of the incident it may be the characteristics of aviation fuel that might be should mobilise the brigade's own radiation check­ necessary to wait to accumulate enough suitable Photo. 5.Jl Fire involving ship's superstructure. carried. ing equipment as a precaution. extinguishing agent before making an assault on (Humberside Fire Brigade)

84 Fire Service Manual Marine Incidents 85 gas or vapour. (Photo's 5.12 and 5.13) Whether the as possible, and they should spend only as much to facilitate unloading, the gases are often heated. (b) Fires in machinery spaces resulting cloud is visible or not will depend on its time in the danger area as it takes to perform the Additional heat from a fire can cause problems ingredients and the weather. Preplanning should rescue. They should be warned against operating with a possible discharge of gas through relief One of the main causes of fire in a machinery space have taken this contingency into consideration and any electrical equipment, including radio, and, if valves, with the possible formation of an explosive is the leakage or accidental release of oil. For arrangements for evacuation, movement of ship­ lights are necessary, they must switch them on mixture. Polyurethane foam (usually encased in example, a pressurised oil-pipe may split causing ping, monitoring equipment (e.g. gas testing before entering the cloud and switch them off only metal) is widely used as tank insulation (this fine droplets of oil to be sprayed onto a hot mani­ instruments), emergency shut-down of heating after leaving it. material has resulted in some disastrous land­ fold which the ignites with a rapid build-up of heat systems etc. should be put in hand by the appro­ based fires in recent years); the possibility of its and smoke. Usually, if the fire is serious enough, priate authorities as soon as possible. The infinite 5.14 Gas Carrier breakdown and consequent production of high the Master will stop all machinery, evacuate engine number of conditions possible at such an incident temperatures and toxic gases under fire conditions room staff, close the doors, and operate a C02 or forces planning to be very flexible. The incident (a) General should be taken into account. foam system. This procedure often means, how­ commander must try to keep personnel out of the ever, that all powered systems, including fire gas cloud, insofar as he can ascertain its extent. The range of gases that can be carried by these (b) Firefighting pumps, are closed down. However, the pump pow­ Firefighters should if possible keep upwind. If, for vessels is very wide. The cargo tanks are pres­ ered from the emergency generator may still be the purposes of rescue, an entry into a gas cloud surised and/or refrigerated, often to a very low Depending on the nature of the fire/explosion the available. If not, firefighters would have to take must be made, it should be by as few firefighters temperature (see Chapter 1, Section 7 (b)). In order Master should, if possible, have operated some or their own pumps aboard or pump from the dock­ all of the shipboard fire protection systems. The side. first job of the brigade will be to cool the unpro­ Photo. 5.12 tected areas while the Master attempts to shut A major problem with this type of fire is the diffi­ Shows result of -. I down cargo pumps etc. Because of the tank con­ hold explosion. culty for firefighters to gain access to machinery figurations on these vessels, many of them have a (Humberside Fire Brigade) spaces via ladders and platforms (Photo's 5.14, poor ballast capacity and therefore their stability 5.15 and 5.16.). They must never use engine room can easily be upset. The liaison between the vari­ lifts to reach the area. The normal means of access ous organisations needs to be particularly close to are, the engine room ladder, the boiler room lad­ keep the ship stable. der, the shaft tunnel and the escape ladder (aft accommodation ships). 5.15 Fires in Parts of a Ship Any close-fitting doors may have warped in the (a) Fires in stores heat, and it may be necessary to use hydraulic spreaders, rams or toe-jacks to open them. It may Storage areas found on ships will include paint also be necessary to cut holes in bulkheads. lockers (often protected by fi xed installations), Personnel and equipment must be kept clear of air rope stores, deck and engine room stores, linen intakes where machinery is running. lockers (frequent source of fire), food stores, and stewards' stores. Even a small fire in a store can BA will always be necessary, with the emphasis on Photo. 5.13 give off quite a lot of smoke because of the mate­ controls and guide lines. In some circumstances View looking aft. rials present, e.g. plastics. the fire can result in a serious risk from radiated (Humberside Fire Brigade) and conducted heat. It may produce extremely hot Firefighters should make an attack at close quar­ working conditions. The incident commander ters with a spray/jet, or possibly high expansion must be especially careful to protect personnel foam. It may be necessary to wear BA. from heat exhaustion; a very low limit on working time may be necessary. When large scale cooling The engineer's store and workshop, usually operations are called for. firefighters must have located in the engine room, can present special regard to the question of stability; the use of spray problems due to the clutter of oily material, Fires and variable nozzles will help. in these areas are hard to fight and it is important to tackle them as quickly as possible to avoid Boiler room fires, in particular, are hot and diffi­ serious damage to the machinery and cabins cult to contend with. Fine judgement is necessary, above. (See (b) below for machinery space fires especially in deciding when to ventilate. In all in general.) machinery space fires it is necessary to keep a

86 Fire Service Manual Marine Incidents 87 J

______....;, .....IIIIIIIIII _ Photo. 5.14 Photo. 5.16 Shows engine shaft. Shows other equipment in machinery space.

Photo. 5.15 • CARBON DIOXIDE AND INERT GAS tion currents will act against the foam reaching the Shows part ofengine. The use of carbon dioxide or inert gas (unless part fire area. of the ship's own fire defence) will be difficult to mobilise quickly enough to make an early attack The fire may have been tackled by the ship's fire on the fire. However, where installed, (and if not party before the arrival of the Brigade, using foam, already actuated by the ship's officers) this medi­ AFFF or water spray from a fixed installation. um could be used and may save firefighters a lot of Firefighters should consider using the same medi­ unnecessary punishment. Whilst both media have um as further topping up or continuation rather no cooling effect they do however, have the advan­ than any change of strategy. It may be necessary to tage of not seriously damaging machinery and vary the foam ratios if it becomes evident that the electrical equipment. After operation of foam is not reaching the fire area. the system it would be necessary to monitor heat levels of the enclosing bulkheads and decks over • WATER several hours to determine the effectiveness or oth­ The use of water spray branches is often the most erwise of the operation. At some time it will be effective. Turning several spray/jets into the necessary for firefighters wearing BA to inspect engine casing above the machinery space has a the area to ensure complete extinction. considerable cooling effect and creates a blanket of steam. The up-draught is lessened and the • FOAM vaporisation rate of the oil reduced, so that a clos­ Medium expansion foam is one option which er attack with branches becomes possible. Water check on adjoining compaItments: materials on the the fire from spreading, the oil supply should be could be applied with a reasonable chance of suc­ spray is particularly useful for cooling when there other side of bulkheads can ignite very easily. shut off if at all possible. As far as firefighting cess providing it can reach the affected area. The is a thin layer of unfired oil in contact with hot Painted surfaces, too, rapidly assist fire spread. Re­ conditions allow, cold jets should not be played numerous obstructions found in machinery spaces plates (e.g. on the top of a tank ), since, otherwise, ignition is another major risk in machinery spaces on hot pipes or the fronts of boilers and their requires the foam to be reasonably slack so that it radiant or conducted heat might fire the oil. The because of the numerous hot areas with which oil gauge glasses to avoid fractures. Various meth­ will flow over and round obstacles to reach the value of diffuser branches is, however, reduced can come into contact. Caution is therefore neces­ ods are available for firefighters to extinguish common oil sUlface. where intervening pipework inhibits their full use. sary even when the fire is apparently out. the fire (see below), apart from any fixed instal­ lations. The manual options are discussed as High Expansion Foam is another option, but again • SELF SMOTHERING In fighting the fire, firefighters must heed any follows: there might be a problem (because of the lightness If the application of extinguishing media is not advice given by the ship's engineer. To prevent of the foam) in getting the foam to the area practicable, firefighters may be able to starve the involved. In a developing fire the heated convec- fire of oxygen by closing all openings into the

88 Fire Service Manual Marine 1ncidents 89 Marine Incidents

machinery space. This will usually, however, only be possible on a very small ship: engineering advice should be taken on the practicalities and the best methods. (c) Fires in up-takes Chapter 6 - Incidents at Sea

Up-take fires usually involve the combustion of unbumed carbon deposits. They can be difficult to deal with and it is usually better to allow them to burn out whilst providing cooling spray at the 6.1 Legal Position March 1992 for "the initiation and co-ordination of appropriate points. Opening the up-takes to gain civil maritime Search and Rescue (SAR) within access can aggravate the situation by increasing (a) Fire authorities the United Kingdom Search and Rescue Region" the draught. (UKSRR). This includes the mobilisation, organi­ The Fire Services Act 1947 was amended by sec­ sation and tasking of adequate resources to (d) Fires in the shaft tunnel tion 4 of the Merchant Shipping and Maritime respond to persons either in distress at sea, or to Security Act 1997. The amendment adds to the persons at risk of injury or death on the cliffs or The shaft tunnel is often used for the storage of supplementary powers of fire authorities contained shoreline of the United Kingdom. It follows, paints, oils, gas cylinders etc., and these may in Section 3 of The Fire Services Act 1947 by the therefore, that HM Coastguard is the authority become involved in a fire. If a fire does occur and addition sub-section (dd) which gives fire authori­ responsible for the initiation and co-ordination of for any reason its seat cannot be reached, it may ties power "to employ its fire brigade maintained firefighting and rescue at sea. be possible to close the watertight door between by them, or use any equipment so maintained, at the tunnel and the engine room (see Chapter I, sea (whether or not within the territorial sea of A 'Memorandum of Understanding' was jointly Section 1.2 (d) (3» and flood the tunnel. the United Kingdom)". agreed between HM Coastguard and local Fire Authorities in 1994 to establish, where appropri­ (e) Bilge fires While the duty of a fire authority to make provi­ ate, firefighting, chemical hazard, and rescue sion for fire fighting purposes relates to the author­ teams as 'Declared Facilities for Search and These are very smoky due to the presence of oil ity's own area (see Chapter 3, Section 1 (a», there Rescue' (SAR). Any such arrangements which residue, and are difficult to detect but relatively is nothing to prevent a fire authority employing its generally prevail between the Maritime and easy to extinguish. The application of water-fog fire brigade to tackle a fire in a ship at sea outside Coastguard Agency (MCA) and Fire Authorities or High Expansion Foam through the hatches is that area. do not form any contractual elationship and the usually effective. MCA should liaise with indivi I ual Fire Authorities Each fire authority, either individually, or jointly to establish the extent to which the arrangements with neighbouring brigades, will, having consid­ contained in the 'Memorandum of Understanding' ered the implications of section 1 (1) (a) of the are to apply. 1947 Fire Services Act, and, section 3 (1) (dd) (the amendment under the Merchant Shipping and 'Declared Facilities' are facilities which are desig­ Maritime Security Act 1997) of the same Act, and nated as being available for civil maritime SAR determined the extent to which its brigade should according to a specific standard or set criteria. undertake firefighting and rescue operations at sea. Each fire authority declaring facilities is responsi­ Participation of individual firefighters in opera­ ble for: tional incidents at sea is generally carried out on a voluntary basis, but some prior commitment is • Declaring the standard of capability and usually necessary to establish off-shore contin­ availability for each facility; gency personnel strength. • Maintaining each facility to the declared (b) H.M. Coastguard standard;

H.M. Coastguard has the statutory duty under the Informing HM Coastguard when there is Coastguard Act 1925 by Order of the Secretary of • any change in the declared standard of State for Transport, laid before parliament on 9th availability;

90 Fire Service Manual Marine Incidents 91 ______...... :.. J.! • Infonning HM Coastguard of any reason control of shipping movements, closure still required. If the Master has requested help need to be given as how the equipment is loaded for not making available any facility which • of port, moving endangered vessels, from the brigade, he should obviously co-operate onto the transport vessel and subsequently onto the is declared and which has been requested risk assessment including identification and listen to advice from the incident commander. incident ship if that is required. On very small ves­ by HM Coastguard. • of dangerous substances, sels, firefighters should take into account that lift­ predetermined embarkation and (c) Sea transport ing equipment from the quayside, or from vessel to The Coastguard organisation in the United • disembarkation points, vessel, by on-board tackle could have an effect on Kingdom is divided into five regions, in which are types of equipment to be transported to Regardless of the mode of transport used for initial the lifting vessel's stability. (See Chapter 4) located six Maritime Rescue Co-ordination • the scene, attendance (or reconnaissance), whether by sea or Centres (MRCC's) and fifteen Maritime Rescue minimum number of personnel/officers air, arrangements should be made to have a vessel All fire brigade personnel should wear lifejackets Sub Centres (MRSC's) each with a constantly • required including relief crews, standing by for safety purposes throughout the on the transport vessel. manned operations room. There are about 600 provision of predetermined beaching incident. Ideally a vessel used to transport person­ regular Coastguard officers assisted by about • points, nel or equipment to the vessel in distress should (d) Air transport 3500 auxiliaries. Liaison is best made through one catering arrangements, remain on standby at the incident in case rapid of the six MRCC's. • attendance of interpreters where there are evacuation without helicopter assistance is The availability, capability and range of SAR heli­ • language difficulties, required, or a firefighter falls overboard. If that copters, RAF mountain rescue team helicopters, or 6.2 Contingency Plans Information to be obtained on receipt of vessel cannot remain on station at the incident, helicopter belonging to private companies in the • call should include: then arrangements must be made for another ves­ sea area adjacent to a brigade would need to be (a) General considerations • location of vessel, sel to stand by for safety purposes. established (Photo's 6.2 and 6.3). Some brigades • abandoned or crewed (if crewed - have already made the necessary enquires and set The potential for a major incident even in the nationality), Part of pre-planning will be to establish what ves­ up arrangements to transport men and equipment smaller ports and harbours and off-shore appears to • number of people on board, sels could be made available as transport for fire to vessels at sea. It is important that the weight of be increasing. The number and size of potentially • type and size of vessel, brigade personnel and their equipment. Whatever equipment likely to be required is known before dangerous cargoes entering and leaving ports have • cargo carried, craft are employed they must be readily available, the event as the aircraft captain will need this risen and there have been several instances of pas­ • nature and extent of fire, seaworthy, relatively easy to bring alongside a ship information to decide how many firefighters and senger ferries being involved in fire. There must • weather and sea state. to load and unload, and capable of carrying the what equipment can be transported at one time therefore be pre-planning for such emergencies. necessary load safely. (Figure 6.1). Depending on local circumstances, there may be a Where fire brigades have agreed to respond to need to set up a land-based incident control where Some brigades have developed pre-packaged Personnel who are likely to be taken to ships at sea incidents on ships at sea, contingency plans must { the organisations involved can liaise and co-ordi­ equipment, using pallets or boxes which can be via this mode of transport will need to be trained in be drawn up in consultation with other services, nate operations, this is likely to be at the nearest quickly transported to the quayside for loading the safety procedures associated with helicopter e.g. Coastguard, Harbour Authority, County Coastguard Rescue Centre. It is also quite com­ onto the transporting vessel. Consideration would flying before any actual flying is undertaken. Emergency Planning officer, police, RNLI, tug mon for a forward control to be set up, either on companies, armed forces. Where two or more the vessel on fire, or a firefighting tug attending authorities have a common estuary it may be nec­ the incident. Photo. 6./ essary to set up a joint committee to co-ordinate Ocean going lUg. planning and response. (b) Notification of incidents (HMFSI)

Such pre-planning should consider the following The fact that the Master of a vessel reports a fire, points: explosion or other emergency at sea does not nec­ essarily mean that he requires assistance. He may • methods of raising the alarm and alerting decide to tackle the cause of the emergency him­ essential services, self, bearing in mind the possibility of salvage • efficiency of inter-service liaison claims (see Chapter 3, Section 6). Fire authorities arrangements, will make their own arrangements locally with the • establishment of controls and Coastguard as to what is reported to them and how, communications, but should ensure that their assistance has been • initial reconnaissance arrangements, expressly requested by the owners, agents or • availability of helicopters and water craft, Master before attending the incident. Also, when including firefighting tugs, the commander of the first attendance, or recon­ • rescue and casualty handling, naissance, arrives, he should confirm with the • facilities for alerting all marine risks, ship's Master that the assistance of the brigade is

92 Fire Service Manual Marine Incidents 93 Figure 6.1 An example Operational Procedure Sea King Aircraft ofpreplanning 10 carry

DROP 1 Tota Is equipment out 10 a ship Initial Individual Drops by helicopter. 4 x personnel c.w Radio Pack set TIO kg. 310 kg

DROP ? No. 1 Container 4 x 25 m x 45 mm hose 1 Dividing Breeching (alloy) 2 Variable Branches (AWG type) 1 Suction Strainer (alloy) 1 first Aid Kit 2 Handlamps 1 Ships Adaptor fl to Nand S fitting ,'ood, wa ter, sea sickness tablets 50 kg

DROP 3 No. 2 Container 1 BA set c.w. 1800 litre cylinder 21 kg. 2 BA cylinders (1800 litre) 29 kg. 1 BA servicing kit comprising ­ 'Q' ring washers anti-dim disinfectant cloths D.S.U. key 24 torch batteries Photo, 6.2 Landing off-shore firefighting crew Photo, 6.3 Off-shore firefighting crew aboard RAF Bardic torch key 3.5 kg. I BA entry board 1. 2 kg. on casualty. (exercise) (Ken! Fire Brigade) rescue helicopter. (Ken! Fire Brigade) 54.'1 kg

DROP No. 3 Container 1 BA set cw 1800 litre cylinder 21 kg. 2 BA cylinders (1800 litre) 29 kg. 1 x 30 m GP line 6. 4 kg. 2 handlamps 1. 6 kg. 2 axes (small) ~, 606 kg

DROP ~ LPP pump cw slings, suction wrenches, etc. 180 kg

DROP 6 3 x 3 m x 100 mm suction hose (alloy) 54. 5 kg. 1 x GP line 15 mm 3. 2 kg. Petrol 1 x 18 litre 19 kg. 76.7 kg

Overall Total Weight TOTAL 792 kg

(e) Communications part of their reconnaissance and first attendance equipment, portable pack sets which maintain a Experiences by brigades who have undertaken separate link either to forward controls on shore or firefighting operations at sea have shown that, into the brigade network (Photo. 6.4). This unless there is very detailed pre-planning, commu­ ensures that radio discipline is maintained, the nications can be very difficult. channel does not become overloaded and other services are not interrupted. However, brigades Harbour craft, tugs etc within port operational main scheme channels must not be used for air­ areas use marine radio channel 16 for emergencies to-ground communications. but as this is also a calling channel for all marine craft, communication is subject to interruption. Brigades may use mobile or transp01table radios PhOIO, 6.4 Off-shore Communications equipment. Most brigades find it more efficient to take, as using VHF channels 21 and 22, and/or radios using (Kenl Fire Brigade)

94 Fire Service Manual Marine Incidents 95 UHF channels I to 6 within UK territorial waters Hose. Photo. 6.6 to communicate between vessels. • Branches. Off-shore survival suit. • Containers and slings. (Kent Fire Brigade)) Cellular phones are licensed as land-based sys­ • Ship-to-shore connections. tems, but as there is likely to be some overlap cov­ • Wheel spanners. erage at sea this may be used to access directly the • Heaving lines. public telephone system. If the off-shore incident • BA sets and spare cylinders. is near to other continental shores the mobile • BA entry control boards, guidelines and phone will need to be such that communications • tallies. can be through foreign relay stations. The UK pre­ BA communicating equipment. fix and area codes will need to be known. • BA hand lamps. • BA tabard. Brigades should ensure that firefighters learn and • First aid equipment, for example resuscita­ understand marine phraseology so that any com­ • tion equipment, stretchers. munication with marine personnel is clearly General purpose lines. understood. (Some of the more common terms are • Light portable pumps (preferably diesel) explained in the glossary at the end of this Manual.) • and suction hose/strainers with spare fuel. Lighting equipment. (0 Firefighting equipment • Hand held radios/loud hailers. • Tools. Although there may be occasions when it is • Gas detection equipment. It will be apparent that off-shore firefighting oper­ where it is. If possible, a small reconnaissance possible to use the firefighting equipment of the • Rations and drinking water. ations may have to be undertaken in adverse group led by a senior officer should be sent out to distressed vessel, it is recommended that the fire • Thermal image camera. weather conditions. Particular attention should the stricken vessel. This can be done whilst equip­ service should plan always to provide its own • Foam concentrate. therefore be paid to appropriate provision being ment and personnel are being assembled at equipment for firefighting and rescue operations at • Message pads, pens and chinagraph made for the safety and welfare of personnel tak­ embarkation points. During the approach to the sea. This practice has the merits of maintaining the • pencils. ing patt. Equipment suitable for personnel safety vessel it is well worth taking particular note of any confidence of personnel in the efficiency and Nominal roll boards. and welfare is listed below. points covered below which may not be so obvious reliability of the equipment used. (Photo. 6.5) • once aboard the vessel (Photo. 6.7). Any informa­ • Firefighting uniform tion noted on the approach, together with situation • Heat resisting gloves found on board could be radioed back to brigade. Photo. 6.5 Lowering • Waterproofs Such information is likely to be invaluable in packagedfirefighting • Survival suits (Photo. 6.6) assessing the necessary response. equipment. • Lifejackets (Ken' Fire Brigade) • First aid equipment • Sea sickness pills • Food and drink

6.3 Dealing with tbe Incident

Most of the problems of firefighting in port will apply at sea, and the basic strategy and tactics (see Chapter 5) should be applied. However, such prob­ lems will be compounded by the relative isolation of the firefighting team.

(a) Reconnaissance

Experience has shown that the initial call to a brigade for assistance often does not give suffi­ Photo. 6.7 Reconnaissance on approach to hovercraft cient information as to what the situation is or even (exercise). (Ken! Fire Brigade)

96 Fire Service Manual Marine Incidents 97 •

The information could include such items as: preclude any lifting of water over the side of the ways, BA crews should not be attached to one ship, but it may be possible to place a pump on a another by personal lines but should be individual­ • Precise location of the incident. lower landing of the accommodation ladder or ly attached to the guide line. • Fire situation, e.g. what partes) of the ship open a loading door lower down the ship's side. are involved, whether it is spreading. Failing this, pumps may have to be set in over the 6.4 Salvage Thgs • Name of the vessel and its owner or side of the tug or other vessel which has transport­ agents. ed the equipment out, and water relayed up to the If the vessel involved has sent a general 'Mayday' • Type of vessel and tonnage. deck of the stricken ship. This could be reasonably signal, the incident commander may find other • Whether crewed or not. easy in calm weather, but even with only a slight vessels in attendance when he arrives. It could also • Stability situation and amount of freeboard. swell running, the task of keeping suctions sub­ happen that other vessels may come alongside • Whether the ship's pumps and firefighting merged, engines and electrics dry, and hose lines whilst the incident commander is aboard without equipment are usable. connected would be difficult. Firefighters must him initially being aware of them. The question of • Whether fire tugs could be used. remember that the Master of the ship may want to, salvage is always present at these incidents, and • What special equipment is required, or indeed have to, keep under way either to make the brigade could find that another vessel has e.g. HEF, ejector pumps. port or at least maintain his position. This will add rigged hoses and brought them aboard the burning • Manpower required - especially for BA. to the problems. ship. If such incidents occur, the incident com­ • Weather situation and sea state. mander should note the name of the vessel and • Could equipment be air lifted. (d) Stability some details of its actions. It is not unknown for • Any problems likely to be encountered in the fire authority to be asked, at a later date, for getting alongside stricken vessel to unload The theory and problems of stability have already information on the activities of these vessels, and men and equipment. been dealt with in Chapter 4 and this will be the it would be to the advantage of the incident same at sea. Close liaison between the Master, the commander to be able to confirm or deny any The commander of the reconnaissance group may incident commander and his stability officer will allegations. (See Chapter 3 section 6) find that the Master has already taken some steps be necessary. Due to the possible 'tenderness' of to control the incident himself, e.g. rigging hose the ship, deteriorating weather conditions etc, the 65 Abandoning, Beaching and lines, injecting inert gas or other media, ventilating Master may want firefighting to stop. The incident coming into port or, conversely, battening down and turning the Photo. 6.8 Shows accommodation ladder - may be commander will have to abide by this decision ventilation off. The incident commander should lowered 10 waler level. (Kem Fire Brigade) until the Master considers it is safe to resume oper­ Incident commanders should remember that the give careful consideration to why these moves ations. Master of a vessel on fire may also be the owner. were made before advising to the contrary. It will then be necessary to get equipment aboard. Under these circumstances he will obviously take If calTied by helicopter, this will be controlled by (e) Breathing apparatus control all possible measures to avoid total loss, mitigate (b) Boarding the ship the air-crew and man-handled by the fire-crew on damage to his cargo and prevent salvage claims. In deck. If the equipment is transported by sea, it The relative isolation of the fire crews can cause doing so he may hazard the ship and the lives of This can be problematical in relatively calm may be possible to use the ship's crane or derrick, problems of supply and not least of these, in a pro­ everybody aboard. Even if he is not the owner he weather and very difficult in rough weather. On a operated by the ship's crew; otherwise firefight­ longed attack, is the recharging of BA sets. One of may be under instructions from the owners or very large ship, e.g. a VLCC, the freeboard could ers will have to rig their own tackle for hoisting. the important aspects of pre-planning is ensuring agents to the same effect. A decision to abandon be 20-25 metres. Usually an accommodation Any hoisting of equipment from a transport ves­ that, once firefighting begins, a continuous attack ship would therefore not be taken lightly, but it may ladder (Photo. 6.8) will have been lowered in sel to a stricken ship is fraught with dangers if is sustained. The initial supply of BA cylinders be taken very late and the incident commander readiness for the brigade to board but occasional­ either vessel is rolling. Boxes of equipment or may well be used up in finding the fire and laying must be prepared for it. ly, if the crew have abandoned ship, this may not pumps could be smashed against the ship's side guide lines. A rapid build-up of BA supplies may have been done. If a reconnaissance has been car­ and damaged or lose the contents of boxes com­ be necessary because worsening weather condi­ Methods of withdrawing personnel quickly from ried out by helicopter and personnel put on board, pletely. It might be better to abandon this form of tions may seem likely to preclude further supplies below decks, especially BA wearers, should be set it may be possible to rig rope ladders and safety transfer than risk the loss of equipment vital to or, at least, to delay them. Once on board, the usual up from the start of firefighting and all firefighters lines to help personnel to get onto the ship. The any firefighting. main BA control will be set up but the incident instructed accordingly. ship's own 'Jacob's ladders', sometimes adjacent commander may think it necessary to have for­ to the ship's lifeboats, may be used. On no (c) Pumping ward controls on each deck of a large vessel. The A decision may be made to beach the vessel. There account should personnel be linked to each other need for several safety BA crews will have to be could be a conflict of opinions here between the by line, even when mounting the accommodation If the ship's fire mains are out of action and there taken into account on the reconnaissance when Master, pilot, harbour Master, tug skipper, agents ladder. This ensures that if one firefighter slips, is no fire tug available, the brigade will need to use estimating numbers of personnel. When working etc. as to the best location for this. The brigade others are not also dragged down. its own pumps. The amount of freeboard could up and down vertical ladders or steep companion- officer must, however, be ready to point out that to

98 Fire Service Manual Marine Incidents 99

• rl Mari e I cidents

beach the vessel may result in the firefighting If the ship's Master is unable to find a nearby becoming more difficult and may result in a total British port which is willing to accept the ship, an loss anyway, e.g. where at low tide even fire tugs attempt may be made to enter a foreign port. If so, or fireboats cannot get alongside and land fire the fire officer will have to decide whether fire­ appliances cannot approach near enough on shore. fighters should disembark beforehand or proceed Here again the fire authority's arguments and the with the ship to its destination. In reaching his Chapter 7 - Dangerous Substances on final decision reached should be recorded by the decision he should consult the ship's Master and incident commander, because such evidence may bear in mind the fire situation. Ships and in Port Areas be necessary later. 6.6 Sea and Air-Sickness The Master of the ship may wish to enter port to 7.1 Genera ment. If such an accident happens then the loss of get the problem resolved, e.g. to unload so as to get During training it will become apparent that some the substance has to be reported. In a fresh water access to the cargo involved. The decision as to personnel are unsuitable for air or sea travel due to The caITiage of dangerous substances by ships is port or river, some cargoes may be environmental whether he may enter a particular port, and if so, sickness, particularly in rough weather. However, increasing. Apart from fires, there are currently pollutants. A new IMO Recommendation on the where he may berth, is the responsibility of the fire brigades should consider the issue of travel about 300 incidents a year involving dangerous Safe Transport of Dangerous Cargoes and Related Harbour Master, who will probably make this sickness medication. Even in good weather an substances on ships and these are mostly normal Activities in Port Areas was published in 1995 and decision after consultation with the brigade to air or sea trip can be bumpy, and an issue of this chemical incidents. There are, however, the added will shortly be adopted by new legislation. ensure that, medication before embarkation should lessen the complications of usually quite large quantities, problem for those unfortunate sufferers. possible mixed cargoes, pollution dangers, deci­ (b) Port areas • any special facilities required are available, sions on berthing, and movement of tides. It is worth, at the pre-planning stage to seek Incidents may also occur at port installations dur­ The IMO recommendations for the transport, • any isolation necessary is possible, e.g. in a medical advice as to which type of sea-sickness ing loading. unloading or storage. Brigades will handling and storage of dangerous substances in cherrtical incident, and medication to issue, as some tend to make the user have included such factors in their pre-planning, port areas were published in 1995. These will drowsy. It is also a wise move to issue the medica­ and should implement the normal routines for shortly be adopted as statutory requirements for • the ship can be berthed in a position readily tion well before travelling and to continue the dose dealing with such incidents, bearing in mind the such areas, called the Dangerous Substances in accessible to the brigade by land and may rate. Some people do not suffer from travel sick­ points mentioned in this chapter. (Dangerous Harbours and Harbour Areas Regulations (DSHR). ask the brigade for its opinion on the possi­ ness and others may claim not to, but it is a wise goods carried on inland waterways are dealt with These are being formulated by the Health and ble hazard to the port. This will depend on practice to encourage the general taking of medical in Chapter 8; nuclear submarines are mentioned in Safety Executive and will replace most of the pre­ the type of cargo involved but in most precautions rather thari a firefighter become ill Chapter 5.) sent local byelaws and regulations. A Code of cases it will be advantageous to proceed to when wearing BA and when others are relying on Practice will be issued at the same time. a berth, however remote, because of the them. (a) Ships concentration of personnel and equipment 7.2 Identification of A"Uool'-'4&rd which can be made available there, plus the The Merchant Shipping (Dangerous Goods and facilities for moving cargo etc. Marine Pollutants) Regulations 1997 which are (a) On ships designed to implement the provisions of the SOLAS recommendations, lay down the statutory The Merchant shipping Dangerous Goods Photo. 6.9 requirements for the carriage of dangerous goods Regulations (MSDGR) require the shipper to pro­ RNLI Lifeboat. on UK ships, and on foreign ships that are loading vide the ship owner or Master with information as (Essex Fire and Rescue) or unloading cargo, passengers or fuel within UK to the nature of any dangerous goods to be carried, waters. Other relevant documents are the whether packaged or in bulk. In the case of pack­ International Maritime Dangerous Goods (IMDG) aged goods (including those carried in containers, Code, and the IMO Codes relating to dangerous vehicles or portable tanks), such information must bulk cargoes. The IMDG Code is the most exten­ include the correct technical name of each sub­ sive dangerous goods reference available and is stance, the UN number if one exists, the class of applied to all vessels carrying dangerous sub­ hazard, the number and type of packages, and the stances. The information displayed on packages is total quantity of dangerous goods. A ship with not restricted to sea trade and will be encountered packaged dangerous goods on board must carry a on the road/rail movement of sea trade. The code manifest or equivalent document stating the name, identifies those substances which are marine pollu­ classification and quantity of each item, and a tants and every effort must be made to prevent record of the location of the goods. (An example these substances from entering the marine environ- of such a manifest is shown in Figure 5.1.) In

100 Fire Service Manual Marine Incidents 101 addition, each individual package, container etc., the cargoes of all bulk chemical carriers entering The circumstances of these incidents vary consid­ substances must have his vessel in a constant state must be clearly marked with the name of the goods or leaving the port erably, but one important factor to be borne in of readiness to move, tidal conditions permitting. and an indication of the nature of the hazard mind is the possibility of explosion. For this purpose he is expected to ensure that there e.g. a hazard warning diamond. Obviously, fire­ 7.3 egregation of Dangerous is sufficient crew and supervising officers avail­ fighters should be able to recognise the marine Goods Most cargo ships do not have intrinsically safe able on board at all times. How this apparent clash pollutant mark (Figure 3.2). electrical gear, and any movement of electrically of requirements is to be resolved is a further point The IMDG Code sets out requirements for the operated hatches, switching of ventilating systems for discussion in the pre-planning stage. In view of the above requirements, the incident segregation of incompatible dangerous goods etc could therefore be dangerous if there is a commander at an incident on a ship will normally from one another, and from other goods such as potentially explosive atmosphere present. There Pollution of harbour or dock waters is also strictly find little or no difficulty in ascertaining details of foodstuffs, on board ship (Figure 5.1). Some of are very strict regulations regarding the use of controlled, and brigade personnel should try to any dangerous substances from the ship's officers. these requirements are based on distance, and radios near certain types of explosives, and the prevent any pollutant entering the water. The (If the ship is in port, the port requirements - see others on fire resistant decks and bulkheads. positioning of appliances, e.g. control units, must Department of Transport have a Marine Pollution below - will operate in addition.) Problems might be carefully considered under these circumstances. Control Unit which is available to provide assis­ occur, however, in the case of a call to a foreign There are no detailed guidelines for the segrega­ (See Fire Service Manual - Communications) tance. It can be contacted, on a 24-hour basis, ship at sea. tion of goods in the port areas, but the proposed through any of the Coastguard regional control DSHR will contain a general requirement for It may be necessary to monitor a vessel by means rooms (see Chapter 3, Section 5). In addition to the basic information required by the goods to be stored in a safe manner. Storage areas of explosimeters. If a brigade does not have these, MSDGR, there will in some cases be fuller details do not usually have fire-resistant partitions, but do • arrangements may be made to obtain them through available, e.g. IMO emergency schedules (see have the space for distance segregation. the Chemsafe scheme together with personnel Section 4 below). trained to use them. Brigades should investigate 7.4 Emergency arrangement by these and other sources of expertise on 24-hour Where goods are shipped in road tankers, UKTHIS Port Authorities availability. or ADR labels may be found. Firefighters should remember, however, that the emergency action It will be a requirement for port authorities to Under the MSDGR, UK ships, and foreign ships (Hazchem) code shown on UKTHIS labels is make plans for dealing with emergencies under the loading or unloading within UK waters, are sub­ designed for road incidents and may not be appro­ DSHR, although in all probability this will already ject to certain special safety requirements regard­ priate on a ship. have been done. Such plans must include not only ing the stowage of explosives and the type and the control of the ships carrying the dangerous quantity that may be carried. (b) In port areas substances but also the storage and handling etc, the means of escape for people from the berth, (b) In port areas The DSHR will normally require the Master of a methods of communication with the emergency vessel bringing dangerous goods into a port area to services and effective means of warning people In addition to the considerations applicable to provide the Harbour Master and berth operator, in in the vicinity. The plans should be set up in co­ ships generally, there are several specific points advance, with information about the nature of the operation with the emergency services; further which should be noted in connection with port hazard; the proposed Code of Practice recommends details are given in Chapter 3, Section 3. incidents. that this information should include the name, the substance identification number where available, 7.s Dealing with the Incident Where vessels carrying dangerous substances are and the quantity of each item. Where 250kg or berthed, the berth operator must provide adequate more of a dangerous substance, or any quantity of (a) On ships means of escape from the berth, e.g. duplicate explosives or dangerous bulk goods, is being gangways to jetty or shore. He should bear in mind loaded into or unloaded from a ship, or stored Procedures for dealing with a shipping incident the possibility of smoke or fumes, or perhaps burn­ before loading or after unloading, the berth inspec­ involving dangerous substances will closely fol­ ing material on the water, in deciding what provi­ tor will be required to ensure that information as to low those used at land incidents. Incident com­ sions to make. the identity, quantity and location of the substance manders should remember that expert advice is is immediately available to the emergency services. available from the CIA (Chemsafe), Department of If dangerous conditions exist on a vessel, the num­ In the case of bulk cargoes, he will also have to Transport, NAIR etc, and should consider invok­ bers of personnel on board should be kept to the include information about the nature of the hazard ing this part of the contingency plan at an early minimum. Any passengers should, of course, be and the emergency action that should be taken. stage. The IMO publish emergency schedules, giv­ evacuated and the main fire-crews kept at readi­ ing information to Masters about action to be taken ness on the quayside or as near as is considered It could be advantageous for the brigade to arrange at incidents, and these could be aboard. safe. According to the proposed DSHR, however, for the port authorities to notify them routinely of the Master of a vessel carrying certain dangerous

102 Fire Service Manual Marine Incidents 103 Marine Incide ts Cl1lapller

Chapter 8 - Inland Waterways

8.1 General large commercial vessels on BW waterways which can carry up to 700 tonnes; these include Of the estimated 4,800 km of inland waterways in for example small cargo coasters (Figure 8.1), the UK, about 1500 km are used for commercial self-propelled tank barges (Figure 8.2), small transport in which some 60 million tonne of assort­ parcel tankers as well as "specials" designed to ed goods is estimated to be moved each year. carry chlorine, caustic soda, sulphuric acid and (Photo. 8.1) British Waterways (BW) is UK's other bulk cargoes. (Figure 8.3) • largest navigation authority and manages 3,200 km (2000 miles) of canals and inland The bulk of the craft on inland waterways are the waterways nationally, including a number of major 25,000 or so pleasure craft which range in size rivers such as the Severn (Gloucestershire), Ouse from 20 metre narrow boats to 2.5 metre cabin (Yorkshire), and Trent (Nottinghamshire). cruisers. Some of these larger powered craft However, much of the commercial tonnage is include registered trip boats which can carry hun­ can·ied on non-BW waterways controlled by port dreds of people at anyone time. Unpowered craft authorities, local government, or other bodies such as kayaks and canoes are also found on the such as the Environment Agency or the Broads canals and these too will have their range of asso­ Authority. Nevertheless there are a number of ciated hazards.

Photo. 8.1 Commercial vessel on waterways. (Courtesy ofBritish Waterways Photolibrary)

Marine Incidents 105 8.2 Dangerou Substances both the identity of the goods and the nature of the hazard in accordance with various legislation such (a) Legislation as the Chemicals (Hazard Information and Packaging for Supply) Regulations 1994. Control of the carriage, handling and storage of hazardous cargoes within waterway areas is main­ 8.3 Other Hazards ly covered by the Dangerous Substances in Machinery space No5 tank No4 tank No3 tank No2 tank No1 tank Harbours DHSA) Act 1987 and the Petroleum The number of non-petroleum hazardous cargoes (Consolidation) Act 1928. The International carried on canals is relatively small and these will Maritime Dangerous Goods (IMDG) Code applies mainly be found within the port and dock areas. Figure 8.i Coastal tanker ofabout 3.000 tonne dwt used to come alongside riparian oil product depots. to sea-going vessels which use inland waterways, Narrow-boats are largely steel hulled and other while the road transport of goods from ports and smaller powered craft can be constructed of GRP. docks fall under road traffic legislation such as the However, it should be noted that most pleasure Road Traffic (carriage of Dangerous Substances craft will have one or more LPG cylinders aboard in Packages etc.) Regulations /992 and the Road and this coupled with relatively light construction, Traffic (Training of Drivers Carrying Dangerous plastic foam furnishing and in many cases petrol Goods) Regulations /992. as the fuel, will result quite often in a fierce fire. The risks involved are often further exacerbated (b) Identification of hazards by the congregation of these vessels together in relatively confined spaces such as marinas. (See On the larger rivers, particularly in the North East, also Chapter 9, Section 1.) (See Photo. 8.2) substances such as coal, caustic soda, fertiliser containing ammonium nitrate, metal scrap and There is not much flow in a canal and any spillage grain is carried on a regular basis. BW must be of flammable substances e.g. petrol, will therefore notified in advance, in accordance with DHSA, of remain close to the affected craft. In a river how­ W.B. any intention to transport dangerous goods on its ever, the dispersion downstream may be rapid and waterways or to bring them onto its premises. Such goods will be accompanied by written information I I I I I I I I providing details of the properties of the materials --0-:---O-t---O --;---0- -0 --J- being transported and stating the appropriate pre­ I I I I I I I I I cautions and emergency action to be taken I I (Figure 8.4). Any relevant details of bulk goods being canied is obtainable from either the pilot 3 Figure 8.2 Example ofinland waterways tank barge ofabout 380 tonne with cargo capacity of 780 m . of the vessel or from BW. Packages and small containers will normally be labelled to indicate

[,e' ['['

------r------I --~--i--r------Accommodation I I I' , ~tore I II Locker ------.!-r,-~ -__ : : i i II I ---- 1789Hydrochloric Acid ---,----t...--.---'n--r------Steering gear : i-'------\-- PI.XT1P: Ab~rptton-.J: : ., ~+-... ~~_'_~~e~:·_-~_-L THE Engineroom Cargofank :__ Newtown·on·Moors CHEMICAL : : , , (0123) 45678 CO llt--j------'-, I ~ ------.J Fore peak tank

Figure 8.4 British Waterways Board adaption ofthe Figure 8.3 Small gas carrier carrying a regular load ofliquid chlorine. Hazchem Code land transport sign to their vessels Photo. 8.2 Pleasure narrow boats. carrying dangerous goods. (Courtesy ofBritish Waterways Photolibrary)

106 Fire Service Manual Marine incidents 107 Marine Incidents

some fire cover will need to be deployed in that 8.4 Brigade procedure direction. Firefighters should also bear in mind the danger of pollution, and any such incidents should Both the commercial and leisure use of inland be reported immediately to the Environmental waterways is increasing and therefore incidents Agency in the case of rivers or the local are likely to become more frequent. All aspects of Environmental Health department for canals. firefighting and rescue will need to be considered, Chapter 9 - Other Marine Risks for example in many cases casualties may need to The narrow corridors of canals and rivers may be hauled up a retaining wall (e.g., lock chamber prove to be difficult for gaining access via the tow­ etc.). It is important that firefighters make them­ ing path in some areas. Brigades should familiarise selves familiar with the following in their area: themselves with the waterways in their area and Whilst ships, ports, docks and inland waters the potential for a larger problem where a lot of establish alternative routes wherever necessary. • the volume and type of water-borne traffic; represent the larger commercial risks to which boats are either moored close together when firefighters are likely to be called, there are other afloat, or laid-up ashore during the winter months Emergency action plans are being drawn up for all • the type of hazardous bulk and packaged water-borne risks associated with coasts, rivers (Photo. 9.1). The construction material and con­ BW tunnels and Brigades should liaise with local goods being calTied on a regular basis; and lakes which are worthy of consideration in this tents of most boats are very combustible and once BW staff to finalise their local arrangements. part of the Manual. involved in fire will burn fiercely. • the layout of wharf, port and dock areas; The following list, which is by no means exhaus­ 9.1 Yacht" Marinas and Boat Yards When afloat yachts and boats will be moored tive, of the types of other problems that may be the location and operation of locks, weirs either encountered when firefighters are called to an inci­ • and major bridges; In the past 30 years there has been a tremendous dent on an inland waterway: growth in the number of people messing about in • In a marina, occupying a single berth, or local mooring facilities; boats. During this period the number and size of sharing a berth (alongside another boat). • difficult/remote vehicular access; • both sailing yachts and motor cruisers has marinas, hire boat bases and trip boat increased. The majority of boats are constructed of • Moored away from the shore, on a swing­ • strong currents/fast flowing waters e.g. • operators; glass fibre but steel and timber are still to be found. ing mooring or moored between mooring weirs, rivers etc.; The development of the marina has enabled this piles or buoys. means of access to waterway tunnels; growing number of boat owners to find a sheltered • overhead electric lines; • berth with easy access to popular sailing areas. • Alongside a quay, singly or with several towing path access points. other boats alongside. contact with other electrical or hydraulic • The number of incidents involving fire on yachts • hazards; Because of the variance in areas of controlling or motor cruisers has not been great but there is authorities there may b.e different arrangements for • flooding; conveying dangerous goods, calling the brigade, transferring of cargoes, storage and transport etc. Photo. 9.1 • storm damage; Brigades should establish contacts with such Yachts at risk by authorities and visit wharves and dock areas, ves­ • congestion. structural failure of the waterway sels and liaise with the owners, harbourmasters lA. MechenJ • infrastructure e.g., breach of the bank; and berthing agents to pre-plan for any emergen­ cies. BW have their own emergency action plans stranded, grounded or sinking vessels; in place and these will have been consulted with • local brigades. It may be appropriate in some cases confined spaces e.g., lock chambers etc. to calTY out table top emergency exercises in con­ • junction with those parties likely to be involves in lack of adequate headroom an incident e.g. BW, local authorities, dock and • e.g. low bridges; harbour authorities, Environmental Agency etc.

• traffic congestion e.g. at bridges, locks etc. • 108 Fire Service Manual Marine Incidents 109 ______0 .-. -.....J. Photo. 9.2 Photo. 9.3 Marina main walkway Boaryardfire - shows pontoon, with finger risk to adjacent yachts. pontoons off. (Hampshire Fire and Reset/e Service)

When moored away from the shore there is an Yachts or boats in a marina or alongside quays are tanks and gas storage bottles can be located any­ obvious access problem for firefighters. Brigades relatively easy to tackle in comparison to away where on the boat, but generally are to be found in will need to make prior arrangements with harbour from shore situations, but nevertheless could the stem half of the vessel. Any fire in a yacht or masters, marina managers, or boat yards to have become a similar problem if the mooring lines boat in this situation has the potential to become access to a boat suitable to transport firefighters become involved in the fire, or the boat yard/mari­ quite hazardous (Photo. 9.3). The boatyard may be with their equipment to a boat on fire. It is na management decide to move the boat away able to move boats away from a fire using their assumed that such arrangements would only cater from other boats. special boat lifting hoists but this takes time. for boats less than a quarter of a mile away from Cooling sprays played on adjacent boats is likely the starting point, all being in sheltered waters. For Pontoons or walkways serving marinas vary In to be the only safeguard against fire spread. There situations other than described here the relevance design, most are reasonably substantial but care is always the added risk of a boat falling away of the information contained in Chapter 6 ­ may be needed in some situations, particularly from its supporting shores during firefighting or Incidents at Sea - should be considered. Care on pontoons serving 'finger berths' off the main even afterwards. should be taken to ensure that the boat to be used walkways which are usually narrower and more is safe for use in all weather conditions and that 'tender' than the main walkways. (Photo. 9.2) 9.2 Historic Ships where appropriate alternative means of propulsion is available (pair of oars or paddles). Ideally a A hose reel is usually available to reach each berth Interest in maritime heritage has resulted in the boatman who regularly uses the boat is the best in a marina to enable the boat to fill its water restoration of many famous vessels which subse­ person to take a crew out to an incident. tank. This may be used to make a quick attack on quently become floating or dry dock museums. a fire whilst oth6r gear is being organised from the Usually such vessels represent a particular era in The means to extinguish the fire will involve either appliance. the country's maritime history and often no other a light pump or hand extinguishers. The light example exists. Whilst such vessels do not present pump should be operated from the boat used for Where marinas or boatyards have facilities for the risks generally associated with sea-going ves­ transport which should remain ready for a quick laying up boats for the winter there is the risk sels, the type of construction and age of the vessels withdrawal should this become necessary. presented by a large number of yachts and boats present unusual situations for firefighters. Some being stored close together, many propped up with historic vessels are constructed of timber, some of The yacht or boat on fire may sink on its moorings timber shores. Boats could be as small as 6 metres steel and some are a combination of both (Photo's for a number of reasons other than being filled or as large as 18 metres, some with masts up to 15 9.4 and 9.5). There may be some form of fire main with water by firefighters, or it may burn through metres high. Most of the boats will have fuel in the on the ship, but this may depend to some extent on the mooring ropes and become a drifting risk to boat's tank and probably some more in plastic con­ whether such a facility would detract from historic Photo.9.4 Replica ofHistoric ship. other moored vessels. tainers, plus gas bottles used for cooking. Fuel originality. Extinguishers and/or hose reels are

110 Fire Service Manual Marine Incidents 111 more likely to be found. The forms of construction are quite varied and are not included in this manu­ al. However, where historic vessels are found the host brigade should ensure that firefighters visit the ships frequently to familiarise themselves with the type of construction and any special features which might have to be borne in mind should fire occur on the ship. 9.3 Floating Restaurants etc.

On some rivers or harbour areas will be found ves­ sels converted for use as clubs, restaurants or house boats (Photo. 9.6). The vessels will probably have already given good service as functional sea­ going or river pleasure craft, and their life is extended by the conversion. Such vessels are like­ ly to have had the engines removed or they are inoperable. The conversion to meet the needs of the vessel's new role may not have been carried out to any marine construction standard, or have attracted any requirements under the building reg­ ulations. The degree of fire resistance of any new bulkheads, linings or decorative finishes may not Photo. 9.5 Historic sail training ship. perform as well as firefighters would expect of ship construction. However, the standard may have been influenced to some extent for means of escape purposes if a drinks or gaming license has been obtained. In such circumstances it can be expected that hose reels and hand extinguishers will be provided. Very often this type of converted vessel is moored fairly close to road access for customers or members, so it is probable that fire hydrants will not be far away.

In fighting a fire on a vessel such as described the officer-in-charge would need to be aware that the large open spaces used for dining and dancing could present a stability problem (free surface area) if jets are used without due consideration (see Chapter 4).

Photo. 9.6 Type of vessel converted to floating restaurant/club. (HMFSI)

112 Fire Service Manual Marine Incidents 113 arine Incidents IP •

Chapter 10 - Training and Safety

10.1 anaging Marine Incident provision of specialist personnel, appliances, and Safety equipment.

Serious marine incidents are a rare occurrence. • Local procedures and collaboration Even those brigades which provide cover for ship Significant marine incidents will require that all fires have a limited opportunity to build up experi­ personnel and external organisations are aware of ence of such incidents. local arrangements for access, information etc. • Collaboration with other brigades is likely to be As a result operational personnel are themselves required to ensure the availability of adequate unlikely to gain very much experience in ship resources. firefighting. • Specialist operational information It is therefore crucial that brigades have systems in Brigades need to ensure, as far as is reasonably place to ensure the safety of personnel who are to practical, that suitable and sufficient information be committed to this infrequent and hazardous relating to the hazards, risks and control measures activity. is available to crews at the time of an incident. This may be achieved in a variety of ways but the The Key Risk control measures that brigades will information must be clear, concise, current and need to include to ensure firefighting safety relevant. The information may be of a generic or must be pre-planned and will include: specific nature.

• Risk assessment • Training An assessment will need to be made that takes Personnel who are likely to attend marine inci- account of the both the likelihood and the severity dents, either at sea or in port will require specialist of any specific marine incidents. For fixed Special training. The training will be based on the outcome • risks, for example docks and offshore facilities, of the risk assessment and, to a great extent, the site specific risk assessments may be required. For information contained within this manual. shipping it is likely that a more generic approach Learning outcomes will be both technical and would be suitable. practical and will be designed to satisfy the identi­ fied training needs of the individuals involved. • Liaison Wherever possible, practical training should take Brigades will need to liaise with a number of place on the risk itself to enable fire-fighters external agencies both nationally and locally the to gain experience moving around in relevant agencies will differ depending upon the location structures. and type of incident involved. The information contained within this manual • Pre-determined attendance of resources provides firefighters with guidance relating to Having established the likely nature of any dealing with marine incidents. The information incident or type of vessel involved, the brigade will also help brigades to preplan their organisa­ will need to consider the level of response that tional arrangements which will ensure, so far as is • would be appropriate. This will include the reasonably practical, the safety of operational Marine Incidents 115 crews who have to deal with such unusual and • When moving in smoke, they should bear their hands and feet clear of the sides to avoid systems and water main arrangement should be arduous conditions. in mind the whereabouts of coamings, open being crushed, and should be careful in crossing part of the instruction. hatches, ducts and chutes and, if possible, gaps which are fluctuating in size. • Safe systems of work mark them with lights or even have them •A knowledge of the factors which affect a Safety procedures applied to normal land based guarded by a designated firefighter. Lifejackets should be worn at all times during the ships stability together with practical application incidents will generally continue to apply but approach to the vessel involved. on a simple model would confirm this aspect of additional factors need to be considered when (a) Ships under repair ship firefighting. One of the most important stabil­ training and dealing with ship incidents. These will 10.2 Training ity considerations to be included is the effect of include: Ships undergoing repair, refit or refurbishment free surface water. quite often have holes cut in the decks, compan­ • Personnel should always wear approved ionways removed, loose electrical cables strewn Where fire brigades have a significant port or ship­ (b) Training for Off-Shore Firefighting lifejackets when using vessels such as tugs everywhere, and many other hazards, e.g. flamma­ ping risk, or they are geographically suited to or launches to go out to and boarding ble paints and liquids, gas cylinders, heaters. become involved in off-shore fire fighting they Personnel employed for firefighting at sea must be moored vessels and also when aboard the will establish a training package or include special confident in the water, able to swim and should not ship. This will not be possible when wear­ Firefighters should make regular visits to ships in sessions to ensure that personnel are properly pre­ be prone to sea sickness. The deployment of per­ ing BA, and officers should bear this in such 'conditions' in order to see the difficulties and pared for what is generally considered one of the sonnel in firefighting at sea will depend upon local mind in controlling movement aboard carry out liaison and preplanning with the dock­ more arduous aspects of firefighting. circumstances. Whatever local arrangements are ships. yard repairers. made, speed of response to assemble firefighters Training for port based incidents would involve and equipment ready to be transported to sea is • Exercises in loading equipment on and Radioactive isotopes are sometimes used aboard the general principles of strategy and tactics of very important. off tugs and launches, boarding ships etc., ship and in repair yards. These risks should be ship firefighting, which, if the brigade was likely will provide invaluable experience for identified and liaison with the repairers set up to to be called upon for off-shore incidents would • Communications can be a problem on a firefighters. ensure that firefighters receive adequate informa­ need to be extended to cover the particular prob­ ship. Valuable experience can be gained tion on their whereabouts if called to an incident. lems encountered in getting to the ship on fire and in carrying out communication exercises • Actual progress down an escape ladder and working in limited isolation. aboard ships to identify the possible prob­ through a shaft tunnel and engine-room (b) Ships at quays or jetties lems and identify alternative arrangements. will give firefighters more confidence in (a) Training for Ship Firefighting their ability to tackle an incident. Approaching a ship at a quay or jetty can be haz­ in Port • Regular practice with the use of thermal ardous, especially at night. Some jetties can extend imaging camera equipment, should take • Unless a ship is very small, laying guide half a kilometre off shore. • One of the most important training aspects place particularly during BA training. lines (coloured tape, as opposed to a BA for ship fire fighting is wearing Breathing guide line where BA is used) to the fire There are not always facilities for driving appli­ Apparatus in heat and humidity on a regular basis. All fire brigade personnel undertaking firefighting area is always a good idea, especially on ances down to the ship, and firefighters may have This can be further enhanced where there is access at sea must be properly trained and equipped for board passenger ships where, even without to walk, carrying equipment along narrow walk­ to a steel compartment BA chamber so that the the purpose. The training should be part of routine smoke, firefighters can become confused ways which may be congested with pipelines, proper effects of a ship fire can be re-created training for those involved, and should include in the maze of decks and corridors valves switchboxes etc. If these hazards cannot be (Photo. 10.1). The use of guide lines and multiple regular off-shore training exercises, in varying (Photo. 10.4). illuminated, crews should be led to and from the entry points is also valuable training as it is often conditions so that those unsuited to off-shore oper­ ship with lights. (Photo. 10.5). necessary to simultaneously enter a ship on differ­ ations will be identified. • When descending into engine rooms they ent decks and from different directions. should be aware that all ladders, landings It is common practice for smaller craft (generally Some of the measures and techniques which and metal work are generally greasy, and pleasure boats) to lie alongside one another, offjet­ • Ship construction covering the types of ves­ should be covered in training are listed below: take care how they proceed. They should ties. Firefighters may have to clamber over two or sels regularly visiting the port needs to be includ­ also bear in mind that metal ladders may three other vessels to reach an incident on an out­ ed, both as basic class room sessions and practical • Ship construction including fire protection become hot, even at some distance from lying one. visits. A good knowledge of the terms used to and firefighting provision. the fire. describe parts of a ship and actions on a ship save The difficulty of this manoeuvre will depend on a lot of misunderstandings when dealing with a • Stability. • When climbing down into holds, firefight­ the distance between the vessels, the sea condi­ ship's crew members. ers should pay special attention to open tions (choppy, swell etc), the amount of freeboard, • Methods of boarding personnel and hatches and remember not to step back off and the extent of the general deck clutter, but fire­ • Whilst firefighters will usually endeavour to equipment by sea. a ladder before checking that the ladder fighters should always exercise great care in pass­ use their own equipment on ship fires, a good hatch is closed. ing from one vessel to another. They must keep understanding of the ship's own fire suppression • Safety on board.

116 Fire Service Manual Marine Incidents 117 Photo. /0./ BA train­ ing - Ship facility. Iwthian and Borders)

Photo. 10.2 Exercising abandon ship by Kent fire­ fighters. Photo. 10.3 Routine exercising with helicopter and tug. IKem Fire Brigade) IKent Fire Brigade)

Photo. lOA (left) Shows route to fire marked by coloured tape. lA. Mechen)

Photo. 10.5 (below) Shows long pier access to moored vessels. Associated Petroleum terminals (lmmingham)

• Specialist firefighting techniques. • Practical ditching training. Emergency evacuation procedures Survival training including swimming. • including use of lifeboats likely to be found • on board ship. (Photo. 10.2) Communications systems, including marine • band radio operator training. • Heat and humidity training. This list is not comprehensive and Training in the use of helicopters including brigades will use a risk assessment to help • safety procedures, boarding and disembark­ determine their training needs. ing of personnel and equipment and winching drill. (Photo.IOJ)

118 Fire Service Manual Marine Incidents 119 Marine Incidents

Glossary of shipping terms

Abaft To the rear of.

Abeam A direction at right angles to the fore and aft line of a ship.

Accommodation A suspended staircase which can be lowered down a Ship's side ladder to give access from water level to the main deck (sometimes wrongly called a companionway).

ADN A European Agreement concerning the international carriage of Dangerous goods by Inland Waterways (translation).

After peak The space within a ship directly in front of its stern.

Air draught The height from the water line to the topmost part of the vessel.

Ahead Directly in front of the bows.

Astern Directly behind a ship.

Athwart Across.

Ballast Heavy material used to help keep a ship stable.

Battening down Closing and securing hatch covers, originally referred to battens and wedges over canvas tarpaulins.

Beam The width of a ship.

Bilge The space towards the bottom of a ship, at the outer sides of the double bottom tanks, into which water drains from the bottom of the hold and, usually, from the tween decks.

Bilge sounding pipes Pipes at the side of a ship, running from the upper deck to the bilges; there is one for each side of each hold.

Boat deck The deck on which the lifeboats are located.

Booby hatch A small hatch, separate from the main one, which usually gives access to a ladder.

Bows The fore part of a ship (port and starboard).

Marine Incidents 121 J ------Bridge The high part of a ship's superstructure from which it is Dumb barge A barge without its own source of power. primarily controlled. Epoxy A flexible thermosetting resin used in coatings. Bridge deck A deck, level with the bridge along the top of the accommoda­ tion. Ferry A vessel providing a regular service between two ports for pas­ sengers and, in some cases, vehicles. Brow Top of the gangway on an RN ship. Fire main The water mains of a ship. Bulk cargo A homogeneous, unpackaged cargo, e.g. grain, coal, oil, chemical for which the only containment is the ship's hull. Flag Officer A senior naval officer entitled to fly a flag denoting his rank.

Bulkhead An internal wall, used to divide a ship into compartments. Forecastle (Fo'c'sle) The part of a ship's superstructure above the main deck Bulkheads may be fire retardant or fire-resistant, and below the at the bows. waterline athwartships bulkheads may be watertight. Fore peak The space within a ship immediately behind the stem. Bunker A compartment in which fuel is stored. Frames Curved steel members running up the side of a ship to which the Coaming Raised metalwork surrounding a hatch, or opening in the deck. side plating is attached.

Coffer dam A narrow space within two watertight bulkheads separating Free-board The height of a vessel's sides between the water level and the two spaces. main deck. Sometimes referred to as the 'top-sides'.

Combination Carrier A ship designed to carry oil and other bulk cargo. Free surface effect The effect on a ship's stability of a tank or other space being partly, but not completely, full of liquid. Companionway A staircase within a ship. Galley A ship's kitchen. Condition The state of a ship in port - under repair, in dry dock. Hard A stone or concrete extension to the foreshore which is Continuous deck One extending from stem to stern across the whole width uncovered at low tide. of a ship. Hard-arm A pivoted crane carrying flexible oil pipeline for loading and Dampers Devices for blocking air ducts in the case of fire. unloading tankers in preference to flexible pipes, they usually have a means of automatic shut-off and disconnection. DSHR Dangerous Substances in Harbours and Harbour Areas regulations. Hatch/hatchway An opening in a deck, perhaps to a cargo hold, with a raised Deck One of the floors dividing a ship horizontally. coaming and means of being closed and made watertight. (The term hatchway refers to inside the open hatch). Deckhead The underside of a deck, forming a ceiling to the deck above. Heel Of a ship: to lean to one side as the result of external force. Deep tank A tank in which liquid or dry cargoes may be carried in a dry cargo vessel. (It may be portioned off one of the lower holds.) Hold An empty space within a vessel, used for the carriage of cargo.

Derrick A type of crane on board a ship. Hull The main body of a ship excluding superstructure, masts etc.

Double bottom A space under part or the whole of the hold and machinery IMCO Inter-Governmental Maritime Consultative Organisation: spaces. It runs practically the whole length of a vessel and is the earlier name of IMO. divided into watertight compartments, some of which may be tanks for oil fuel. IMO International Maritime Organisation: a specialised agency of the United Nations existing to provide means for co-operation and Draught The distance from a ship's keel to the waterJine. the exchange of information among governments on technical

122 Fire Service Manuql Marine Incidents 123 matters relating to international shipping, with special regard to Perlite A type of glass forming a lightweight aggregate, sometimes used safety at sea and the prevention of pollution. as an insulating material.

Inclinometer An instrument for measuring the angle of inclination of a ship. Pilot ladder Similar to a 'Jacob's ladder' only shorter.

Jacob's Ladder A rope ladder with wooden rungs. Sometimes called a Plug hatch A specially designed insulating hatch used on reefer ships. Pilot's ladder. Pontoon A floating structure which may be used as a buoyant support Keel The lowest part of a ship, forming the backbone on which alongside a ship or mooring platform. it is built. Poop The after part of a ship. The poop deck is a raised deck at Lee side The side of a ship away from the wind. the stern.

Lighter A cargo carrying barge which may take cargo from a ship to Port The side of a vessel on the left of a person looking forward. make it lighter, SEABEE and LASH ships carry lighters on ocean going voyages. Port-hole A window in a ship's side or in a bulkhead usually circular.

Liner A large passenger vessel plying a particular long-distance route Push-tow system A system of barge propulsion in which the motorised vessel can or undertaking leisure/educational cruises. (Now more commonly either push or pull a string of barges. known as 'cruise ships'). Quarter The part of a ship's side near the stern (port or starboard). List Of a ship: to lean to one side as the result of the uneven distribution of weight within the ship. Reefer Ship equipped with insulated and refrigerated holds to enable it to carry perishable goods. LNG Liquefied natural gas. A mixture of mineral gases consisting mainly of methane. Refrigeration Method of cooling parts of a ship to enable it to carry perishable goods or, in some cases, liquefied gas at low temperatures. Loll An inclination of a ship which may occur if the ship becomes marginally unstable in the upright position (see Chapter 4). Ribs Curved members of the side of a ship running from keel to deck, (Note: It is not necessarily a sign of uneven weight distribution, to which the cladding of the hull is fixed. and must not be confused with list. The two conditions require different methods of correction.) Scuppers Openings along the sides of a ship's upper decks to allow water to drain over the sides. Internal spaces may have scuppers which LPG Liquefied petroleum gas. A mixture of petroleum hydrocarbons either drain over the side or lower down in the ship. consisting mainly of propane and butane. Shaft tunnel A tunnel running from the engine room aft, containing the Magazine An area of a ship where ammunition is stored on a naval ship intermediate shafting between the engine and the propeller shaft or explosives are carried in a merchant ship. at the stern. Modern all-aft ships may not have one.

Manifest A ship's list of its cargo. Shell door A watertight door opening in the ship's side shell plating for loading cargo or stores. MeA Maritime Coastguard Agency Shelter deck A name given to the upper deck when the bulkheads do not Master The captain of a merchant vessel. extend to its underside but only to the deck below.

Mast house A compartment built around a mast, which contains trunkways to SOLAS Safety Of Life At Sea. the lower hold. Starboard The side of a vessel on the right of a person looking forward. Monkey Island A compass platform above the bridge. Statutory bulkhead The deck up to which watertight bulkheads must extend. MSDGR Merchant Shipping Dangerous Goods Regulations deck

124 Fire Service Manual Marine Incidents 125 Stem The vertical continuation of the keel at the bows.

Stern The rear end of a ship.

Superstructure The parts of a ship above the uppermost continuous deck.

Top-sides The sides of a vessel between the water line and main deck. Further Reading

Trim The angle of a ship's fore and aft horizontal plane to the surface of the water. Fire Service Guides to Health and Safety Trimming hatch A small opening sometimes found in the far corners of tween decks, away from the main hatches. Volume I - A Guide for Senior Officers ISBN 0 11 3412185 Tween deck On a cargo ship, any deck between the upper deck and Volume 2 - A Guide for Fire Service Managers lower hold. ISBN 011 3412207 Volume 3 - A Guide to Operational Risk Thnnel Escape A vertical means of escape from the shaft tunnel, usually at the Assessment after end, on an all-aft ship without a tunnel there will still be a ISBN 0 I1 3412185 protected means of escape from the bottom of the engine room. Volume 4 - Dynamic Management of Risk at Operational Incidents Under way A ship which is not made fast to the shore, at anchor or aground ISBN 0 11 341221 5 is under way. Fire Service Manuals Up-take Flue taking exhaust gases from engines and discharging to open air. Firefighting Foam ISBN 0113411863 Ventilation Natural or mechanical means of supplying fresh air to an interior part of a vessel. Petrochemicals ISBN 0 11 3412274 Weather deck An open continuous deck. Communications Weather side The side of a ship towards the wind. ISBN 0 11 3411855 (or Windward side)

Wing tank A tank high up on the side of a ship.

126 Fire Service Manual Marine Incidents 127 British Waterways

Royal Navy - Phoenix NBCD school, H.M.S. Excellent Acknowledgements Chief and Assistant Chief Fire Officers' Association The Fire Service College

Fire Brigades Union HM Fire Service Inspectorate is indebted to all who helped with the provision of information, expertise and validation to assist the production of this manual. In particular: Hampshire Fire and Rescue Service

Allan E. Mechen Grad.IFE Kent Fire Brigade

Captain F.G.M. Evans BA FNI Grad.IFE Master Mariner Cert Ed. Lothian and Borders Fire Brigade

Captain Robert G. Stollery, Marine Consultant Grampian Fire Brigade

Commander B. Lambert RN Northern Ireland Fire Brigade

SDO Martin Muckett MBA, MIFireE, MIOSH Humberside Fire Brigade

EUR. ING. Mike Pinder B.Sc. C.ENG. F.I.MECH. E. F.R.I.N.A. - Vice President of Merseyside Fire Brigade the Hovercraft Society. Devon Fire Brigade P & 0 Stena Line Essex Fire Brigade Stephenson Clarke Shipping Ltd.

Furness, Withy & Company Ltd.

Cunard

Osprey Maritme (Europe) Ltd.

Crescent Ship Management Ltd.

The Harboour Masters Assoc. of UK, the Channel Islands and Isle of Man

The Mersey Docks and Harbour Company

P & 0 European Fen'ies (Irish Sea) Ltd.

HM Coastguard

The Royal Institute of Naval Architects

The Environment Agency

Fire Check Consultants

128 Fire Service Manual Marine Incidents 129