7.1 Structural Fire Protection
A non-combustion material is defined as one that neither burns nor gives off flammable vapours in sufficient quantities for self-ignition when heated to approx 750C.
Any material other than a non-combustible material is a combustible material.
Structural fire protection is taken care of in the design and construction stage of a vessel and include following measures.
a. Division of vessel into main vertical zones by thermal and structural boundaries.
b. Separation of accommodation spaces from the remainder of ship by thermal and structural boundaries.
c. Restrict use of combustible material.
d. Containment and extinction of fire in the space of origin.
e. Protection of access for fighting fire as well as means of escape.
f. Ready availability of fire extinguishing appliances.
g. Minimization of possibility of ignition of flammable vapour.
7.2 Standard Fire Test
A standard fire test is one in, which specimens of relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time temperature curve. The specimen must have as a minimum, height or length 2.44m, exposed surface area of 4.65 m2 and a joint over a period of 60 minutes, this specimen is then exposed to temperatures ranging from 556o c to 925o c.
A Class division
a. Constructed of steel or equivalent material and suitably stiffened.
b. Insulated with approved non-combustible material.
c. Must prevent the passage of smoke and flame to the end of one-hour standard fire test.
d. If subjected to a standard fire test, average temp. of unexpected side will not rise more than 140 c above the original temperature and temperature at any one point, including any joint will not rise more than 180o c above the original temperature within the time listed below.
Class A – 60: 60 minutes, Class A – 30: 30 minutes.
Class A – 15: 15 minutes, Class A – 0 : 0 minutes.
B Class division
a. Constructed of approved non-combustion material.
b. Must prevent the passage of smoke fire test, average temperature of unexposed side will not rise more than 140o c above the original temperature nor will temperature at any one point including any joint will rise more than 225o c above original temperature within the time listed below:
Class B – 15: 15 minutes, Class B – 0: 0 minutes.
C Class Division
Constructed of approved non-combustion materials and need not meet any requirements regarding passage of flame/smoke or limitations relative to temperature rise. On a tank vessel, cargo pump room, cargo tanks, slop tanks and cofferdams must be positioned forward of machinery spaces. However, bunker tanks need not be forward of machinery spaces.
a. Bulkhead between pump rooms and machinery space, bulkheads and decks between Engine Room, Boiler Space, Pump Room and Accommodation Spaces shall be made of steel.
b. Corridor bulkheads within the accommodation spaces are to be of at least B Class division.
7.3 Fire Doors
Fire door is installed to control access to compartments and passageways. Although they are not designed specially for use in fighting fires, a closed fire door will prevent to a certain extent the spread of fire from space to space. Doors have remote closing mechanism and will close instantly as fire alarm sounds.
NO FIRE DOOR TO HAVE ANY DOOR-CLOSING HOOK
A watertight door is designed to prevent the movement of water thro the doorway and its fire retarding capabilities normally match those of the bulkhead in which it is installed
a. Material used for bulkheads and decks must be approved and non-combustible.
b. A charged hose must be available whenever a closed door is to be opened.
c. Feel the door with both hands and open it cautiously.
Fire Dampers
A typical fire damper is a suitably stiffened steel plate at least 3.2 mm thick. They are positioned within ventilation ducts and held open by fusible links that melt at temperatures between 74c – 100c and close the dampers thus cutting of ventilation.
Fire dampers can also be operated manually.
A fire damper will not prevent a fire but will prevent a fire from spreading. It will also block heat, smoke and flame.
7.4 Means of Escape
Using escape routes, ships crew must be able to evacuate quickly and safely, any compartment in the event of a fire / emergency and be able to reach survival craft launch station.
Thus every escape route can also be used for access to the respective compartment. Main escape routes onboard a vessel must be widely separated.
Escape routes must be clearly marked using photo luminescent escape signs so that even in total darkness, ships crew can use it without any danger.
Escape routes have requirements as to material, dimensions, extent of continuous stair run, and safely handrails.
Never use ship’s elevator for emergency escape purpose.
Doors located along the escape routes generally open in the direction of escape. Cabin doors are an exception and open into respective cabins.
Doors or hatch covers along vertical emergency escape trunks must open out of the respective trunk.
Emergency escape breathing devices would be located along the escape routes in the machinery spaces.
Emergency escape from the machinery spaces are as follows.
a. From Engine Room lower platform ________
b. From Engine Room upper platform ________
c. From Steering Room __________
7.5 Fire Alarm and Initial Response
Fire ! Fire ! Fire !
Once a fire is detected, alarm signal will come on in the fire detection cabinet and vibrating type fire bells will ring throughout the vessel continuously. A shut off device may be used to silence the bells after allowing bells to ring for a sufficient time (minimum 10 seconds).
The alarm signal however must not be extinguished or reset
A responsible officer must investigate cause for any fire alarm immediately.
In case of fire, sound emergency alarm consisting of seven short blasts followed by one long blast.
Ship’s crew must proceed to muster station wearing helmet and safety shoes and with a life jacket and extinguish the fire.
Ship’s emergency organisation should do every effort to confine, control and extinguish the fire.
In case o a false alarm, a responsible officer will investigate the cause for false alarm and correct it.
Every fire alarm must be responded with initiating emergency procedures until it has been confirmed beyond doubt that it was a false alarm.
O.O.W. will announce regarding fire alarm being false on ship’s public address system using emergency mode, so that mustered crew can return to their normal work.
Subsequently, fire detection system should be checked and put back in service.
