FIRE SAFETY UNIT 1

THEORY OF FIRE FIRE PREVENTION FIRE FIGHTING

Fire triangle
OXYGEN, HEAT & FUEL are needed to start a fire. If any one is cut-off then the fire can be put off.

For the fire to sustain, continuous availability of fuel is required. The availability of fuel continuously makes it as a chain reaction.

Fire Triangle
There are three (3) components required for combustion to occur: Fuel to vaporize and burn Oxygen to combine with fuel vapor Heat to raise the temperature of the fuel vapor to its ignition temperature The above fire triangle, which illustrates the relationship between these three components

Fire (Chemical reaction)

What is known as fire is actually a chemical reaction involving the oxidation of the fuel molecules. However, the reaction occurs at a much faster rate and only under certain conditions (e.g., elevated temperatures, proper mixture, etc.). In addition, what is called burning or combustion is actually the continuous rapid oxidation of millions of fuel molecules. Recognizing that the fire or combustion process is actually a chemical reaction (involving the oxidation of the fuel molecules) is critical to understanding the basics of the fire phenomena .

Chemistry of Oxidation
The oxidation reaction is an exothermic process (i.e., one in which heat is given off). The molecules oxidize by breaking apart into individual atoms and recombine with the oxygen atoms to form new molecules. During this process, a certain amount of energy is released.

Chemistry of fire
However in a fire, the oxidation rate of the fuel molecules is much faster. Because of this rapid reaction, energy is released at a much greater rate. The released energy is actually felt and seen in the form of heat and light. The more rapid the oxidation rate, the greater intensity in which the energy is released. An explosion is, in fact, the oxidation of a combustible media at an extremely fast rate.

FIRE SAFETY OBJECTIVES AND SOLAS REQUIREMENTS

The fire safety objectives are to: a. Prevent the occurrence of fire and explosion. b. Reduce the risk to life caused by fire. c. Reduce the risk of damage caused by fire to the ship, its cargo and the environment. d. Contain, control and suppress fire and explosion in the compartment of origin. e. Provide adequate and readily accessible means of escape for passengers and crew.

FUNCTIONAL REQUIREMENTS
a. Division of the ship into vertical and horizontal zones by thermal and structural boundaries. b. Separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries. c. Restriction on use of combustible materials. d. Detection of any fire in the zone of origin. e. Containment and extinction of any fire at origin. f. Protection of means of escape and access for fire fighting. g. Fire fighting Appliances readily available. h. Minimize cargo vapour igniting possibility on tankers.

FUNCTION REQUIREMENT ON BOARD TANKERS

In the case of cargo compartments, pump rooms and at times the tank deck, flammable gases are expected to be present and the strict elimination of all possible sources of ignition in these locations is essential.

ACCOMMODATION
Cabins, galleys and other areas within the accommodation block inevitably contain ignition sources such as electrical equipment, matches and cigarette lighters. While it is sound practice to minimise and control such sources of ignition, it is essential to avoid the entry of flammable gas.

GALLEY
It is essential that galley personnel be instructed in the safe operation of galley equipment. Unauthorised and inexperienced persons should not be allowed to use such facilities. A frequent cause of fires is the accumulation of un burnt fuel or fatty deposits in galley ranges, within flue pipes and filter cowls of galley vents. Such areas require frequent inspection to ensure that they are maintained in a clean condition. Oil and deep fat fryers should be fitted with thermostats to cut off the electrical power and so prevent accidental fires.

ENGINE ROOM
In engine and boiler rooms, ignition sources such as those arising from boiler operations and electrical equipment cannot be avoided. It is therefore essential to prevent the entry of flammable gases into such compartments. The contamination of bunker fuel by volatile cargo through bulkhead leaks, pipeline mixture or any other cause will introduce an additional danger. The routine checking of bunker spaces for flammability by tanker and terminal personnel is therefore to be encouraged. Main engine, Generator engine, Purifier spaces, Incinerator area ,where fuel is used

SOURCE OF IGNITION
It is possible, by good design and operational practice, for both flammable gases and ignition sources to be safely controlled in deck workshops, store rooms, forecastle, centre castle, dry cargo holds etc. The means for such control , however, must be rigorously maintained

SMOKING
2.2.1 Smoking at Sea While a tanker is at sea, smoking should be permitted only at times and in places specified by the master. Section 4.8.2 lists the criteria which should be taken into account in determining the location of smoking places. Smoking must be prohibited on the tank deck or any other place where petroleum gas may be encountered. Additional restrictions on smoking in port are contained in Section 4.8.

MATCHES and LIGHTERS

The use of matches and cigarette lighters outside accommodation spaces should be prohibited, except in places where smoking is permitted. Matches and cigarette lighters. should not be taken outside these places by personnel, nor should they be carried on the tank deck or in any other place where petroleum gas may be encountered. The risk involved in carrying matches, and more particularly cigarette lighters, should be impressed on all personnel. Matches used on board should only be of the `safety' type

FLASH LIGHTS
Flashlights (Torches), Lamps and Portable Battery Powered Equipment atmospheres not to be used on board tankers unless they are of approved and certified types. UHF,VHF portable transceivers must be of an intrinsically safe type. Small battery powered personal items such as watches, miniature hearing aids and heart pacemakers are not significant ignition sources. Unless approved for use in a flammable atmosphere, portable radios, tape recorders, electronic calculators, cameras containing batteries, photographic flash units, portable telephones and radio pagers must not be used on the tank deck or in areas where flammable gas may be present .

NAKED LIGHTS
Naked Lights (Open Flame) Naked lights must be prohibited on the tank deck and in any other place where there is a risk that petroleum gas may be present.

2.2.4 Notices Portable and permanent notices prohibiting smoking and the use of naked lights should be conspicuously displayed at the point of access to the vessel and at the exits from the accommodation area. Within the accommodation area, instructions concerning smoking should be conspicuously displayed

STATIC ELECTRICITY AS SOURCE OF IGNITION

The electricity produced by dissimilar materials through physical contact and separation.

PORTABLE ELECTRIC EQUIPMENTS

All portable electrical equipment including lamps should be approved by a competent authority and must be carefully examined for possible defects before being used. Special care should be taken to ensure that the insulation is undamaged and that cables are securely attached and will remain so while the equipment is in use. Special care should also be taken to prevent mechanical damage to flexible cables (wandering leads)

FIXED ELECTRICAL EQUIPMENTS

Fixed electrical equipments in dangerous areas, and even in locations , where a flammable atmosphere is expected frequently, must be of an approved type and to be properly maintained so as to ensure that neither the equipment nor the wiring becomes a source of ignition.

DEFINITION OF HOT WORK

2.8.1 General Hot work is any work involving welding or burning, and other work including certain drilling and grinding operations, electrical work and the use of non-intrinsically safe electrical equipment, which might produce an incendive spark

HOT WORK ON TANKERS

Hot work outside the main machinery spaces (and in the main machinery spaces when associated with fuel tanks and fuel pipelines) must take into account the possible presence of hydrocarbon vapours in the atmosphere, and the existence of potential ignition sources. Hot work should only be carried out outside the main machinery spaces if no other viable means of repair exists. Alternatives to be considered include cold work, or removal of the work piece to the main machinery spaces

HOT WORK ON DECK OR SHORE

The master should decide whether the hot work is justifiable, and safe, and on the extent of the precautions necessary. Hot work in areas outside the main machinery spaces and other areas designated by the operator should not be proceeded with until the master has informed the operator's shore office of details of the work proposed, and a procedure has been discussed and agreed mutually.

CATHODIC PROTECTION
Magnesium anodes are very likely to produce incandescent sparks on impact with rusty steel. Such anodes must not be fitted in tanks where flammable gases can be present. Aluminium anodes give rise to incandescent sparking on violent impact and should therefore be installed only at approved locations within cargo tanks, and should never be moved to another location without proper supervision. Moreover, as aluminium anodes could easily mistaken for zinc anodes and installed in potentially dangerous locations, it is advisable to

SACRIFICIAL ANODES
Zinc anodes do not generate an incandescent spark on impact with rusty steel and therefore are not subject to the above restrictions. The location, securing and type of anode are subject to approval by the appropriate authorities. Their recommendations should be observed and inspections made as frequently as possible to check the anodes and mountings. With the advent of high capacity tank washing machines, anodes are more liable to physical damage.

DEFLAGRATIONS
In engineering applications, deflagrations are easier to control than detonations. Consequently, they are better suited when the goal is to move an object (a bullet in a gun, or a piston in an internal combustion engine) with the force of the expanding gas. Typical examples of deflagrations are the combustion of a gas-air mixture in a gas stove or a fuel-air mixture in an internal combustion engine, and the rapid burning of gunpowder in a firearm or of pyrotechnic mixtures in fireworks.

PRE-MIXED FLAMES
When a mixture of a flammable gas and air within the flammable limits is passed at a controlled rate through an open tube and ignited at the open end, the resultant flame is known as a pre-mixed flame. The rate of combustion does not depend on diffusion. Possibility of flash back down the tube is there, depending on diameter of tube.

DIFFUSION FLAMES
If a gas is supplied to an open tube and ignited, combustion will take place at a point above the outlet where the air/fuel mixture is within the flammable range. In this situation the air and gas approach the reaction zone from opposite sides and mix by diffusion. This flame is called diffusion flame. The rate of combustion is limited by rate of diffusion. The flame cannot flash back due to lack of oxygen. Example is the flame produced from a pool of burning oil.

EXPLOSIONS
Explosion is an abrupt and very high rate of oxidation or decomposition reaction producing an increase in temperature or pressure or both simultaneously. They are either deflagrations or detonations. Deflagrations are explosions propagating at subsonic velocities. Detonations are explosions propagating at supersonic velocities and characterized by a shock wave. Machinery Space explosions are mainly due to combustible liquids being sprayed onto a hot surface and vaporizing. The vapor mixes with air up to lower flammable limit, comes into contact with source of ignition and explodes.

Pyrolysis
Before a solid fuel will burn, it must be changed to the vapor state. In a fire situation, this change usually results from the initial application of heat. The process is known as pyrolysis, which is generally defined as chemical decomposition by the action of heat. In this case, the decomposition causes a change from the solid state to the vapor state. If the vapor mixes sufficiently with air and is heated to a high enough temperature (by a flame, spark, hot motor, etc.), then ignition results.

Oil/Wax fire
Oil/wax fires and water
Addition of water to a burning hydrocarbon such as oil or wax produces a deflagration. The water boils rapidly and ejects the burning material as a fine spray of droplets. A deflagration then occurs, as the fine mist of oil ignites and burns extreme rapidly.

Sources of Fire Onboard a Ship

The main sources of fire onboard a ship are 1. 2. 3. 4. 5. 6. 7. Smoking Faulty electrical installations / faulty circuits Attitude of personnel onboard Improper storage of materials People from ashore (Ignorance) Galley Welding and Hot work.

Sources of fire in the Engine room

1.Smoking 2.Faulty electric circuits (Overload, faulty/poor quality materials) 3.Improper storage 4.Oily rags 5.Scavenge fires 6.Oily mist / Crankcase explosions 7.Boiler uptake fires 8.Leaking/splashing of oil from pumps 9.Poor housekeeping

Spontaneous combustion
The ignition of material brought about by a heat producing(exothermic) chemical reaction within the material itself, without exposure to an external source of ignition is known as Spontaneous combustion. Cotton waste, rags, saw dust are organic materials when damp or soaked with oil especially of vegetable origin are liable to ignite without the external application of heat due to the gradual heating up within the material produced by oxidation.

Spontaneous combustion of Oil soaked materials

The risk of spontaneous combustion is smaller with petroleum oils than with vegetable oils, but it can still occur, particularly if the material is kept warm, for example by proximity to a hot pipe.

Spontaneous combustion of Chemicals

Cotton waste, rags, canvas, bedding, jute sacking or any similar absorbent material should therefore not be stowed near oil, paint, etc. and should not be left lying on the jetty, on open decks, on equipments, on or around pipelines etc. If such materials become damp, they should be dried before being stowed away. If soaked with oil they should be cleaned or destroyed. Certain chemicals used for boiler treatment are also oxidising agents and although carried in diluted form, they are capable of spontaneous combustion, if permitted to evaporate.

Auto ignition
The auto-ignition temperature decreases as the carbon number increases. The auto-ignition temperature of crude oil is about 230C and is the reason why the cargo tank heating coils should be fed with steam below this temperature. Oil saturated lagging in contact with a steam pipe could cause exothermic oxidation which will raise the temperature within the lagging eventually causing ignition .

Auto ignition on Laggings

Petroleum liquids when heated sufficiently will ignite without the application of a naked flame. Thls process of auto-ignition is most common, where fuel or lubricating oil under pressure sprays onto a hot surface. It also occurs when oil spills onto lagging, vaporises and bursts in to flame. Both instances have been responsible for serious engine room fires. Oil feeder lines require particular attention to avoid oil being sprayed from leaks. Oil saturated lagging should be removed and protected from any re-ignition of vapours during the process.

Flash point and Pour point

Flash point The lowest temperature at which a liquid gives off sufficient gas to form a flammable gas mixture near the surface of the liquid. It is measured in a laboratory in standard apparatus using a prescribed procedure. Pour point The lowest temperature at which a petroleum oil will remain fluid.

VOLATILE
Non-volatile petroleum Petroleum having a flash point of 60C or above as determined by the closed cup method of test. Volatile petroleum Flashpoint below 60C as determined by the closed cup method of testing.

FLAMMABILITY
When petroleum is ignited, it is the gas progressively given off by the liquid which burns as a visible flame. The quantity of gas given off by a petroleum liquid depends on its volatility ,which is frequently expressed for purposes of comparison in terms of Reid vapour pressure. A more informative measure of volatility is the True vapour pressure, but unfortunately this is not easily measured. It is referred to in this guide only in connection with venting problems associated with very volatile cargos, such as some crude oils and natural gasolines.

FLAMMABILITY

LOWER FLAMMABLE LIMIT (LFL)

Petroleum gases can be ignited and will burn only when mixed with air in certain proportions. If there is too little or too much petroleum gas the mixture cannot burn. The limiting proportions, expressed as percentage by volume of petroleum gas in air, are known as the lower and upper flammable limits. They vary amongst the different possible components of petroleum gases. For the gas mixtures from the petroleum liquids encountered in normal tanker practice, the overall range is from a minimum lower flammable limit of about 1 % gas by volume in air to a maximum upper flammable limit of about 10% gas by volume in air.

UPPER FLAMMABLE LIMIT(UFL)

The concentration of a hydrocarbon gas in air above which there is insufficient oxygen to support and propagate combustion. Sometimes referred to as upper explosive limit (UEL).

LFL or LEL and HFL or HEL

Flammable range (also referred as `Explosive range) The range of hydrocarbon gas concentrations in air between the lower and upper flammable(explosive) limits. Mixtures within this range are capable of being ignited and of burning .

PEL ( TWA and STEL)

Permissible Exposure Limits (PEL) The maximum exposure to a toxic substance that is allowed by appropriate regulatory standards, including those of flag States. PEL's are usually expressed as: 1. Time Weighted Average (TWA) - the airborne concentrations of a toxic substance averaged over an 8 hour period, usually expressed in parts per million (ppm). 2. Short Term Exposure Limit (STEL) - the airborne concentration of a toxic substance averaged over any 15 minute period, usually expressed in parts per million (ppm).

CLASSIFICATION OF FIRES ISO 3941

Class A - Solid Materials Class B - Liquids Class C - Gases Class D Metals (Electrical fires are included here since they eventually end up as metal fires) Class F Fatty Acids

FIRE CLASSIFICATION

LPG Fire and Electrical Fire

EXTINGUISHER
Definitions
2.1 An extinguisher is an appliance containing an extinguishing medium, which can be expelled by the action of internal pressure and be directed into a fire. This pressure may be stored pressure or be obtained by release of gas from a cartridge. 2.2 A portable extinguisher is one, which is designed to be carried and operated by hand, and which in working order has a total weight of not more that 23 kg. 2.3 Extinguishing medium is the substance contained in the extinguisher which is discharged to cause extinction of fire. 2.4 Charge of an extinguisher is the mass or volume of the extinguishing medium contained in the extinguisher. The quantity of the charge of water or foam extinguishers is normally expressed in volume (litres) and that of other types of extinguishers in mass (kilograms)

FSS CODE - Guidelines for Extinguisher construction

4 Construction 4.1 The construction of an extinguisher should be designed and manufactured for simple and rapid operation, and ease of handling. 4.2 Extinguishers should be manufactured to a recognized national or international standard ,which includes a requirement that the body and all other parts subject to internal pressure, to be tested: .1 to a pressure of 5.5 MPa or 2.7 times the normal working pressure, whichever is the higher, for extinguishers with a service pressure not exceeding 2.5 MPa; or .2 in accordance with the recognized standard for extinguishers with a service pressure exceeding 2.5 MPa.

FSS CODE
7.1 Chapter 4 of the FSS Code requires that extinguishers have a fireextinguishing capability at least equivalent to that of a 9 Litre fluid extinguisher having a rating of 2A on class A fire which may be water or foam as required by the Administration. This equivalence may be demonstrated by fire test ratings determined according to an international, national or other recognized standard. 7.2 The size and type of extinguishers should be dependent upon the potential fire hazards in the protected spaces while avoiding a multiplicity of types. Care should also be taken to ensure that the quantity of extinguishing medium released in small spaces does not endanger personnel

Marking of extinguishers
8 Marking of extinguishers as per FSS Code 8.1 Each extinguisher should be clearly marked with the following minimum information: .1 name of the manufacturer; .2 types of fire and rating for which the extinguisher is suitable; .3 type and quantity of extinguishing medium; .4 approval details; .5 instructions for use and recharge (it is recommended that operating instructions be given in pictorial form, in addition to explanatory text in language understood by the likely user); .6 year of manufacture; .7 temperature range over which the extinguisher will operate satisfactorily; an .8 test pressure

Obsolete Extinguishers
The following types of fire extinguishers are considered obsolete and shall be removed from service: a. Soda acid b. Chemical foam (excluding film-forming agents) c. Vaporizing liquid (e.g., carbon tetrachloride) d. Cartridge-operated water e. Extinguishers made of copper and brass shell joined by soft soldering or by rivets

INSPECTION AND MAINTAINENCE

Maintenance of portable extinguishers

Maintenance of Portable Fire Extinguishers are required to be carried out as specified in IS 2190:1992. Every fire extinguisher placed on board ships shall be hydraulically pressure tested as per the schedule given below. Extinguisher, which fails during the pressure testing, shall be replaced.

SPARE EXTINGUISHERS
Spare charges shall be provided for 100 % of the first ten extinguishers. 50% of the remaining extinguishers. Not more than 60 spare charges required. For fire extinguisher which can not be re -charged on board , additional portable extinguishers of the same quantity, type and capacity should be provided.

Fire control plan

The fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals shall be subject to survey for the purpose of ensuring that they comply with the requirements of the present regulations and, where applicable, the International Regulations for Preventing Fires at Sea in force.

DG Shipping - Circular
1.

Maintenance plan

The maintenance plan should include, but not limited to the following fire protection systems and Fire-fighting systems and appliances, where installed. (i) Fire mains, fire pumps and hydrants including hoses, nozzles and international shore connections. (ii) Fixed fire detection and fire alarm systems (iii) Fixed fire-extinguishing systems and other fire extinguishing appliances (iv) Automatic sprinkler, fire detection and fire alarm systems (v) Ventilation systems including fire and smoke dampers, fans and their controls
(

cont .)

DG Shipping - Circular

(vi) Emergency shut down off fuel supply (vii) Fire doors including their controls (viii) General emergency alarm systems (ix) Emergency Escape Breathing Devices (EEBD) (x) Portable fire extinguishers including spare charges (xi) Fire-man's outfit

Schedule of pressure testing

Extinguisher recharging

FIRE TETRAHEDRON
Moving into a slightly more advanced theory of fires, there is a fourth ingredient necessary for fire, and the "fire tetrahedron" more accurately demonstrates the combustion process. A tetrahedron is a solid figure with four triangular faces. It contains the four things required for combustion; 1. Fuel (to vaporize and burn), 2.Oxygen (to combine with the fuel vapor), 3. Heat (to raise the vapor to its ignition point), 4.The Chain reaction (the chemical reaction among the fuel, oxygen and heat).

Remove any one of these four and you have no fire.

 When combustion processes was first studied, it was believed that thermal conduction was the means by which the hot gases in a flame started the chain reaction in the un burnt combustible gases. It is now known that during the combustion of many hydrocarbons, high concentrations of short-lived chemically active species such as hydroxyl radicals (OH) and positive ions - CH3, H;O, CHO, C5H3 have been identified and hydrogen atoms are present. The diffusion of these radicals into the un burnt gases is believed to transmit reactivity ahead of the flame by chain reactions. The presence of such species is also responsible for the relatively high electrical conductivity of most hydrocarbon flames.

Chain reaction

EFFECT OF HALON GAS and DRYPOWDER on CHAIN REACTION

It is the ability of Halon gas (halogenated hydrocarbon gas) and certain Dry chemical powder to break the chain reactions of these highly active species, which renders them so effective, as fire extinguishing agents. Although they extinguish the fire, re-ignition is possible unless the combustibles are cooled or air is excluded. This method of suppression eliminates the fourth (chain reaction) side of the fire tetrahedron.

Breaking the Chain reaction

The extinguishing agents commonly used to attack the chain reaction and inhibit combustion are dry chemical powders and Halon alternatives. These agents directly attack the molecular structure of compounds formed during the chain reaction sequence by scavenging the O and OH radicals. The breakdown of these compounds adversely affects the flame-producing capability of the fire.

Chain reaction ( cooling )

It should be borne in mind that chain reaction breaking agents such as Halon or Dry powder do not cool a deep-seated fire or a liquid whose container has been heated above the liquids ignition temperature. In these cases, the extinguishing agent must be maintained on the fire until the fuel has cooled down naturally .

Removal of Heat
A reduction in temperature is achieved by the use of a suitable cooling medium - normally water - at a sufficient rate. The rate at which heat is removed by the cooling medium must be greater than that produced by the fire. Cooling of boundary bulkheads will reduce the possibility of igniting material outside the affected compartment. For a given quantity of water, about six times more heat will be removed, if the water droplet size is small enough ( as fine spray ) for it to be vapourised into steam. ( cont .)

Removal of Heat
To achieve this level of effectiveness the water has to be applied as a fine spray. Coincidentally, a degree of smothering can also be achieved from the steam generated. Heat can also be absorbed by the decomposition of dry powders The source of power should be cut off in electrical installations and galley fires.

Conduction, convection, radiation

Heat, which is a critical element in the fire tetrahedron, can be transferred from a fire by one or more of three methods: conduction, radiation and convection. Each of these methods of heat transfer must be considered when extinguishing a fire.

Methods Of Extinguishing Fires

The Fire of Tetrahedron type

Removal of Oxygen
Except in those substances that contain their own oxygen, the removal of sufficient oxygen will extinguish a fire. Small fires can be smothered with sand from a fire bucket, and a rug or blanket can be used to smother flames from a persons clothes. It is imperative to ensure the door is properly closed, when leaving a fire to burn in a compartment or room. ( cont)

Removal of Oxygen
Fires in cargo holds can be starved of oxygen by closing hatches and blanking-off ventilators. In all spaces affected by fire, ventilating fans should be shut down and doors and other openings closed. In galley fat fires, a wet towel or purpose-made blanket (fire blanket ) can be applied after disconnecting the power source. In fire extinguishing operations, oxygen is excluded by smothering the fire with a layer of foam. Oxygen is also cut off during the operation of portable and semi-portable carbon dioxide extinguishers and Oxygen is cut off to some extent, during the operation of dry powder extinguishers. ( cont.)

Removal of Oxygen
However, in the instances of carbon dioxide and dry powder, the removal of oxygen is temporary and unless the fuel is cooled, re-ignition may occur.

In total flooding fixed fire extinguishing systems for ships holds, pump rooms and machinery spaces, carbon dioxide gas displaces the air to such an extent that there is insufficient air for combustion. Although it is a fire prevention measure and not a fire extinguishing technique, inerting the tank atmosphere plays an important role in oil and chemical tanker operations.

Removal of Fuel
The removal of fuel is not always possible. However, in the case of liquid fuel fires caused by leaking pipes or fittings, the fuel supply should be closed. It may also be possible to drain fuel from a burning tank. It is particularly important to shut off the supply in a gas fire. However, gas could also be left burning in a controlled manner to exhaust itself. All the fuel bunker tanks, service, settling tanks, Luboil storage tanks should have Quick closing valves

CLASSIFICATION OF FIRES Class A Fires Fires of common combustible solids such as wood, paper and plastic are best put out by water, a cooling agent. Foam and certain dry chemicals, which act mainly as smothering or chain-breaking agents, may also be used.
Class B Fires Fires caused by flammable liquids such as oil, grease, gas and other substances give off large amounts of flammable vapors and require smothering agents to do the job. Dry chemical, foam and carbon dioxide (CO2) may be used.

Class B fires
If the fire is being supplied with fuel by an open valve or broken fuel line, you must first shut down the source of the fuel. This action alone may stop the fire or at least make it easier to put out. In a gas fire, it is important to shut down the source of the fuel. Attempting to put out the fire without shutting down the sources, creates an explosive hazard that is more dangerous than the fire itself. If may be necessary to put out a gas fire before shutting down the fuel supply in order to save a life or reach the supply valve, but these should be the only exceptions.

Combination Class A and B Fires

Water fog and foam may be used to smother fires involving both solid fuels and flammable liquids or gases. These agents also have some cooling effect on the fire. In enclosed spaces, CO2 may also be used . Caution: CO2 robs the air off oxygen and can suffocate a person using CO2 to put out the fire in enclosed spaces.

Class C Fires
For fires involving energized electrical equipment, conductors or appliances, non-conducting extinguishing agents must be used such as CO2, Halon and dry chemical. Note that dry chemical may ruin electronic equipment. Always attempt to remove the source of electricity to remove the chance of shock and the source of the ignition.

Combination Class A and C Fires Since energized electrical equipment is involved in these fires, non-conducting agents must be used. CO2, Halon, and dry chemicals are best. CO2 reduces the oxygen supply, while the others break the chain reaction. REMEMBER: Always try to de-energize the circuit. Combination Class B and C Fires Again, a non-conducting agent is required. Fires involving flammable liquids or gases and electrical equipment may be extinguished with Halon or dry chemical acting as a chain reaction breaker. In enclosed spaces, they may be extinguished with CO2.

Combination with Class D Fires These fires may involve combustible metals such as potassium, sodium, and their alloys, and magnesium, zinc, zirconium, titanium and aluminium. They burn on the metal surface at very high temperature, often with a brilliant flame.
( cont.)

Combination with Class D Fires Water should not be used on Class D fires. It may add to the intensity and cause the molten metal to splatter. This, in turn, can extend the fire and inflict serious burns on those who are near by area. Combustible metal fires can be smothered and controlled with special agents known as dry powders.

EXTINGUISHING METHOD(COOLING)

EXTINGUISHING METHOD(SMOTHERING)

EXTINGUISHING METHOD (REMOVAL OF OXYGEN)

EXTINGUISHING METHOD (BREAKING CHAIN REACTION)

VAPORISING LIQUIDS as FIRE FIGHTING MEDIA

Vaporising liquids, in the same way as dry chemical powder, have a flame inhibiting effect and also have a slight smothering effect. There are a number of different liquids available, all halogenated hydrocarbons, often identified by a system of HALON numbers.

The halons are most effective in enclosed spaces such as computer centres, storage rooms, tanker engine or pump rooms, generator enclosures and similar locations

EFFICIENCY OF HALON
5% of HALON volume is sufficient to extinguish fire. Release time is 10 seconds.

USE OF HALON
All Halons are considered to be toxic to some degree when they come in contact with hot surfaces and they break down, yielding toxic substances. All personnel should therefore evacuate the area where Halons are to be used, although it is possible to start the discharge of Halons before the evacuation is complete ,as the normal concentrations encountered in extinguishing fires are acceptable for brief periods. After the fire has been extinguished the area should be thoroughly ventilated. If ,it is necessary to enter the area before ventilating, suitable breathing apparatus should be used.

COMPARISON OF HALON WITH CO2

Halon 1301 System: Halon is an alternative gas for use as a fire-fighting medium in the engine room fixed installation. It is a halogenated compound made by replacement of hydrogen in methane or ethane by one of the halogens.( Flourine, chlorine and bromine ) The compound is Bromo-Trifluoro-Methane (BTM), CBrF3. As a fire-fighting agent, the gas operates not by smothering, as does CO2 but chemically by acting as a negative catalyst to inhibit combustion by breaking the combustion reaction. When CO2 is used, it produces a relative drop in oxygen content, which requires evacuation of the space before use. Smaller quantities of Halon 1301 only required because it has a different action. The quantity is calculated as about 5% of the volume of the space to be protected. This amount is not harmful to personnel for up to five minutes, provided that breakdown of the gas has not occurred to any great extent. The gas starts to breakdown at temperatures over 510*C. The products are toxic (e.g. hydrogen, fluoride and hydrogen bromide) but being irritants, they give warning of their presence

COMPARISON OF HALON and CO2

The harmful products are increased by the intensity of the fire. To reduce this effect, detection of the fire and discharge of the gas must be rapid. Speed of discharge of the gas is also important, because of its high rate of dispersal. A maximum discharge time of 10 seconds is called for, compared with up to two minutes for C02 The gas is colourless, odourless, of high density and has a low boiling point, thus it can be stored as a liquid like CO2. Storage pressure is low and to ensure rapid discharge the liquid is further pressurized with nitrogen or CO2

REPLACEMENT OF HALONS
Due to their environmental hazards these systems are gradually replaced with CO2 system. As for CO2 systems the working principle is based on suffocation. Halon is a liquefied gas, Freon 1301. A , whose concentration of less than 5% is adequate as fire extinguisher, enabling personnel to enter the room without incurring health risks.

PHASING OUT HALON

There has been a discussion within IMO whether there should be a schedule defined for out phasing of Halon or not. Due to lack of reception facilities and the fact that these Halon types are no longer produced it was not considered as being necessary by IMO

PROHIBITION OF HALON
From 1994-10-01, new installations of fire extinguishing systems using Halon gas were prohibited (SOLAS 1992 amendments, II-2/5.2). Now this regulation has been made more precise with respect to the materials which are not allowed to be used. Halon 1211, 1301, and 2402 and perfluorocarbons are prohibited.

BAN ON USE OF HALON

However for vessels flying an EU flag, it should be noticed that according to EU regulation N. 2037/2000 existing Halon fire extinguishing systems may be used and re-filled/topped up with re-cycled Halon until 31.12.2002. After this date any re-filling or use of Halon as a fire-extinguishing medium is prohibited. By 31.12.2003- fire protection systems and fire extinguishers containing Halon shall have been decommissioned/Halon to be recovered.

FIRE SAFETY MEASURES IN TANKERS

1. Obey all instructions about smoking. 2. Never smoke in bed. 3. Keep all matches and lighters away from areas ,where you are not allowed to smoke. 4. Use only special torches (spark proof) on board. 5. Keep your electric shaver, radio, cell phone in your cabin. 6. If there is a possibility of flammable vapours entering galleys or accommodation do not use electrical appliances. 7. Never drag aluminium or light metal objects across decks. 8. Never allow heavy objects to strike rusty areas which are covered with aluminium paint.

FIRE SAFETY MEASURES IN TANKERS

9. Never take portable equipment made of aluminium or its alloys into a) cargo tanks b) pump rooms c) any space where flammable vapours may accumulate. 10. When removing scale or sludge never use scoops or shovels made of aluminium or aluminium alloys. 11. Never knock anodes or supports in tanks. 12. When tank cleaning or gas freeing using portable equipment , use only approved type. Report any defects in this equipment. 13. In any area where there may be explosive vapour a) Prevent metal hand tools from knocking together b) Prevent metal tools from striking other metal. c) Prevent metal tools from being dropped. d) Lower metal tools into tanks in a canvas bag or bucket.