FIRE-FIGHTING ( General)

6. Emergency Closing Appliances

Emergency ventilation closing appliances must be maintained in good order and where
practicable, be tested weekly.

Emergency closing appliances must be clearly marked to show identification and whether they
are open or closed.

7. Additional Fire Protection

Portable fire extinguishers shall be kept at hand ready for immediate use when operations
involving greater than usual fire hazards are conducted..

Fire extinguishers so provided shall be of a type suitable for extinguishing the type of fire
which might be expected to occur.

8. Recording of Tests, Inspections, and Fire Drills

All fire drills must be recorded in the Deck Logbook. Details of all tests and inspections of
fire-fighting equipment, together with details of any maintenance work carried out on such
equipment , is to be recorded in the ship's Logbook and Check Lists on Requirements of SOLAS
as to onboard Drills, Maintenance and Inspection of Safety Equipment.

9. Fire Protection in Port

When in port foam monitors, if fitted are to be kept ready for use.

If foam monitors are not fitted hoses and portable foam equipment are to be rigged to cover the
manifold area.

Sufficient fire hoses to give complete deck coverage are to be run out and connected to the fire
main which shall, if possible, be kept under pressure. If for any reason pressure cannot be kept
on the fire main, the fire pump must be kept in a standby condition ready for immediate
operation.

Portable fire extinguishers are to be placed on each side of the cargo manifold.

1 0. Fixed C02 System

On ships where the alarm is activated by the opening of the control box door, all the fixed C02
system release alarms are to be tested once each week.

Identification markings and operating instructions are to be posted and kept clearly legible at
each release station and in the bottle room.
The storage bottles Of C02 shall be weighed and recharged in case of necessity (after the tips of
bottles are tested). The intervals of testing are determined by Classification Society.

Such bottles shall be refilled as soon as possible after use.

C02 systems are to be secured to present premature/accidental activations of the C02 system.

11. Steam Smothering System

The steam smothering system is to be tested and proved clear every three months by blowing
through with steam for a period of not more than 60 seconds.

During tests of steam smothering steam is only to be discharged into gas-free tanks.

The use of steam smothering shall be periodically demonstrated at fire drills-, however, such
demonstrations need not involve the actual discharge of steam.

12. Fire Hoses in Accommodation and Engine Room

All fire hoses at stations in the accommodation and the engine room must always be coupled to
the hydrant and be flaked or rolled in the hose rack ready to run out for immediate use.

These hoses must be fitted with all purpose fog nozzles capable of receiving low velocity fog
applicators. The applicators must be kept readily available close by the station.

13. Fire Extinguishers

Fire extinguishers must be kept in good working condition and must be refilled immediately
after use.

Empty fire extinguishers must be replaced in the racks.

Adequate stocks of fire extinguisher recharges are to be maintained on board if the

manufacturer's instructions allow to recharge extinguishers.

Loading and Discharging

1. General

This Chapter outlines the precautions to be taken prior to any cargo operations It is to be
read in conjunction with the International Safety Guide for Oil Tankers and Terminals.

2. Fire Fighting Precautions at the Manifold

 Before any loading or discharging operations are commenced , the
following fire fighting equipment is to be placed on deck up wind of the
manifold:

Two hoses with jet / spray nozzle attached, connected to a hydrant one
forward and one afterward of the ship's manifolds ) .

At least two portable extinguishers preferably of the dry chemical type

Oil spill compound or other material should be kept available for use in the
event of a spillage , but should not be placed adjacent to fire fighting
equipment.

NOTE:
The fireman must be pressurised throughout cargo operation or be capable
of being pressurized at short notice .

3. Ships Fitted With Fixed Foam Systems

In ships fitted with fixed foam systems the Chief Officer will satisfy himself that
the system is fully operational prior to commencing cargo or tank cleaning
operations .
a) Foam tanks must be checked to see that they are full .

b) Isolating valves must be tested to see that they are free .

c) Foam monitors must be uncovered and made ready.

d) At least one portable foam applicator must be connected to a hose and

foam hydrant upwind of the manifold area .

A fire hose and jet / spray nozzle should be connected to an adjacent fire hydrant.

4. Ship / Shore Cargo Operations

In addition to the foregoing precautions the Master is to satisfy himself that the
following have been checked, before cargo operations commence

a) Smoking regulations being observed .

b) Portable " NO SMOKING " and NO SMOKING UNAUTHORISED

PERSONNEL ON BOARD " notices in place.

c) The ship is securely moored .

d) Emergency towing wires are correctly positioned .

e) There is safe , well lit, access between ship and shore .

f Ship is ready to move under its own power.

g There is an effective deck watch and adequate supervision at the terminal .

h Ship / shore communication system established .

i) Procedures for oil transfer agreed .

j) Emergency shut down procedures agreed .

k) Fire fighting equipment in readiness and fire main pressurised .

l) Cargo and bunker hoses / arms in good condition and properly rigged Bonding of hoses
checked .

m) Scuppers effectively plugged , drip trays positioned and oil spill equipment in readiness
.

n) Unused cargo and bunker connections blanked .

o) Sea and overboard discharge valves secured and lashed when not in use .

p) All cargo and bunker tank lids closed .

q) Inert gas system operational as required ( discharge / deballast

r) Agreed tank venting system being used ( loading / ballasting

s) Hand torches and portable VHF transceivers of safe type

t) Main transmitting aerials isolated ; radars switched off .

u) All external doors from accommodation , galley and engine room closed . All windows
closed.

v) Naked light requirements in force .

w) No portable electrical equipment or wandering electrical leads being used on deck .

x) Emergency procedures discussed with shore authorities .

y) No unauthorised craft alongside .

5. Ship / Ship Operations

The Master is to satisfy himself that the following have been checked before any cargo is transferred :

a) Both ships are well secured and fendered

b) Provision has been made for the release and control ( where relevant of the transfer vessel .

c) Emergency procedures have been discussed with the transfer vessel .

d) Cargo operations are being conducted in the transfer vessel in accordance with the
International Safety Guide for Oil Tankers and Terminals.

6. Loading

The rate of loading will be governed by the restrictions of the ship's pipeline system and by the capacity
of the tank venting system .

The closed loading system , whereby vapours are exhausted through either vent risers or high velocity
vents must always be used .

The rate of loading must be adjusted to take into consideration the number of tanks open at any one
time .

Atmospheric conditions must always be taken into account when loading . In calm or near calm
conditions , hydrocarbon gases will tend to fall to deck level and may accumulate there ; in
these circumstances loading must be suspended until wind conditions are more suitable.

Similarly , if wind conditions are such that gas is blown in the direction of the ventilation
intakes or can be smelled in the accommodation or engine room loading must be stopped
immediately.

The importance of keeping all doors and windows closed and air conditioning on maximum
recalculation cannot be over - emphasized.

7. Discharging

Before commencement of the discharge the emergency trips to the cargo pumps are to be tested
.

In vessels fitted with an inert gas system only inert gas must be permitted to enter the space
displaced by the discharged cargo .

The pressure / vacuum valves must be set to allow air to enter the tank in the event of an inert
gas plant failure .

One person must be delegated to keep watch within sight of the manifold area at all times
throughout discharge . If an incident at the manifold occurs , such as a burst pipe or
failure of the manifold connection , the cargo pumps must be " tripped " first and the
Emergency Alarms sounded .

If the person delegated to watch the manifold area is a rating , he must be instructed in the
course of action to be taken in the event of an emergency before he commences his watch .

Tank hatches must not be opened , or ullage plugs left open during discharge .

Theory on Fire Fighting

1. Combustion -Principles

Combustion is a chemical reaction or series of reactions , in which heat and light are produced .
Combustion is a rapid rate reaction in which light is emitted as heat.

When combustion takes place it is the vapour given off by a substance that burns , and not the
substance itself . Most normal substances can be made to give off vapour that can be ignited
even steel if heated sufficiently ) and the temperature at which this vapour is
emitted , in sufficient quantity to support combustion , is known as the FLASH POINT of that
substance.

Materials with low Flash Points give off sufficient flammable vapour at ambient temperatures ,
but others with high Flash Points require heating before they will produce sufficient vapour to
support combustion .

Fuel may exist in solid , liquid or vapour-form . The burning of most materials produces a
flame , this occurs when gases or vapours given off by a liquid or solid material are ignited .
The majority of materials which surround us will , or can be made to , burn if the conditions are
right . Fuel in one form or other may be considered to be ever present.

Once this vapour is ignited , the heat from the flame will increase the temperature of the
substance causing more and more vapour to be formed to feed the fire .

FLASH POINT AND IGNITION TEMPERATURES

Flash Point is the lowest temperature at which sufficient vapour is being given off for there to
be a flash if an ignition source is introduced .

Ignition Temperature , sometimes known as Fire Point , is the lowest temperature at which the
introduction of an ignition source would result in a flash followed by afire .

Self Ignition Temperature , sometimes referred to as Spontaneous Ignition Temperature , is the

temperature at which a substance will ignite without the introduction of an external ignition
source .

The following are some examples of Flash Points and Self Ignition Temperatures
Fuel Flash Point Self Ignition Temp
Methane - 175 C 536 C

Gasoline - 40" C 468 C

Diesel Oil 71 C 338 C

Fuel Oil 82 C 255 - 410 C

Lubricating Oil 148 C 260 C

Cooking Oil 250 C 370 C

Wood 232 C

The following temperatures have been included for purposes of comparison

Match Flame 900 c

Cigarette 300 C

Open Light Bulb 120 C

The vapour cannot be ignited unless its proportion with oxygen ( air lies between two
concentrations , known as the Lower Flammable or Explosive ( L.F.L. or L.E.L. ) and the
Upper Flammable or Explosive Limit ( U.F.L. or U.E.L. ) . Concentrations below the L.F.L.
will also be too lean to be ignited , while concentrations above the U.F.L. will be too rich .
Over-rich concentrations may be readily brought into the Flammable Range by dilution with air.

Combustion cannot take place without the presence of oxygen , in a quantity not far less than
the amount of oxygen available in the atmosphere .

There is 21 % oxygen in the atmosphere . When the oxygen in the atmosphere around a fire has
been reduced to about 16 % , a fire will " glow " using up less oxygen , and will " reflash " as
soon as an access door is opened . A fire will die when the oxygen content or the surrounding
air has been reduced to 12 % .
2. The Fire Triangle

For a fire to ignite the following ingredients are essential

Oxygen
Heat
Fuel

These can be shown as sides of a triangle

OXYGEN HEAT

FUEL

Removal of one or more of the sides of the triangle will result in the extinguishing of the fire .
This can be accomplished in the following ways:

1 REMOVAL OF HEAT

Reduce the temperature of the burning substance to below its Flash Point by cooling.

2. REMOVAL OF OXYGEN

Reduce the oxygen content of the atmosphere in contact to below 12 % by smothering.

3. REMOVAL OF FUEL

Usually this means preventing further supplies of fuel from reaching the fire.

For a fire to continue to burn there is a fourth essential ingredient , a chemical process called
PYROLOSIS Removal of this ingredient , and consequent estinguishment of the fire is
accomplished by chemical dry powder or vapurising liquids such as Halon , BCF, etc.

3. Classification of Fires

Fires may be grouped into five categories as follows

Class Material Extinguishing Method

A Carbonaceous materials,wood, Cool below Flash Point

cloth , paper etc.

B Flammable liquids and solvents , Cut off oxygen or , in case of high

oils , paints , fats etc. Flash Point ( above 43' C ) oils cool
 with water spray or fog .

c Liquefied gases Shut off supply of gas then extinguish

with chemical powder.

D Metals Cool by drenching with water. This is

not a common type of fire .

E Electrical Remove oxygen or extinguish with

chemical agent.

CLASS " A " FIRES

Those fires involving Solid material - Wood , Paper, Cloth etc.

Under ambient conditions Class A material does not give off vapour that can be ignited but the Flash Point
a Class A material is relatively low . It is only necessary to heat wood and paper a few hundred degrees to
raise it to its Flash Point when combustion can take place , provided an ignition source is available . Hence
the easy lighting of a match . The temperature of a match head after striking is about 1100' C , the flash
point of the wood matchstick about 240 C .

Fortunately solid material with a relatively low flash point such as wood , paper cloth etc. is also fairly
easily cooled to below its flash point when it will stop giving off flammable vapour and combustion will
cease.

Therefore the best method of extinguishing a fire involving Class A materials is with water applied in the
form of a spray.
As it is the latent heat of vaporisation of water which produces the cooling effect that
extinguishes fire , its application in the form of a fine mist or spray will serve to maximize this
effect.

In addition , the wide angle provided by the spray will protect the fire fighter from the heat of
the fire and allow safe and comfortable close quarters contact .

A continuous spray applied by a jet / spray nozzle will provide complete protection from heat
and flames in excess of a temperature of 2,000' C a few inches on the other side of the spray .

Water in the form of a jet is only required to combat a fire that cannot be reached by a spray or
where the force of a jet is needed to break up material in a deep seated fire such as may be
found in a hold fire .

CLASS " B " FIRES

Those fires involving liquids - oils, chemicals and paint

Oils have a wide range of flash points . As far as ships are concerned they may vary from - 45 C
( petroleum products ) to 65.5 C ( heavy fuel oil ) .

Low flash point oils cannot be extinguished by the application of water spray as the cooling
factor is insufficient . In fact , the use of water spray on burning fats or other liquids with high
boiling points is positively dangerous as water droplets falling into the liquid are instantly
converted to steam and produce a violent eruption .

Fires involving relatively high flash point oils , such as fuel oil ( 65' C ) and diesel oil ( 43 C )
can be extinguished with water fog or spray by sweeping rapidly over the burning surface and
driving the flames back. There is , however , always the possibility of re-ignition until the
extinction of the flames is complete . This technique also requires the surface of the burning oil
to be free of obstructions and easily accessible.

For this reason the most effective method of dealing with oil fires is by cutting off the oxygen
supply by covering the surface with foam . This method has the additional advantage in that
foam can readily be induced to flow over burning oil surfaces that may not be accessible to
water spray . Foam must not , however , be used on fat fires as it contains sufficient water to
produce the reaction described above - dry powder, C02 , or Halon are suitable for this type of
fire .

When foam is used it should be directed against a convenient vertical surface or projection and
allowed to slide gently onto and flow over the burning surface .

Immediate reduction of the flame area is not apparent when combatting an oil fire by foam ,
which is frequently the case when applying water spray to a Class B fire . Perseverence is
therefore necessary , together with an essential uninterrupted supply of foam compound .

It has been reported that over 50 % of engine room fires were abandoned too early where
perseverance would undoubtedly have succeeded.

Class B fires may be satisfactorily extingiushed by inhibiting combustion with Dry Chemical .
The main disadvantage of this method is that Dry Chemical has no cooling effect and fires may
reflash after they appear to have been satisfactorily extinguished . This method is most effective
as a first line of attack but must be followed up by foam or water spray.

CLASS " C " FIRES

Liquefied gases .

Fires involving liquefied gases are not likely to be encountered in the Fleet . This type of fire
has to be tackled by first isolating the source of gas and then extinguishing with chemical dry
powder . Extensive boundary cooling is necessary and the fire area should if possible be
contained by a certain of water spray .

Certain chemicals are included in this class of fire and many of these evolve toxic products of
combustion . Breathing apparatus and the correct type of protective clothing is particularly
important when dealing with this type of fire .

CLASS " D " FIRES

Steel and other metals will burn if subjected to greatly elevated temperatures . They are
relatively uncommon but have been experienced in boilers and funnel uptakes .

Due to the very high temperatures involved there is a real risk that steam or water spray will
break down to form hydrogen and produce an explosion . The only way to tackle fires of this
nature is by drenching them with massive quantities of water using jets or flooding techniques .

CLASS " E " FIRES

Fires involving electrical equipment

An electrical fire usually originates through a short circuit where the source of electrical energy
is prevented from finding a natural earth . The build up of electrical energy will cause any
combustible material that may come into contact with the electrical discharge to ignite .

The essential action in the event of an electrical fire is to cut off the source of electrical supply
to the circuit affected .

This may not always be possible and even if the supply of electrical energy is removed the
combustible material may still continue to burn .

To avoid the spread of fire it will frequently be necessary to combat an electrical fire before the
supply of electrical energy has been removed , the fire fighting medium must therefore be a
non-conductor of electricity .
C02 gas does not conduct electricity and is the most suitable medium for extinguishing electrical
fires , operating on the principle of smothering the fire by displacing the oxygen .

Halon , BCF and Chemical Dry Powder are also effective when dealing with electrical fires .
These media function on the principle of disrupting the chemistry of the fire although Halon
and BCF also have a partial smothering effect

4. Fire Extinguishing Chart

Class of fire risk Water Foam AFFF C02 Chemical Halon

powder (BCF/BTM)
A
Paper, wood, * ** *
fabrics, etc.
B
Flammable Liquids * ** * * *
C
Flammable Gases * ** *
D
Metals *
E
Electrical Hazards * * **

* Suitable

** Best

5. Fire Precautions - Machinery Spaces

Due to the presence of oil and oil vapours in Machinery Spaces , a fire in the Engine Room , or
other Machinery Space, if not due to oil in origin will very likely develop into an oil fire within
a short time .

The most successful means of preventing a fire from developing in the machinery spaces may
be listed as follows :

1. Safety awareness by the personnel working in these spaces

2. Good housekeeping.
3. Defining the high risk areas where additional precautions must be taken ,i.e. restricted
smoking in certain areas ( Purifier Rooms ) etc.

4. Frequent inspection of the Machinery Spaces for the sole purpose of removing fire
hazards.

5. Correct maintenance of machinery , mechanical and electrical , and fire fighting

equipment.

6. Keeping the bilges clean and free from oil and water.

7. Keeping the spaces well ventilated and free from hydrocarbon gas at all times .

The Master must include the Machinery Spaces in inspections to ensure the correct
maintenance of the safety and fire fighting equipment and must consult with the Chief Engineer
Officer to ensure that all precautions listed above are being followed . It should be remembered
that the Chief Officer is responsible for the correct maintenance of the fire fighting equipment
in the machinery spaces . In the context of this regulation both the Transfer Pumproom forward
and the Main Cargo Pumprooms should be treated as Machinery Spaces.

6. Fire Precautions -Accommodation, Storerooms and Galley

An accommodation fire will involve Class A material ( fibrous material

The most likely causes of an accommodation fire may be listed as follows:

1. Careless smoking

2. Incorrect use of electrical appliances

3. Spontaneous combustin

The company's Regulations with regard to smoking must be made known to every member of
the ship's company.

Every cabin should be provided with an ashtray of the cigarette self extinguishing type .
Any privately owned ashtray of the non self extinguishing type should be confiscated by the
Master and returned to the owner when he leaves the vessel .

Smoking in bed is prohibited at all times regardless of whether or not the ship is gas - free .

Regular inspections should be made to ensure that electrical fittings are safe The removal of
light glasses or the shading of electric light bulbs is dangerous and is forbidden .

The Deck Officer of the watch is to make rounds of the accommodation and outside the
storerooms to check against the possibility of an undetected outbreak of fire after the
8 to 12 and 12 to 4 night watches . During these rounds the Officer is to inspect drying rooms to
ensure that no clothing has been left over or in contact with heaters .

The Chief Cook is responsible for ensuring that the Galley stove and other electrical appliances
are switched off before the Galley is vacated each night. He will also ensure that the stoves ,
hot - plates and ventilation exhausts are kept free from accumulations of fat and grease at all
times .

Electric lights and appliance must not be left switched on in unattended spaces.

7. Use Of C02 in Enclosed Spaces

If a fire occurs in the Engine Room , Main Cargo Pumproom or some other space and the C02
system is used , the system should be operated from its remote position and after the necessary
operating instructions complied with a check should be made in the C02 room to ensure that the
necessary cylinders have in fact fired .

This can easily be ascertained by noticing whether the levers attached to the wire pulls have
moved over to the fired position .

Once the system has been fully released and the fire extinguished no personnel are to enter the
space without breathing apparatus until the main supply valve has been shut . The space must of
course be well ventilated prior to entry in order to remove all traces Of C02 and ensure sufficient
air has been introduced to make the space " safe

Sources of Ignition
1. General

This chapter deals with the various possible sources of ignition which may present a
hazard and which must be avoided under all circumstances . It should be read in
conjunction with the International Safety Guide for Oil Tankers and Terminals.

2. Flammability of Petroleum

There are several factors involved when determining the flammability of petroleum .

Flammable Range has been discussed in the previous chapter and it will be remembered
that most common petroleums have Flammable Ranges lying between about 1 . 4 % and
6 % vapour to air ratio .
Flash Point , discussed more fully in Chapter 7 , is the temperature at which a particular
substance will start to give off flammable vapours .

Volatility is an indication of the quantity of gas available to be given off by a petroleum

liquid and is commonly expressed in terms of Reid Vapour Pressure RVP).

Auto - Ignition Temperature is the temperature at which a petroleum liquid (or

other substance ) will ignite without initiation by an external source of ignition

The generally accepted classification of petroleum flammability falls into two broad
categories as defined below.

NON - VOLATILE - Flash Point of 60 C ( 140 F ) or above as determined by the closed

cup method of testing .

VOLATILE - Flash Point below 60' C ( 140 F ) as determined by the closed cup
method of testing .

Where doubt may exist regarding the characteristics of a particular cargo it should be
assumed to fall in the Volatile category.

3. Sources of Ignition

Typical sources of ignition which may present a hazard aboard tankers and combination carriers
are as follows

1. Direct heat

2. Current electricity

3. Static electricity

4. Electric storms

5. Impact sparks and friction

6. Spontaneous combustion

7. Auto ignition

8. Pyrophoric ignition

4. Direct Heat

(a) Smoking
Indiscriminate smoking and careless disposal of cigarettes has been the cause of most fires both
ashore and at sea .

In ships carrying flammable cargoes a fire , however small , could obviously have even more
serious consequences . Thus the need to impose strict regulations regarding smoking and to
ensure that they are understood and observed by all members of the ship's company and also by
visitors to the ship.

AT ALL TIMES

- smoking is only permitted at the discretion of the Master;

- in tankers , smoking is totally prohibited outside the accommodation and in Engine

Room spaces . If dry cargo is being loaded , carried or discharged smoking will not be
permitted in the vicinity of the hatches.

- smoking in bed is highly dangerous and is prohibited at all times;

- smoking is permitted in cabins and messrooms on dry cargo vessels at the

discretion of the Master but is not permitted in alleyways and store rooms .

- smoking may be permitted in the wheelhouse and chartroom under certain

circumstances at the discretion of the master , but is not permitted on the wings of the
bridge ;

- smoking is prohibited in Purifier Rooms , in the vicinity of fuel oil heaters and on
the Cargo Pump Flat . Smoking elsewhere in the Engine room may be permitted at
the discretion of the Chief Engineer Officer after consultion with the Master.

- smoking is prohibited at all times in any area where paint , oils , rags and cordage
may be stowed .

IN PORT

-special regulations will normally be issued by Port or Terminal Authorities when the
ship is alongside an oil berth . These must be complied with at all times;

-in the absence of any special regulations being issued by Port or Terminal
Authorities smoking will be prohibited anywhere onboard except at times and
locations specified by the Master;

-normally during cargo or tank cleaning operations in port smoking , if permitted ,

will be restricted to officer and crew mess rooms provided that the doors and
windows to those rooms are kept closed .
Only safety matches are allowed onboard the Company's tankers . Matches must not be carried
outside the accommodation and periodic checks should be made to ensure that crew members
comply with this instruction .

If cigarette lighters are taken aboard their use must be restricted to cabins and mess rooms.

(b) Hot Work

The use of welding equipment , blow lamps and burning equipment outside the engine Room is
prohibited in the company's tankers unless either the ship has been certified gas free by a
competent authority or, in the case of repairs at sea , the ship is gas free to the satisfaction of the
Master.

It must always be remembered that when welding or burning takes place on a bulkhead or other
boundary , both sides will get hot and it is therefore essential to maintain an efficient fire watch
on both sides.

( c ) Funnel Sparks

Hot soot from the funnel , or from the funnel of an adjacent ship should be considered as a
possible source of ignition and cargo operations must be stopped and any openings closed , if
funnel sparks are evident.

5. Current Electricity

( a ) Inside the Accommodation

There are many sources of ignition within the accommodation spaces where electrical fittings
and switches are not gas tight or intrinsically safe . It is vital therefore to ensure that all outside
air which may include hydrocarbon vapour is kept out of the accommodation .

During cargo , ballasting and tank cleaning operations all doors and windows must be shut and
the air ventilation system kept on maximum recirculation . Special emphasis is to be placed on
the closing of Poop Front windows and doors during these operations . All the accommodation
doors that may open onto weather decks in a position where gas may be present are to carry the
following notice :

THIS DOOR MUST BE KEPT CLOSED THROUGHOUT ALL LOADING DISCHARGING,

TANK CLEANING AND BALLASTING OPERATIONS.

( b ) Outside the Accommodation

Unless the vessel is certified gas free by a competent authority , the use of non gas tight
electrical equipment outside the Machinery spaces or accommodation is prohibited in the
company's vessels .
Wandering electrical leads and socket connections outside the Machinery Spaces and
accommodation are not permitted in the company's tanker vessels and if any electrical leads are
found onboard , the Master must ensure that they are disposed of .

Only approved and certified safety torches are allowed onboard

If any member of the ship's company has a private torch which is not a certified gas tight torch ,
it must be confiscated by the Master and may be returned to the owner when he leaves the
vessel .

Portable transistor radios , tape recorders and pocket calculators must not be used on the open
decks .

Particular attention must be paid to all electrical equipment outside the machinery spaces and
accommodation.

All electric motors , lights and electrical connections must be inspected each week , or as per
preventive maintenance , by the Electrical. Officer and faults or doubtful condition of gas tight
connections or gaskets renewed .

The Electrical Officer is to report to the Chief Engineer weekly when this inspection has been
carried out . The Master and Chief Engineer Officer are also to inspect the electrical equipment
for condition of safety during their rounds of inspection .

6. Static Electricity

See Chapter 1 0 .

7. Electrical Storms ( Thunder and Lightning)

Cargo , tank cleaning and gas freeing operations must always be suspended when electrical
storms are in the vicinity of the ship . All openings to non - gas free cargo tanks , holds and slop
tanks must be secured and cargo vent riser bypass valves closed .

Should an upriser fire occur during loading , ballasting or gas freeing it is essential not to stop
the outward flow of gas through the riser as this could draw the flames into the cargo holds or
tanks and result in an explosion . If possible , the fire should be extinguished by inert gas or
steam ( if a suitable connection is fitted ) while the riser and surronding areas are kept cool with
water spray .

This type of incident emphasises the importance of regularly ensuring that flame screens are
kept clean and in good condition Where flame screens are fitted at the base of a mast vent riser
they should , to be effective , be constructed of foamed metal.

8. Impact Sparks and Friction

( a ) Steel to Steel Impact

A spark from steel to steel impact is unlikely to provide an ignition source because of the high
impact velocity required to generate a spark of sufficient intensity to ignite hydrocarbon gas .

Steel and most other metals are very efficient conductors of heat and the heat generated by the
spark is usually dissipated rapidly by thermal conductivity . It has been stated that an impact
velocity of at least 550 metres per second is necessary to produce a spark of sufficient intensity
to ignite hydrocarbon gas .

The risk of producing a spark of sufficient heat is considerable , however , if any sand, grit ,
concrete or similar material is present when the metal impact is made .It is the foreign material
that will produce the spark without the thermal conductivity to remove the heat .

It is for the above reason that the chipping of steel decks is not likely to cause an explosion
unless foreign material is also present . Rust and corrosion does not add to the hazard .

The company's policy on chipping during the loaded condition is that this is an acceptable
practice providing there is no sand , grit , concrete or similar material present in the area to be
scaled ; that gas cannot be detected in the area to be scaled and there is a wind of not less than 5
knots blowing across the area to be scaled .

The decision to scale on the upper deck area in the vicinity of the cargo tanks while the vessel is
in the loaded condition is the responsibility of the Master alone. No scaling will be carried out
in the vicinity of the cargo tanks during tank cleaning and gas freeing .

( b ) Phosphor Bronze Tools

For some years tools made of phosphor bronze were thought to be the only safe implements for
use in parts of the ship where gas might be present .

It was subsequently realised that , because of the softness of the alloy , particles of grit and
other matter became readily imbedded in the tools and in turn were likely to result in incendive
sparks .

The use of phosphor bronze tools and similar soft metal implements is prohibited in the
Company's ships.

(c) Aluminium Smears

If steel is smeared with aluminium and the affected surface subsequently struck or impacted the
resultant spark will be of sufficient intensity to ignite hydrocarbon vapour.

Care must be taken to avoid dragging aluminium gangways or ladders across decks or steel
coamings for this reason and aluminium tools and equipment should never be taken into spaces
where flammable vapours may collect.
The use of aluminium paint in the cargo areas is prohibited for the same reason.

Magnesium in contact with steel will produce a similar effect and for this reason the use of
magnesium anodes in ship's tanks has long been discontinued .

d ) Cargo Pump Bearings

The overheating of cargo pump bearings has been the cause of a number of pumproom fires . It
should be borne in mind that copious grasing of bearings , far from eliminating the problem
often compounds it . Pump manufacturers' recommended maintenance routines should be
carefully followed .

9. Spontaneous Combustion

Damp or oil - impregnated rags or sawdust will oxidise and produce heat . This phenomenon ,
which is a slow process , is known as SPONTANEOUS COMBUSTION , and can become a
possible source of ignition if the heat is allowed to build up rather than dissipate .

Particular attention is to be paid to the stowage of dirty rags , damp clothing and oil -
impregnated sawdust and rags . If they are carelessly stowed adjacent to steam pipes or in
confined spaces the heat build up , due to oxidisation , can produce a source of ignition

On no account are any rags or debris to be left in any cargo tanks or pumproom. On completion
of repairs or maintenance in such spaces , or if the work has not been completed at the end of
the working day , these spaces are to be inspected by the responsible Officer to ensure that all
such items are removed .

Suitable instructions are to be given to all personnel who may have to work in these spaces and
the dangers of leaving rags, etc. behind , impressed on them.

Spontaneous combustion has also known to occur where items of laundry especially towels and
oil- stained clothing , have been allowed to remain in tumble - driers after completion of the
drying cycle . These machines should always be emptied before the laundry is vacated .

1 0. Auto -Ignition

Many serious shipboard fires have occurred as a result of oil dripping or spraying onto hot
surfaces or lagged steam pipes in Engine Room .

In most cases , these outbreaks of fire have been caused by lubricating oils or hydraulic oils
which , although they have high flash points and are invariably classed as non - volatile ,
nevertheless have relatively low auto - ignition temperatures . By comparison , many of the
more volatile , low flash point oils have much higher auto - ignition temperatures

11. Pyrophoric Ignition

Rust in the ullage spaces of cargo tanks and holds can react with the hydrogen sulphide
contained in ' sour' crudes to form a material that , on exposure to air, undergoes pyrophoric
oxidation .

The material becomes incandescent during this process and if the atmosphere in the ullage
space lies within the flammable range fire or explosion will-result.

Instances of pyrophoric reaction in cargo tanks are fortunately not common and the process can
be safely controlled by ensuring that the atmosphere in the ullage space is maintained inerted to
below 8 % oxygen at all times until tanks have been washed ready for gas - freeing .

Static Electricity
1. General

Matter consists of equal numbers of positive and negative ions and under normal conditions is
electrically neutral . This is tru of oils , chemical products and other liquids. A redistribution of
ions tends to occur when a liquid comes into contact with a solid, giving rise to the formation
of an Electric Double Layer where the ions adjacent to a liquid / solid interface are
redistributed to produce a layer of ions of the same electrical sign . Close to this layer but
slightly further away from the interface a layer of ions of the opposite sign will be formed .
Elsewhere the distribution of ions remains unchanged .

When the liquid and solid are separated , as in any pipe line flow , the ions in contact with the
solid ( pipe ) tend to remain attached to the solid and the oil ( or other liquid ) looses some of
its ions , thus becoming electrostatistically charged. The separated charges will attempt to
recombine , their success depending upon the electrical conductivity of the oil . Crude oils
which contain high levels of impurities have high electrical conductivity and charge
recombination is rapid . Water also has high electrical conductivity.

Table 10 4 1
STATIC ACCUMULATOR OILS

Non - Volatile

Flash Point 60 C or above Heavy gas oils

Clean diesel oils
High flash jet fuels - JP 5
Lubricating oils

Volatile
 Flash Point below 60 C Kerosenes
Heating oils
Kerosene jet fuels - Avtur , Jet A-1 , JP 1
Gasoline jet fuels - Avtag , Jet -B , JP 4
Naphthas
White spirits
Motor gasolines
Aviation gasolines
Natural gasolines

By comparison , most refined products ( white oils contain few impurities and charge
recombination in such products is very slow These products are known as STATIC
ACCUMULATOR OILS (see Table).

The rate of flow through pipes will influence the build - up of charge separation the faster the
flow , the faster the charge separation .

Charge separation will also occur:

a) In the filling lines of tanks being loaded with white oils .

b) When oil mixes with water.

c) When air is allowed to " bubble " through white oils .

d) When oil is splashed or sprayed.

e) When water droplets in a steam jet leave a nozzle.

f When water passes through tank cleaning machines at high pressure .

2. Cargo Operations

During cargo operations a potential hazard exists

a) When the cargo being handled is a static accumulator.

b) When the cargo being handled is at or above its Flash Point.

c) When the cargo is loaded into a tank containing flammable vapour.

3. Electrical Continuity -Bonding and Earthing

Static accumulator oils may be electrostatically charged by pipeline flow When the charged
liquid flows through non - conducting flexible ship shore connections part of the charge may be
picked up by intermediate metal flanges and other metal parts , which are in contact with the
liquid inside the hose .

In order to prevent the accumulation of a dangerous voltage , all metal flanges and parts must
be effectively bonded to maintain electrical continuity to earth through the shore or the ship's
hull . Generally the bonding of the metal reinforcement in hoses to their flanges will ensure this
.

When ship's hoses are to be used for cargo transfer the Chief Officer must check the electrical
bonding prior to commencing operations .

When there is an insulting flange at the shore manifold , intermediate flanges in the ship/shore
hose will still be earthed by the continuous path to earth via the ship manifold and hull .

4. Cargo Flow Velocity

Charging of static accumulator oils by pipeline flow will be increased if water is present in the
cargo .

Charging to an even greater degree can be caused by the subsequent movement of water settling
through the cargo in the tank . When cargo first enters a tank any water on the bottom will be
agitated and dispersed into the cargo to re-settle later and cause charging. This can continue
long after loading into the tanks has stopped .

To minimise the hazard , flow rates for static accumulator cargoes must be restricted during the
initial stages of loading as follows

a) Into Tanks that are not Inerted

The flow velocity through the loading line into each tank is not to exceed 1 metre
per second until the cargo has covered the filling inlet and the tank bottom
longtitudinals , or until a depth of 0.5 metres above the tank bottom has been reached ,
whichever is the greater . Thereafter the loading rate may be increased.

b ) Into Tanks that are lnerted

Flow rates need not be restricted , however , at the start of discharge a slow initial pumping rate
may be required by receivers.

5. Ullaging and Sampling

If the restriction in 10 . 4 on flow rates is applicable metal sample cans and steel ullage tapes
must not be used during loading or for thirty minutes after completion of loading the tank .
These restrictions do not apply to the ship's permanent gauging system nor do they apply to the
use of wooden dip sticks or to the use of wooden floats on the end of a measured line or non -
metallic tape.

The normal practice in Company vessels will be to operate the " closed loading method by use
of automatic ullaging systems where fitted On vessels not fitted with automatic ullaging
systems , or where the ullaging system is non operational , the normal practice will be to use
wooden floats during loading and when the tank approaches the required ullage, wooden dip
sticks will be used for topping off . When the finishing ullage is large , non - conductive ullage
tapes must be used with a wooden float.

6. Loading Overall ( Splash Filling)

If the cargo has been electrically charged by flow through a shore pipeline splash filling will
deliver it to the liquid surface in the tank where the hazard from electrostatic charging , in the
presence of flammable vapours , is most likely to occur . For these reasons , loading or
transferring cargo or tank washing overall is NOT PERMITTED in the Company's ships.

7. Pipeline and Hose Clearance

Compressed air must not be used for clearing pipelines or ship / shore hoses back into a ship's
tank if the cargo is a static accumulator and the tank contains flammable vapour . Neither must
inert gas be used for this purpose unless the ullage space in the cargo tank is already inert .

8. Steaming Operations

Water droplets issuing at high velocity in a jet of steam may become charged by contact with jet
nozzles and produce a charged mist . Steam should NEVER be introduced into a tank that
contains flammable vapour . If it is necessary when cleaning tanks to use steam its injection
velocity must be kept as low as possible.

Steam must NEVER be injected into a tank containing flammable mixture which has a tank
washing machine or other conductor ( whether earthed or unearthed ) suspended in it and such
equipment must NEVER be lowered into a tank containing a mixture of flammable vapour and
steam .

Such conductors may accumulate charge from the steam cloud

9. Ship -Shore Bonding Wires

Invenstigations have proved that ship / shore bonding wires serve no useful purpose and they
should only be connected on the insistence of the terminal .Under these circumstances the Chief
Officer must ensure that the switch in the bonding circuit is open before permitting connection
to the ship .

Connection to the ship and subsequent disconnection may not take place unless:

a ) all ullage ports are securely closed and no sampling , sounding or dipping of tanks is in
progress;
b ) no cargo, ballasting, tank cleaning or gas freeing operations are in progress.

10. Tank Washing

The injection of water under high pressure through tank washing machines gives rise to the
formation of a charged mist in the tanks or holds being cleaned . The degree of electrostatic
charging varies in direct proportion to the pressure and to the total throughout of water .

It has been found that higher electric potentials are developed by single nozzle machines
whereas twin nozzle machines , which rotate at higher speed , develop opposite potentials at
each nozzle thus producing rapidly changing potentials within the space which do not reach the
high levels generated by single nozzle machines .

Impingement of the water jets on the tank structure causes disintegration which gives rise to the
formation of charged water droplets . The coarser drops all assume the same electrical sign
while the finer mist takes the opposite sign . Excess water dripping from prostrusions will form
elongated droplets with pointed ends at which may occur a small corona" type discharge which
could create a hazard under certain circumstances. A higher risk exists from a slug of water
which , after descending through a charged mist, itself becomes electrically charged, and on
approaching an earthed probe could create an incendive spark between the slug and the probe .

Inert Gas Systems

1. Company Policy

Hydrocarbon gas cannot be ignited in an atmosphere containing less than 12 % oxygen by

volume Cargo tanks or holds which are kept inerted to less than 8 % oxygen thus have an
adequate margin of safety from risks of fire and explosion.

The highest degree of priority is placed by the Company on the continuous availability of inert
gas and its correct use . The cargo spaces and slop tanks are to be kept fully inerted at all times
except when these spaces are required to be gas free for entry for the loading of bulk cargo , or
for drydock .

The Master is to personally concern himself with the correct operation of the inert gas system .

If for any reason the inert gas plant cannot be operated or the oxygen content cannot be reduced
to below 8 % , the Master will ensure that all cargo and tank cleaning operations are suspended
until the situation can be remedied . In the event that the inert gas plant cannot be effectively
repaired in less than 12 hours , the procedures laid down in the ship's Cargo Operation Manual
are to be followed and an immediate report made by cable to the Company.
The Chief Engineer is responsible for the operation and maintenance of the inert gas plant and
the Chief Officer responsible for the deployment of the inert gas and the control of cargo tanks
atmospheres including the setting of all valves on deck. Close cooperation is essential .

2. General Principles

The two common sources of inert gas in tankers and combination carriers are:

a ) exhaust gases from the ship's boiler or b ) an inert gas generating plant .
In either system the oxygen content of the inert gas is normally reduced by the combustion
process to 5 % by volume.

The inert gas is drawn from its source by means of a blower , is washed and cooled and then
passed to the tank distribution system via a deck water seal , non-return and isolating valves .
The installation may vary from one ship to another but all systems are designed to prevent
accidental back flow of hydrocarbon gases from the cargo system to the inert gas source .

The composition of the inert gas is dependent upon efficient combustion control and would
normally be:

Nitrogen 80 %

Carbon dioxide 12 - 14 %

Oxygen 2-4%

Sulphur dioxide 0.2 - 0.3 %

Carbon monoxide Traces

Oxides of nitrogen Traces

The more efficient the combustion the higher will be the proportion Of C02 in the inert gas and
the lower the proportion of oxygen .

The Inert Gas Plant Manual for the individual ship system should always be consulted to obtain
the correct method of operation .

3. lnerting Before Loading

Prior to arrival at the loading port all tanks are to be fully inerted and the oxygen content of the
tanks reduced to below 8 % . Adequate time is to be allowed for this operation to ensure the
tanks are properly inerted .

Using a portable oxygen analyser, a check is to be made that the atmosphere in all tanks is
below 8 % 02 just prior to arrival at the loading port .
When ballast is discharged from any tanks / holds prior to loading the Inert Gas Plant must be
operated to fully inert those spaces

4. During Loading

During the loading operation the Inert Gas Plant will be shut down and the main isolating valve
closed .

5. Topping up on Loaded Passage

It is important to maintain a slight positive pressure in the ullage spaces of cargo tanks / holds
to avoid the ingress of air through the P / V valves .

Some inert gas systems are designed to automatically maintain this pressure but others ,
requiring manual operation , will need to be started periodically for this purpose .

Tank low pressure alarms should be tested regularly , if such has installed

6. lnerting During Discharge

The Inert Gas Plant should be started prior to the commencement of discharge and run
continuously until the completion . The main blower capacity is normally 25 % in excess of the
combined capacity of all cargo pumps and a slight positive pressure should be maintained
throughout .

If for any reason it is necessary to manually ullage or take samples from a tank / hold it may be
necessary to temporarily reduce the pressure in that tank / hold .

In such an event it is most important to adjust the gas valve with care to ensure that a slight
positive pressure is always maintained . The gas valve must be reopened fully immediately on
completion of the ullaging or sampling in any tank hold .

FAILURE TO ENSURE THAT GAS VALVES ARE CORRECTLY SET HAS RESULTED
IN THE COLLAPSE OF MANY TANK BULKHEADS.

In ships not fitted with a vacuum alarm , the Pressure / Vacuum valve by passes should be set
open to prevent a vacuum being created by the accidental stoppage or failure of the Inert Gas
Plant . Where the by-pass valves are fitted to individual tanks / holds they should be shut the
tank / hold is empty in order to maintain a positive pressure . On completion of discharge all
cargo and slop tanks should be in a fully inerted condition .

If the ballasting of cargo tanks / holds is necessary the Inert Gas Plant should first be shut down
and the main isolating valve closed . The Pressure / Vacuum valve by-passes must be opened to
relieve the pressure on the tanks / holds being balloted .
7. Inert Gas During Tank Cleaning

The Inert Gas System is to be used throughout all tank cleaning operations . In the event of non
- availability of the system , the procedures laid down in the ship's Cargo Operating Manual in
respect of washing in an uncontrolled atmosphere, are to be followed and an immediate report
made to the Company. The Company's safety regulations must be fully observed .

The oxygen content of each tank must be checked with a portable oxygen analyser before
washing commences and if necessary tanks should be further inerted for a period of time to
reduce the oxygen level to below 8 % . Testing should be done from at least two levels in each
tank and , if possible , from more than one sampling point.

The supply of inert gas must be maintained to all tanks being cleaned or to be cleaned and also
to the slop tanks A slight positive pressure should be maintained by keeping the Pressure
Vacuum valve by-passes closed . The supply of inert gas to a tank that has been cleaned may be
stopped only after the tank cleaning machines have been withdrawn, stripping or eductor
suctions closed and the tank cleaning plates secured in position .

Frequent checks should be made of the oxygen content of inert gas in the deck supply line and
operations suspended if it should rise to 8 % . Soot blowing of boiler tubes may only be
conducted when the inert gas plant has been shut down and all operations must therefore be
suspended .

In the event of a failure of the Inert Gas Plant , all tank cleaning operations must be suspended .
On the completion of repairs to the plant , any tanks , the oxygen content of which has risen to 8
% or more , must be re-inerted .

During re-inerting , no ullaging , dipping or sampling equipment or tank cleaning machines

may be inserted until it has been established that the tank is inert . This should be done by
monitoring the efflux gas from the tank being inerted until the oxygen content is reduced to less
than 8 % and always provided that it is known that the efflux gas is fully representative of the
gas within the tank . If this cannot be satisfactorily established and it is necessary to introduce
an oxygen sampling line into the tank, this should only be done after a delay of 30 minutes
following the cessation of inert gas injection .

The maintenance of positive inert gas pressure in tanks during a suspension of washing
operations is of particular importance when hot water is being used . During an overnight
suspension , the temperature of the tank atmospheres and of the accumulated slops will usually
drop and could result in air being drawn into tanks .

8. Static Electricity and Inert Gas

Measurements carried out on board a number of tankers have shown that scrubbed boiler flue
gas used in tankers to inert the cargo tanks may carry an appreciable electric charge. In the tests
charge densities and space voltages were found to vary appreciably and it was difficult to relate
them to specific conditions of boilers and / or the scrubber systems . There are strong
indications that the origin of the electric charge is the combustion process and that electric
charge resides on the fine particles in the flue gas which are not removed in the scrubber . In
one shipboard test space voltages of the least 50 Kv were observed inside a VLCC tank due to
inert gas admitted during an apparently normal cargo discharge . This figure should be
compared with levels in the range of 20 Kv found during the tank washing investigations .
Because of a very high potential that may be carried in inert gas particulates it is not wise to
assume that corona discharges from introduced conducting equipment will be non - incendive.

In normal operation , the inert gas system will be used whenever cargo is handled and therefore
an explosive mixture will never exist inside the tanks . However , in the case of a failure of the
inert gas system and the introduction of air , potential hazards due to static electricity may arise
.

In view of this potential hazard the problem has been investigated by the ICS Tanker Accident
Working Group and the following procedures for safe operations are recommended

If the inert gas plant breaks down during discharge and air enters the tank , no
dipping , ullaging , sampling or other equipment should be introduced into the tank
for 30 minutes after the cessation of the injection of inert gas . After 30 minutes
equipment may be introduced provided that all metallic components are securely
earthed .

During the re - inerting of a tank following a breakdown and repair of the inert gas
system , no dipping , ullaging , sampling or other equipment should be inserted until
it has been established that the tank is inert . This should be done by monitoring the
efflux gas from the tank being inerted , when it is known that the efflux gas is fully
representative of the gas condition throughout the tank . However, if it is necessary to
introduce a gas sampling system into the tank for this purpose , there should be a
wait of 30 minutes following the cessation of inert gas injection before insertion of
the sampling system . Metallic components of the sampling system should be
securely earthed .

c) During the initial inerting of a non-gas free tank , the same precautions should be
taken as when re- inerting after breakdown and repair of the inert gas system .

d) The earthing of introduced metallic conducting equipment as recommended above

should be maintained until 5 hours have elapsed from the cessation of inert gas
injection

9. lnerting During De-Ballasting

The procedures regarding the deployment of inert gas during de-ballasting or partially de-
ballasting will be the same as for discharge of cargo

10. Gas Freeing

After a tank has been washed there is likely to be enough hydrocarbon gas in it to create a
flammable atmosphere during a subsequent gas-freeing operation , therefore , in order to avoid
passing through the flammable condition , the hydrocarbon gas should be reduced by further
purging with inert gas before commencing gas - freeing . Purging should continue until the
atmosphere is below the Critical Dilution Line . To ensure the maintenance of safe conditions
one of the following procedures will be adopted : -

1 the hydrocarbon content of the tank to be measured with a suitable instrument to

ensure that it is less than 2 % BY VOLUME

NOTE For this kind of measuring it is necessary to use 'tankscope' unit .

2) an adequate number of volume changes have been made of the tank atmosphere.

Gas - freeing can be conducted most effectively by using the main blower of the Inert Gas
System in the fresh air mode. Thorough checks must be made of each tank with a portable
oxygen analyser and an explosimeter and 21 % oxygen and zero hydrocarbon readings obtained
before the space may be considered gasfree . If entry is to be made , the full precautions must be
observed .

11. Oxygen Analysers

The SERVOMEX portable oxygen analyser works on the principle that oxygen is strongly
Paramagnetic ( attracted to magnetism The instrument is intrinsically safe and is unaffected by
the presence of hydrocarbon vapours or inert gas .

Two tests should be carried out on the instrument prior to use : -

a) Zero Adjustment - this must be done using an oxygen free gas such as N2 or C02.

b) Span Adjustment - this must be done in FRESH AIR. The instrument should be
flushed through with fresh air and the span adjusted to 21%.

Before using the instrument the hand aspirator must be connected to a drying tube before being
connected to the analyser. The silica gel crystals in the drying tube will be dark blue when new,
and pink when used.