Our report on our discussion.

1. Midshipmen Portugal, Ambat, Romana, and Vargas

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

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

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

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

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

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

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

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

10. Color Coding
 Prior to 1st Jan 1997, the code of practice for fire
extinguishers in the UK was BS 5423, which advised
the color coding of fire extinguishers as follows:
 Water - Red
 Foam - Cream
 Dry Powder - Blue
 Carbon Dioxide (CO2) - Black
 Halon - Green (now 'illegal' except for a few
exceptions such as the Police, Armed Services and
Aircraft).
 Wet Chemicals- Yellow

11. Fire Extinguishers

12.  Portable extinguishers are for small fires which, by
prompt on-the-spot action, can be readily
extinguished or contained before they escalate.
However, altough they may be highly effective, their
capacity is limited.
 The fixed installation is used when the fire cannot be
fought and restrained by portable equipment or there
is perhaps a greater danger if adjacent areas were to be
set on fire.

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

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

15. Portable Fire Extinguishers
Firemain and Hose reel system
(manual actuation)
Automatic Spray / Sprinkler
Fixed Fire Extinguishers

16. Procedures
 Raise the Emergency alarm.
 Determine Location of the fire/explosion.
 Check for oil/hazardous substances, pollution & possibility of
one.
 Determine any casualties and provide FIRST AID if necessary.
 Find out the type of fire.
 If necessary start the fire pump.
 In case of engine room fire start the emergency fire pump and
close the isolating valve.
 Close all the QCVs (quick closing valves).
 Contain and extinguish the fire (using fixed system if necessary).
 Set up emergency distress transmitter and keep ready for use.

17. Important points to consider for
fire prevention on board ships
 Exhaust leakages and steam leakages should be promptly attended.
 Ship’s crew should be careful about galley fires, especially by keeping
electrical equipment in good order. Senior officers should keep an eye
in the galley when provision is being received because this is the time
when galley remains unattended for a long time.
 One of the patent methods of fire prevention is effective and regular
fire patrol. There is no method that can beat physical monitoring.
 Fire caused by cigarettes is still one of the most common causes of fire.
All care should be taken to dispose cigarettes (using self closing
ashtrays) and never should one smoke in bed.
 Fires have also caused during loading and unloading of cargo such as
coal. For this reason, ship personnel must always discuss the
characteristics of the cargo and preventive methods to be taken
during safety meetings and weekly drills.

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

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

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

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

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

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

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

25. Following precautions and
procedures
Are to be followed for quick and effective rescue operation supposing a victim is to be
rescued from an enclosed space:
 General emergency to be announced through the ship’s alarm.
 A responsible officer to be made in charge of the operation.
 Adequate man power to be present for the operation
 Two trained persons to be ready with SCBA and PPE.
 All prior checks to be carried out on SCBA used in the operation.
 Life line to be used by the entry person.
 Communication equipment (walky talky) to be given to all.
 Torch lights to be taken along.
 Extra ready breathing apparatus to be kept stand by.
 In charge of operation to be present at entry point co-ordinating the operation.
 Breathing apparatus to be carried by rescuing party along with stretcher for the victim.
 If not possible to carry SCBA, EEBD to be carried instead.
 A life line to be tied out in the stretcher of the victim so that it can be guided and lifted
out of the tank.
 Never attempt to rescue a person alone from confined spaces. Always call for help, plan a
quick rescue operation and do it with proper equipments and team efforts.

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

28.  In heavy weather the ship is subject to heavy strain and stresses.
The motions of the ship in heavy seas are: pitching, rolling,
surging, heaving, yawing and swaying. The other stresses
experienced by the ship are hogging, sagging, pounding and
pooping. If it is thought that the ship will meet bad weather,
precautionary measures are always to be put into effect. The
Boatswain, who usually reports to the Chief Officer on the bridge
at eight o'clock, or four bells, in order to get his instruction for the
day's work, is given special duties.
 He is told:
 l. to check and double, if necessary, all cargo lashings on deck;
 2. to batten down all hatches, manholes etc;
 3. to tighten all lifeboat gripes;
 4. to remove all ventilator heads, plug the entry ports, and fit
covers on them;
 5. to clear all loose gear from the decks;
 6. to make quite sure that all the derricks are secured.

29. Rescue of survivors from another
ship or the sea

30. Initial Actions
 After receiving the distress message from vessel, take immediate contact with nearest coastal radio
station and repeat the distress message if the station does not know already.
 Inform the coastal radio station of your vessel’s name, call sign, position, speed, and confirm that you
are heading for distress position.
 Request information from the vessel/persons in distress.
 Listen on the emergency frequencies
 The coastal radio station will inform whether your assistance will be needed. If not needed, proceed
for original destination. Make a report to the Company about extent and means of the search and
rescue action.
 Before reaching the search area or distress area, organize the crew into groups and establish a watch
arrangement with continuous lookout from several positions. Keep continues radar watch.
 Consider - the type of rescue methods which may be used under prevailing conditions. Prepare to
pick up survivors from sea.
 Pick up wreckage for identification if time permits.

31. Rescue of Survivors from the Sea
 Survivors in the sea must be regarded as being in imminent danger.
The quickest possible rescue is required.
 All survivors must be hauled out of the sea in a horizontal position in
order to avoid the fatal shock effects of the loss of water pressure
against the body when it is taken out of the sea in a vertical position. If
possible, spread out a net under the survivor and roll him horizontally
out of the sea and over the railing of the rescue boat
 Rescuers, who jump into the sea to assist, must be secured by a line and
use immersion suits
 Survivors must be given the appropriate treatment for the
circumstances. Be aware of the dangers of hypothermia

32. End of Rescue Action
 If a survival craft or other boats have to be left adrift after
rescue operations, the nearest rescue centre must be
notified. Information about the position, description of the
boat, weather conditions, possible drift etc., must be given
together with information about possible radio-
transmitters that are automatically sending out distress
signals in the area
 Notify all earlier contacts when the rescue operations have
been ended, and cancel distress calls and messages

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

35. The biggest risk of a cargo spill is during cargo handling operations, either
because of equipment failure or improper handling procedures. Cargo spills are
therefore most likely to happen in port. In the event of a spill, the following
actions should be taken immediately.
 • Activate the alarm.
 • Stop all cargo operations and close valves and hatches.
 • If alongside a berth, notify the terminal staff of the chemicals involved and
possible risk posed to personnel.
 • Notify local port authorities, usually through the terminal staff.
 • Prohibit smoking and use of naked lights throughout the ship.
 • Clear all non-essential personnel from the area.
 • Close all accommodation access doors, and stop all non-closed circuit
ventilation.
 • Arrange for main engines and steering gear to be brought to stand-by.

36.  The primary factor affecting response will of course be the chemical or
chemicals involved, but the action to be taken depends on the
circumstances of the spillage, as well as its size and location. If there is
a possibility of cargo or cargo vapor entering any accommodation or
engine room air intake, appropriate preventive steps must be taken
quickly. As a general rule, there should be a full initial response to any
spill, the emergency party wearing the appropriate protective clothing
and breathing apparatus.
 Safety of personnel and the ship should take priority over
environmental care. If it is possible and safe to do so, the released
liquid should be pumped or washed into a slop tank or other
containment, or collected for safe disposal using absorbent material.
However, if it is not safe or if there is any doubt, the spillage should be
washed overboard with very large amounts of water. If at sea, the
tanker should be maneuvered so as to disperse the vapor away from the
ship’s accommodation.

37.  For small, localized and contained spills, it may not be necessary to
implement all the action points in the ship's contingency plan.
However, the master must always keep in mind the local
circumstances, the nature of the chemical involved, and the potential
harm to personnel, ship's structure and the environment. In most cases
it is better to overreact than to delay action.
The general advice for a corrosive cargo spillage on deck is to wash the
spilled liquid overboard with large quantities of water from as far away
as practicable. A fog nozzle should be used and not a direct jet of water.
The emergency team should wear appropriate protection, approach the
spill from upwind and direct the spray of water to the edge of the spill,
gradually working towards the centre. The use of water on a fuming
acid and other strong acids will initially cause a vigorous reaction that
will cause increased fuming. However, this will be temporary while the
spillage will be dealt with rapidly. If at sea, the ship should be turned
off wind.

38. Tank leakage within the ship
 Leakage from a cargo tank into void or ballast spaces may cause damage to materials or
equipment, and may create an explosive atmosphere and a potential personnel risk. The
actions to be taken may differ depending on the product involved and other
circumstances such as the weather, but should as a minimum include the following:
 • Identify the products involved and the risks associated with them.
• Clear the area of all non-essential personnel.
• Identify the location of the leak
• Transfer the product in the leaking tank to an empty tank, if at all possible.
• Consider notifying port and local authorities, and ship's operators.
• Commence remedial measures.
 It should be borne in mind that individual ship has got own characteristics and
limitations may involved handling various chemical cargoes . The master and all
personnel in all cases must be aware of cargo/ship information that has been given and
comply with relevant safety procedures.

40. Grounding / Stranding
Stranding can occur for a number of reasons:
 Bad navigation
 Faulty navigation instruments
 Bad weather
 Engine breakdown
 etc.

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

42.  Immediately take overboard soundings around vessel to check
on what type of sandbank the ship is lying.
 If the ship is on top of a flat sandbank the danger of breaking in
two is minimal. If the ship lies on a mountainous sandbank the
risk of breaking is real and the stress on the ship enormous. In
that case urgent action must be taken:
 try to free the ship by giving full astern (or full ahead) with
successively the rudder to hard starboard and hard port (a lot
depends on the type and size of ship)
 call the assistance of tug boats
 consider jettison of cargo (to throw cargo overboard). Be careful of
risk of pollution

43.  Evaluate risks of pollution
 Inform Company and any third parties if relevant (P & I Club, Hull
underwriters, Port authorities, etc)
 Update if necessary vessel's position in radio room, satellite terminal and other
automatic distress transmitter (GMDSS)
 Consider danger of the situation and if possible take pictures
 Consider further actions with consideration for:
 salvage
 risks of sinking (emergency message, EPIRB's, abandon ship)
 secure position (change of tide, weather, stream, stress risks, stability)
 assistance, port of refuge, oil spills
 Keep the Company always informed
 Enter every action taken in the log book

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

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

47. Other procedures
 Follow muster alarm list
 each crewmember should have their lifejacket on
 each crewmember should immediately join his emergency station to prepare
the lifeboats or to start to clear away the inflatable life rafts.
 The responsible officers employed on damage control duty should report
regularly to the master
 Update vessel's position, in radio room, Satellite terminal and other automatic
distress transmitters (GMDSS)
 Send distress message / alert other vessels
 Check if all crewmembers and passengers (if any) are present
 Search for missing personnel (especially in the engine room and at night in
accommodations)
 Activate EPIRB's
 Maneuver vessel in proper position / stop engine
 If possible, prepare ship's documents (especially the log book)
 After rescue, inform company

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

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

51.  To make the crew acquainted with the location of the
emergency escape routes which would be used in case
of inaccessibility of a particular zone
 To familiarize the crew with company’s safety
regulations, important points on personal safety and
survival at the sea, recent safety circulars and notices,
and preventive measures on ships