Safety and Survival 2

JUNE 2014

ShipInsight SAFETY PART 2

• CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION •

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SAFETY & SURVIVAL 2

XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR • A guide to regulation and technology • ACTIVITY AND BRIDGE DETECT OPERATOR DISABILITY WHICH FIRE FIGHTING GAS DETECTION REGULATION COULD LEADPRACTICES TO Tackling fire using Sniffing out the SOLAS, the FireMARINEA little forethought ACCIDENTS. traditional methods silent killer Safety Systems and planning could and modern technologies

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 | INTRODUCTION

T

HIS IS THE SECOND VOLUME in the ShipInsight Safety & Survival guides. The first covered lifeboats and evacuation systems along with the personal survival equipment and emergency signalling arrangements.

This guide will mainly be concerned with fire safety including fire detection and fire-fighting but as important as these two issues are, there are other elements concerning safety that are also addressed. For example, gas detection – which can of course lead to fire or explosion, general working practices and medical facilities on board. Another topic that will be covered across the various chapters is that of personal protective equipment.

Ships have generally become safer places since the advent of the ISM Code but there is still a long way to go and both ship operators and the crew have a big role to play.

Technology too is advancing in many areas and can help make ships safer.

For the regulators, every major tragedy and the combined effect of multiple minor incidents need to be weighed up and action seen to be taken. However well run and manned a ship is, there is always the chance of an accident or incident that could not be foreseen but when it comes to regulation it is the events that happen on the worst vessels that affect the whole industry.

Malcolm Latarche

Malcolm Latarche JUNE 2014 | 3

 CONTENTS

XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND 06 | CHAPTER 1 - Regulation OPERATOR SOLAS, the Fire Safety Systems Code,MLC 2006 andDETECT other safety rules DISABILITY WHICH 18 | CHAPTER 2 - Fire Detection COULD LEAD TO Keeping a watch on one of shipping’s biggest safety problems MARINE ACCIDENTS. 24 | CHAPTER 3 - Fire Fighting Tackling fire using traditional methods and modern technologies 42 | CHAPTER 4 - Gas Detection Sniffing out the silent killer on board 47 | CHAPTER 5 - Working Practices A little forethought and planning could save lives 52 | CHAPTER 6 - Medical matters

Self reliance and remote assistance at sea

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Editor: Malcolm Latarche malcolm@shipinsight.com Head of Design: Chris Caldwell Layout & Production: Steven Price Advertising Sales: advertising@shipinsight.com Address: ShipInsight, 12 - 14 Bridge Steet Leatherhead, Surrey, KT22 8BZ, UK www.shipinsight.com

ShipInsight 4 | MAY 2014

This guide is produced by ShipInsight Ltd. Care is taken to ensure the information it contains is accurate and up to date. However ShipInsight Ltd accepts noresponsibility or inaccuracies in, or changes to, such information. No part of this publication may be produced in any form or by means including photocopying or recording, without the permission of ShipInsight Ltd.

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XXXXXXX | CHAPTER 1: REGULATION 

The third mate is often the ship’s safety officer

S

AFETY REGULATION IS MOSTLY A MATTER for the IMO and while some aspects of safety at sea will be contained in various publications, the vast majority of the international regulation is contained within SOLAS. SOLAS owes its existence to the international response to the loss in 1912 of the Titanic, but it is wrong to say that all safety regulation began with SOLAS. There have been rules governing some aspects of safety and ship construction going back centuries and SOLAS was mostly a codifying of the rules and regulations governing shipping in the lead in maritime nations of the day.

It is however, fair to say that the initial version of SOLAS published in 1914 was much more concerned with the issues of ship construction and design and evacuation than with many of the other aspects of safety all ships. This first version of SOLAS was for example quite lacking in dealing with the subject fire on board vessels other than to say that there should be a system of fire patrols and that the ship should be equipped with pumps sufficient to direct ‘two powerful jets of water’ at any fire. There was also a requirement to carry a smoke hood and safety lights.

Of course the reason why fire was not so well addressed within this first version of SOLAS is mainly due to the fact that in 1914 there were no automatic fire detection or fire-fighting systems because the technology did not exist. Over time as such systems were

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developed so too was SOLAS to take account of their availability.

Although the 1914 version of SOLAS exists as a document it never actually came into force because of the outbreak of war in 1914. It was to be another 15 years before SOLAS was actually adopted on an international basis. It was not at that time administered by the UN or the IMO because neither organisation existed at that time.

Over the years and due to some high-profile disasters at sea involving fire, the issue of fire which has long been acknowledged as one of the gravest dangers to shipping, gradually grew to become probably the second most important aspect of ship safety covered by the IMO. While the SOLAS conventions of 1914, 1929, 1948 and 1960 did contain fire safety requirements, they proved inadequate for passenger ships. In the 1960’s, a series of fires aboard international passenger ships highlighted many problems and, as a result, many changes were incorporated into the 1974 SOLAS Convention.

In the 1974 Convention (which came into effect in 1980 and is still in force today, as amended) separated the fire requirements into a separate chapter: SOLAS chapter II (Construction) of the 1960 SOLAS Convention was divided into two new chapters: chapter II-1 on Construction - Structure, subdivision and stability, machinery and electrical requirements, and chapter II-2 on Construction - Fire protection, fire detection and fire extinction.

The 1974 SOLAS required all new passenger ships to be built of non-combustible materials and to have either a fixed fire sprinkler system or fixed fire detection system installed. Requirements for cargo ships were also updated with special regulations for specific types of cargo ships such as tankers.

The 1981 Amendments, which entered into force on 1 September 1984, completely revised SOLAS chapter II-2. The amendments included the requirements of resolutions A.327(IX) Recommendation concerning fire safety requirements for cargo ships(Incorporated in MSC.1(XLV)) and A.372(X) Recommendation concerning fire safety requirements for passenger ships carrying not more than 36 passengers(Incorporated in MSC.1(XLV)), adopted in 1975 and 1977 respectively, provisions for halogenated hydrocarbon fire

SOLAS OWES ITS EXISTENCE TO THE INTERNATIONAL RESPONSE TO THE LOSS IN 1912 OF THE TITANIC. JUNE 2014 Â | 7

SAFETY AND SURVIVAL 2

extinguishing systems and a new regulation 62 on inert gas systems.

In December 1992 as a consequence of a tragic fire on the passenger ferry Scandinavian Star two years earlier in which more than 150 people perished, IMO adopted a comprehensive set of fire safety amendments, applicable to both new and existing passenger ships. The amendments required the installation of the latest fire safety features applicable to any modern hotel such as automatic sprinkler and smoke detection systems, and the upgrading of fire safety bulkheads to non-combustible materials and improved methods for assisting escaping persons, such as use of low location lighting.

Also in 1992, the Sub-Committee on Fire Protection began a comprehensive revision of Chapter II-2 as it was felt that the adoption of various sets of amendments at different times had made the chapter difficult to use and implement. Technological advancements and lessons learned from accidents, since the chapter’s last revision in 1981, required new provisions to be added and for existing requirements to be modified. However, the outcome of this eight year effort resulted in more than just a “userfriendly” amalgamation of the latest amendments, but an entirely new structure for SOLAS chapter II-2.

Fire is covered in several ways within SOLAS with these falling into three very separate areas. The first is the construction of the vessel and the materials used, the second is fire risks and hazards relating to cargoes carried and the third is related to fire detection and fire fighting systems and equipment.

The new structure focuses on the “fire scenario process” rather than on ship type, as the previous SOLAS chapter II-2 was structured. Thus, the regulations start with prevention, detection, and suppression following all the way through to escape. The revised SOLAS chapter II-2 had a new part E that deals exclusively with human element matters such as training, drills and maintenance issues and a new part F that sets out a methodology for approving alternative (or novel) designs and arrangements.

The new Chapter II-2 only applied fully to ships built after it came into force however some aspects were also agreed to be applied to 8 | JUNE 2014

THE NEW STRUCTURE FOCUSES ON THE “FIRE SCENARIO PROCESS” RATHER THAN ON SHIP TYPE.

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REGULATION

existing ships. Of the measures that affected existing vessels, most had a date by which the ship would have to comply or the measures did not apply unless repairs, alterations, modifications and outfitting to existing systems took place. All of the dates laid out in the new requirements have since passed so all ships should now meet the latest rules.

The structure of the revised Chapter II-2 and the individual regulations contained in the various sections are as detailed: PART A – GENERAL

Regulation 1 - Application - The chapter applies to ships built on or after 1 July 2002. Ships constructed before that date should comply with the chapter in force prior to 1 July 2002, however there are some requirements for existing ships built prior to 1 July 2002 in the revised chapter.

Regulation 2 - Fire safety objectives and functional requirements – Provides the fire safety objectives and functional requirements for the chapter.

Regulation 3 - Definitions - Gives definitions of terms used in the chapter.

PART B - PREVENTION OF FIRE AND EXPLOSION

Regulation 4 - Probability of ignition - The purpose of this regulation is to prevent the ignition of combustible materials or flammable liquids.

Regulation 5 - Fire growth potential - The purpose of this regulation is to limit the fire growth potential in every space of the ship.

Regulation 6 - Smoke generation potential and toxicity - The purpose of this regulation is to reduce the hazard to life from smoke and toxic products generated during a fire in spaces where persons normally work or live.

CO2 extinguishing system

PART C- SUPPRESSION OF FIRE

Regulation 7 - Detection and alarm - The purpose of this regulation JUNE 2014 | 9

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is to detect a fire in the space of origin and to provide for alarm for safe escape and fire-fighting activities.

Regulation 8 - Control of smoke spread - The purpose of this regulation is to control the spread of smoke in order to minimize the hazards from smoke.

Regulation 9 - Containment of fire - The purpose of this regulation is to contain a fire in the space of origin.

Regulation 10 - Fire fighting - The purpose of this regulation is to suppress and swiftly extinguish a fire in the space of origin.

Regulation 11 - Structural integrity - The purpose of this regulation is to maintain structural integrity of the ship preventing partial or whole collapse of the ship structures due to strength deterioration by heat.

PART D – ESCAPE

Regulation 12 - Notification of crew and passengers - The purpose of this regulation is to notify crew and passengers of a fire for safe evacuation.

Regulation 13 - Means of escape -The purpose of this regulation is to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck.

PART E - OPERATIONAL REQUIREMENTS

Regulation 14 - Operational readiness and maintenance The purpose of this regulation is to maintain and monitor the effectiveness of the fire safety measures the ship is provided with.

Regulation 15 - Instructions, onboard training and drills -The purpose of this regulation is to mitigate the consequences of fire by means of proper instructions for training and drills for persons onboard responsible for carrying out ship procedures under emergency conditions.

Regulation 16 – Operations -The purpose of this regulation is to provide information and instructions for proper ship and cargo handling operations in relation to fire safety.

PART F - ALTERNATIVE DESIGN AND ARRANGEMENTS 10 | JUNE 2014

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IMO REGULATION

Regulation 17 - Alternative design and arrangements - The purpose of this regulation is to provide a methodology for approving alternative design and arrangements for fire safety.

PART G - SPECIAL REQUIREMENTS

Regulation 18 - Helicopter facilities - The purpose of this regulation is to provide additional measures in order to address the fire safety objectives of this chapter for ships fitted with special facilities for helicopters.

Regulation 19 - Carriage of dangerous goods - The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships carrying dangerous goods.

Regulation 20 - Protection of vehicle, special category and ro-ro spaces - The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships fitted with vehicle, special category and ro-ro spaces.

In addition, to make the revised SOLAS chapter II-2 more userfriendly, specific system-related technical requirements have been moved to the new International Fire Safety Systems Code and each regulation has a purpose statement and functional requirements to assist port and flag States.

Some of the original technical provisions were transferred from the Convention to the International Fire Safety Systems (FSS) Code, and many others are spelled out in greater detail in the Code.

Following the addition of a new final chapter on fixed hydrocarbon gas detection systems in 2007, the FSS Code consists of 16 chapters. Each addresses specific systems and arrangements, except for chapter 1 which contains a several definitions and also general requirements for approval of alternative designs and toxic extinguishing media.

Chapter 1 General Chapter 2

International shore connections

Chapter 3

Personnel protection JUNE 2014 Â | 11

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REGULATION

Chapter 4

Fire extinguishers

Chapter 5

Fixed gas fire-extinguishing systems

Chapter 6

Fixed foam fire-extinguishing systems

Chapter 7

Fixed pressure water-spraying and water-mist

fire-extinguishing systems

Chapter 8

Automatic sprinkler, fire detection and fire alarm

systems

Chapter 9

Mixed fire detection and fire alarm systems

Chapter 10 Sample extraction smoke detection systems Chapter 11 Low-location lighting systems Chapter 12 Fixed emergency fire pumps Chapter 13 Arrangement of means of escape Chapter 14 Fixed deck foam systems Chapter 15 Inert gas systems Chapter 16 Fixed hydrocarbon gas detection systems

In order to complement the FSS Code, and to assist in type approval of materials used in ship construction, the IMO has also published a document known as Fire Test Procedures (FTP Code).

The FTP Code was first published at the same time as the FSS Code.

Both have since been amended to take into account technology changes and desirable changes.

As mentioned above, part E of SOLAS chapter II-2 deals exclusively with human element matters such as training, drills and maintenance issues. This section does not concern itself with the actual training that seafarers have to do undergo as part of their certification process but with the organisational and practical aspects as regards individual ships.

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The following table from Lloyd’s Register shows the type and frequency of inspections and drills related to fire protection that should be undertaken and reference the appropriate IMO document.

As part of the STCW Code, the IMO has prepared a series of three model courses for seafarers undergoing training at sure training establishments. These are: Model Course: 1.20 - Fire Prevention. & Fire Fighting Model Course: 2.03 - Advanced Fire Fighting Model Course: 3.05 - Survey of Fire Appliances

With so many different documents covering fire safety regulations, it is far beyond the scope of this guide to fully detail all the requirements. However reference to the main SOLAS text and to the other documents mentioned here should give any operator or crew member sufficient information to understand the requirements under most situations. In addition to these documents, fire safety should be one of the main subjects covered in the ship owner or 14 | JUNE 2014

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IMO REGULATIONS REGULATION XXXXX

operators safety management system. Because of that they should have been subject to both internal and external audit and deemed fit for purpose. As with all matters relating to the ISM Code they should be subject to regular review involving both ship and shore personnel.

OTHER SAFETY RULES

In addition to the fire safety rules outlined above, there are many other references to safety within SOLAS. For example, two chapters – VI Carriage of cargoes and VII Carriage of dangerous goods – both include references to safety relevant to the subjects contained in the titles of the chapters. Another chapter, Chapter XI-1 Special measures to enhance maritime safety, is also concerned with the matter of safety.

At MSC 92 in July 2013, some amendments to SOLAS regulation III/19 on emergency training and drills were agreed to mandate enclosed-space entry and rescue drills, which will require crew members with enclosed-space entry or rescue responsibilities to participate in an enclosed-space entry and rescue drill at least once every two months. The amendments are expected to enter into force on 1 January 2015 and are applicable to SOLAS ships, and 1994 and 2000 High Speed Crafts.

In order to accommodate the new enclosed space entry requirements, ships will also be required to carry some form of gas detection equipment. Tankers and gas carriers are already required to carry this equipment and the new rules may allow for some equipment to serve dual purposes providing sufficient redundancy in equipment is maintained.

FIRE SAFETY SHOULD BE ONE OF THE MAIN SUBJECTS COVERED IN THE SHIP OWNER OR OPERATORS SAFETY MANAGEMENT SYSTEM.

ILO MARITIME LABOUR CONVENTION 2006

The subject of medical facilities on board ships is not actually contained within SOLAS but has been a matter for the flag states to regulate. With the coming into force of the ILO Maritime Labour Convention (MLC) 2006 in 2013 many of the aspects relating to medical facilities are now contained within that convention.

Where the flag state’s regulations go beyond those contained in the convention they will continue to apply and will be enforced by JUNE 2014 | 15

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the flag state. In cases where the regulations applied by the flag state do not meet the convention requirements, it is likely that port state control enforcement will ensure that the convention requirements will apply when the ship is operating internationally.

There are two sections of MLC 2006 where medical matters are covered these are sections 3 and 4 of the main text. Section 3 covers accommodation and facilities and in this section the requirements for the ship’s hospital are laid down. As things stand, much of the text of the convention contains guidelines rather than prescriptive requirements.

Each Member shall adopt laws and regulations establishing requirements for on-board hospital and medical care facilities and equipment and training on ships that fly its flag. National laws and regulations shall as a minimum provide for the following requirements: • All ships shall carry a medicine chest, medical equipment and a medical guide, the specifics of which shall be prescribed and subject to regular inspection by the competent authority; the national requirements shall take into account the type of ship, the number of persons on board and the nature, destination and duration of voyages and relevant national and international recommended medical standards; • Ships carrying 100 or more persons and ordinarily engaged on international voyages of more than three days’ duration shall carry a qualified medical doctor who is responsible for providing medical care; national laws or regulations shall also specify which other ships shall be required to carry a medical doctor, taking into account, inter alia, such factors as the duration, nature and conditions of the voyage and the number of seafarers on board; • Ships which do not carry a medical doctor shall be required to have either at least one seafarer on board who is in charge of medical care and administering medicine as part of their regular duties or at least one seafarer on board competent to provide medical first aid; persons in charge of medical care on board who 16 | JUNE 2014

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REGULATION

are not medical doctors shall have satisfactorily completed training in medical care that meets the requirements of th International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (“STCW”); seafarers designated to provide medical first aid shall have satisfactorily completed training in medical first aid that meets the requirements of STCW; national laws or regulations shall specify the level of approved training required taking into account, inter alia, such factors as the duration, nature and conditions of the voyage and the number of seafarers on board; and • The competent authority shall ensure by a prearranged system that medical advice by radio or satellite communication to ships at sea, including specialist advice, is available 24 hours a day; medical advice, including the onward transmission of medical messages by radio or satellite communication between a ship and those ashore giving the advice, shall be available free of charge to all ships irrespective of the flag that they fly.

New crew members being made aware of new safety procedures

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XXXXXXX | CHAPTER 2: FIRE DETECTION ďƒ¨

F

IRE IS ONE OF THE MOST feared situations on board a ship but is also sadly one of the most common hazards and can arise from a number of sources. Engine rooms and other machinery spaces are common areas where fire begins and so too are the cargo holds and tanks.

Many recent cases of fire that have involved total loss of the ship have involved cargoes inside containers. These present a particular problem because it is almost impossible to fight such fires using the equipment available to ships’ crews.

Fire detection on board ships today is mostly done by automatic systems of various types instead of the traditional means of fire patrols, but very often a fire will be discovered by a crewman or passenger before an automatic alarm system activates. Fire patrols are still required by some administrations even if automatic systems are fitted. Fire detection systems are compulsory in ships which have periodically unattended machinery spaces.

Fire detection systems for ships are produced by a number of different suppliers and installers as is evident by the exhibitor list for any of the major marine equipment exhibitions. In some cases the

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A ship fire in port

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system may be one of the first installations done in a newbuilding and used during the construction stage to detect fire which is a frequent occurrence in shipyards.

The technology of fire detection onboard ships is essentially the same as that used ashore. Fire alarm activation points are placed strategically throughout the ship and can be used by anyone to raise the alarm which is sounded at a control panel and reported to the bridge. Smoke detectors and call points are typically linked to the same control panel. On a ship, the fire detection system can trigger the closing of fire doors and any alarms will also be recorded on the ship’s VDR if one is mandatory.

In addition to the general fire alarm system, there are other devices on board that will alert crew when a situation that could lead to a fire or explosion is occurring. Temperature sensors on machinery and oil mist detectors fitted to the main engine both fall into this category. So too do gas detectors that can monitor the build up of explosive gases from oil and gas cargoes. Gas detection is covered in a later chapter in this guide because not all gases are flammable.

The vast majority of fire detection and alarm systems are those which make use of detectors and call points. Detectors are usually of three types sensing heat, smoke or flame. The first is by means of temperature sensors, the second by an ionization chamber and the third using infra red light to detect flicker patterns caused by flames.

For cargo holds, a different type of smoke detection is used.

Sampling smoke detectors draw air from the cargo hold continually using fans and a pipework system that can also be used to send CO2 gas to extinguish a fire in the hold. In the smoke detection system, the air is tested for smoke and other combustion products before being vented to air.

A fire detection system can be in one of two configurations.

These are usually described as conventional or addressable with the latter being able to pinpoint the exact area where a fire has started or the alarm has been raised. The choice between the two systems often comes down to a question of cost but there is no doubt that on a large vessel particularly on a passenger ship the addressable systems are far more preferable.

FIRE DETECTION ON BOARD SHIPS TODAY IS MOSTLY DONE BY AUTOMATIC SYSTEMS OF VARIOUS TYPES INSTEAD OF THE TRADITIONAL MEANS.

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FIRE DETECTION

In operation both systems work in much the same way and will use common components. The difference between the two systems is the way in which the detectors and call points are connected to the control panel.

In a conventional system, the detectors and call points are linked to the control panel using individual wire connections, whereas in an addressable system a number of detectors and all points will be linked together using what are referred to as loops. This means that in a conventional system although there are more wires, and consequently a more expensive connection operation, the system is not as accurate as the addressable system.

Each device along the loop has its own unique identifiable address but in the conventional system this is not the case. When a fire is detected by a device in an addressable system, the device’s address shows up on the main control panel allowing the crew to see exactly which device has been activated. This will enable them to pinpoint the exact location of a fire and hopefully be able to extinguish it more quickly.

A conventional system by comparison will only indicate that the fire alarm has been activated without showing a precise location. It is possible to improve on this situation by zoning the detectors and call points thus permitting a general area to be identified which will then need to be investigated by the fire-fighting team to determine the actual location. Zoning is at least a way of dividing the ship into smaller sections either by deck level or port or starboard or fore and aft compartments.

An addressable system has other advantages beyond the obvious benefit of precise location. The wire connection of a conventional system is only one ended but the loops of addressable systems connect to the control panel at both ends. If one end of the loop becomes severed, signals can still be sent to the control panel via the other end of the loop. Loop isolation modules are also used to separate devices on the loop. This means that if one device becomes disconnected, it will not disable the circuit. With a conventional system, if a wire has become severed, the device will become disconnected.

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Thermal imaging system

FIRE DETECTION ADVANCES

The technology of fire detection systems is not static and whilst the marine industry has some specific problems to overcome, most of the advances come from shore-based system. In recent years some of the new technology has been talked about for use onboard ship.

One of the most promising is video smoke detection (VSD) using CCTV. Typically, VSD systems consist of video-based analytical smoke recognition algorithms that integrate cameras into fire detection systems. The video image from an analogue or digital camera is processed by proprietary software to determine if smoke from a fire can be identified in the image. The detection algorithms use different techniques to identify the smoke characteristics and can be based on spectral, spatial or temporal properties. These include assessing changes in brightness, contrast, shape, edge content, motion, and colour matching.

One of the advantages of such a system is that if a fire does develop in an engine room or other area where CO2 extinguishing systems are used, the cameras can monitor the effectiveness of the firefighting carried out assuming that smoke levels permit.

Another technology that has been promoted for fire detection and other security and safety purposes is thermal imaging. A thermal imaging camera has the advantage of not needing the same levels of light that ordinary CCTV systems require. A portable camera that can also be used for security measures such as detecting intruders has 22 | JUNE 2014

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FIRE DETECTION

a role to play in fire detection being able to detect hot spots and fire sources where flames are not visible.

TESTING TIMES

Fire detection systems are a vital first line of defence and for this reason regular testing is mandatory for the fixed detection system. A manual test of all detectors is a time consuming process and is not without problems. Some detectors are in difficult to reach places and inspection can be cursory missing things such as excessive dirt and contamination.

Test smoke is used to check the function of detectors and on occasions when the detector fails to react, the crew carrying out the inspection may be too liberal in their use of test smoke in their attempts to get the detector to activate. This could mean that the detector will not activate quickly enough if a real fire situation occurs.

Excessive and irregular intervals between manual tests of detectors could mean damaged detectors go unnoticed.

At least one of the leading fire detection system producers has developed a self-testing system. The system checks all detectors, interfaces, connections and cables – from detector chamber to alarm output – every day. Not only does the system test whether a detector is capable of provoking an alarm, it also verifies the sensitivity of every detector with a calibrated signal. The system ensures that each detector always responds to the correct alarm level. In the event of irregularities, the display on the operating panel will accurately pinpoint the source of any problem.

ONE OF THE MOST PROMISING TECHNOLOGIES IS VIDEO SMOKE DETECTION (VSD) USING CCTV.

Researchers apply science to fire fighting

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ďƒ¨ | CHAPTER 3: FIREFIGHTING

Xflow watermist from Wilhelmsen

A

LL SEAFARERS ARE REQUIRED TO UNDERGO some training in fighting fires as part of their basic training and others with special responsibilities will need to take advanced courses in order to advance their careers.

Fighting fire on ships is done in several ways and can involve automatic systems releasing water or fire suppressant gases or by manual means using fire hoses and hand-held extinguishers.

There are six different types of hand-held extinguishers with each type intended for dealing with one or more of the different types of fires and completely unsuited for others. Part of the basic training will cover which type of extinguisher to use in different situations.

Powder fire extinguishers are ideal for use in mixed risk environments. They are the only effective solution for fires involving flammable gases.

FOAM FIRE EXTINGUISHERS are ideal for use on fire involving solid combustible materials and are highly effective on flammable liquid fires. The layer of foam applied by these extinguishers helps to prevent re-ignition after the fire has been extinguished.

CO2 FIRE EXTINGUISHERS are suitable for use on flammable liquid fires and are extremely effective at extinguishing fire 24 | JUNE 2014

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involving electrical equipment.

WATER FIRE EXTINGUISHERS are suitable for use in environments containing solid combustible materials such as wood, paper and textiles. They should not be used around electrical equipment (unless water extinguishers with additive are used).

WET CHEMICAL FIRE EXTINGUISHERS are usually supplied with a special application lance. They are intended for tackling large burning oil fires and are ideally suited to the kitchen/galley environment.

WATER MIST works on the basis of cooling fire, suffocating it and then cooling the burning media to prevent re-ignition using microscopic particles of water. Water mists extinguishers are ideal for covering areas where multiple fire risks can be found.

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Manual fire-fighting when not involving fire extinguishers will be by means of pumps and hoses. A sufficient supply of water for fighting fires is not normally a problem for ships unless the pumps and hoses are damaged or inoperable. Unlike fighting fires ashore where the volume of water used is not an issue, at sea an excess of water is highly dangerous and cause the ship to capsize. Water can also react with some cargoes releasing hazardous gasses or even further fires and explosions.

The FSS Code and SOLAS contain regulations that cover all aspects of the fire pumps, hydrants and hoses from capacity, placement and numbers, the exact details will be ship specific and will also be dependent on ship type. The regulations also cover ventilation, dampers and fire doors.

It is a sad fact that deficiencies in fire-fighting equipment and procedures are one of the most common causes of port state control deficiencies and detentions. In a concentrated inspection campaign carried out by various port state control regional organisations in 2012, fire drills and fire pumps and hoses were the cause of 13.6% and 13% of recorded deficiencies respectively. These two causes accounted for the vast majority of detentions recorded during the campaign. Issues with fire plans and fire extinguishers JUNE 2014 Â | 25

SAFETY AND SURVIVAL 2

FIREFIGHTING

were at the bottom of the list of subjects resulting in deficiencies being recorded with both registering just 1%.

Another area of concern that is also found regularly during PSC inspections and safety audits is ventilators and dampers being seized in the open position. Where the space served by the ventilator is protected by a fixed fire-fighting system especially one using suppressant gas, the inability to close the ventilator can render the system useless.

HOSES, PUMPS AND OTHER GEAR

Throughout human history, water has been the main means of extinguishing fire and this is also true on board ships. In most instances ships are surrounded by a ready source of water that only need be transported to the source of the fire. A modern ship is required by SOLAS, national and classification society rules to be built with an integral fire system.

A ship’s main emergency fire system consists of a specific number of hydrants located strategically throughout the ship. A series of dedicated pumps are provided to supply water from the sea chest to these fire hydrants. The number and capacity of pumps required for a particular type of ship is decided by the regulations covering its size, type and purpose.

A system will inevitably contain a number of valves so as to isolate parts of the system when maintenance or repair work is needed. The valves connecting the pumps to the sea chest should only be closed when work is being done so that at all other times there will be a ready supply of water to the system. Checking the status of valves is an essential part of regular inspections.

Piping is an often neglected part of the fire system but its condition as important as any other part. A damaged or leaking pipe can render the whole system useless. Pipes for the fire system are generally of steel construction and therefore subject to corrosion.

This is especially true of pipes on deck exposed to the open air.

Corrosion on these pipes often goes undetected especially if paint is concealing areas of wastage.

A suitable fire hose should be stored close to each hydrant 26 | JUNE 2014

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SAFETY AND SURVIVAL 2

together with appropriate connectors and nozzles. As with the pipes, hoses should be checked regularly for damage. All ships are required to carry an international fire hose connector so that in the event of failure of its own fire fighting system, a ship in port can have its piping and hosing system connected to a shore water supply. The connector can also be used to connect the system to the pumps of another vessel when in port or at sea.

Power for the pumps will be supplied by the ship’s main power system but an emergency fire pump is also required. The rules governing emergency pumps require them to have their own fuel supply and starting arrangements. Usually the emergency pump is diesel powered and has an electric starting system. An alternative means of starting such as a hand crank is also required. The fuel and starting arrangements need to be checked regularly to ensure that the pump can be started in an emergency.

Little if any of the pumps, hoses and other equipment used on board ships is specifically designed for use solely on ships.

However, to ensure compliance with SOLAS, flag and class rules, the equipment must be approved for use on board. Virtually every pump manufacturer that targets the marine sector has equipment that is suited for use in fire systems. Most of the suitable pump models are also used in other ship systems. Hoses, nozzles and connectors are also standard and can be obtained from specialist safety equipment providers.

PERSONAL PROTECTIVE EQUIPMENT

Fires at sea usually mean that the ship’s crew is on its own in fighting the fire and assistance might not be available. Closer to shore and when in port, assistance can be given by local fire brigades and specialist marine fire fighting units. These firefighters, although professionals, will be at a disadvantage because they will not know the layout of the vessel. For this reason it is required by SOLAS that a duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shore-side fire-fighting personnel.

28 | JUNE 2014

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FIREFIGHTING

Although a ship’s crew will likely tackle a fire with whatever is to hand, there is a requirement for fire fighting outfits to be carried on all SOLAS ships above 500gt.

The exact requirements are contained in the FSS Code and are: 2.1.1 PERSONAL EQUIPMENT Personal equipment shall consist of the following: 1 protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam. The outer surface shall be water-resistant; 2 boots of rubber or other electrically non-conducting material; 3 rigid helmet providing effective protection against impact; 4 electric safety lamp (hand lantern) of an approved type with a minimum burning period of 3h.

Electric safety lamps on tankers and those intended to be used in hazardous areas shall be of an explosion-proof type; and 5 axe with a handle provided with high-voltage insulation.

2.1.2 BREATHING APPARATUS Breathing apparatus shall be a self-contained compressed air-operated breathing apparatus for which the volume of air contained in the cylinders shall be at least 1,200 l, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 min. All air cylinders for breathing

Rigid helmet

apparatus shall be interchangeable.

2.1.3 LIFELINE For each breathing apparatus a fireproof lifeline of at least 30 m i length shall be provided. The lifeline shall successfully pass an approval test by statical load of 3.5 kN for 5 min without failure The lifeline shall be capable of being attached by means of a snap-hook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the lifeline is operated.

The minimum number of outfits as laid down in SOLAS is two JUNE 2014 Â | 29

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FIREFIGHTING

and increases with ship size and type. The outfits should be stored in the fire control room and in places that are easily accessible during emergencies.

In November 2012 SOLAS requirements were amended to require the fire fighting outfit to include communication devices. For ships constructed on or after 1 July 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter’s communication shall be carried on board. Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 will be required to comply not later than the first survey after 1 July 2018.

The two way radiotelephone apparatus provided to meet this requirement should be stowed with the fireman’s outfits and ready for use with them at any time. A check on the state of charge of the batteries in the units should be included in the routine inspections of fire fighting equipment.

Another amendment that was adopted at the same time covers recharging of breathing apparatus cylinders. The rules now require an onboard means of recharging breathing apparatus cylinders used during drills to be provided or a suitable number of spare cylinders shall carried on board to replace those used.

This amendment comes into force on 1st July 2014 and is intended to ensure that ships have spare filled air cylinders for use during drills without depleting the availability of cylinders for emergency use. The regulation allows for ships to be fitted with either a means of re-charging used cylinders, or provided with extra cylinders over and above those carried in accordance with Ch. II-2 Regulation 10.10.2.5.

As well as the fire fighting outfit, ships are also required to carry a number of emergency escape breathing devices (EEBDs). An EEBD is a supplied-air or oxygen device only used for escape from a compartment that has a hazardous atmosphere. Performance standards require the EEBD to have at least 10 minutes supply of oxygen and should include a hood or full face piece, as appropriate, to protect the eyes, nose and mouth during escape. Hoods and JUNE 2014 | 31

SAFETY AND SURVIVAL 2

face pieces should be constructed of flame resistant materials, and include a clear window for viewing. They are not designed for use for fighting or entering oxygen deficient voids or tanks.

All cargo ships must carry two EEBDs in accommodation spaces and passenger ships must carry at least two EEBDs in main vertical zones. For ships carrying more than 36 passengers, two additional emergency escape sets will be required in each main vertical zone.

In some cases additional devices may be required under flag state rules.

GAS FIRE SUPPRESSION SYSTEMS

Until its use was banned or restricted under the Montreal Convention, many ships used Halon (a CFC) as a fire suppressant because of its effectiveness in extinguishing fires while at the same time posing no risk to persons in the vicinity. Unlike CO2 systems that work by reducing oxygen levels to starve a fire, Halon extinguishes through a combination of heat absorption and some chemical interference with the flame.

In 2003, 3M developed a Halon alternative called Novec 1230 that now forms the basis for fire extinguishing systems produced by companies such as Unitor and Tyco. Novec 1230 is used as a total flooding agent and its main advantage is that it does not significantly deplete the oxygen content in the area and tests have shown it to be less toxic than Halon 1301. From the environmental point of view, it contains no bromine or chlorine and therefore has an ozone depleting potential of 0 and a global warming potential of 1, making it effectively the same as CO2.

The systems are individually designed and appropriate sized storage cylinders chosen according to the hydraulics and quantity of agent required. The components are designed and tested to operate in the temperature range 0째C to 50째C. The cylinders are generally stored outside of the area being protected although under certain circumstances they can be kept in the same space.

Novec 1230 systems are designed to hold both the Novec 1230 in the form of a liquid and Nitrogen which is used to super-pressurise the container to 24.8 bar (360 psi) at 20째C. When the system is 32 | JUNE 2014

Novec 1230 developed by 3M

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FIREFIGHTING

activated the contents flow into the distribution pipework to the discharge nozzle(s) where in less than 10 second it is dispersed as a vapour. During the discharge the enclosure will be fogged which may reduce visibility. This normally clears rapidly and should not obstruct the ability of personnel to safely exit the protected area.

Under normal conditions Novec 1230 is a colourless and low odour fluid with a density around 11 times that of air. It decomposes at temperatures in excess of 500°C and it is therefore important to avoid applications involving hazards where continuously hot surfaces are involved. Upon exposure to the flame, Novec 1230 will decompose to form halogen acids. Their presence will be readily detected by a sharp, pungent odour before maximum hazardous exposure levels are reached. Fire toxicity studies show that decomposition products from the fire itself especially carbon monoxide, smoke, oxygen depletion and heat may create a greater hazard.

The successful performance of a gaseous total flooding system is largely dependent on the integrity of the protected enclosure. It is essential that a room integrity test is performed on any protected enclosure to establish the total equivalent leakage area and enable a prediction to be made of the enclosure’s ability to retain Novec. The required retention time will depend on the particulars of the hazard, but MSC/Circ.848 states that this should not be less than 15 minutes.

Longer retention times may sometimes be necessary if enclosures contain hazards that may readily become deep seated.

FOR SHIPS CARRYING MORE THAN 36 PASSENGERS, TWO ADDITIONAL EMERGENCY ESCAPE SETS WILL BE REQUIRED IN EACH MAIN VERTICAL ZONE.

CO2 - THE MODERN ALTERNATIVE

Considering that Halon systems were banned because of their supposed ozone depleting properties it seems a little ironic that the more common replacement other than Novec 1230 is carbon dioxide (CO2) which is also highly criticised as a modern ‘pollutant’.

It can be used either as a hand held extinguisher or as a flooding system. In a flooding system CO2 is one of the most commonly used fire-extinguishing agents in ships’ engine rooms. CO2 gas has excellent fire-extinguishing capabilities and is relatively inexpensive, but can pose a serious risk to personnel because it works by JUNE 2014 | 33

SAFETY AND SURVIVAL 2

ďƒ¨ | CHAPTER 4: MAKING THE RIGHT CHOICE reducing the oxygen content in the atmosphere.

With CO2 systems, the period between detecting a fire and releasing the gas often seems quite long because crew must evacuate the area to avoid the lethal effects of the gas. As a consequence, minor fires have sometimes been allowed to escalate causing loss of life and even total loss of ships.

Issues with CO2 systems feature in many official accident investigations and advice to the industry is regularly promulgated by insurers, P&I clubs, class societies and other bodies.

The concentration of CO2 above certain levels in fire-fighting applications is a major concern amongst fire safety regulators. Some safety regulators even prohibit the use of CO2 as a fire-extinguishing agent in spaces where personnel has access during normal operation; one such example can be found in the safety regulations applicable to the offshore oil and gas industries in Norway.

SOLAS does not prohibit the use of CO2 in systems protecting a ship’s engine room, or other spaces where crew has access during normal operation. But the risks to personnel are clearly recognized and SOLAS calls for various safeguards, such as two separate and interlocked controls, pre-discharge alarms and time-delays, to protect personnel in the engine room. SOLAS does not, however, allow portable CO2 extinguishers to be placed in the accommodation spaces on board ships, due to the associated risk to personnel.

For the typical engine room fire involving flammable liquids, it is important to introduce the required quantities of CO2 quickly to limit the escalation of the fire. Investigations reveal that evacuation, muster and head counts during engine room fires often take longer than expected because crew are not disciplined in mustering.

As with Novec 1230, the extinguishing capabilities of CO2 can be compromised if the integrity and tightness of the boundaries of the protected space are not sound. On more than one occasion, the effectiveness of a CO2 system has been limited by excessive leakage of gas through open or improperly closed doors, vents or ventilation ducts.

Because of limited storage capacity very few ships can carry 34 | JUNE 2014

Fire extinguisher maintenance

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FIREFIGHTING

enough gas for more than a single discharge. Therefore if the release of CO2 is ineffective, other methods must be used to extinguish the fire. The re-entry into the engine room following a fire where gas has been used involves perhaps one of the most dangerous aspects of fire fighting. CO2 has limited cooling effect and the temperature of equipment and structures in the engine room may be very high, in particular if the time taken to release the fixed fire-extinguishing system was long. There is a further risk in fire fighters or crew entering the space too soon, thus allowing entry of oxygen-rich air, can cause the fire to reignite.

Most advice issued with regard to CO2 systems recommends fostering awareness of the hazards related to their use through detailed and unambiguous procedures, proper training and prescribed maintenance. Even on ships where safety is given the high priority it deserves, accident investigations do sometimes reveal deficiencies on instructions for using CO2 systems.

From a circular on the matter issued by the Norwegian P&I insurer, Gard, the following advice is recommended: • Regular fire drills should be as realistic as possible.

• Emergency response procedures should contain sufficient detail to assist the crew in dealing with all stages of the emergency and should cover: - actions to be initiated prior to release of CO2, • instructions for holding/cool down times before re-entering and ventilating the space, • lines of communication, both on board and with relevant shore organizations.

• Evacuation and mustering procedures should include a simple but reliable system for head-counts in order to avoid any misunderstanding concerning the whereabouts of crew.

• Manuals, piping schematics, instruction placards and labelling of the CO2 system must be in accordance with the actual installation.

JUNE 2014 | 35

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FIREFIGHTING

• The person tasked to release the system must be a person designated in the muster list.

• Maintenance procedures for the CO2 system should include manufacturers’ recommendations and should be based on the IMO guidelines contained in MSC.1/Circ.1318.

• Periodic servicing of the CO2 system should be carried out by authorised service suppliers.

• Regular inspections should ensure that evacuation routes and exits in the engine room are clearly marked and kept free from obstructions at all times.

• The dangers of CO2 must be continuously stressed and training and experience transfer between crew should create a common understanding of the functionality, limitations and hazards associated with the ship’s specific CO2 installation.

SPRINKLERS & WATER MIST

Most modern ships are now equipped with a sprinkler or water mist/fog extinguishing system. In such systems, the sprinkler heads are usually a combined detector unit. Sprinkler systems can also be activated manually if a fire is seen before the system activates. When heat or smoke activates the head water is released to extinguish the fire. The types of systems are basically similar in that they use water released from overhead points when activated but the mist systems use less water and have other claimed advantages.

The water for the systems is supplied through the sea chest but there is also a tank of fresh water that is used in the first instance for priming the system so that the standing water in the pipes is not corrosive. Sprinkler and water mist systems can be brought into action faster than gas systems since it is not necessary to close openings, shut down ventilation or evacuate the space before release. The time needed to extinguish fires with water mist can be longer than for gas, but water mist also cools the space and controls

BECAUSE OF LIMITED STORAGE CAPACITY VERY FEW SHIPS CAN CARRY ENOUGH GAS FOR MORE THAN A SINGLE DISCHARGE. JUNE 2014 | 37

SAFETY AND SURVIVAL 2

FIREFIGHTING

smoke in the process. An unlimited water supply is also usually available.

Sprinklers can be less effective at extinguishing some fires than gas or mist systems because the seat of the fire may be located in a place shielded from the sprinkler head. This can mean that the system is activated by the smoke from a small shielded fire that cannot be extinguished until it has spread from its seat.

In a water mist system, the water is under pressure and released through a spray head. A water The small water droplets allow the water mist to control, suppress or extinguish fires by cooling both flame and atmosphere and displacing oxygen by evaporation. The mist is also more penetrative than water from sprinklers and also acts as a smoke suppressant thus preventing other heads from being activated by smoke and so reducing water demand.

From the safety point of view, the ship’s stability is far less likely to be compromised by the free surface effect of the amount of water used and, for those systems using fresh water, carrying less of it means more cargo capacity is available or less fuel is needed. Water mist has been shown to be highly effective at extinguishing fires in both demonstrations and actual operational circumstances.

Water mist systems come in both high pressure and low pressure variants. Over the years the pressure needed to produce the fine droplets has reduced from around 100bar to much lower levels – the Tyco AquaMist system, for example, operates at just 7bar. Another low-pressure system is Autronica’s FlexiFOG. As well as operating at low pressure, the FlexiFOG system makes use of push-fit piping, which is claimed to reduce installation costs by around 25%.

There are, however, still plenty of manufacturers that continue to produce high-pressure systems. Proponents of highpressure systems argue that the higher pressure produces smaller droplets that aid in rapid extinguishing. The water droplets can expand to almost 2,000 times in size as they vapourise, depriving the fire of essential oxygen. The more droplets there are and the greater the area they occupy the more effective will be the suppression.

38 | JUNE 2014

SAFETY AND SURVIVAL 2

LIST OF MANUFACTURERS COMPANY

WEBSITE

AMOT

WWW.AMOT.COM

APOLLO FIRE DETECTORS LTD.

WWW.APOLLO-FIRE.CO.UK

AQUATHERM GMBH KUNSTSTOFF-EXTRUSIONS-UND

WWW.AQUATHERM.DE

AUTRONICA FIRE AND SECURITY AS

WWW.AUTRONICAFIRE.COM

CANEPA & CAMPI S.R.L.

WWW.CANEPAECAMPI.COM

FIRE DETECTION

• •

CAT PUMPS DEUTSCHLAND GMBH

WWW.CATPUMPS.DE

COBALT BLUE LTD.

WWW.COBALTBLUE-MARINE.COM

CONSILIUM

WWW.CONSILIUM.SE

D.I.E.T.Z. TECHNIK GMBH

WWW.DIETZTECHNIK.DE

DANFOSS SEMCO A/S FIRE PROTECTION

WWW.DANFOSS-SEMCO.COM

•

DATEMA DELFZIJL BV

WWW.DATEMA.NL

•

DECKMA GMBH

WWW.DECKMA-GMBH.DE

•

DELMAR DENIZDE GUV. SIST. TAS. SAN. TIC. LTD. STI

WWW.DELMARSAFETY.COM

DRAEGER

WWW.DRAGER.COM

DREW MARINE

WWW.DREW-MARINE.COM

FLIR SYSTEMS

WWW.FLIR.COM

•

•

GAS MEASUREMENT INTERNATIONAL

WWW.GMIUK.COM

INTERNATIONAL MINING & MARINE

WWW.IM-M.CO.UK

KIDDE FIRE PROTECTION

WWW.KFP.CO.UK

•

MARIOFF CORPORATION OY

WWW.MARIOFF.COM

•

MARTEK MARINE LTD.

WWW.MARTEK-MARINE.COM

MEDI 3 SHIPMED AS

WWW.MEDI3.NO

MINIMAX GMBH & CO. KG

WWW.MINIMAX.DE

MK-MARINE GMBH

WWW.MK-MARINE.NET

NOVENCO FIRE FIGHTING A/S

WWW.NOVENCO-FF.COM

• •

PRIMEDIC BY METRAX GMBH

WWW.PRIMEDIC.COM

SURVITEC GROUP LTD.

WWW.SURVITECGROUP.COM

•

TYCO FIRE & INTEGRATED SOLUTIONS

WWW.TYCOFIS.COM

•

ULTRA FOG AB

WWW.ULTRAFOG.COM

•

VIDEOTEL

WWW.VIDEOTEL.COM

WILHELMSEN TECHNICAL SOLUTIONS

WWW.WILHELMSEN.COM

40 | JUNE 2014

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FIRE SAFETY TABLE

FIRE EXTINGUISHING

GAS DETECTION

PPE

OTHER

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MAKING THE RIGHT CHOICE | CHAPTER 4: GAS DETECTION ďƒ¨

O

VER THE YEARS THERE HAVE BEEN several incidents involving leakage of hydrocarbon gases from the cargoes of tankers. Leaks into pump rooms and other machinery spaces present a risk of explosion while leaks into void spaces and ballast tanks present a danger to crew entering those spaces. As a consequence gas detectors are used to identify the presence of these gases allowing appropriate action to be taken.

As with much of the equipment on ships, the gas detection equipment is not unique to the marine industry and is identical to devices used in several shore-based applications. The devices can be obtained from several sources including direct from manufacturers, from ship chandlers and specialist safety equipment suppliers. Some like Martek Marine do focus on the shipping industry. Gas detection equipment measures a gas concentration against a calibration gas that acts as a reference point. In the early days of gas detection gas monitors detected a single gas, but a modern gas monitor can detect several toxic or combustible gases, or even combinations.

Detection systems for ships come in three basic types, fixed, Carry gas detectors to avoid manslaughter charges

42 | JUNE 2014

SHIPINSIGHT.COM

portable and personal. Fixed gas detectors are set up in much the same way as a fire detection system with the strategically placed detectors linked to a central control panel. At least one leading manufacturer markets a combined fire and gas detection system.

Portable gas detectors consist of a device that can be carried to any location for testing the atmosphere there. They will be used for a variety of purposes such as fire patrols and checking before entry into enclosed spaces is attempted. Personal devices are intended to be worn by crew when carrying out their duties in areas likely to be affected by gas leaks. All types of gas detector require regular testing and calibration. Because of their obvious importance to safety, it is advisable for testing to be carried out before each use.

SOLAS II-2 regulation 4 requires tankers to be equipped with at least one portable instrument for measuring flammable vapour concentrations, together with a sufficient set of spare and means for the calibration of such instruments. Where the atmosphere in double hull spaces cannot be reliably measured using flexible gas sampling hoses, the spaces must be fitted with permanent gas sampling lines configured with the design of the spaces taken into account.

In addition the pump rooms of tankers carrying cargoes with a flashpoint of below 60°C are required to be fitted with a system for continuous monitoring of the concentration of hydrocarbon gases. Sampling points or detector heads must be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a preset level, no higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal must be automatically activated in the pump-room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard.

Details of the equipment and performance standards for fixed gas detection systems were formulated some years after the FSS Code was first published and are contained in a new Chapter 16 added to the Code in 2007. An updated version was approved in 2010 and can be found in MSC.1/Circ.1370.

At MSC 92 in 2013 the IMO approved unified interpretations of SOLAS chapter II-2 (annex 1) and as a consequence the requirement

GAS DETECTION EQUIPMENT MEASURES A GAS CONCENTRATION AGAINST A CALIBRATION GAS THAT ACTS AS A REFERENCE POINT.

JUNE 2014 Â | 43

SAFETY AND SURVIVAL 2

of regulation II-2/4.5.7.1 for one portable instrument for measuring oxygen and one for measuring flammable vapour concentrations, and spares for both, should be considered as being satisfied when a minimum of two instruments, each capable of measuring both oxygen and flammable vapour concentrations are provided on board. Alternatively, two portable instruments for measuring oxygen and two portable instruments for measuring flammable vapour concentrations could be provided.

In September 2013, the IMO’s DSC Sub-Committee agreed to a new draft SOLAS regulation XI-1/7 relating to the carriage requirements for portable instruments to test the atmosphere of enclosed spaces for oxygen, flammable products, H2S and CO. The new regulation, which will apply to all ship types and both new and existing vessels, is on the agenda for May’s MSC 93 meeting for approval and subsequent adoption.

The wording of the proposed regulation titled Atmosphere testing instrument for enclosed spaces is: “Every ship to which Chapter 1 applies shall carry an appropriate portable atmosphere testing instrument or instruments. As a minimum, these shall be capable to measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide. Instruments carried under other requirements may satisfy this regulation. Suitable means shall be provided for the calibration of all such instruments.”

As there is already a requirement for tankers to carry at least two portable instruments, the reference to instruments carried under other requirements could include these providing the equipment can detect HS2 and CO which most should be able to do in addition to the oxygen and flammable vapours required under SOLAS. The guidelines make clear that the equipment referred to is not the type intended to be worn by the individual whilst inside the enclosed space and commonly referred to as a personal meter. As to its mode of operation, the IACS guidelines say the instrument should be capable of remote detection and sampling for all gases that it is designed for, without interference from the atmosphere or other characteristics of the intervening space.

44 | JUNE 2014

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This could be achieved by a system that uses a suitable hose (length and construction) with suction. Other techniques such as light beams could be employed, but they must not be blocked or interfered with by the atmosphere, environment or structure.

There is currently no requirement for a portable instrument on any ship type to be able to detect the potential gases that might be found in ballast tanks as a consequence of treating ballast water.

Considering that some ballast systems – even explosion proof versions – can produce highly flammable hydrogen or toxic chlorine some concerns have been expressed as to what may happen if a fault develops in the system.

An aspect of the type approval for the explosion proof ballast treatment systems is the requirement for alarms when hydrogen levels exceed certain levels and shutdown of system if levels reach a point below the LEL although the exact level can vary from system to system. For systems where chlorine gas may be present the main concern of the IMO is ensuring the gas is neutralised before or during discharge to protect the environment. However, for crew required to enter a ballast tank in a possible emergency, determining the level of either gas as well as those already covered may be a matter of life or death.

Analysis of the specifications of most of the portable systems on the market suggest that they are capable of detecting both chlorine and hydrogen with the appropriate sensors and fixed systems can also be configured for their detection. However, many of the small portable detectors especially those designed to be worn on a belt or clip are limited to between one and four sensors.

On the basis of an IACS proposal, DSC also agreed a draft MSC circular on guidelines to facilitate the selection of portable atmosphere testing instruments for enclosed spaces as required by the intended new SOLAS regulation XI-1/7. As with the regulation itself, the guidelines are to be submitted to MSC 93 for approval.

Some oil majors when chartering vessels make demands in excess of the regulatory requirements and as a consequence some tanker operators have also installed gas detection systems in accommodation and air conditioning trunking.

Crowcon’s new Gas-Pro confined space detector

JUNE 2014 | 45

Once again “Ship of the Year� is protected by high-pressure water mist system from Danfoss Semco

www.danfoss-semco.com

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ďƒ¨ | CHAPTER 5: WORKING PRACTICES

S

AFETY, OR RATHER THE LACK OF IT, on board ships is an age old issue that will probably always be with us because safe practices and behaviour are individual traits that can be regulated but never fully controlled. It is probably true that the advent of the International Safety Management Code or ISM has improved the culture around safety onboard but as official investigations show, even the best systems break down occasionally and for a variety of reasons.

Volumes have been written on safety management systems and it is beyond the scope of this guide to repeat the analysis and advice that is freely available. More to the point it is likely that if the safety culture on the worst vessels is so poor that even the deficiencies and detentions made by port state control has not been able to improve it, then nothing short of the loss of the vessel (and probably the lives of the crew serving on it) will be the outcome.

As the ISM Code and the safety management systems needed to comply with it have been mandatory for many years, usually the only time a new system is needed is when a new shipowning or managing company is formed. Existing fleets will already have a system in place.

If a safety system is in place but not functioning as well as it might across a fleet of vessels, there is a good case for the shipowner or Making every day safe onboard

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manager responsible for the vessel to carry out a complete overhaul of the system. Many safe management systems began quite literally as off the shelf products and while some may have served as a template for a good system others were always doomed to fail.

Most failures are because the system is unnecessarily complicated with individuals interpreting parts of it in very different ways. There is some evidence emerging that simpler systems are more effective.

Working practices are at the heart of every effective safety system and improvements are rarely necessary if the way work is carried out has been thoroughly thought through.

How crew work and interact and how effective the safety management system is not set in stone and poor working practices can be improved by employing best practices. Regular reviews should be made and training needs identified. Making use of specialist training films such as those produced by Videotel can help crew understand how safety can be improved. The fact that such films are made in several languages is very useful as English is not the first language of most seafarers.

Leaving aside the matter of navigation errors, there are four areas that regularly feature as the causes of accidents on board ships that have led to an official investigation. These are mooring and unmooring, working at height, hot work and entry into enclosed spaces.

Every port call involves at least two operations involving the ship’s ropes and winches. Accidents usually involve crew getting crushed in machinery or caught in ropes. Safety begins with ensuring the ropes, wires and machinery are well maintained and rigged properly.

The mooring area should be kept free of equipment not needed for the immediate operation as this often causes trips and falls as crew attempt to work in and around obstacles.

Crew involved should be properly trained and supervised with the supervisor not being required to perform any task that prevents him from observing the actions of others. Mooring can be heavy work and should not be entrusted to crew unable to meet the physical demands of the task. Crew engaged in operations should be wearing appropriate PPE especially, hard hats, safety boots or shoes and gloves.

The snap back zone – the area likely to be most affected if a 48 | JUNE 2014

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mooring rope under tension parts – should be well marked and crew trained to stay out of it. The crew should also be aware of the dangers of being trapped in a bight. Trapped crew can be pulled over the side, into the winch or against bitts.

Working at height could involve tasks such as painting or cleaning the hull of the ship, cleaning holds, work on cranes, derricks and masts and other similar jobs. When working at height crew should be issued with hard hats and most importantly a safety harness. If the work involves paints or chemicals then a facemask to prevent inhalation of substances and safety glass or goggles to protect the eyes.

Hot work such as welding or cutting will need appropriate gloves and a welding mask to protect the face and eyes especially from the condition known as arc eye or welder’s flash. Hot work should never be carried out without a prior risk assessment and a permit to work system should be operating.

Several incidents have been recorded where, although a risk assessment was carried out taking into account factors in the immediate vicinity, no thought was given to adjacent spaces on the other side of the structure being worked on. Particular attention should be paid to pipes and cabling that may be affected by any hot work.

Possibly one of the most dangerous aspects of work on ships is when a crew member must enter an enclosed space to carry out work. Whether a ballast tank, a void space, or even a cargo hold, enclosed places can generate or contain toxic gases leaked in from elsewhere. In a cargo hold, the use of bobcats and forklifts can lead to poisonous fume build up as can some of the fumigants used to kill pests in cargoes such as grain.

If a person enters such place without taking precaution, he or she may suffer unconsciousness and sometimes even death. In order to prevent such unfortunate circumstances there is a proper procedure that needs to be followed for safety and wellness of the person entering the enclosed space.

Every vessel should have a procedure that is followed closely before a crew member enters an enclosed space. A risk assessment should be done and as with hot work, any work being done in neighbouring spaces must be taken into account. The following are

EVERY PORT CALL INVOLVES AT LEAST TWO OPERATIONS INVOLVING THE SHIP’S ROPES AND WINCHES.

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PRACTICALPRACTICES CONSIDERATIONS WORKING

points to consider when preparing for such work.

A permit to work will be required and should be checked and approved by a competent officer.

The space should be well ventilated before entering.

A check for oxygen and other gas content using a properly calibrated and tested portable gas detector. Under no circumstances should an entry be attempted if oxygen levels are below 20% by volume.

Lighting should be adequate for the work and the crew member should carry a torch.

A time period for the work should be agreed and if it looks to be exceeded a further risk assessment and permit may be needed.

Sign boards should be provided at required places warning other persons not to start any equipment, machinery or any operation in the confined space that could endanger those working there.

Recovery and resuscitation equipment should be on hand before the space is entered A second crewman should remain on standby while the person working is in the enclosed space.

In the event of an accident or incident the standby crew should raise the alarm and not attempt rescue alone.

The person entering the space should be equipped with appropriate PPE including an oxygen analyzer and gas detector.

Consideration should be given to a life line being carried.

Appropriate work wear should be issued to all crew members on joining. The kit should be in good serviceable condition and of an appropriate size. Work wear that is too small or too large can present safety problems of its own. As a minimum each crewman should have overalls, a safety helmet, safety goggles, boots and gloves. For crew working in areas of high noise levels, ear protectors are essential. Thought should be given to climate and weather conditions likely to be encountered so that the equipment is appropriate. Spare equipment should be available on board to replace damaged or lost equipment. Equipment such as welding masks and safety harnesses should be present in sufficient numbers allowing all crew to have access to them when needed.

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SAFETY AND SURVIVAL 2

ďƒ¨ | CHAPTER 6: MEDICAL MATTERS

Medical first aid on board ships

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ROVISION OF MEDICAL FACILITIES ON board ships was touched upon in Chapter 1 but in many instances the level will be set by flag states above those required under IMO and ILO regulations. Ships are obliged to carry limited stocks of medicines and equipment and some form of medical guide that can be used for advice in emergencies, the exact details of what must be carried are at the discretion of the flag state. There are plans for regulations that would oblige all ships to carry a defibrillator but at present only Germany makes this a requirement for all ships.

Flag states that do not have national requirements for the contents of the medical chest have in the past relied on a list that has been provided by the World Health Organisation (WHO) in the International Medical Guide for Ships (IMGS). It is not a formal international instrument but the Guide is noted as a source of information in the non-statutory part of the relevant ILO Convention.

Port State Control Inspectors frequently use the IMGS list as the minimum requirement for medical supplies.

In 2010, WHO published Quantification

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Addendum:International Medical Guide for Ships, Third Edition as an updated list of medications and included for the first time nonprescription medicines and treatments for common conditions that are not covered in IMGS. The list does not take precedence over flag state rules but as before, ships of flag states that do not regulate the quantities and types of medicines should consider it as a minimum in order to avoid PSC complications. The list is also used as a reference by specialist marine pharmacists who supply medicines and equipment for ships.

A companion publication to IMGS entitled MEDICAL FIRST AID GUIDE FOR USE IN ACCIDENTS INVOLVING DANGEROUS GOODS (MFAG) is published by the IMO and gives specialist advice for substances considered dangerous goods and included in the IMO’s IMDG Code. The guide contains information on symptoms, treatment and care and is considered an essential requirement on most ships.

Almost every flag will either make mandatory or recommend a general medical guide that should be carried onboard but it is most important that the crew member who is appointed to carry out any medical procedures is able to understand the terminology used in the guide and the language it is written in. For this reason, blind adherence to recommendations of a particular guide that is not available in the appropriate language may satisfy PSC but could prove dangerous in a medical emergency.

For any ship with internet access, a comprehensive library of English language books and medical advice can be found at http:// www.vnh.org/ Except on passenger vessels and a very few merchant ships, access to a qualified medical practitioner will be very limited. The first aid and limited medical training that is needed under STCW for various ranks is all that most sick and injured crew can expect unless or until the ship is in port or close enough to land for more expert medical assistance to be given.

With the advance in marine communications, it is now possible to subscribe to a handful of specialist telemedicine services that give access at any time to the expertise of trained doctors. There is also JUNE 2014 Â | 53

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equipment available that can monitor vital signs (heartbeat, pulse, blood pressure etc) and transmit this ashore to aid in diagnosis. As increased satellite communication bandwidth becomes available to ships at sea, it is anticipated that direct video links may become commonplace. These possibilities exist now but few ships are able to make use of them.

Services that some shipping companies may find useful are those offered by specialists such as Norway’s Medi 3. Its ShipMed Safety System software takes full control of the ship’s medicine chest and monitors expiry dates, distribution and purchase of medicines and medical equipment, as well as reports for stock, consumption and purchase. The software also provides a guide to use of medicines and medical equipment, a quick reference for medical equipment for different injuries and video clips showing various medical procedures. An enhanced version also gives access to telemedicine facilities and services.

Rescuers attend a first aid drill

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SAFETY PART 2

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XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

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