Manual For Ship Safety ServiceTraining

Manual
for
Ship Safety Service Training
(Lifeboat and Firefighting Service)
This Manual Comprises

the Training Manual
(SOLAS Regulation III/51)
and the Survival Manual
(IMO Resolution A.657 (16))
Ship Safety Service; .February 1996
Preface
Nine years have passed since the revision in
1986 of the manual for lifeboat training. The
basis for the revision then was amongst other
things the new chapter III "Life Saving
Appliances and Arrangements" of the 1974
International Convention for the Safety of Life at
Sea (SOLAS). Since then significant innovations
have been introduced by the coming into force of
changes to chapter III and on 1 February 1992 of
a totally new chapter IV "Radiocommunication".
These
deal
principally
with
life
saving
appliances using radio technology.
1992 saw the appearance of the first edition of
the firefighting training manual. Since then
there have been significant changes in maritime
navigation in this field also. In particular
structural fire protection was improved by
changes and additions to the SOLAS convention.
A revised version of chapter 11-2 of the
convention which is applicable to this effect
came into force for all ships the keels of which
was laid down on or after 1 September 1984. Ten
years later the major part of the German
merchant fleet already complies with the new
regulations.
Furthermore there has been a development,
unimaginable a few years ago, of crews getting
smaller with ships becoming larger. Around
1980, a general cargo ship in world wide
international trade would displace about 10,000
GRT, had a propulsive power of 7000 to 8000 kW
and a crew of 30 or more. Today's container ships
have a gross tonnage up to 50,000 and 35,000
kW propulsive power. The installed generator
output is about 10,000 kVA. According to the
manning scale, ships of this size are to be
operated with a standard crew totalling 22. This
may be reduced to 14 in the case of multipurpose
crews.
However in the case of very large ships this
means that the crew numbers reach that limit
below
which
setting
up
the
firefighting
organisation on board in accordance with the
principles laid down in the current manual for
firefighting training and the 1988 edition of the
guideline for drawing up muster lists is no longer
possible without making cuts.
The "Manual for Ship Safety Service Training"

introduced herewith, which replaces the two
manuals respectively for lifeboat training and
firefighting
training,
was
therefore
totally
revised and matched to current technology as
well as current legislation and standards. It is
intended as the basis for the initial training and
the continuation training on board and in the
shoreside training establishments, and also as
reference book for the practitioner.
The manual is at the same time intended to
stimulate repeated critical examination of the
conditions
on
board
every
ship,
and
familiarisation with any existing deviations due
e.g. to the numbers and composition of the crew,
or to technical or operational peculiarities of the
vessel.
Publications such as this gain and retain their
relevance by virtue of the continuous review
based on experience gained in the course of the
regular exercises
on
board and from
emergencies.
Critical
comments
from
experiences
at
sea
are
therefore
always
welcome.
At this point we wish to thank all those who have
contributed to the manual most sincerely for
their valuable contributions. Sincere thanks are
also due to those who helped with the
procurement
of
the
illustrations
and
the
technical information.
Hamburg, February 1996
See-Berufsgenossenschaft
Note
On every ship, the operating instructions for all
appliances and installations on board are
assembled in an orderly manner for the ship
safety service and are available to the crew in a
generally accessible place. Together with a
copy of this manual they constitute the
internationally required training manual in
accordance with Regulation III/51 of the SOLAS
Convention.
Ship Safety Service; February 1996
Manual for Ship Safety Service

Training
Preface
1.
Ship Safety Service - Fundamental Principles .....................
1.1.
Organisation of ship safety service on board .............. .
1.1.1
Definition ...................................................
1.1.2
Firemen and lifeboatmen ......................................
1.1.3
Muster list ..................................................
1.1.4
Organisation on board ........................................
1.1.5
Command unit (CU)...........................................
1.1.6
Defense unit (DU) .............................................
1.1.7
Support unit (SU) ..............................................
1.1.8
Additional units ..............................................
1.2
The formation of units with small crews ...........................
1.2.1
Fundamental principles - Regulations - Problems - Suggested solutions
1.2.2
Safety organisation and document of safe manning ..................
1.2.3
Examples of the safety service organisation with small crews .........
1.3
Fire protection and safety plan ...................................
1.4
Training manual...............................................
2.
Fire Protection - Basic Principle ......................
2.1
Oxidation - Combustion - Fire ........................
2.2
Combustion process ................................
2.2.1
Combustible substances .............................
2.2.2
Oxygen ...........................................
2.2.3
Ignition temperature ................................
2.2.4
Flammability ranges - Proportions of ingredients ........
2.2.5
Forms in which fire appears ..........................
2.3
Deflagration - Explosion - Detonation .................
2.4
Heat; Heat transfer - Heat build-up - Spontaneous ignition
2.5
Classes of fires .....................................
2.6
Small - Medium - Large fire ..........................
2.7
Materials .........................................
2.8
Preventive fire protection ............................
2.8.1
Structural fire protection .............................
2.8.2
Operational fire protection ...........................
2.9
Defensive fire protection .............................
2.9.1
Fire boundaries ....................................
2.9.2
Extinguishing fires ..................................
2.9.3
Extinction mechanisms ..............................
2.10
Extinguishants .....................................
2.10.1
Extinguishant water ...................................
2.10.2
Extinguishant foam ....................................
2.10.3
Extinguishant powder ..................................
2.10.4
Extinguishant carbon dioxide (CO2) ......................
2.10.5
Extinguishant sand - Sawdust soaked in soda - Dry substances
2.11
Danger to personnel - Accident prevention when fighting fires
2.12
Fires in ship operation ..................................
2.12.1
Fires in accommodation spaces ..........................
2.12.2
Fires in the cargo area ..................................
2.12.3
Fires in the cargo area of oil, gas or chemical tankers ........
2.12.4
2.12.5
Engine room fires .....................................

Fires as the consequence of explosions in the cargo area or in
operational compartments ..............................
3.
Fire Defense Appliances and Systems on Board ............
3.1
Regulations - Approvals ................................
3.2
Reporting fire - Alarms .................................
3.2.1
Fire alarm systems .....................................
3.2.2
Fire alarm raised by persons .............................
3.2.3
Alarm systems ........................................
3.2.4
Alarm systems for operational compartments ...............
3.3
Fire extinguishing appliances ...........................
3.3.1
Portable fire extinguishers ..............................
3.3.2
Powder extinguishers ..................................
3.3.3
Carbon dioxide extinguishers ............................
3.3.4
Transportable fire extinguishing appliance .................
3.4
Fire extinguishing systems ..............................
3.4.1
Water fire extinguishing systems .........................
3.4.2
Sprinkler systems .....................................
3.4.3
Water-spraying systems for manual operation ..............
3.4.4
High-pressure water-spraying systems ....................
3.4.5
Foam fire extinguishing system for tankers ................
3.4.6
Combined CO2 fire extinguishing and smoke detection system
3.4.7
Powder fire extinguishing system ........................
3.5
Firemans outfit........................................
3.5.1
Firemans outfit according to SOLAS ......................
3.5.2
Fire protection clothing .................................
3.5.3
Heat protective suit ....................................
3.6
Breathing apparates....................................
3.6.1
Compressed-air breathing apparates .....................
3.6.2
Emergency escape breathing apparates. ...................
3.7
3.7.1
3.7.2
Gas measuring instruments .............................

Gas detectors .......................
Gas concentration meters - Explosimeters
3.8
Recommended additional equipment ...
3.8.1
Case for face mask ..................
3.8.2
Lifeline bag ........................
3.8.3
Tool bag ...........................
3.8.4
Metal hose bandage ..................
3.8.5
Hose clasp ..........................
3.8.6
Hydroshield .........................
3.9
Storing the fire defense gear ...........
3.10
Maintenance of fire defense gear .......
3.10.1
Hoses ..............................
3.10.2
Fire extinguishers ....................
4.
Conduct during Fire Exercises and in an Fire Emergency
4.1
Fire risk and fire prevention .........................
4.2
Fire prevention - Individual conduct ..................
4.2.1
Conduct during time off work........................
4.2.2
Conduct at work ..................................
4.3
Defensive fire protection ............................
4.3.1
Definitions .......................................
4.3.2
Basic principles ...................................
4.3.3
Leadership .......................................
4.3.4
Extinction tactics ..................................
4.3.5
Extinction technique ...............................
4.4
Structure of the defense unit in case of fire defense ......
4.5
The defense unit gear on fire defense .................
4.6
Service by the units in emergency ....................
4.6.1
Conduct in the event of a general emergency alarm .....
4.6.2
Check whether everyone is present...................
4.6.3
VHF radiotelephone for internal communication ........
4.6.4
Instructions from the Head of operations ..............
4.6.5
The defense unit as rescue unit. ......................
4.6.6
The defense unit on defensive fire protection ...........
4.7
Establishing the. closed-down state ...................
4.8
Fire defense training on board .......................
4.8.1
Basic principles ...................................
4.8.2
Psychological problems .............................
4.8.3
Exercise objectives ................................
4.8.4
Training the individual .............................

Service distance ...................................
4.8.5
Target region......................................
Training the unit ............................
4.8.6
Leadership training ..........................
4.8.7
Fire defense training and exercises - Organisation
4.8.8
Types of exercise ............................
4.8.9
Example of a fire defense exercise ..............
5.
Life-Saving Appliances
Description of Appliances Installations and Gear
5.1
Personal life-saving appliances...................
5.1.1
Survival suit ..................................
5.1.2
Rigid life jacket ...............................
5.1.3
Inflatable life jacket............................
5.1.4
Work vest ....................................
5.1.5
Thermal protective aids ........................
5.2
Lifeboats and rescue boats ......................
5.2.1
Lifeboats .....................................
5.2.2
Rescue boats .................................
5.3
Liferafts......................................
5.3.1
Inflatable liferaft ..............................
5.4
Liferaft release device ..........................
5.5
Inflatable boats................................
5.6
Lifeboats and liferafts ..........................
5.6.1
Equipment and fittings .........................
5.6.2
List of equipment and fittings ....................
5.6.3
Illustrations ...................................
5.7
Propulsion systems ............................
5.7.1
Diesel engine .................................
5.7.2
Outboard engines .............................
5.8
Launching appliances ..........................
5.8.1
Davits and accessories .........................

Gravity-type davit .............................
Single pivot davit..............................
Roller track davit ..............................
Tricing pendants and bowsing tackles ............
Boat lashings .................................
5.8.2
Liferaft launching crane ........................
5.8.3
Free-fall launching appliance ....................
5.9
Lifebuoys ....................................
5.10
Radio life-saving appliances .....................
5.10.1
Emergency position indicating radio beacons (EPIRB)
5.10.2
Radar transponder for search and rescue ..........
5.10.3
5.11
Portable two way VHF radiotelephone apparatus . . .

Pyrotechnic distress signals ....................
5.12
Line-throwing apparatus ......................
5.13
Helicopter rescue sling - Buoyant stretcher .......
5.14
Organisation of search and rescue operations at sea
6.
Handling/Operation of Life-Saving Appliances and Installations
6.1
Personal life-saving appliances.............................
6.1.1
Survival suit ............................................
6.1.2
Life jacket ..............................................
6.1.3
Thermal protective aids ..................................
6.2
Survival craft ............................................
6.2.1
Preparing and launching lifeboats ...........................
6.2.2
Preparing and launching liferafts ............................
6.3
Survival craft propulsion systems .............................
6.3.1
Diesel engines ...........................................
6.3.2
Petrol outboard engines ...................................
6.3.3
Maintenance and checking of propulsion systems ..............
6.4
Sea anchors .............................................
6.5
Pyrotechnic distress signals ................................
6.6
Lifebuoy ................................................
6.7
Line throwing apparatus ...................................
6.8
Radio life-saving appliances ................................
6.8.1
Emergency position indicating radio beacon (EPIRB)............
6.8.2
Radar transponder for search and rescue .....................
6.8.3
Portable two way VHF radiotelephone apparatus. ..............
6.9
Distress signals .........................................
7.
Conduct during Lifeboat Exercises and in Emergency

Preliminary remarks ............................
7.1
Handling lifeboats and liferafts ...................
7.1.1
On board .....................................
7.1.2
Embarking ....................................
7.1.3
Launching and casting off .......................
7.1.4
Launching and recovery with the ship under way ....
7.1.5
Running lifeboats ...............................
7.2
Survival in distress ..............................
7.2.1
Conduct at the scene of the accident ...............
7.2.2
Conduct in the survival craft .....................
7.2.3
Rescue by helicopter ............................
7.3
Rescue of castaways ............................
7.3.1
Man overboard ................................
7.3.2
7.3.3
Picking up castaways ...........................

Treatment of castawa ys .............................................
7.4
Hypothermia and its treatment ......................................
7.4.1
Hypothermia .....................................................
7.4.2
Treatment of hypothermia ..........................................
7.5
Abandon ship in case of emergency...................................
7.6
Sea distress alarm - Pyrotechnic distress signals ........................
7.7
Sea distress alarm and bringing up rescue craft by means of radio equipment
7.8
Maintenance and repair ............................................
8.
Closing Remarks
9.
Appendix ....................................................
9.1
Regulations important to the ship safety service on board ............
9.2
Data concerning solid and liquid combustible substances (Table 1) .....
9.3
9.4
Upper and lower flammability limits (Table 2) ......................

Symbols for fire protection plans according to IMO-Resolution A. 654 (16)
and DIN 0087903-2............................................
9. 5
Engine room fires.............................................
9. 6
Obsolescent plant and appliances................................
9. 6. 1
9. 6. 2
Obsolescent plant and appliances for use in boats...................

Obsolescent plant and appliances for fire defense...................
11
1. Ship Safety Service Fundamental Principles

1.1
Organisation of ship safety service on

board
1.1.1
Definition
The term ship safety service is in this manual
used as collective designation for all functions
connected with rescuing persons from danger,
fire protection on board and abandoning ship in
an emergency.
The
damage
control
service
additionally
included in that expression in maritime parlance
is in this manual dealt with only insofar as the
establishment
of
the
watertight
closed-down
state is understood by it.
1.1.2 Firemen and lifeboatmen
Every ship has qualified fire- and lifeboatmen as
members of the crew or as persons otherwise
employed on board.
The training of the fire- and lifeboatmen is
carried out in accordance with the guidelines
issued by the See-Berufsgenossenschaft (SeeBG). Examination is carried out by the See-BG or
supervised by it.
If the examinations have been passed, the
certificate
of
competency
as
fireman
or
lifeboatman is issued. The certificates are valid
for ten years. Their validity is increased by ten
years
each
time
the
holder
meets
the
requirements of the training and examination
instructions in the course of a lifeboat- and fire
protection
exercise
carried
out
under
the
supervision of a See-BG technical supervisor.
Certificates that have expired can only be
renewed by again attending a training course
and taking the final examination.
The minimum number of fire- and lifeboatmen
on board is laid down in 55 of the UVV See
(German regulations for prevention of accidents
at sea) on the basis of the gross tonnage.
1.1.3 Muster list
Successful defense against danger on board is
only possible if careful planning ensures that in
emergency
the
necessary
appliances
are
available and serviceable and every member of
the crew knows how to conduct himself.
Such planning is the ship management's task. In
working out the measures to be taken in
emergencies
it
relies
on
international
and
national regulations. A list of the most important
ones is included in the Appendix.
This planning for emergencies is expressed in
the muster list.
Being prepared for an emergency means being
familiar with the safety-related tasks by virtue of
thorough training and regular exercises. The

muster list thus doubles as the framework within
which the prescribed exercises with the lifesaving
appliances
and
the
fire-defense
installations and equipment are carried out.
The organisation of the ship safety service on
board is laid down in standard form for all
German ships in the "(B6) Guidelines for
drawing up Muster Lists" of the See-BG.
Members of the crew are formed into small
teams called "units" which in an emergency
carry out fire-defense or life-saving appliance
procedure
tasks.
Depending
on
size
and
composition of the crew, each crew member is
permanently assigned to a unit. This ensures
that an emergency situation can, observing the
inevitably limited means available on board, be
rapidly and effectively be brought under control
by a concentration of forces, even if some crew
members are missing.
The muster list is compiled on the printed form
approved by the See-BG and posted on the
bridge and in other places accessible to the crew.
From muster list each member of the crew can
deduce his membership of the unit to which he
belongs for exercises and in an emergency. A
proforma "muster list" is included in the
Appendix.
Every ship has a "command unit" and a
"defense unit". With larger crews there may
additionally be a "support unit".
On passenger ships, one or more defense units
will be established. In addition one or more
evacuation units must be formed for evacuating
the passengers in an emergency.
On ships carrying dangerous goods, special units
may be subdivided for service in the event of
incidents involving the cargo.
1.1.4 Organisation on board
Normal operation
For normal operation of the ship at sea or in
harbour there is an organisation covering all
persons on board while at work and in their free
time.
Crew:
watchkeepers
daywork hands
off-watch men
Other persons:
passengers
relatives of the crew
pilots, guarantee engineers etc.
with relative superiorities in accordance with the
seamen's law:
12
Remarks:
1) In relation to the other persons present on board, the master has authority to issue instructions on all matters
concerning the safety of individuals, ship or cargo, plus the maintenance of security and good order on board.
2) Additional superiority relationships may be established on board by announcement and notices.
Fig. 1.1 Organigram
Fig. 1.2 Organigram
13
The master is the superior of all members of the
crew.
The master is authorised to issue instructions
other persons in all matters concerning
safety of the ship and the protection of
maritime environment. He may exercise
authority through the officers of the ship.
to
the
the
his
Ship's officers are the superiors of all ratings.

Ship safety
emergency
service
for
exercises
and
in
an
An exercise or an emergency is announced by

the GENERAL EMERGENCY ALARM. At that
time the organisation of the ship safety service in
accordance with the muster list automatically
comes into force. This means:
The master is in overall charge.
The ship's officer on watch on
exercises this overall charge until
arrives.
the
the
bridge
master
The head of operations is the superior of all unit

leaders.
The unit leaders are
members of their unit.
the
superiors
of
the
The crew assembles at the designated assembly

stations.
The officer of the watch hands over overall
charge to the master, and charge of the service to
the ship's officer designated as its chief, as soon
as these have arrived. However until they do
arrive he makes all decisions necessary to rescue
people from danger and limit the damage.
1.1.5 Command unit (CU)
The task of the command unit is, on the basis of
the available information, to organise the fire
defense and the activation of the life-saving
appliances for extraneous rescue or abandoning
ship. Above all it has to deploy the units formed
in accordance with the muster list as effectively
as possible.
This cannot be done by proceeding merely on
the basis of instinct and experience. In an
emergency there is no time left for long
discussions. For that reason action must be taken
on the basis of repeated, preplanned sequences
of events practiced again and again.
It is also part of the ships command unit task to
take the prevailing conditions into account and
to see to it that in an emergency situation the
ship is in no danger from outside or that it
endangers others.
The prevailing conditions include:
- ship location (high seas, coastal waters,

harbour) and distance from navigational
hazards;
- weather (above all wind and visibility
conditions);
- sea state;
- current, tides;
- traffic situation;
- operational condition (sea operation, harbour
operation, loading or unloading cargo,
shipyard operation or emergency operation);
- cargo state (type and quantity of dangerous
goods loaded, stability, etc.).
1.1.6 Defense unit (DU)
The main burden of the ship safety service on
board rests on the defense unit (DU). It must be
capable of fighting a fire anywhere in the ship
effectively and
preventing
its
spread,
and
bringing to safety or rescuing any persons
endangered by the fire. If the ship has to be
abandoned, it undertakes the preparing and
launching of the survival craft plus taking charge
of the lifeboats. It also provides the crew of the
rescue boat.
To be able to carry out this task, the members
of the defense unit must be physically healthy
and tough. This may in principle be expected
of all crewmembers in possession of a valid
Seediensttauglichkeitszeugnis
(certificate
of
fitness medical) for ship operational service;
nevertheless there may be restrictions as regards
fitness for service in individual cases. Severe
illness may for example make a unit member
unfit for the envisaged function. If crew numbers
permit this, age, size and weight plus style of
hair and beard should also be taken into
account. It must be ensured that the members of
the unit can communicate easily in one
language.
Where crew numbers do not permit a defense
unit structure of one leader plus four members,
then in an emergency the simultaneous layingout and preparing of at least two C-hoses with jet
nozzle and preparing of the wearer of the
breathing
apparatus
for
service
is
only
exceptionally possible. The unit leader must
take account of this when making his decisions
and issuing orders for action.
1.1.7 Support unit (SU)
If the crew is large enough to designate
members for several units, a support unit is
formed whose members can back up the defense
unit once they have fulfilled their own task.
The principal task of the support unit is, to bring
individual sections of, or the entire ship, to .the
closed-down state. The air supply to a fire that
has broken out is thereby inhibited and the
spread of the fire is prevented or delayed. If
14
flooding has occurred, sinking or capsizing is
delayed so that the ship can be abandoned in
good order.
To permit the support unit to carry out this task
perfectly and without delay, separate closingdown plans or check lists are prepared for each
watertight section of the ship, listing all
apertures to be closed with their designation and
exact location.
Bringing the ship to the closed-down state is
facilitated if all closures to be dealt with, such as
doors or flaps, are marked clearly on both sides
(e.g. with red marking paint).
On passenger vessels the main fire sections
coincide with the watertight sections.
On cargo vessels they are laid down by the ship
management. To be considered are:
- the accommodation area plus adjacent
compartments;
- the machinery spaces plus adjacent
compartments;
- the cargo hold or tank area;
- workshops and storerooms in deckhouses or
underneath the forecastle.
Further subdivision may make sense in the light
of the size of the ship and that of the support unit.
When the support unit has completed its own
tasks, the leader reports completion to the Head
of operations.
Provided the latter does not give it any other
task, the support unit then without further orders
independently starts to render the life-saving
appliances safe.
1.1.8 Additional units
It may be worth-while to form additional units for
special tasks.
These units must consist of a leader plus at least
one member. This then takes account of the
principle that every unit during service must be
able to safeguard itself.
Evacuation units
An evacuation unit is composed of members of
the operating personnel, detailed to look after
the passengers during exercises and in an
emergency.
The evacuation unit is not equipped with
personal protective equipment and thus cannot
enter compartments filled with dense smoke. It is
however
worth-while
equipping
evacuation
units
with
"emergency
escape
breathing
apparates" so that they can retreat together with
the passengers in their care from compartments
into which dense smoke is penetrating.
The rescue of persons from compartments on fire
is the duty of the defense unit responsible for the
main fire zone. If this unit is put into service as a

rescue unit, the defense unit detailed for one of
the more distant fire zones takes over fire
defense in its place.
1.2 The formation of units with small crews
1.2.1 Fundamental principles - Regulations Problems - Suggested solutions
The
international
regulations
concerning
the
safety organisation on board, leave many details
to the national authority - for German ships this
is the See-BG - to settle these by national
regulations or else by instructions such as
contained in this manual. However, the different
ship types, ship sizes and above all crew
numbers make it necessary to make numerous
decisions on the spot so that the available
appliances and installations on the one hand and
the crew on the other hand, can be used to
optimum effect. In this connection, primarily the
numbers and composition of the crew must be
taken into account, but also its standard of
training.
Requirements
regarding
the
fire
defense
organisation are given in SOLAS Regulation II2/40. These apply only to passenger ships and
state merely that every fire alarm must come to
the knowledge of a responsible crew member
while the ship is in operation. If there are more
than 36 passengers on board, crew members
trained in fire defense must do fire rounds.
The requirements regarding the lifeboat service
are more detailed. They can be found in SOLAS
Regulation III/18 (Exercises and Training for
abandoning Ship), SOLAS Regulation III/51
(Training
Manual)
and
SOLAS
Regulation
(Muster List and Instructions for Emergencies).
This last regulation also deals briefly with the
organisation of fire defense.
Supplementary regulations can be found in the
Verordnung liber die Sicherheit der Seeschiffe Schiffssicherheitsverordnung
SchSV
(Ship
Safety Decree) and in the UVV See 53 to 56.
Within the limits set by these regulations, the
ship
management
must
create
the
safety
organisation for the individual ship and reflect it
in the muster list.
In doing this, it is essential to take into account
the links and elements of interdependence
between fire defense on the one hand and the
lifeboat service on the other. In an emergency
they cannot be separated:
At the same time as fighting a fire in the
superstructure it is for instance often necessary
to safeguard the lifeboats against fire damage by
swinging them out or lowering them unmanned.
Abandoning ship, e.g. after a collision, will be
put off for as long as possible by bringing the
ship to the closed-down state as regards
15
watertightness. This is done simultaneously with
preparing the life-saving appliances.
The result of such deliberations will in many
cases be, that within the coarse grid marked out
by the regulations several emergency event
sequences which, according to experience, occur
relatively frequently will be planned through
and the measures to be taken in each case laid
down in advance.
A focal point for consideration in this planning
for emergencies must be any danger arising from
the peculiarities of the cargo. The result for an
oil- or a chemical tanker will thus differ in some
details from that for a container or general cargo
ship.
Examples of deployment of the units in the
event of fires
Any fire in the engine room caused by the
escape of combustible liquid under pressure is
fought immediately by bringing the machinery
section to the closed-down state and using
C02. The defense unit is only engaged if there
are persons to be rescued from the fire zone.
Only after the fire has been smothered and the
fire zone has cooled sufficiently the defense
unit does extinguishes any remains of fire.
A fire in the accommodation area cannot be
fought in that way because of the ever-present
risk of there being persons whose escape
routes have been blocked by the fire. Here the
defense unit goes into action at once, rescues
anyone trapped, establishes a fire boundary
and extinguishes the fire.
In the case of fires in the cargo area,
predominantly fixed fire defense installations
are brought into play. The defense unit will
primarily be charged with establishing and
maintaining the fire boundary.
In the case of dangerous-goods fires, the
defense unit will act in accordance with the
procedures specially laid down for dangerous
goods, in the EMS Unit Emergency Schedules.
1.2.2 Safety organisation and document of
safe manning
Most of the qualified lifeboat- and firemen on
board in accordance with UVV See 55 insofar
as they have a nautical or technical certificate of
competence are planned into the command unit.
This includes the master, the 1. officer as Head of
operations
and
additional
navigating
and
technical ship's officers. A ship's officer with a
general operators certificate is designated as
responsible
for
distress
and
safety
radio
communication. The members of the ships
command unit may take over tasks in other units
only to a limited extent or for a limited time.
For ships whose tonnage exceeds 4000 GRT, 3
additional lifeboat- and firemen are required to
serve as unit leader, deputy leader and wearer of
breathing apparatus in the defense unit. This

means that a support unit entered in the muster
list often has to be deployed without a trained
unit leader. That substantially reduces the
potential for deployment.
The following section shows examples about the
organisation of the safety service in relation of
the numbers of certified lifeboat- and firefighting personnel on board.
The size and composition of the crew derives
from the ships document of safe manning issued
by the See-Berufsgenossenschaft.
On vessels whose crew numbers fewer than 15
(excluding the master) it is necessary to deviate
from the desirable form of organisation. This
deviation means that in an emergency important
safety functions can no longer be carried out
simultaneously or with the same effectiveness.
Priorities have to be established.
The
ship
command
unit
is
capable
of
deployment without restriction only if, apart
from the master, it comprises at least two more
nautical and one technical ship's officer. If this
cannot be achieved at all, or only after the
support unit has completed its tasks, there will
be a heavy work load in the initial phase of an
exercise or when an emergency arises.
A priority recommendation is, to form a fully
manned defense unit with five crew members.
The unit leader, his deputy and the wearer of
breathing apparatus are to be qualified lifeboatand firemen. This unit can in emergency be
deployed
without
delay to
rescue
trapped
persons and establish a fire boundary.
The support unit, to be formed next, should if
possible also consist of the unit leader, his
deputy and three other members. At least the
leader, if possible also his deputy, are to be
qualified lifeboat- and firemen.
The ship command unit breaks the pattern
insofar
as
its
members
have
individually
specified functions in the muster list. It is
therefore necessary to check whether and to
what extent members of the unit can be
deployed elsewhere in certain situations. This
can be approached in a variety of ways:
If on a ship only one fully manned defense unit
and a smaller support unit are established, it is
possible to dispense with the Head of operations;
the master will take charge of the service as part
of the overall leadership. The first nautical
officer is then available as unit leader of the
defense unit or the support unit, depending on
the actual conditions existing on board. Only if it
is possible to form more than two fully manned
units the function of the Head of operations
becomes indispensable.
In the case of fires in the machinery area caused
by the escape and ignition of fuel from
16
pressurised systems, the requirement to man the
machinery
control
position
or
control
compartment lapses. It therefore fairly obviously
makes sense to include the second technical
officer in the plan as unit leader of the defense
unit. The chief technical officer takes over
starting
the
emergency
lighting
sets
and
operation
of
the
fixed
fire
extinguishing
installation (C02). He also takes over operation
of the emergency disconnections and the quickacting closures if there is no crew member in the
support unit qualified to do this.
Immediate manning of the radio station with the
possessor of a maritime radio certificate, usually
a nautical officer, is not always necessary. It must
always be effected without delay if:
- the ship sends out a distress call, e.g. if the
possibility of sinking must be considered
following a collision, or a cargo fire cannot be
limited,
- a "man-overboard-situation" has arisen, or
- a distress call from another ship or sea distress
call repeated by a coastal radio station has
been received.
Since
the
radio
installations
are
anyway
switched on continuously while at sea, no
laborious
and
time-consuming
switching
is
necessary. The nautical officer with a general
operators certificate can thus at least temporarily
be
deployed
on
other
tasks,
e.g.
the
establishment of radiotelephone communication
between the bridge, the units and if appropriate
the launched survival craft.
Certain difficulties arising from the smallness of
the crew can be mitigated by supplementing the
equipment held on board with non-mandatory
but inexpensive and very useful appliances.
Appliances of this kind are described in Section
2.
Particular
attention
is
drawn
to
the
"Hydroshield" which can be used to establish
and maintain a most effective fire boundary
which need not be continuously manned.
When drawing up the muster list, the ship
management runs through a number of such
situations with the conditions provided by the
ship and its operating zone and makes the
arrangements which in individual cases produce
the
optimum
preconditions
for
rapid
and
effective defense against the danger.
The following procedure is recommended:
As the first operational step it is to be established
which members of the crew are in possession of
certificates of competence as lifeboat- and
firemen. In principle all officers plus all ship's
master mechanics, ship's mechanics, qualified
boatswains and able seamen are in this category.
Additional members of the crew may possess
one of or both these certificates of competency if
they have attended the training courses

gained the necessary professional experience.
and
From this category of people first of all the unit

leader, his deputy and the wearer of breathing
apparatus is selected.
The wearer of breathing apparatus must meet
the physical fitness requirements. Wearing a
breathing apparatus when deployed on ship
safety service places a considerable stress on the
wearer of breathing apparatus, so his suitability
is to be determined by a doctor authorised to
carry
out
medical fitness
examinations.
Suitability is in principle ensured by unrestricted
medical fitness in the deck or engine room
departments.
However, if choices are possible, only crew
members not older than fifty, completely healthy
and physically and psychologically capable of
withstanding stress are to be considered as
wearer of breathing apparatus.
Attention
Acute illness, such as head and chest cold with
fever, also precludes deployment of the affected
individual as wearer of breathing apparatus. To
cope with this, as a precaution, an additonal
man who holds a certificate of competency as
fireman or at least has been thoroughly
instructed on board and trained in wearing the
apparatus is to be included in the plan.
Next the unit leader of the support unit is
selected. He also must hold the fire- and
lifeboatman certificates of competency.
The required strength of the support unit
depends on the technical and specific features of
the individual ship. On modem ships, the closeddown state of a section affected by a fire can
often be achieved by closing just a few flaps and
doors - which takes only a little time. The same
applies to rendering life-saving appliances safe.
On such ships it is therefore justifiable to provide
the support unit only with a leader and one or
two members. During exercises and in an
emergency
the
support
unit
will
receive
instructions regarding which tasks are to be
undertaken first and which later, depending on
the situation. Once their tasks have been
completed, the members of the support unit can
be deployed elsewhere.
1.2.3 Examples of the safety service
organisation with small crews
Specimen case: "Model ship 1"
This is a motor vessel in the trade restricted to
Europe and the Mediterranean Sea with a GRT
of 990 as a full scantling vessel.
The ship's document of safe manning establishes
the crew as
17
MUSTER LIST
Ship's name: MODEL SHIP No. 1
Operating region: Home Trade
Displacement: 990 GRT
Safety officer: -1stN.O.
Ship Command Unit
Rank
Number
Certificate of
Unit
competence, fire prot.
and lifeboat man
Total
Ratings
function
Master
1
Chief
1
engineer
Support Unit
1
1
Rank
Number
Certificate of
Unit
and lifeboat man
Total
Ratings
function
1stN.O.
Unit leader, maritime radio position, for special

duty on the bridge
Command unit Overall charge

Command unit Emergency generator. emergency fire pump,
CO;, activation, for special duty on the bridge
Support unit
Defense Unit
Rank
Number Certificate of
Unit
and lifeboat man
Total
Ratings
2nd N.0.
Able bodied seaman (AS)
Ordinary seaman (OS)
Assistant-seaman
1
1
1
1
1
1
1
1
1
1
0
0
Defense
Defense
Defense
Defense
Defense
function
Unit leader
Deputy unit leader (No. 3)
breathing apparatus
Unit member (No. 1)
Unit member (No. 2)
Unit member (No. 4) (Note 1)
Notes: Note 1: the AS first of all helps the 1st N.0. to close down
Fig. 1.3 Muster List "Model Ship 1'

MUSTER LIST
Ship's Name: MODEL SHIP NO. 2
Operating region: Distant Trade
Displacement: 3975 GRT
Safety officer: 2nd N.0.
Ship Command Unit
Rank
Unit
and lifeboat man
Total
Ratings
Captain
IstN.O.
Chief technical officer
Ship's electrician
1
1
1
1
1
1
function
Command unit Overall charge

Command unit Service direction
Command unit Emergency generator, emergency
fire pump, CO; activation for special
duty on the bridge
For special duty
Support Unit
Rank
2nd N.0.
Assistant-seaman
Cook
Unit
and lifeboat man
Total
Ratings
1
1
1
1
0
0
0
Support unit
Support unit
Support unit
Support unit
function
Unit leader, maritime radio position,

for special duty on the bridge
Deputy unit leader
Unit leader
Unit leader
Defense Unit
Rank
2nd technical officer

Ship's mechanic
Ship's mechanic
Skilled mechanic,
able bodied seaman (AS)
Unit
and lifeboat man
Total
Ratings
1
1
1
1
1
1
1
1
1
1
0
0
function
Defense
Defense
Defense
Defense
Defense
Unit leader
Deputy unit leader (No. 1)
Unit member (No. 3)
Unit member (No. 2)
Unit member (No. 4)
Fig. 1.4 Muster List "Model Ship 2"
18
Master
1st nautical officer
2nd nautical officer
Chief engineer
1 able bodied seaman (AB)
2 ordinary seamen (OS)
1 assistant-seaman
This document belongs to the ship's papers
which are always to be carried and is used as the
legal basis for drawing up the muster list.
According to UVV See 55, there must be three
qualified lifeboatmen on board and two qualified
firemen, in each case one has to be a seaman
rating. Since the master, the chief technical
officer and the two nautical officers plus the able
bodied seaman (AB) - possess this competency,
the regulation is complied with.
With this size of crew it is not possible to form the
three planned units so that they are ready for
deployment simultaneously.
The muster list derived from this provides that:
- the defense unit is initially deployed only with
the 2nd. N.0. as leader, one able bodied
seaman (AB) as wearer of breathing apparatus
(No. 3) and as deputy leader, plus two ordinary
seaman (OS) (No. 1 and no. 2) and one
assistant-seaman (No. 4);
- the support unit consists only of the 1st N.0.
who, until the closed-down state and the
rendering
safest
the
life-saving
appliances
have been achieved, has the assistant-seaman
from the defense unit assigned to him, and
- the ship command unit consists only of the
master and the chief engineer.
On this small ship it will be possible, even with
initially only four men, to establish the tire
boundary and to undertake the rescue of people
or fighting the fire. For this, water can be
provided from two hoses.
With two men, the support unit can close the few
doors and flaps and then make ready or render
safe the life-saving appliances. On ships with
free-fall life boats this is primarily made easier if
the boat is provided with special protection
equipment against tire, or if fixed water spray
installations prevent the fire spreading to the
boat.
Following completion of these tasks the 1st N.0.
takes over tasks in the ship command unit as
instructed by the master. He is above all
available to undertake distress and safety radio
communication if necessary.
The assistant - seaman rejoins the defense unit
as No. 4.
Ship Safety Service, February 1996
Specimen case: MS "Model Ship 2"

This is a motor ship in worldwide trade, with a
GRT of 3975.
The ship's document of safe manning establishes
the crew as
Master
1st nautical officer
2nd nautical officer
Chief engineer
2nd engineer
1 ship's electrician
2 ship's mechanics
2 ordinary seamen (OS)
1 assistant-seaman
1 ordinary seamen - engine
1 cook.
The total number of qualified lifeboat- and
firemen is seven, two of them seaman ratings.
Here also the requirements of UW See 55 are
met.
The formation of three units available for
simultaneous unrestricted service is not possible
with a crew numbering a total of 13.
The muster list derived from this provides that:
- the defense unit is formed with the 2nd
engineer as leader and one of the ship's
mechanics as deputy leader (No. 1), a second
ship's
mechanic
as
wearer
of
breathing
apparatus (No. 3) plus two more members;
- the support unit is available with the 2nd N.0.
as leader, one trained man - seaman as deputy
leader and two more members, and that
- the ship command unit consists of the master,
chief engineer and 1st N.0. plus the ship's
electrician.
With this arrangement the required holders of
certificates of competence as lifeboat- and
firemen are distributed among the units in a
task-oriented manner. If there are no additional
lifeboat- and firemen on board, unit manning
must be completed with personnel not fully
qualified in specific duties.
With this composition the defense unit is still
able
simultaneously
to
establish
the
fire
boundary, and to rescue trapped persons or start
fighting the fire with two hoses.
The
support unit can simultaneously bring
about the closed-down state and render the lifesaving appliances safe. Following completion of
these tasks, the 2nd N.0. joins the ship
command unit and is primarily available to
undertake
the
distress
and
safety
radio
communication if required.
Within the ship command unit the 1st N.0. goes
into action as Head of operations. However until
19
the 2nd N.0. arrives he can also, if required, take
on radio communication.
In the case of fires in machinery spaces the chief
engineer stops the engine-room ventilators, the
quick-closing valves of the fuel tanks and
operates the C02-fire extinguishing equipment.
If required he starts the emergency generator set
and starts the emergency fire pump. The ship's
electrician acts as his back-up.
1.3 Fire protection and safety plan
On every ship, the fire protection and safety plan
approved for the ship is posted on the bridge and
in other places accessible to the crew at any
time.
Apart from other information it contains
- the stowage location of all elements of the
survival equipment, represented by symbols,
such as
survival suits
thermal protective aids
life jackets
life buoys
line throwing apparatus
satellite emergency position indicating radio
beacon (EPIRB)
radar transponder
VHF radiotelephones
(portable radio set for survival craft)
- the positions of all survival craft such as
lifeboats
liferafts
- the emergency exits and escape routes.
The symbols for the safety equipment are
standardised. Every plan contains a list of the
symbols used.
1.4 Training manual
In this manual the various appliances and
installations comprising the safety equipment
are described with the aid of examples.
Because of the variety of types approved, the
appliances
and
installations
on
board
any
specific ship may however be of a different type
or work in a different way.
For that reason, on every ship the operating
instructions for all ship safety service appliances
and installations on board are compiled in an
orderly form and available to the crew in a
generally accessible place. Together with a copy
of this manual they constitute the internationally
required training manual.
Where the illustrations in this manual differ from
the data in the operating instructions the latter
apply.
21
2. Fire Protection - Basic Principles

2.1 Oxidation - Combustion - Fire
The chemical process by which a combustible
substance combines with oxygen with release of
heat to form a new substance, the oxide, is called
oxidation.
A
rapidly-proceeding
oxidation
with
the
appearance of light is called combustion; the
light, flame and heat created during combustion
are called the fire.
no significance for the practical side

protection on board.
2.2 Combustion process

Combustion
always
depends
on
four
preconditions which must coincide:
1.There must be a combustible substance,
2.oxygen must have unimpeded access,
3.the ignition temperature of the combustible
substance must be attained or exceeded, and
4.the proportion of ingredients necessary for the
combination of the combustible substance with
the oxygen must be attained.
2.2.3 Ignition temperature
of
fire
2.2.2 Oxygen
Oxygen is one of the most frequently occurring
elements of our living-zone on earth. The air
contains about 21% by volume of free oxygen.
Chemically combined oxygen is present in water
(89% by mass) and in the crust of the earth (50%
by mass).
Combustible substances cannot by themselves
combine with oxygen with the appearance of
fire. They do not burn by themselves. Ignition
only becomes possible when the combustible
substance has been heated to generate gas or
vapour and these have mixed with oxygen.
Combustion is always initiated by ignition. It
occurs when a combustible substance in contact
with an adequate amount of oxygen is heated to
a certain minimum temperature, the ignition
temperature.
The ignition temperature of a combustible
substance is the minimum temperature at which
in the presence of oxygen in a proportion which
permits ignition fire will appear.
The
lowest
temperature
at
which
external
ignition can generate fire symptoms is called
ignition point for solids, flash point for liquids. If
the source of ignition is removed, the fire goes
out again.
Fig. 2.1 Four-column-model

2.2.1 Combustible substances
Combustible substances are solids, liquids and
gases (including vapours, mists, dust) which
mixed or in contact with the oxygen contained in
the air can be made to bum. For the assessment
of the fire risk posed by a substance, the
following properties are of importance:
ignitability, combustibility, heat of combustion
and combustion temperature.
For fire protection on board it is sufficient to
know that there are substances which are
difficult, normal and easy to ignite. Even just a
flying spark can set on fire a substance easy to
ignite. Normally-ignitable substances need the
heat of combustion of a match to set them alight.
Substances difficult to ignite must be strongly
heated, e.g. with a blowlamp, before they can be
ignited.
The characteristics of combustibility, heat of
combustion and combustion temperature are of
The
lowest
temperature
at
which
positive
ignition can generate a fire which remains alight
after the source of ignition has been removed is
called
minimum
combustion
temperature
for
solids and fire point for liquids.
The ignitability of a combustible solid is
described by its ignition point and its minimum
combustion temperature.
The ignitability of a combustible liquid
determined by its flash point and its fire point.
is
Fig. 2.2 Ignition temperatures
22
If a combustible substance is heated above its
minimum combustion temperature or its fire
point, spontaneous ignition can occur.
2.2.4 Flammability ranges - Proportions of
ingredients
The chemical combination of a combustible
substance with oxygen can only occur if the
ingredients are present in specific proportions.
The minimum necessary percentual proportion
of the combustible substances in atmospheric air
is called the lower flammability limit (explosion
limit). The
maximum permissible
percentual
proportion of the combustible substance in
atmospheric air, the upper flammability limit
(explosion limit). The range between the two
limits is called the flammability range (explosion
range).
Ignition
cannot
occur,
and
combustion
is
therefore impossible, outside the flammability
range.
2.2.5 Forms in which fire appears
Depending on the character of the combustible
substance, the fire can appear in two forms, as
flames or as a glow. Both forms can occur
together or separately.
As flame is described the visible part of a stream
of gas comprising three parts. These are:
- the incoming flow in which the combustion air
flows to the reaction zone;
- the reaction zone in which the combustible gas
released from the combustible solid or liquid
by heating rises, mixes with the air and
chemically combines with the oxygen in the air
with the generation of light and the release of
heat;
- the waste gas flow in which the gaseous
products of combustion mixed with air rise and
cool further.
What is called glow is the light radiation of a
solid heated to a high temperature. The colour of
the light radiated allows the temperature to be
deduced. Corresponding values are:
Grey glow
400 C
dark red glow 525 C
red glow
800 C
yellow glow
1100 C
incipient white glow
1300 C
full white glow
1500 C
Substances burning with a glow only are:

- solids which have been de-gassed such as
coke or charcoal;
- combustible metals.
Substances burning with flames and a glow are:
- solids which on heating break down into
gaseous components and solid carbon.
The gaseous components form the flames, the
solid gives off the glow.
Fig. 2.3 Forms in which fire appears

2.3 Deflagration - Explosion - Detonation
Particularly
favourable
conditions
for
combustion prevail if combustible substance and
oxygen are present in the correct proportions
and additionally the substance is mixed in
extremely finely divided form with oxygen. The
result is rapidly proceeding combustion.
In deflagration the above-mentioned conditions
are not fulfilled, and combustion is incomplete
with a low level of pressure and noise, e.g. if gasor vapour-air mixtures are ignited near the limits
of the flammability range.
An explosion is combustion with the creation of
strong pressure, heat and light effects. Ignition
progresses rapidly, e.g. when petrol vapours
explode, at about 20 m/sec.
If
the
ignition
propagation
rate
becomes
supersonic, it is called a detonation. Here a
pressure wave is generated, producing heat of
compression at the wave-front which causes
ignition. The detonation pressures can be up to
150,000 bar and the ignition propagation rate
over 6 km/sec (TNT instantaneous fuse).
Substances burning with flames only are:
The ignition propagation rates are in the case of:
- gases;
- liquids following transition into the vapour
form;
- solids which generate vapour or gas when
heated.
- deflagrations, of the order of magnitude of

cm/sec;
- explosions, of the order of magnitude of m/sec;
- detonations, of the order of magnitude of
km/sec.
23
2.4 Heat
Heat Transfer - Heat Build-up Spontaneous Ignition
Heat is a form of energy. It is generated during
combustion by conversion of the chemical
energy of the combustible substance by means
of the oxygen in the air, as heat of combustion.
Heat acts physically by way of:
- thermal expansion;
- change of state of aggregation;
- alteration of the strength properties.
Of these effects, on board seagoing ships the
alteration of strength has the most serious
consequences. Shipbuilding steels if heated to
500 C lose up to 50% of their strength and do
not recover it when they cool. Steel parts
affected by fire must therefore be replaced.
Fig. 2.5 Example of heat radiation

Heat convection is the transfer of heat carried by
a liquid or gaseous substance. It is utilised for
instance
in
space
heating
using
hot-water
heating elements.
Heat can be transferred from one substance to

another, e.g. from an ignition source to a
combustible substance.
There are three forms of heat transfer:
Heat conduction is the transfer of heat in a solid,
liquid
or
gaseous
substance
between
immediately
adjacent
particles.
Gaseous
substances conduct heat badly, liquid ones well.
Amongst solids there are good and poor
conductors of heat. Good conductors are for
instance metals such as steel, iron, copper, light
alloys; poor conductors are for instance wood,
concrete, wool, rubber, leather.
Fig. 2.6 Example of heat convection

Heat build-up
If more heat is supplied or generated than is
used or removed, there is a heat build-up. As the
cause of spontaneous ignition this is of crucial
importance.
Spontaneous ignition
If a combustible substance oxidises slowly, i.e.
without
flames
appearing,
and
the
heat
generated
in the
process
builds
up,
the
temperature
inevitably
rises
with
increasing
speed as a result of this build-up until the
ignition temperature is reached. Spontaneous
ignition then follows.
Fig. 2.4 Example of heat conduction

Heat radiation is the radiation emitted by a
substance, surrendering a part of its thermal
energy to its environment, as a consequence of
its temperature. It penetrates open space even
against the wind and can travel substantial
distances. In the case of major fires, ignition due
to heat radiation has been observed even at a
distance even of 40 m.
Spontaneous ignition is assisted by the following

circumstances:
-high
ambient
temperatures,
e.g.
when
embarking
bag
cargo
in
tropical
ports
(expeller, fish meal, etc);
- fine granulation or large surface areas of
combustible substances, such as rich coal,
greasy cotton cleaning rags;
- heat-generating bacteria decomposing organic
substances, such as in fermenting hay or moist
fishmeair
- high oxygen concentrations, e.g. at the
reaction between oxygen carriers such as
alkali peroxides with water and combustible
24
substances such as organic dust, paper, wood,

also called cargo hold sweepings.
Fig. 2.7 Spontaneous ignition

A schematic representation of the spontaneous
ignition process (The process is here shown in
fairly large steps to make it easier to understand.
In reality it progresses steadily. As a factor, the
speed of oxidation doubles for every rise in
temperature of 10 C, in accordance with Vant'
Hoff's Law).
2.5 Classes of fires
The object of subdivision into classes of fires is
the appropriate allocation of extinction methods
and
means
to
the
various
combustible
substances.
2.6 Small - Medium - Large Fire

Fires are subdivided into three classes according
to their extent:
A small fire is one of limited extent, contained
within
an
enclosed
compartment
in
the
accommodation, culinary/service or cargo areas;
A medium fire is one extending out to involve
directly
adjoining
compartments,
e.g.
to
adjoining cabins in the accommodation area or
from a container to adjoining ones. Any fire in
the machinery spaces in which combustible
liquids like fuel or lube oil escaping under
pressure are burning is a medium fire;
A large fire exceeds a medium one in extent and
involves several areas of the ship, e.g. machinery
plus accommodation area or machinery plus
cargo area. Also designated major fires are ones
which totally engulf an area of the ship, e.g.
several decks of the accommodation spaces.
2.7 Materials
In practice a distinction is made between
combustible and incombustible materials.
An "incombustible material" is one which does
not release ignitable gas or vapour in such
quantities that when heated to 750 C the
gas/vapour can ignite spontaneously.
Every other material is combustible material.
Some combustible materials can be made hard
to
ignite
by
treatment
with
fire-resistant
substances.
"Low
flame-spread
materials"
are
materials,
woven textiles or coatings which are able to
prevent the spread of a fire or restrict it
adequately.
2.8 Preventive fire protection
By structural fire protection measures, the start
of a fire is impeded, its spread substantially
prevented and fire defense facilitated.
Structural
fire
protection
includes
design/construction
measures
such
as
the
subdivision
into
main
fire
sections,
the
arrangement and design of doors, fire flaps and
other closures, escape- and rescue routes, the
use of incombustible or low flame-spread
materials, the installation of fire alarm and
extinguishing systems and appliances, and of
special
equipment
to
protect
for
example
compartments
or installations
in
which
combustible
liquids,
compressed
gases
or
dangerous substances are used, transported or
stored, such as fuel tanks, pumps or pipelines.
Operational fire protection results in timely
recognition of fire risks and safe operating of fire
protection
equipment.
Operational
fire
protection includes above all the organisation of
operations so as to prevent fire risks arising.
Fig. 2.8 Classes of fires
25
Focal points as regards
this are, proper maintenance
of the fire defense and fire protection appliances and
correct conduct in emergency.
Structural and operational fire protection
complementary and are not to be separated.
are
Class "A" and "B" divisions must be approved.

This applies to the division as a whole and to the
materials used.
2.8.1 Structural fire protection

Until a few years ago, fires in accommodation
spaces of seagoing ships in many cases had
disastrous results. Because of the then current
type of construction it was possible for a fire to
spread quickly over the entire superstructure.
Ship fires which involved loss of life and
ultimately total loss of the ship were no rarity.
It is only recently that there has been a
recognition
that
the
initially
applicable
regulations of the International Convention for
the Safety of Life at Sea of 1948 and 1960 were
inadequate. They were replaced in a number of
steps, first for passenger vessels, later also for
cargo vessels, by new ones enforcing the socalled "standard method" also known as the
"noncombustibility method".
The now valid set of regulations is based on
principle that the best fire protection for
entire accommodation area can be achieved
using exclusively incombustible materials for
bulkheads, sides and ceilings.
Class "C" divisions must be of approved

incombustible material. For them there are no
special requirements as regards the prevention
of smoke or flame penetration or as regards
insulating effect.
the
the
by
all
Approval requires the passing of a so-called

"Standard Fire Test". The details of the test are
fixed internationally. It involves exposing a
bulkhead or a deck with an exposed surface of at
least 4.65 m2 and a height or deck length of at
least 2.44 m in a fire test furnace to temperatures
which by 60 minutes after the start of the test
must have risen to 925 C.
Bulkheads and ceilings in the passage regions
must not have any openings without closures.
Passage bulkheads must extend from deck to
deck.
All
internal
stairs
leading
to
accommodation spaces, service spaces or control
stations must have a steel load-bearing structure
and be inside a shaft bounded by class "A" or
"B" divisions. Doors in the stair shafts must be at
least class "B" and self-closing. They must not
have any means of ventilation.
A distinction is made between division classes

"A", "B" and "C", with additionally class "F" on
fishing vessels.
Class "A" divisions are steel bulkheads and
decks with the reinforcements necessary for
stability, so insulated with an approved material
that they will certainly prevent the penetration of
smoke and flames for an hour, and an increase in
the average temperature of more than 139 C
above the initial temperature on the side away
from the fire for a specified minimum period.
This period in minutes is appended to the type
designation. A class "A-60" division for instance
meets the requirements for a period of 60
minutes. The temperature must not at any point
increase by more than 180 C above the initial
value.
Class
"B"
divisions
are
bulkheads,
decks,
deckheads
or
claddings
of
approved
incombustible
material
which
will
certainly
prevent the penetration of smoke and flames for
half an hour. The temperature at the side away
from the fire must not exceed 139 C and only for
shorter minimum periods than with class "A".
The maximum permissible value must not
exceed 225 C.
Fig. 2.9 Structural fire protection

in the accommodation area
The result of this is, for instance, a cabin fire
which has already spread beyond its original
source and has set fire to everything burnable in
the cabin cannot extend to adjoining spaces. The
crew has enough time for an effective attack on
the fire.
The
method
of
construction
described
additionally has the effect that escape routes are
particularly protected. They are intended to
provide persons leaving the danger zone on the
outbreak of a fire with a secure exit to the open
deck and at the same time offer the defense unit
a secure route of advance to, and retreat from,
the source of the fire.
Ship Safety Service: February 1996
26
The regulations about structural fire protection

are too extensive to be quoted in their entirety in
this manual; a list of the applicable regulations is
added to the manual as Appendix 1. The texts of
the regulations are available as part of the
mandatory collection of leaflets on board.
Some particularly important details are:
On passenger ships:
- In
the
accommodation
spaces
and
compartments with a comparable fire risk,
built-in
furniture
must
be
of
approved
incombustible
material.
Freestanding
chairs,
sofas, etc. must have frames of incombustible
material. Curtains and other hanging fabrics
must be of approved incombustible material.
Floor
coverings
must
have
corresponding
properties. Paints and other coatings, and
markings or notices on foil must be of
approved low flame-spread material.
-
Additionally to the incombustible bulkheads

and decks, a subdivision of the ship into
vertical main fire sections is carried out to
prevent the spread of a fire to other parts.
Vertical main fire sections are created by
having main boundary bulkheads extending at
intervals of up to 40 m through the hull, the
superstructure and the deck houses.
Fig. 2.11 Fire doors
On all ships:
All doors must be made of material of the same
type as the bulkheads in which they are set.
Certain doors have to be self-closing.
All fire flaps must be made of material of the
same type as the ventilation shafts or ducts in
which they are fitted.
The inlet and outlet apertures of all ventilation
systems must have easily accessible closure
devices on deck, which on the outbreak of a
fire can be closed manually.
Fig. 2.10 Fire flaps
Fig. 2.12 Fire flap in ventilation shaft

The structural fire protection in the engine
room is primarily intended to prevent the
uncontrolled
escape
of
liquid
combustible
substances and, should this nevertheless occur,
prevent their being heated to their ignition
temperature. For that reason the fuel pumps
and engine room ventilation fans must have
emergency stop devices outside the engine
room. Equally, the suction lines from the fuel
tanks must have quick-closing arrangements
outside the engine room. Fuel lines are run as
far away as possible from components with hot
surfaces. They must be of such materials and
so constructed as to pose a major obstacle to
the escape of fuel. Components with hot
surfaces are insulated. The insulation is
protected against fuel soaking-in by sheetsteel cladding.
The engine room can be made airtight.
Some spaces, such as battery
dangerous-substance stores, cargo
27
compartments,
rooms
with
facilities
for
acetylene and oxygen bottles, are explosionendangered
compartments.
The
electric
installations in those compartments must be
made explosion-proof.
Fire alarm systems are provided primarily for
the cargo spaces and unmanned machinery
spaces, plus on cargo vessels for all passages,
stairs and escape routes in the accommodation
area and on passenger vessels also for the
public
rooms
and
recreation
spaces.
The
arrangement and number of alarm units is
fixed so that all endangered areas are securely
monitored.
2.8.2 Operational fire protection
Designated "operational fire protection"
measures which
are
all
- prevent fire risks arising,

- ensure that any fire risks on board are
recognised early, and
- in emergency bring about the rapid and secure
operation of the fire defense appliances to
prevent spread of the fire.
Structural
and
operational
fire
protection
complement one another. Both are of the same
value; they must not be separated.
Among
the
most
important
operational fire protection are:
measures
of
Safe storage of combustible working-materials

Some working-materials such as compressed
gases, cleaning materials, solvents or coating
materials are combustible and certain safety
measures must therefore be observed regarding
their storage and use on board.
For the storage space there are special structural
fire protection regulations:
-
petrol/gasoline, solvents and other highly

flammable liquids with a flash point below
21 C, plus compressed gas for use on board
may only be stored on the open deck,
protected against heat effects.
- Coating materials must be stored on the open
deck or in a special compartment (paint
locker). This compartment must be separated
from the other spaces in the ship by steel
bulkheads and self-closing doors, so as to be
gastight. It must have adequate supply and
exhaust ventilation. It must have permanently
installed fire extinguishing arrangements.
- Coating
materials
containing
volatile
components with a flash point below 21 C are
to be stored in strong, firmly closable
containers and as cool as possible. The
containers
must
be
marked.
Smoking
is
prohibited where they are stored. A warning
notice is to be posted.
ATTENTION - FLAMMABLE LIQUIDS

EXPLOSION HAZARD
NO NAKED LIGHTS !
NO SMOKING!
- At the place of work, only one - original container of dangerous working-materials may
be kept ready for use.
Protective measures for entry into dangerous
compartments
Compartments which have been cut off from the
outside air for some time, or in which organic
substances, oil or chemicals have been stored
may be dangerous primarily because of the lack
of breathable air or the presence of poisonous or
suffocating gases or vapours.
In such compartments there may also be a fire
risk. The regulations about entry into dangerous
spaces therefore also serve the purpose of
operational fire protection.
Protective measures when welding or working
with fire
Welding and work with fire are among the most
frequent causes of fires, so the regulations
applicable to these must receive particular
attention. In the context of operational fire
protection this is ensured by careful supervision
of the work and its environs.
Maintenance of fire defense installations and
appliances to ensure their readiness for use in
emergency
Only if they are immediately ready for use in
emergency can the installations and appliances
fulfil their purpose. To this end there are graded
maintenance measures:
- check of completeness and proper condition at
set intervals;
- immediate elimination of any deficiencies
detected; if that is not possible, repair ashore or
replace;
- check of dates due for inspection e.g. in the
case of portable fire extinguishers, compressed
air bottles, breathing apparates;
- functional check of the installations under
quasi-operational
conditions,
e.g.
water
pressure, C02 plant, discharge of a fire
extinguisher.
Fire patrols
To ensure early detection of any outbreak of fire
during silent hours regular fire patrols are
necessary, day and night in harbour and at night
at sea, above all in the accommodation area.
They are one of the most important measures of
operational fire protection!
28
Fire defense exercises - instruction - initial and
further training
Only by constant exercising of the crew, by
introductory instruction of crew members new to
the ship, by careful nurturing of the young crew
members and the ongoing further training of the
core
personnel
in
as-realistic-as-possible
fire
defense exercises can it be ensured that a fire
breaking out in spite of all precautionary
measures can be fought swiftly and effectively.
chemicals. The interruption of the supply of

combustible substance is also a possibility,
particularly in the case of fires of liquid or
gaseous substances.
2.9 Defensive fire protection

2.9.1 Fire boundaries
All regulations or instructions for fire defense on
board, and also this manual, are based on the
experience
that
with
the
limited
means
available, fighting a fire effectively is only
possible if it can be kept within bounds.
A designated fire boundary is any permanent or
temporary device which assists in
- preventing the spread of the fire and thereby
protecting persons against danger form it,
- carrying out the fight against the fire with
minimal use of personnel, appliances and
extinguishants,
- ensuring a secure base for the personnel
engaged in fighting the fire, and
- minimising the consequential damage arising
from the use of the extinguishant.
The purpose of the numerous measures of
structural fire protection is, the precautionary
erection
of
permanent
fire
boundaries.
Predominant among these are, the subdivision of
passenger vessels into vertical main fire sections
and the construction of all bulkheads, ceilings,
doors, etc. in the accommodation area using
incombustible materials with proven high fire
resistance.
Where in an emergency a permanent fire
boundary does not exist or has been breached, a
temporary fire boundary can be erected. In the
accommodation
area
for
instance,
a
fire
boundary can be erected in an operational
passage using table tops. When advancing with
a protective spray, the curtain of water emitted
by this also constitutes a fire boundary.
2.9.2 Extinguishing fires
Combustion is a chemical process in which a
combustible substance and oxygen in the correct
proportions combine as soon as the minimum
combustion temperature is reached.
Extinguishing means interrupting this process
by altering the proportions or lowering the
temperature.
Extinction is achieved by smothering or cooling.
A third method is based on the reactionimpeding (anticatalytic) effect of some
Fig. 2.13 Extinguishants

2.9.3 Extinction mechanisms
Smothering
a
fire
means
separating
the
combustible substance from the oxygen, or
reducing the oxygen content of the air until the
proportion drops below the minimum necessary
for combustion. This can be done in a variety of
ways, e.g. by mixing a sufficient amount of
asphyxiating gas (carbon dioxide) with the air or
by covering the substance with a layer of foam or
powder extinguishant.
Cooling means slowing down the chemical
process by lowering the temperature until the
process
breaks
down
altogether
as
the
temperature
drops
below
the
minimum
combustion temperature.
The effectiveness of cooling depends on the heat
absorption potential of the extinguishant. Water
is in this respect of supreme importance because
it absorbs, and thus extracts from the fire, large
amounts of heat energy both in being heated
and in being evaporated.
Many extinction processes use both modes
together; e.g. water first acts by cooling then,
once steam has been generated, also by
smothering.
2.10 Extinguishants
In the choice of extinguishant, the circumstances
in the environs of the fire as well as the method
of extinction must be taken into account.
When transporting dangerous goods and on gas
and chemical tankers, particular care must be
taken to see that extinguishants compatible with
the cargo are on board or are taken on board.
Details are to be taken from the reference book
"Emergency
Procedures
for
Ships
Carrying
Dangerous
Goods - Group
Emergency
Schedules (EMS)" which when transporting
29
dangerous goods is part of the mandatory
documentation carried on board.
Smothering
as
an
extinction
method
is
particularly effective if the chemical process can
be made to break down solely by altering the
proportions of the constituents. That applies to
flame-producing fires. Glowing fires on the other
hand cannot be extinguished by smothering
alone because the heat energy of the glowing
mass is too great. The fire would break out again
immediately oxygen regained access. Glowing
fires must therefore primarily be extinguished by
cooling.
Extinguishants
can
cause
damage
in
the
environs of the fire. These undesirable sideeffects must be taken into account in the choice
of extinguishant.
Lastly,
disturbing
influences
from
the
environment must be taken into account. In the
case of a fire on deck, for instance unsuitable
foam would be torn apart by the wind which
would
prevent
it
producing
an
adequate
extinguishing effect.
2.10.1 Extinguishant water
Water
is
the
extinguishant
most
widely
available, cheapest and easiest to use. It is easy
to transport by pumping, easy to carry even over
considerable distances through pipe and hose
lines and to convey to the location of the fire in a
solid jet or spray form over spaces necessary for
extinction.
The main way in which water extinguishes is, by
cooling. In this it is not surpassed by any other
extinguishant.
Properties
Water freezes at temperatures
turns to steam at 100 C and
1013 hPa. One litre of water
steam. In evaporating 1 litre of
the heat energy absorbed is
- impact force, by which loose burning material

is torn apart so that a larger glowing surface is
exposed to the extinguishing effect,
- penetrating effect, which forces the water
deeper into the layers of glowing material, and
- wetting properties, which can be increased
further by the addition of wetting agents so
that larger areas retain their coating of water.
Water is non-poisonous and chemically neutral.
Disadvantages
At ambient temperatures below freezing
water can only be used to a limited extent.
point,
Especially when used against cargo hold fires,

water can endanger the stability of the ship.
Water is absorbed by certain organic cargoes
such as grain, pulse, cellulose. This causes these
to swell, which may endanger the ship's
structure.
Water can cause breakdown of
powered equipment. This includes
pumps.
electrically
the fire
Safety instructions
Water can have a dangerous reaction with
chemicals.
For
instance,
the
reaction
with
calcium
carbide
produces
combustible
acetylene,
with
sodium
or
potassium
combustible
hydrogen,
with
peroxides
firepromoting oxygen and heat.
Water conducts electricity. For that reason, when
using jet nozzles a minimum distance must be
maintained between their mouthpieces and live
components. For voltages up to 1000 V, these
distances are 5 m for solid jets, 1 m for spray jets.
below 0 C and
an air pressure of
forms 1700 litres
water from 10 C,
378 kJ for heating to 100 C

2264 kJ for evaporating completely
2642 kJ
Use
By virtue of its powerful cooling effect, water is
the most effective extinguishant against glowing
fires, e.g. those involving substances such as
wood, coal, paper, straw, fibrous materials. (Fire
class A)
Advantages
Water can be used in many different ways, e.g.
as a solid jet, spray jet, mist, personal protective
spray.
As well as the cooling effect, the solid jet has
Fig. 2.14 Safety distances

Voltages above 1000 V occur in ships only in
fully-enclosed
and
marked
electro-operational
compartments or in specially protected and
marked
installations
(e.g.
radar
sets,
aerial
leads). In the event of fires there, the minimum
distances to be maintained between jet nozzle
mouthpieces and live components are 10 m for a
solid jet, 2 m for a spray jet.
30
Water sprayed into hot (over 100 C) liquids can
evaporate
suddenly.
This results in a
spontaneous expansion of the steam to a volume
1700 times that of the water and thus an
eruption-like ejection of the combustible liquid.
Water is heavier than most combustible liquids.
In containers it displaces the lighter combustible
liquids, which as a result overflow and cause the
fire to spread.
If used as a solid jet, water may stir up dust from
combustible solids. This creates the danger of
dust explosions.
Hot water used as extinguishant or steam
generated
in
the
extinction
process
can
endanger persons.
In consequence of (e.g.) the simultaneous
opening or closing of several hydrants, pressure
fluctuations can arise in the firefighting-water
system. This may adversely affect the firm stand
of the jet nozzle operator.
2.10.2 Extinguishant foam
Properties
Foam consists of
- water to which has been added
- foaming agent, and
- air which fills the foam bubbles.
In the case of fixed installations for special
purposes (e.g. on tankers), other inflating-gases
such as carbon dioxide may also be used instead
of air.
Foam as extinguishant can be mixed to different
strengths, depending on the agent and the foam
tube.
A distinction is made between:
- heavy foam with frothing up to 20 times;
- medium foam with frothing up to 200 times,
and
- light foam with frothing up to 1000 times.
To generate heavy foam, a protein-base foaming
agent (admixture rate 5%) and, for all types of
foam, one with a fat alcohol base (admixture rate
3%) is used.
Foaming agents are dangerous substances and
must be marked in accordance with the relevant
regulations.
Foaming agent containers must be kept in frostprotected storage.
Use
Foam
extinguishant
is
lighter
than
most
combustible liquids. For that reason, its principal
field of application is to extinguish fires of liquids
in fire class B. For extinguishing combustible
solids, foam can be used but is not economical. In
the case of fires combining class A and B, using

foam is appropriate.
Foam extinguishant covers the heart of the fire
and acts primarily by smothering. In the case of
liquid fires, that calls for an unbroken layer of
foam at least 15 cm thick. The water element of
the foam provides cooling. This effect is most
powerful with heavy foam by virtue of the high
proportion of water and is least powerful with
light foam.
Heavy foam is used above all to fight liquid fires.
It is considered the only promising extinguishant
for fires in major tank farms. It is particularly
suitable for installations on the upper decks or
cargo tank decks of tankers. When used in these
circumstances,
its
cooling
effect
is
also
important. With appropriately designed fixed
installations, effective ranges of jet of up to 45 m
can be achieved.
Medium foam is primarily used in mobile units if
large quantities of foam are needed, as for
instance for fires in accommodation areas or
cargo holds. Effective ranges of jet are only from
2 to 10 m.
Light foam is used in seagoing shipping only
exceptionally, namely where the compartments
to be protected can be totally flooded with foam
from fixed installations.
Safety instructions
Protein-based foaming agents must not be
allowed to get into open wounds. There is a risk
of blood poisoning!
Food contaminated by foam
not be consumed subsequently!
extinguishant
must
When exercising with foam extinguishant, all

relevant environment protection regulations are
to be observed!
Medium and heavy foam are not to be used in
the vicinity of live electric components.
2.10.3 Extinguishant powder
Properties
Extinguishant powder is produced in variety of
compositions for the variety of uses. Regularly
available on board is powder for class A,B,C
fires, for class B,C fires and in some cases for
class D fires.
ABC extinguishant powder consists principally
of
ammonium
phosphate
or
ammonium
sulphate, BC powder of hydrocarbons, D powder
of sodium chloride with flux added.
Extinguishant powder is kept fine-grained
runny by means of special additives.
Dry extinguishant
lengthy periods.
powder
remains
usable
and
for
31
In dry conditions, extinguishant powder is not
corrosive.
Because
of
its
saline
character
(hygroscopic properties) it must however after
use be removed from any corrosion-sensitive
components.
ABC powder is suitable for use against fires in
electrical installations only if a safety-distance of
more than 3 m can be maintained if high
voltages (greater than 1000 V) can occur, as the
melt formed is electrically conductive. There is
no restriction on the use of BC powder against
fires in electrical installations provided the safety
instructions are observed.
Use
Extinguishant powder is brought to the seat of
the fire in the form of a powder cloud, by means
of a propellent gas.
The extinguishant powder cloud in the case of
flame fires (fire classes B, C) acts instantly by
impeding the reaction in the flame and with a
smothering effect by reducing the proportion of
oxygen in the reactive region.
Glowing-fire
extinguishant
powders
effect
separation by their ability to melt, as the glassy
melt can form an air-excluding layer over the
glowing mass if the surface is smooth. These
powders
are
used
in
universal
manual
extinguishers
in
the
accommodationand
service spaces (A, B, C class fires).
Extinguishant powders for incandescent metals
(D class fires) have a smothering and covering
action. Complete extinction requires a great deal
of powder.'
Fires in low-tension (voltage less than 1000 V)
electrical
installations
can
be
extinguished
safely if a safety-distance of at least 1 m is
maintained between the powder nozzle and the
live components. For high-tension (voltage more
than 1000 V) that applies only if BC
extinguishant powder is used.
Safety instructions
Extinguishant powder is not harmful to health. It
irritates the mucous membranes.
Due to the high pressure of the propellent gas,
the extinguishant powder jet is ejected at high
speed.
This
can
mean
that
particles
of
combustible solids (e.g. wood chippings, iron
filings) are stirred up and bum in the form of a
dust explosion.
2.10.4 Extinguishant Carbon dioxide (CO2 )
Properties
Carbon dioxide (CO2 ) is a colour- and odourless
gas heavier than air.
CO2 can be compressed into a liquid at 20 C and
a pressure of 56.5 bar into bottles (0.766 kg/dm3 )
or stored at -20 C and a pressure of 20 bar in

large containers.
A sudden drop in pressure causes liquefied CO2
to cool to -78 C and form snow ("dry ice") which
reverts to gas slowly with the absorption of heat.
If liquefied CO2 in sealed containers is heated,
the pressure rises rapidly and at 52 C reaches
190 bar.
Use
Carbon dioxide has a suffocating action. This
starts to take effect as soon as a concentration of
at least 10% in the air is reached; that is only
possible if it is used in enclosed compartments.
A good extinguishing effect is above all obtained
with flame-only (fire class B, C) fires.
Retardation of the fire progress can be achieved
with glowing fires in enclosed spaces.
CO2 is used for compartment protection, e.g. in
machinery spaces, or to protect specific objects
(e.g. exhaust duct, scavenge air duct).
CO2 is suitable for fighting fires in electrical
installations as it is electrically no-conducting. It
evaporates
completely,
thus
its
use
as
extinguishant causes no damage to electromechanical equipment. It can however cause
damage to electronic equipment because of its
low temperature of -78 C.
CO2 must not be used on light-alloy fires
because at high incandescence-temperatures it
breaks down into carbon and fire-promoting
oxygen. As there are small amounts of steam
mixed-in with the C02, a fire-promoting effect
can also arise from that being split into hydrogen
H2 and oxygen 02.
CO2 is carried on board in fixed installations for
flooding
cargo
and
operating
compartments.
Storage requires a good deal of space, so only a
limited, stipulated amount of extinguishant can
be carried on board. This demands a careful
determination of the amount of CO2 to be
injected to flood a compartment in emergency.
Safety notes
In low concentrations, CO2 is harmless to
humans. In higher concentrations it produces
respiratory
paralysis,
unconsciousness
and
ultimately death.
Enclosed spaces which have been flooded with
CO2
may
only
be
entered
wearing
a
compressed-air breathing set.
Contact
with
non-insulated
parts
of
the
apparatus during use may result in injuries
through freezing.
The pressure rise due to heating of C02
containers in enclosed spaces can result in
triggering of the safety devices (bursting discs)
32
and thus to uncontrolled flooding of the
compartment with the gas.
ATTENTION! The safety device does not close
again after cooling-down. Whatever happens
the complete contents of the C02 container will
escape!
2.10.5 Extinguishant Sand - Sawdust soaked in
soda - Dry substances
Sand, sawdust soaked in soda or other approved
dry substances are kept in readiness at every
boiler firing position.
First aid for injured persons and subsequent care

for them is arranged by the ship's management.
2.12 Fires in ship operation
By fire prevention measures, the preconditions
for a fire breaking out are eliminated as far as
possible, and any fire which does break out in
spite of all the precautions remains restricted to
its originating area. It is then a matter of a small
fire or, if the fire spreads to several spaces in an
area, of a medium fire.
The equipment of the ship with fire defense
installations and appliances and the training and
repeated exercising of the crew in fire defense
makes it possible to fight such fires immediately
and effectively.
Experience teaches that a fire on board which
spreads beyond its originating area to become a
large fire can no longer be extinguished with the
means available on board. That increases the
importance in fire defense of rapid, resolute and
drastic action.
Examples of fires in accommodation areas
are given in the reports ,,SICHERHEIT AUF
SEE - Schiffssicherheit - Unfallverhutung Gesundheitsschutz" (safety at sea - safety of the
ship - accident prevention - health care) issued
annually by the See-BG and available on board
for the crew to look at.
2.12.1 Fires in accommodation spaces
Fig. 2.15 Classes of fire

2.11 Danger to personnel - Accident
prevention when fighting fires
There is always the risk of an accident where
there is the possibility of an uncontrolled and
unsafeguarded release of energy. That is always
the case with a fire.
Accidents can however also be caused by
carelessness,
by
inappropriate
personal
protective gear or by inexpert handling of
appliances.
The
most
important
accident
prevention
measure is the identification and elimination of
dangers. This is a task shared by everyone
involved in fire defense.
On board, dangers can arise which cannot be
eliminated, e.g. ship-motion in a seaway, list, low
visibility caused by fog and also the restrictions
to movement about the ship due to its
dimensions.
The injuries to personnel caused by accidents in
the course of fire defense are primarily bums,
corrosion injuries and injuries due to stumbling.
Special characteristics:
The accommodation area is subdivided into a
multitude of small spaces. The initial fire is in
most cases small. The escape routes may become
obscured by dense smoke which develops.
People are in immediate danger.
Fire protection:
The fire is restricted to its original seat by the use
of incombustible materials. Fire alarms make
early discovery of an outbreak of fire possible.
Fire defense:
By bringing the entire accommodation area to
the closed-down state, the fire is restricted to the
area where it started and is extinguished by the
crew using fire protection and fire defense
equipment.
2.12.2 Fires in the cargo area
The cargoes transported on the seas include a
substantial proportion of "Dangerous Goods".
Regarding their transport, there are detailed,
comprehensive
international
regulations
supplemented by national laws.
There is also a special manual for incidents in the
course of the transport of dangerous goods, the
" Emergency Procedures Guide". This is held on
33
board every ship which transports dangerous

goods and must also to be observed and
complied with if dangerous goods catch fire. If
that happens, the instructions in the Emergency
Procedures
Guide"
override
all
other
instructions, manuals, etc.
All the information which follows about fires in
the cargo area therefore applies only to cargoes
which are not dangerous goods.
Fires in the cargo area of dry-cargo vessels
The cargo holds in many cases contain large
amounts of combustible substances. Because of
the large size of the spaces, with little
subdivision, restriction to the original seat is not
always possible. If the cargo hold transverse
bulkheads
are
not constructed as fire
boundaries, spread of the fire to adjoining
compartments cannot be ruled out.
Fire protection:
Fixed fire alarms permit early recognition of an
outbreak of fire. Closures for loading hatches,
accesses, ventilation inlets and outlets permit
prevention of the ingress of atmospheric oxygen.
Fire defense:
By bringing the area of the fire and the adjoining
spaces to the closed-down state, the ingress of
air and the oxygen it contains is prevented.
Fixed fire defense installations allow the fire to
be restricted to the cargo hold in which it broke
out, and extinction by smothering.
The employment of fire defense units often does
not make sense or is not possible, as the seat of
the fire is not accessible and opening-up the
compartment
would
allow
free
access
to
combustion air - which would increase the
danger of the fire growing into a large one.
Spread of the fire is made more difficult or
prevented
by
water-cooling
the
closures,
transverse bulkheads and decks.
Fire defense:
If the suspicion arises that a fire might have
broken out in a container, because for instance
the paint on it discolours or blisters, spread of the
suspected fire to adjoining containers or areas is
prevented by cooling with a lot of water.
Fires in the deck cargo
The seat of the fire is usually accessible. Oxygen
for
combustion
is
available
in
unlimited
quantities.
Fire protection:
No special protective measures, but care should
be taken to see that fixed fire defense
installations (deck-washing- and fire main with
hydrants) are accessible and in emergency can
be used for fire defense.
Fire defense:
On ships under way, provided the navigational
circumstances permit, course and speed are
chosen primarily to lower the air speed at the
seat of the fire as far as possible, and if possible
to avoid causing people on board discomfort
from smoke. A fire boundary is created by means
of a "water wall". If necessary, endangered
cargo is removed from the danger zone.
2.12.3 Fires in the cargo area of oil-, gas- or
chemical tankers
For fire protection and defense on board tankers
there
are
comprehensive
international
regulations
with
supplementary
national
administration
instructions.
These
regulations
concentrate primarily on the dangers arising
from the cargoes and the defense against these
dangers. Tanker crews have been familiarised
with
these
additional
regulations
and
instructions in supplementary training courses
which build on the general training in fire
defense dealt with in this manual.
2.12.4 Engine room fires
Fires in the cargo area of container vessels

On
the
condition
that
only
approved,
undamaged containers suitable for the cargo in
question are used, experience indicates that the
danger of a fire spreading within the cargo area
is small. No case is known of a fire in a sealed
container not going out by itself due to lack of
oxygen, far less of one spreading to adjoining
containers.
Fire protection:
Sealed containers have such good properties in
the context of fire defense that special additional
measures are not necessary.
Because of the large quantities of fuel present in
engine rooms there is a risk that if a fire breaks
out it will very quickly spread over the whole
area. Due to the height of the engine room, a
thermal lift develops above the fire which
promotes its growth unless the engine room
ventilation is shut down and the fire flaps are
closed.
As a result of distant effects, engine room fires
can
also
produce
failures
of
operationally
important systems away from the engine room.
That can lead to persons being endangered even
at some distance from the seat of the fire.
34
Fire protection:
Apart from the machinery control room, there
are in general no permanent fire boundaries
within the machinery area. Special regulations
regarding structural fire protection apply to fueltransporting systems. There is a fixed fire
defense
installation.
In
part-time
unmanned
engine rooms there are fixed fire alarm systems.
Fire defense:
Every fire in the machinery area brings with it
the risk of expansion into a large fire. It is
therefore essential to order immediate closingdown of the area and interruption of the fuel
supply,
provided
the
navigational
situation
permits this. To fight the fire, primarily the fixed
fire defense installations are used.
Additional
reports
concerning
fires
in
the
machinery area are in the Appendix.
2.12.5 Fires as the consequence of explosions
in the cargo area or in operational
compartments
Preliminary remarks
The investigation of accidents at sea has
repeatedly revealed that following the outbreak
of a fire ship managements or crew feared that
an explosion might occur, specifically due to
- oxyhydrogen gas being formed from
firefighting water, or
- heating of partially-filled daily supply fuel
tanks or suchlike containers in the machinery
area.
In practice, both are impossible.
Formation
of
oxyhydrogen
gas
from
firefighting water
Water is a very stable compound. Even at the
most extreme pressures (up to 200 bar) and
temperatures (up to 1800 C) occurring in
technical
thermal
power
plants
the
water
involved in the process is not separated into its
components hydrogen and oxygen either in its
liquid or its vapour form. There is no formation of
oxyhydrogen gas.
Water can be reduced in contact with certain
metals. This splits it into hydrogen and oxygen;
the oxygen is immediately bound again to
oxidise the metal, the hydrogen is released.
Hydrogen's ignition temperature is 510 C in air,
450 C in oxygen. These temperatures are
significantly exceeded during metal oxidation. If
oxygen is available, the hydrogen released by
the reduction bums immediately. The formation
of explosive gas-air mixtures at a temperature
below the ignition temperature is in practice
impossible.
Heating of combustible liquids
containers in the machinery area
in
tanks
or
If a combustible liquid stored in a tank or a

container in the machinery area, such as fuel in
the daily supply tank or hydraulic oil in the
storage tanks, is heated because the tank is
engulfed by flames or adjoins an incandescent
bulkhead, the combustible liquid will be heated
to its boiling point and then evaporated. It is
impossible for an explosive vapour-air mixture to
form inside the tank because there is not
sufficient air above the surface of the liquid.
Also, it will escape through the overflow or
venting arrangements because of the volumeincrease
due
to
the
evaporation
of
the
combustible liquid. These fittings also ensure
that the tank cannot burst. If they terminate
within the machinery area, the escaping vapour
will be heated above its ignition temperature by
the flames and ignited unless the closed-down
state has been established and the access of
combustion air prevented. There is no risk of an
explosion. If on the other hand the tank vent
pipes end in the open, in still air and with the
ship stopped it is possible for clouds of explosive
vapour-air
mixtures
to
form
under
certain
circumstances. That sort of danger can in
practice however only arise in harbour, if
buildings and jetty walls close off an entire basin
substantially against any movement of the air.
Explosions
can
therefore
only
occur
if
dangerous goods of class 1 are heated above
their ignition temperature due to an accident
such as a collision, or if vapour-air mixtures
form in empty, inadequately ventilated or not
inerted tanks and are ignited.
Fires as the consequence of explosions
An explosion will destroy the area boundaries
partially
or
entirely;
at
the
same
time,
installations or appliances will be rendered
unusable for fire defense. Persons may be killed
or injured. There may be flooding and the risk of
sinking.
Because of the immediate crossing of the region
boundaries,
a
fire
following
an
explosion
becomes a large fire. Limitations are placed on
fire defense not only by the possible nonavailability
of
fire
defense
personnel,
installations or appliances.
In many cases it will be necessary to prepare to
abandon the ship at the same time as attempting
to create a new fire boundary.
Fire defense:
If the navigational situation permits, course and
speed are chosen to reduce air movement at the
seat of fire and discomfort or danger to those on
board from smoke as far as possible. At the same
time all available means are employed in an
effort to restrict the fire.
A call for help cannot be avoided in such
situations and is made without delay.
35
3. Fire Defense Appliances and Systems on Board

3.1 Regulations - Approvals
The appliances and systems used on board
comply with the regulations (cf. the list in the
Appendix).
They are approved. Approval is given by
the See-Berufsgenossenschaft on the basis of
type tests carried out by the Germanischer Lloyd
or
some
other
official
test
establishment.
Approval by the responsible authority in an EU
Member
State
is
accepted
by
the
SeeBerufsgenossenschaft if it is based on test and
approval
regulations
equivalent
to
the
corresponding German ones.
The transmission system

pipeline or an electric cable.
takes
the
form
of
At the central unit, if a detector is triggered a

visual or acoustic signal is activated and the
location of the triggered detector indicated. Any
malfunction of the system also produces a visual
or acoustic indication in the central unit.
On the basis of the regulations, every ship is

equipped with the requisite number and kind of
fire defense appliances and systems according to
its type, size and service.
The arrangement of the appliances on board is
laid down in the fire control and safety plan
posted in a generally accessible location.
Fire defense exercises are carried out at set
intervals to familiarise the crew with the
operation of the systems and appliances. Every
member of the crew is obliged to take part in
these exercises.
Painstaking care and maintenance create the
preconditions for a trained crew to fight fires on
board successfully.
ATTENTION:
The
approved
systems
and
appliances may differ not insignificantly in
detail. There is room in this manual only to
describe the important characteristics in each
case of a type of appliance or system, and not to
detail these differences. For that reason it is
absolutely essential also to draw on the makers'
operating
instructions
and
technical
documentation for the initial and continuation
training of the crew!
Fig. 3.1 Schematic diagram of a fire alarm system

Fire detectors used on board ships are
Early warning detectors
Early warning detectors have an especially high
triggering sensitivity. They respond to a fire
already in its nascent phase. There are two
versions, namely
- Ionisation detectors
3.2 Reporting Fire - Alarms

3.2.1 Fire alarm systems
To make possible early detection of a fire and
identification of its location, fire alarm systems
are installed on board.
These comprise detectors, a transmission system
and a central unit.
The detectors monitor their environs for the
measurable characteristics of fires: temperature,
smoke and radiation. A limited number of
detectors may be connected in series; this
arrangement is called a detector loop.
Fig. 3.2 lonisation detector

The smoke aerosols (invisible products of
combustion in the air) produced by every fire
are taken up by the detector. They reduce the
stream of ions flowing in the measuring
chamber. The resultant weakening of the
electric current triggers the alarm actuator.
36
- Smoke detectors working on the scatteredlight principle
Flame detectors
Smoke or dust gets into the path of a directed

ray of light, making the light scatter. A
photoelectric cell measures the weakening of
the ray which this causes. When a certain
threshold value is reached, the actuator is
triggered.
Heat detectors
Heat detectors
are
triggered when a
predetermined
temperature
is
exceeded.
This
temperature can be set at between 40 C and
100 C at the maker's works.
Two versions are used on board ships, namely
- Bimetallic detectors
Fig. 3.3 Bimetallic detector

Heating causes unequal expansion of two
strips of different metals rolled together. The
bimetallic spring distorts and makes an electric
contact when the triggering temperature is
reached. That actuates the alarm.
Thermal detector
Fig. 3.4 Thermal detector

An easily fusible solder holds two metal
springs together. As soon as a wave of heat at
the triggering temperature reaches the solder,
it immediately melts. The springing apart of
the two springs breaks the closed circuit of the
detector; the alarm is raised.
Fig. 3.5 Flame detector

The electromagnetic radiation emitted by the
flame is led via an optical system to a
photoelectric cell. In the connected frequency
filters the flicker frequency of the flame is
amplified, separated from other light effects and
evaluated. If the measured frequency coincides
with the preset typical flicker frequency, the
alarm is raised.
3.2.2 Fire alarm raised by persons
Every outbreak of fire must immediately be
reported to the nautical officer on watch. His
place while at sea is the bridge.
Where persons are reporting a fire, technical
means should preferably be used to transmit the
message. Fire alarm press-buttons, telephones
and VHF walkie-talkies are available for this.
There are fixed fire alarm press-buttons (manual
fire
alarms)
in
the
passages
needed
for
operational purposes. Breaking the protective
glass and pressing the button triggers a visual or
acoustic alarm in the central unit. At the same
time the location of the alarm is shown on an
indicator board.
If the telephone or a walkie-talkie is used,
particular attention must be paid to message
discipline. The caller must provide the following
information unambiguously, concisely and clearly:
Who is making the report?
Whereabouts is the reporting person?
What is being reported (Nature and size of the
fire)?
How are conditions otherwise?
Runners are used for reporting fire only if there
are no technical means available for transmitting
the message.
3.2.3 Alarm systems
Alarm systems are fitted on
purposes. A distinction is
emergency alarm systems
indicating the triggering
safety systems.
board for a variety of

made between general
and alarm systems
of certain technical
37
The
purpose
of
general
emergency
alarm
systems is, to alert everyone on board. The
general emergency alarm can be initiated from
the bridge or from other control stations. It
consists of a sequence of seven short notes and
one long one. This signal is made by bells or
sirens in the accommodation and operational
spaces of the ship and constantly repeated. On
top of that, it is made with the signal lamps. If
initiated from the bridge, the signal is also made
with the ship's siren.
Fig. 3.6 Automatic signaltransmitter to actuate

the general alarm system
As in the engine room there is not an adequate
assurance that acoustic signals will be noticed
because of the high noise level frequently
prevailing there, machinery spaces additionally
have all-round lamps and signal strip lights fitted
to provide visual signals.
3.2.4 Alarm systems for operational

compartments
Alarm before activating the CO2 system
Before operational compartments are flooded
with CO2 an alarm is triggered automatically. It
consists of a continuous note sounded by an air
whistle with a magnetic valve. The CO2 alarm is
additionally indicated by the signal strip light. It
must be unambiguously apparent in all spaces
capable of being flooded with CO2 - main and
auxiliary
machinery
compartments,
machinery
control rooms and all connected enclosed
secondary spaces like stores or workshops.
Alarm by the automatic fire alarm system
Certain
operational
compartments
have
an
automatic fire alarm system fitted. In unmanned
machinery spaces this system indicates that a
fire has broken out or is imminent, as soon as the
characteristic quantities smoke, temperature or
radiation
have
exceeded
a
certain
preset
threshold value. The alarm consists of a
sequence of two notes repeated at short intervals
(two-tone). It is sounded in the technical officers'
accommodation by means of a horn and on the
bridge by means of a buzzer. The signal strip
light also shows it.
3.3 Fire extinguishing appliances
3.3.1 Portable fire extinguishers
Fire extinguishers are portable (mass less than
20 kg) extinguishing appliances kept ready for
use.
Because of their design, amount of extinguishant
and relatively short operating time they are
primarily intended for use by a single person to
extinguish fires in their initial phase. They can
be used without any special training provided
the operating instructions shown graphically on
the appliance are complied with.
Fire
extinguishers
are
approved
appliances.
Approval
covers
the
appliance,
the
extinguishant and the propellent.
Fig. 3.7 Signal strip light
The number of extinguishers is laid down in

regulations.
The type of extinguisher is selected on the basis
of the nature of the fire risks in the compartments
to be protected. Up for consideration are ABC
powder extinguishers, BC powder extinguishers,
D powder extinguishers and CO2 extinguishers.
Every portable extinguisher has a name plate
and a test badge. Additionally there are simple
operating instructions on every extinguisher.
If a portable extinguisher is refilled on board
after use, application of a home-made refilling
certificate
next
to
the
test
badge
is
recommended. In addition to the refilling date,
this bears the warning that the extinguisher has
38
not been tested and must be sent ashore for test

at the next opportunity.
Fig. 3.9 Powder extinguisher

3.3.2 Powder extinguishers
Fig. 3.8 Name plate, test badge and

graphic operating instructions of a modem
fire extinguisher (in German language only)
The fire extinguishers are positioned to be easily
visible and ready to hand. Their position in the
ship can be seen from the fire control and safety
plan.
Functioning mode of the appliance

When the propellent flask has had the safety
device undone and has been opened, the
propellent gas flows into the extinguishant
container. After 3 seconds the extinguishant has
been swirled up and driven into the rising tube.
When the actuating element (extinguisher pistol)
is operated the powder-propellent mixture issues
as a jet.
Contents Powder and compressed gas

Amount 6 kg 12 kg
Spraying time 15 sec. 30 sec.
Operating distance 3-5 m
Class of fire ABC or BC
Safety valve set pressure *) =22.5 bar
Extinguishing action Impeding reaction, smothering
Reserve According to ship safety decree
*) The safety device must ensure that the pressure inside the extinguishant container does not
exceed 90% of the container test pressure. See Basic Test Principles for Fire Extinguishers
according to circular of the Minister of the Interior of the Land Nordrhein-Westfalen dated
26.4.1977.
Fig. 3.10 Table of powder extinguishers
39
3.3.4 Mobile fire extinguishing appliance
Mobile fire extinguishing appliances are kept
ready in the engine room, and on tankers also
near the connecting position for the cargo lines.
They permit effective combating of liquid fires
in the initial phase, as a single person can easily
transport them to the seat of the fire and operate
them. The large amount - 50 kg - of
extinguishant and significantly longer operating
tune ensure a high extinction-effectiveness in
situations where it is not possible to deploy
several portable extinguishers.
The
number
of
mobile
fire
extinguishing
appliances is laid down in regulations.
The extinguishant used
propellant is nitrogen (N2 ).
is
BC powder; the
Fig. 3.11 CO2 extinguisher

3.3.3 Carbon dioxide extinguishers
Functioning mode of the appliance
Operation of the actuating element causes the
liquefied carbon dioxide to be driven by the
gaseous CO2 above it through the rising tube
into the ,"snow tube", expanded and thereby
cooled to -78 C. The CO2 reaches to the seat of
the fire as a jet of snow/gas mixture.
Fig. 3.13 Mobile fire extinguishing appliance
Contents CO2 liquid

Amount 5 kg
Spraying time 50 sec
Operating distance 3 m
Class of fire B
Bursting disc set pressure =22. 5 bar
Extinguishing action Smothering
Length of hose about 1m
Reserve For every extinguisher one spare extinguisher
Fig. 3.12 Table of CO2 extinguishers

40
Contents
Powder and
compressed gas
Amount
50 kg
Spraying time
50 sec.
Operating distance
6-8 m
Class of fire
BC
Safety valve set pressure = 22.5 bar

Extinguishing action
Smothering
Length of hose
5 m or 10 m
Reserve
According to ship
safety decree
Fig. 3.14 Table of mobile fire extinguishing

appliances
The mobile fire extinguishing appliances are
located in the engine room near doors to the
shaft-enclosed
emergency
exit.
From
their
location, it must be possible to transport them
without difficulty to those parts of the engine
room where it is possible for liquid fires to break
out.
Divisions
Fire doors
Means of escape
Fire pumps
Connections
Valves
Fire extinguishing devices
Release stations, remote control
Alarm devices
Closing appliances
Space protection systems
Equipment of the ship
Fig. 3.15 Systems and equipment contained

in fire control plans
3.4.1 Water fire extinguishing systems
Every ship has an approved fixed water fireextinguishing system.
Extensive
regulations
amongst
other
things
control
- pumps: type of drive, working pressure,
output, safety valves, number and location
Functioning mode of the mobile fire

extinguishing appliance
Opening of the propellant flask valve causes
gaseous nitrogen (N2 ) to flow through the
pressure distribution line into the extinguishant
container.
After
3
seconds,
the
operating
pressure is reached. The extinguishant issues as
a jet of powder/propellant mixture when the
extinguishing pistol is operated.
3.4 Fire extinguishing systems
Symbols for fire control plans according to IMOResolution A.654(16) and DIN 0087903-2 are
listed in table 3.
Fig. 3.17 Emergency fire extinguishing set
Fig. 3.16 Water fire extinguishing system

pipelines: run of pipes on board, pipe bore,

number
and
arrangement
of
hydrants,
accessibility when there is deck cargo
fire hoses: material, length, diameter, standard

hose couplings
nozzles: design, minimum mouthpiece bore
international
shore
connection:
dimensions, working pressure.
standard
Fig. 3.19 Firefighting station
Technical data of a water fire-extinguishing

system:
Pump pressure
Pressure at nozzles
mouthpiece
Mouthpiece
Hose lengths, deck
Hose lengths, engine room
Hose diameter
Output
Jet throw
Height of throw
Fig. 3.18 Main fire pump
Fig. 3. 20 Spray/jet fire nozzle to provide a personal protective spray

41
6 bar
2.8 bar
12mm
15 to 20 m
10 to 15 m
52 mm
more than 10 m3 /h
20m
15m
42
Functioning mode
When the fire pump is switched on, water from
outboard is drawn in via the sea valve and
conveyed to the site of the fire via pipelines,
hydrants, fire hoses and nozzles.
Should the fire pumps break down,

fire-extinguishing
system
can,
international shore connection, be
and made to operate from ashore,
ships or by transportable pumps.
the water
via
the
pressurised
from other
A spray/jet fire nozzle permits adjustment of the

issuing jet.
Fig. 3.22 International shore connection
Fig. 3.21 Solid jet, spray jet, with and without

personal protective spray
3.4.2 Sprinkler systems

The automatic sprinkler system protects the
spaces used by the crew and the passengers. It is
always ready for immediate use.
Fig. 3.23 Sprinkler system
43
Fig. 3.24 Sprinkler system central unit

The working pressure for these systems is 8 bar.
If as a result of the water being drawn off during
this operation the air pressure in the pressurized
water tank drops to 5 bar, the built-in pressure
switch switches on, which starts the sprinkler
pump. This draws in water from over the side
and forces it through the lines direct to the
sprinklers.
When the fire has been extinguished the pump
has to be switched off by hand.
Fig. 3.25 Sprinkler head
For ships operating in temperate regions, the
sprinklers
arranged
behind
the
suspended
ceilings have a triggering temperature of 68 C.
When this value is reached after the outbreak of
a fire, the small glass capsule sealing the
sprinkler bursts and releases the water. The
resulting pressure drop in the supply pipe causes
a valve lid to lift in the distribution station, so
that fresh water from the pressurized-water tank
can flow through the main, distribution station
and the supply pipe to the opened sprinkler.
There it impinges on the impact plate so that a
conical spray is produced.
The automatic activation of the system is

indicated by an electrical alarm in the fire alarm
centre, and in the space to be protected. When
the valve disc in the distribution station lifts, the
opening to a service pipe is freed at the same
time. The water flowing through operates a
pressure switch.
3.4.3 Water-spraying systems for manual
operation
On ferries, Ro-Ro vessels and passenger vessels
with special compartments (for motor vehicles
whose fuel tanks have not been emptied),
manually operated spray systems are provided.
44
Fig. 3.26 Water-spraying system for manual operation
Functioning mode of the system

In the main control station the quick-opening
valve for the compartment to be protected is
opened and the pump starter operated. The
pump draws in water from over the side via the
sea valve and forces it via the pipelines and the
open quick-opening valve to the spray nozzles in
the compartment to be protected. Fitted pressure
switches
system.
at
the
same
actuate
the
alarm
3.4.4 High-pressure water-spraying systems

High-pressure water-spraying systems are used
to atomise fresh water in special nozzles under a
pressure of 100 bar into a mist with a droplet size
of less than 50 microns. This mist behaves like a
Fig. 3.27 Main control station for water-spraying system
time
45
Fig. 3.28 High-pressure water-spraying system

so that it is not within the scope of this manual
gas: the droplets do not sink but rather float in
to provide a universally valid description.
the air in the compartment and with it are even
carried into awkward comers to develop their
The
high-pressure
water-spraying
system
extinguishing potential there. By virtue of the
comprises
very fine atomisation, the effective surface of the
- high-pressure pumps,
extinguishing water is increased many times
compared with that in low-pressure systems.
- fresh water storage tanks,
Evaporation extracts so much heat energy from
- stainless steel pipelines,
the fire in a minimum of time that the
- special water-atomising nozzles,
combustion process breaks down. The steam so
- valves for the various extinguishing-water line
generated at the same time creates a smothering
branches,
effect; the air in the compartment is separated
from the combustible gases. Lastly, hot surfaces
- activating stations,
and any hot gases around are cooled.
- control units.
High-pressure
water-spraying
systems
need
only one tenth of the quantity of water required
by sprinkler systems to achieve the same
extinguishing
effect.
The
time
required
to
extinguish a fire is substantially less, so that
extensive heating of the environs of the seat of
the fire can be avoided. That prevents the
stability being endangered. The consequential
damage from the extinction process is usually
insignificant.
The
environmental
pollution
caused by the extinguishing water is greatly
reduced. The whole system weighs less and
needs less space than other systems.
Structure of the system:
ATTENTION !
The high-pressure water-spraying systems of
different manufacturers differ in many details,
The atomising nozzles have glass capsule or

fusible plug safety devices built-in. As soon as
these are set off by a rise in the compartment
temperature above the selected threshold value
(usually 68 C), the pressure in the associated
pipeline drops below the closed-circuit value of
10 bar. The high-pressure pumps are started,
either by this pressure drop in the system or by
an automatic fire detection system or by hand.
They take suction immediately from the fresh
water storage tanks; the tanks are continually
refilled by special pumps. The pumps having
started, the pressure in the pipes increases from
the 10 bar in the quiescent condition to 100 bar.
The valves for the various line branches can also
be opened and closed either by hand or by
remote control.
46
Fig. 3.29 Foam fire extinguishing system
High-pressure
water-spraying
systems
are
produced in various versions for fitting in
accommodation spaces. They must be approved.
3.4.5 Foam fire extinguishing systems

for tankers
To protect the cargo tank decks, cargo tanks and
machinery spaces on tankers, approved foam
fire
extinguishing
systems
are
fitted.
The
technical details (reserve of foam concentrate,
pump output, volumetric flow, etc.) are laid
down.
Structure of the system
The system comprises:
- the main- and the emergency fire pump,
- the pipe system,
- the foam concentrate tank,

- the mixer,
- the fixed foam monitors,
- the hand-held foam nozzles,
- the fixed foam nozzles in the
machinery
spaces.
The mixer is fitted in the system of pipes
between the fire pumps and the extraction
points. Either by means of the partial vacuum
produced by the high-speed water flow, or with a
special foam concentrate pump the multi-region
agent is mixed with the water in a proportion of
about 3%. At exit from the monitors heavy foam
is generated by the admixture of air. The handheld foam nozzles are connected to the pipe
system via hoses with Storz couplings. There are
heavy and medium foam nozzles.
Fig. 3.30 Foam fire extinguishing system main control station
47
Fig. 3.31 Medium foam nozzle, heavy foam nozzle, mixer, fixed water and foam fire station
Fig. 3.32 CO2 fire extinguishing system

48
3.4.6
Combined
CO2
fire
extinguishing
and
smoke detection system
Fig. 3.33 CO2 fire extinguishing system

central unit
Fig. 3.34 Smoke detector cabinet in the

control station
Functioning mode
The combined CO2 fire extinguishing and smoke
detection system serves as
- fire alarm system for closed cargo spaces in
which no loading, unloading or other work is
taking place,
fire extinguishing system for machinery and

cargo spaces.
The same system of tubes is used for both
purposes.
Fig. 3.35 Opened smoke detector cabinet with

smoke extraction tubes and three-way valves
Once the exhaust fans installed above the
control station (bridge) have been switched on,
air is continuously drawn from the cargo spaces.
This flows via three-way valves through glass
tubes, such a valve and tube being provided in
the control station for each incoming suction
line. If the air drawn-in contains smoke or is in
some other way clouded, a ray of light directed
through the glass tubes onto a photoelectric cell
is weakened and a visual or acoustic alarm is
triggered.
As the alarm can also be set off by substances
other than smoke, e.g. by dust raised when the
space is cleaned, a check on the origin of the fire
is necessary in each case before any fire defense
measures are initiated.
When it has been ascertained that a fire has
broken out in one or more cargo spaces, the
spaces are first checked to make sure that there
is no longer anyone in them and they are then
closed down. The lines from these spaces are
then connected to the CO2 -cylinder room by
changing the setting of the three-way valves
concerned from .SMOKE" to "CO2 ".
At the activation station in that room, the
quantity of CO2 required for the spaces on fire is
established from the tables posted there. That
indicates the number of CO2 cylinders to be
opened.
Protection of the engine room by a CO2 fire extinguishing system
Functioning mode
When the activation station door is opened, a
door-operated switch triggers the CO2 alarm in
the engine room. Next, the quick-opening valve
is turned to "OPEN" and the CO2 -control
cylinder opened. That sends its contents into the
49
Fig. 3.36 Engine-room CO; fire extinguishing system

activation cylinder in the CO2 cylinder room,
3.4.7 Powder fire extinguishing system
which via rods opens all the connected cylinders
Gas tankers are equipped with a fixed powder
in the batch dedicated to the engine room.
fire extinguishing system to protect the cargo
area.
This system is capable of projecting at least 10 kg
of extinguishing powder per second through
fixed monitors or 3.5 kg per second via pressure
hoses and hand gun.
Structure of the system:
The powder fire extinguishing system consists of
one or more powder containers with associated
batches of propellant-gas cylinders, and of the
activating and operating stations. These are so
arranged on deck that every place which needs
protection can be covered with extinguishing
powder.
Functioning mode of the system:
Fig. 3.37 Activation station with control cylinder

Safety note
When the CO2 alarm sounds, everyone leaves
the engine room and the adjoining secondary
spaces via the normal-use ladders or the
emergency exits and proceeds to the assembly
station.
Opening a control cylinder at one of the activating and operating stations, via a control line
opens the batch of propellant-gas cylinders of
one of the powder containers. The propellant gas
(nitrogen - N2 ) issuing from the cylinders swirls
the powder in the containers and drives it
through fixed pipelines to the operating stations.
From there it is projected through fixed monitors
or via pressure hoses with hand guns and spread
over the area to be protected.
50
Fig. 3.38 Powder fire extinguishing system
Fig. 3.39 Powder fire extinguishing system central unit

51
an
explosion-proof
electric
safety
lamp
(portable lamp) with a minimum burning time
of 3 hours,
- a fireman's axe with a handle insulated against
high tension,
- a crowbar,
- a portable electric drill heavy enough for at
least a 10 mm bit, or
- a cutting-off wheel; each with at least a 10 m
long connecting lead.
The minimum number of fireman's outfit is laid
down based on the size of the vessel.
Should additional fireman's outfit be carried,
voluntarily or because of other regulations such
as those regarding the transport of dangerous
goods, the safety lamp, fireman's axe, crowbar
and drill/cutting-off wheel may be omitted. A
chemical
protection
suit
may
be
provided
instead of the heat protection suit.
Fig. 3.40 Monitor
Fig. 3.41 Hose chest

3.5 Fireman's outfit
The term fireman's
attached to it.
outfit
has
two
meanings
In a broad sense it is taken to refer to the

personal protective gear which protects the crew
members employed on fire defense against
radian heat, bums or scalds and against damage
to their health from breathing-in poisonous or
suffocating gases or vapours.
3.5.1 Fireman's outfit according to SOLAS
In a narrower sense, according to the relevant
regulations fireman's outfit comprises
-
a
self-contained
compressed-air-operating
breathing apparatus with a face mask and
spare air bottles,
- a fireproof lifeline of adequate length and
strength,
- a rigid helmet (equipment with additional
helmets for all members of the defense unit is
recommended),
- a heat protection suit (trousers, jacket, hood),
- a pair of safety boots of rubber or some other
non-conducting material,
3.5.2 Fire protection clothing

Special protective clothing for fire defense is not
stipulated and as a rule not carried on board.
However the normal working clothing, made
from stout cotton material, provides almost
complete protection for the wearer if he gets in
the way of a jet or a puff of flame.
The members of the crew detailed for the
defense unit should therefore be dressed, for
exercises and in an emergency, in
- a boiler suit (if possible flame retarding
protective suit),
- safety helmet,
- working gloves,
- safety boots.
Particularly the crew members working in the
engine room or doing painting need to be aware
that boiler suits soiled with oil, grease, solvents
etc. catch fire easily and thus can endanger the
wearer if worn for fire defense. If the clothing
cannot be changed prior to such a service, soiled
boiler suits must be drenched with water to
eliminate any danger to the wearer.
3.5.3 Heat protection suit
The heat protection suit protects the
against thermal radiation as well as
bums and scalding by steam.
wearer
against
It is made from a multi-layer composite material

and has a metallised outer surface for protection
against thermal radiation.
The permissible
7 minutes.
length
of
service
is
at
most
Examples of service possibilities are therefore

- for closing valves
- for closing bulkheads, doors or skylights.
52
Fig. 3.42 Fireman's outfit (SOLAS)
53
Fig. 3.43 Heat protection suit

The heat protection suit comprises
- a jacket with hood and exchangeable wraparound transparent visor 15 x 25 cm, goldtinted, with a detachable safety helmet inside
the hood,
- trousers with elastic or adjustable braces,
- boots, electrically non-conducting, with heatprotective coating,
- three-finger gauntlets.
Accessories include
1 spare transparent visor,
Fig. 3.44 Various types of protective suits

The heat protection suit is stored immediately by
the breathing apparatus, packed in the carrier
bag ready for use.
When the heat protection suit is worn for
exercises, the transparent visor is to be
exchanged for the exercise version; when the
exercise is over, the exchange is to be reversed
before the suit is packed away. The leaflet
produced by the See-BG concerning the use of
heat
protection
suits
contains
additional
information.
Safety notes
- 1 transparent visor for exercises,
The heat protection suit does not protect against
- carrier bag with instructions for use,

maintenance and packing.
- the effect of flames over extended periods,

- the effect of touching live components,
54
Fig. 3.45 Putting-on the heat protection suit

corrosive or poisonous liquids, gases or
oxygen or in the presence of poisonous gases or
vapours which can occur particularly with
vapours, and to protect him from detrimental
chemical fires.
influences.
The heat protection suit may only be worn
Breathing apparatus must not be used as diving
together
with
the
compressed-air
breathing
sets!
apparatus.
For fire defense on board, only compressed-air
The wearer must remain at least 1.7 m clear of
sets are used. Certain tankers additionally carry
the flame.
emergency
escape
breathing
apparatus,
As the heat resistance of the boots is limited
exclusively for life-saving purposes.
because
they
are
made
electrically
non3.6.1 Compressed-air breathing apparatus
conducting and waterproof, care must be taken
when walking on hot decks.
Compressed-air breathing apparatus are bottle-
3.6 Breathing apparatus

Breathing apparatus are intended to allow the
wearer to breathe even in a non-respirable
atmosphere, e.g. where there is not enough
supplied
air.
appliances
independent
of
the
ambient
Normal-composition air is stored under pressure

in one or two gas bottles, ready for use.
55
Fig. 3.46 Possible combinations of compressed-air breathing apparatus
Fig. 3.47 Compressed-air breathing

apparatus - two-bottle set
Fig. 3.48 Compressed-air breathing

apparatus - single-bottle set
56
When
breathing
in,
the
wearer
receives
decompressed bottle-air via a pressure reducer,
a breath-controlled dosing unit (artificial lung)
and a breathing attachment (face mask).
The used air breathed out escapes through the
outlet valve in the face mask.
- the carrying-frame,
- the pressure-reducer with pressure gauge and
warning device,
- the artificial lung, and
- the face mask.
The carrying-frame is intended to hold one or
two compressed-air bottles. Carrying-straps with
self-locking sliding buckles and a body belt with
press-button snap closure are fitted.
Material and padding, even on the carryingstraps, provide protection against the cold and
comfort in wearing. There are also securingloops for holding the pressure gauge and
intermediate pressure line.
Fig. 3.49 Artificial lung, normal-pressure

apparatus
A support-bracket and hinged strap near the top

allow either one 6-litre air bottle to be fastenedin where the maximum working pressure is 300
bar, or two 4-litre bottles where the maximum
pressure is 200 bar.
Near the bottom of the carrying-frame are the
mountings for the pressure reducer and a tool
hook-impact guard.
Fig. 3.50 Artificial lung, overpressure apparatus

There are two types of compressed-air breathing
apparatus,
namely
normal-pressure
apparatus
and overpressure apparatus.
The significant difference between these two
types is that
- with the normal-pressure apparatus the air
pressure in the face mask is slightly lower than
that of the outside air; as a result the rim of the
mask is pressed against the skin and a seal
against the outside air effected;
and that
- with the overpressure apparatus the air
pressure in the face mask is slightly higher
than that of the outside air; as a result there is a
steady outward flow of air through between
the rim of the mask and the skin of the wearer,
preventing the ingress of non-respirable air.
Structure of the compressed-air breathing
apparatus
The
compressed-air
breathing
comprises
apparatus
The pressure reducer reduces the bottle pressure

to an intermediate pressure of 4.5 to 7 bar,
depending on the type of set. It has a safety valve
fitted which lifts if the intermediate pressure
rises to more than about 11 bar. A pressure
gauge, encased and splash-proof, shows the
bottle pressure. It is connected to the pressure
reducer by a flexible pipe. A warning device
(signal whistle) is set at the manufacturer so that
it is activated if the bottle pressure drops below
about 55 bar and continues to produce an
acoustic signal until the reserve of air is very
nearly exhausted.
The artificial lung (breathing-controlled dosing
device) is connected to the pressure reducer by a
pressure hose.
The face mask is connected to the artificial lung
via a screw connection.
Functioning mode of the compressed-air
breathing apparatus
- in the case of normal-pressure apparatus:
When the wearer breathes in, a slight negative
pressure is created in the face mask and the
chamber of the artificial lung connected to it,
which pulls the diaphragm of the artificial lung
inwards. The rocker arm controlled by the
diaphragm follows and opens the breathing-in
valve.
57
When the wearer has finished breathing in, the
air accumulates, the diaphragm is pressed
back
into
its
original
position
by
the
overpressure. The valve spring closes the
breathing-in valve.
The air breathed out escapes via the outlet
valve in the mask. The breathing-in valve
remains closed during this phase.
With normal-pressure apparatus there is a
resistance
to
breathing
which
must
be
overcome by the breathing effort of the wearer.
m the case of overpressure apparatus:
the breathing-in valve is set to maintain an
overpressure of about 3.5 mbar relative to the
external air pressure in the face mask up to an
air consumption of 450 1 per minute. This
corresponds to more than three times the
quantity
the
wearer
can
breathe
under
maximum stress.
This additionally effects slight cooling of the
skin of the face and continuous ventilation of
the transparent visor which safeguards this
against misting.
The air breathed out escapes through the
outlet valve.
With overpressure sets there is no resistance to
breathing.
Safety note:
Normal
and
overpressure
apparatus
have
different screw connections. Face masks can
only be used for one type of set or the other!
Using the compressed-air breathing apparatus
The compressed-air breathing apparatus is kept
ready for use in exercises or emergency, checked
and
serviceable
in
accordance
with
the
information in the operating instructions.
Read the pressure gauge

(Minimum pressure:
270 bar for 6 V300 bar bottles
180 bar for 4 1/200 bar bottles)
Shut the bottle valve
On two-bottle apparatus have both bottles
checked for contents level individually in turn.
The apparatus is tight if after a minute the
indicated pressure has not dropped.
With the pressure gauge connected to the mask
connection of the artificial lung showing 0 bar,
start
sucking.
The
apparatus
is
negative
pressure-tight if there is no inflow of air.
Warning device
Press the button on the artificial lung until air
comes out; watch the pressure gauge while
doing so.
The acoustic warning signal must sound at about
55 bar.
Once you have released the button, the
apparatus is ready for use.
Putting on the apparatus
- Open compressed air bottles by turning
handwheel; the bottles are opened fully,
handwheel then closed one turn.
- shoulder the apparatus with the carrying
straps set loose
- adjust the carrying straps by pulling at the
ends until the set is sitting firmly
comfortably
- fasten the body belt
- slide the free ends of the carrying straps under
the body belt.
the
the
free
and
The serviceability of the apparatus is checked

each time before it is used for exercise or in
emergency. The information needed for this
check is contained in the operating instructions.
Check each time before use
Set in general
All parts must be there; the handwheels on the
compressed air bottles turned shut and the
pressure hose to the artificial lung connected.
Contents level and tightness
In the case of overpressure apparatus, bring the
artificial lung to the ready setting in accordance
with the operating instructions.
Open bottle
handwheel.
valve
by
two
turns
of
the
Fig. 3.51 Putting on a single-bottle apparatus
58
hang the face mask around your neck by its

carrying-strap
Fig. 3.52 Holding the face mask ready

slide the buckle
midway along it
of
the
forehead
strap
to
Fig. 3.54 Inserting the chin in the mask

- smooth the head pad of the straps against the
back of the head; tighten the neck straps
evenly by pulling backwards.
using both hands, spread the straps so that

neck and temple straps he between thumbs
and index fingers
Fig. 3.55 Tightening neck straps

- tighten temple straps evenly until you feel the
sealing rim of the mask pressing slightly
against the skin
Fig. 3.53 Spreading mask straps

- insert the chin into the chin portion of the
mask, bring the mask in front of the face and
pass the straps over your head until the
forehead strap bears firmly
ATTENTION!
Do not tighten so far that the temporal artery is
constricted!
59
fig. 3.56 Tightening temple straps

set the frontal strap so that the chin and temple
straps are aligned with the cloth tabs fixed to
the body of the mask.
Fig. 3.58 Checking tightness of the mask with it on

Using the compressed-air breathing apparatus
Connect the artificial lung to the face mask by
means of the round-thread connection (normalpressure apparatus) or the handwheel with
threaded
connection
or
plug-in
connection
(overpressure apparatus).
By means of a few deep breaths, check whether
the apparatus is working and whether the air
breathed out is escaping via the outlet valve.
Service time of the compressed-air breathing
apparatus
Usage time" means the length of time available
based on calculation and assuming a normal rate
of air usage.
The compressed-air breathing set is kept ready
for use at a content of between 1600 and 18001.
With an air usage rate by the wearer of 40 1 per
minute, that gives a usage time of 40 to 45
minutes.
Fig. 3.57 Mask straps sitting properly
Checking that the mask is fitting tightly

Using the ball of the hand, apply slight pressure
to the connection-opening of the mask to close it
and breathe in until there is a negative pressure.
Repeat check two or three times. If air from
outside still enters the mask, tighten the straps
until it fits tightly.
Service time" designates the period available,

depending on the prevailing circumstances, in
an emergency with an increased rate of air
usage.
Increased physical stress in service significantly
increases the air consumption, so the service
time" may be substantially shorter than the
usage time".
For that reason the quantity of air remaining has
got to be checked from time to time during
service by reading the pressure gauge.
That is only possible if no protective clothing is
worn over the set.
60
If the acoustic warning signal sounds at its

activating
pressure
of
about
55
bar,
an
immediate retreat is called for. This applies
particularly if under protective clothing there is
no other possibility of ascertaining what the
reserve of air is.
The unit leader may order that retreat is to
commence already at a higher content.
After the apparatus has been in use
- to remove the face mask, slacken the head
straps, hold the mask by the connection piece
and pull it backwards over your head.
- Shut bottle valves,
- normal-pressure apparatus, de-pressurize by
pressing the button of the artificial lung
- overpressure apparatus, bring to the ready
setting by pressing the button of the artificial
lung
- unfasten body belt
- lengthen shoulder straps by pushing up sliding
buckles
- put the set down carefully, do not drop it!
oxygen-enriched air flows into the breathing bag

and is breathed in again by the wearer.
Packed
Restoration of readiness for immediate further

use in emergency
- disconnect and mark used bottles
- detach artificial lung from face mask
- rinse face mask and artificial lung
- connect full bottles
- carry out a quick check of the set for degree of
fullness of newly-connected bottles and for
tightness.
If there is a different wearer, if possible a cleaned
and disinfected face mask should be used.
3.6.2 Emergency escape breathing apparatus
The emergency escape breathing apparatus is a
small breathing set independent of the ambient
air.
The appliance provides enough air for only
about 15 minutes, therefore it is only used for
leaving an area contaminated by poisonous
gases or vaporous quickly in order to get to one
where there is respirable air. The appliance may
under no circumstances be used if there is work
to be carried out in the contaminated area.
Structure of the emergency escape breathing
apparatus
The emergency escape breathing apparatus is a
circulating appliance. The air breathed out by
the wearer flows through chemicals contained in
a cartridge, which bind moisture and CO2 and
release oxygen. A start-up device ensures that
sufficient oxygen is available immediately the
appliance starts operating. The cleaned and
Fig. 3.59 Emergency escape breathing apparatus

Functioning mode of the emergency escape
breathing apparatus
The emergency escape breathing apparatus is
packed in a case, ready for use.
The case is supported on the chest, hung from a
neck strap (quick-fastening).
The lid of the case is opened, the seal being
destroyed. The protective goggles are taken out
and initially hung over the left arm (they are put
on last). The breathing bag is taken out and
positioned ready for use. The appliance is pulled
up by means of the strap until the mouthpiece is
at mouth-level.
The breathing bag is folded forwards and the
starting lever rotated to its stop. The breathing
bag is folded back again; it now inflates due to

the oxygen generated in the appliance.
The plug is removed from the mouthpiece which
is placed in the mouth. The gripping-lugs are
held with the teeth and the flange inserted
between teeth and lips and tightly enclosed.
The nose clip is put on, the rubber pads being
pulled apart with both hands far enough for the
clip to be pushed on to seal the nose.
The anti-gas goggles are put on and the straps
tightened so that the goggles provide gas-tight
protection for the eyes.
The safety helmet is put back on again. The hook
strap is put on around the belt.
ATTENTION!
The air breathed warms up while the
emergency escape breathing apparatus is in use
- this is a sign that it is working properly. The
appliance must not be taken off until an area
with respirable air has been reached, even if
breathing the hot air feels unpleasant.
61
nitrous gases
oxygen, and for
qualitative gas indication.
The test tube for qualitative gas indication gives
an indication of traces over a wide range of
dangerous admixtures to the air. Information
about
the
nature
of
the
admixture
and
determination of the concentration can however
not be provided.
ATTENTION!
The test tubes are usable only up to a date
printed on the package. After the ,,Use-by"
date, any unused test tubes must be replaced by
fresh ones.
Safety notes:
Appliances which have been used for exercise or
in emergency may not be used again until they
have been checked and had a fresh chemical
cartridge fitted. Used appliances must therefore
be sent ashore at the next opportunity for this to
be done.
For exercises using the emergency escape
breathing apparatus, there are special exercise
appliances. Instead of the chemical cartridge,
these have a valve which replicates the
resistance to breathing of the cartridge. These
exercise appliances are specially labeled; they
must be kept under lock and key separate from
the rest of the safety equipment. They do not
require testing after use in exercises.
3. 7 Gas measuring instruments
Designated gas measuring instruments" are
- gas detectors for measuring the air's content of
oxygen
and
noxious
substances
such
as
suffocating or poisonous gases or vapours,
- gas concentration metering instruments for
measuring combustible gas-air- or vapour-air
mixtures.
3. 7. 1 Gas detectors
Basic components of the gas detector are
- operating instructions with notes regarding the
useful life of the test tubes,
- gas detector pump, comprising pump head and
pump body (suction ball or bellows pump)
- testing hose
- 10 test tubes each, for measuring
carbon monoxide
carbon dioxide
Fig. 3.60 Gas detector

Functioning mode of the gas detector
The gas detector pump draws compartment ail
through the test tube. The gas or vapour
Shin Safety Service: February 1996
62
admixtures to the air react chemically with the

tube contents, changing the colour of the latter.
This colour change provides information about
the nature of the admixtures and about the
proportion of them in the compartment air,
measured in volume-% or ppm.
Using the gas detector
Use of the gas detector involves the following
sequence of actions:
- seal the suction opening of the appliance with
an unopened test tube and compress the gas
detector pump to its stop. If after the interval
stated in the operating instructions the pump
has not extended, it is as tight as it need be.
- Break off both ends of the selected test tube
- insert the tube in the pump head with the
arrow pointing towards the pump
- fit the testing hose to the suction opening and
take the other end into the compartment to be
checked for noxious substance admixtures
- operate the pump for the number of strokes
indicated in the operating instructions
- read off the degree of colour change from the
scale on the test tube. The value read is the
measure of the concentration of the noxious
substance in the compartment air.
3.7.2 Gas concentration meters
- explosimeters
Explosimeters
are
used
to
determine
the
proportion of combustible gases or vapours in
the air of a compartment, and thus to establish
whether there is an explosive gas-air- or vapourair mixture present.
Such mixtures are particularly liable to occur in
ship's cargo and fuel tanks.
With the aid of the explosimeter and appropriate
ventilation, a tank atmosphere can be kept
below the lower explosive limit.
Gas concentration measurements can
carried out with fixed gas alarm systems.
also
be
Functioning mode of the explosimeter

The explosimeters on board have a batterypowered measuring device operating on the
heat-of-reaction principle. The compartment air
to be tested is drawn up through hoses or pipes
using an electrical or manual pump and fed into
a combustion chamber. Within this chamber
there are measuring elements which due to the
combustion produce a pointer deflection or a
digital readout on the indicating instrument.
The data necessary for
deflection/read
out
are
operating instructions.
Shin Safety Service: February 1996
evaluation
contained
of
in
the
the
Fig. 3.61 Explosimeter

3.8 Recommended additional equipment
Regulations cannot go into detail regarding the
circumstances of every individual case. The
provision of equipment in accordance with the
regulations thus in many cases does not ensure
comprehensive readiness for service of the fire
defense organisation on board.
The task in particular of the defense unit can be
made perceptibly easier by means of a few
additional
appliances
which
can
either
be
obtained from specialist shops for firefighting
gear or home-made with the means on board.
On ships which because of the low crew
numbers cannot provide any support unit or
assistant personnel for the defense unit, it is in
many cases only by the addition of a few
appliances
that
effective
firefighting
without
dangerous delays becomes possible.
For that reason the acquisition of the appliances
described below is strongly recommended:
63
3.8.1 Case for face mask

The face mask of the compressed air breathing
apparatus is in many cases stored without any
protection in the safety-gear store. This produces
quick ageing of the material; seal failure can also
develop if the mask is permanently deformed by
objects lying on top of it or even just by it lying
all the time on one side. This ageing and
deformation damage cannot be made good by
repairs; replacement of the mask is the only cure.
If on the other hand the mask is stored in a case
obtainable for this purpose from specialist shops
it is permanently protected against ageing and
deformation. The cost of the case is a fraction of
that of the mask.
Fig. 3.63 Lifeline bag

3.8.3 Tool bag
The gear to be carried to the fire by No. 2 and
No. 4 of the defense unit includes amongst other
things spare compressed air bottles, spare hoses,
axe, crowbar, drill or cutting-off wheel.
The tool bag is useful for transporting all these
things. It makes it possible to bring along the
whole fire protection outfit straight away and
avoids unit members having to make the journey
several times.
The tool bag can be made with the means on
board. It is like a kit bag but has rope strops for
carrying, as with the life line bag with snap
hooks for hooking into rings. They can be
detached if necessary and used for other
purposes.
Fig. 3.62 Case for face mask
The defense
bags.
unit
equipment
needs
two
tool
3.8.2 Lifeline bag

The lifeline bag, also obtainable from specialist
shops for firefighting gear, houses the lifeline.
Inside the bag it is fitted into loops and so coiled
that it can run out of the bag aperture freely and
without kicking. The leading member of the
defense unit hangs the bag from his safety belt
and on his way lets exactly as much line as
necessary run out of the bag. His hands remain
free. The free end is held at the starting point by
the defense unit safety sentry or made fast.
However it is also possible to throw the line in
the bag over a distance of a few metres. Then
also, the length of line that runs out corresponds
precisely to the distance to be covered.
The lifeline bag comes with a rope strop for
carrying as a shoulder bag. The rope has snap
hooks at each end for hooking into rings at both
ends of the bag. The strop can be detached and
used for instance to secure a hose in a
companion hatch or on stairs against slipping
down or kinking.
Fig. 3.64 Tool bag

3.8.4 Metal hose bandage
The metal hose bandage consists of a short
length of iron pipe, cut in half lengthways. The
two halves are linked by hinges and can be
locked together with a quick-fastening device.
The pipe bore corresponds to the outside
diameter of the fire hoses.
64
If a hose is damaged in service so that it leaks, it

can be adequately repaired temporarily with the
hose bandage so that the supply of water to the
fire need not be interrupted to insert a
replacement hose in the line.
The
hose
bandage
can
specialist suppliers but can
the means on board. Fitting
an eye allows it also to be
hose.
be
obtained
from
also be made with
it additionally with
used for securing a
3.8.6 Hydroshield
The hydroshield is a device with which a
semicircular water-wall with a radius > 5 m can
be established. It constitutes a temporary fire
boundary
in
compartments,
service
passages
and also on deck.
The hydroshield consists of a semicircular iron
plate of 20 to 30 cm radius to which a piece of
about 60 mm bore iron pipe is welded at right
angles. The weld extends only around the lower
half of the pipe, the upper half is cut back about
10 mm relative to the lower. The free end of the
about 50 cm long pipe is fitted with a size-C
Storz coupling. Usefully, eyes are welded to both
sides of the plate, allowing it to be secured when
in use.
To establish a fire boundary, the hydroshield is
taken to the envisaged position and connected to
a hydrant by a hose of the necessary length.
When the hydrant is opened, the water impinges
on the plate (baffle plate) and forms a
semicircular water-wall.
Once put into operation, the hydroshield needs
no tending.
Fig. 3.65 Metal hose bandage

3.8.5 Hose clasp
In an emergency it is the task of unit member No.
2 to carry two hoses to the fire. The hoses are
ready in the safety store, coiled so that the end
couplings are on the outside. They are difficult to
transport in that form without coming apart,
particularly over stairs or ladders or if the ship is
moving in a seaway. That means delay, as they
can no longer be unrolled simply at the
connecting point.
The hose clasp is a clasp fitted diametrically
across both sides of the coiled hose, with a bolt
through the middle. With a strop, the clasp can
be hung from the shoulder so that the person
carrying it has his hands free on the way to the
fire.
Fig. 3.67 Hydroshield

3.9 Storing the fire defense gear
In an emergency it is of decisive importance that
the defense unit can get ready for service and
advance to the seat of the fire in the shortest
possible time.
A precondition for this is, a properly thoughtthrough, orderly storage of the fire defense gear.
All appliances are to be set out ready in the
safety-gear store so that each member of the
defense unit finds his part of the gear in a given
place and can pick it up straightaway.
Fig. 3.66 Hose clasp

Based on the space situation aboard the vessel,

there is to be a stowage plan which ensures
that nothing has to be searched for in an
emergency.
65
wound onto the reel or laid into the stowage.
That ensures that in emergency there is no fatal
delay because hoses start leaking while the fire
is being fought and have to be replaced.
3.10.2 Fire extinguishers
Fire extinguishers used for exercises or in
emergency must, in order to be ready for use
again immediately, be emptied completely and
refilled.
The refilling of fire extinguishers and testing for
functional safety of the appliance and its
component parts is according to the existing
regulations a task reserved for experts. These
have completed a training course and passed an
examination. They have an expertise certificate
to prove this.
As a rule no crew members are available on
board who hold that certificate.
Fig. 3.68 Fire defense gear

3.10 Maintenance of fire defense gear
3.10.1 Hoses
Fire hoses are sealed internally with an elastic
rubber compound. This dries out in time and
becomes brittle; the hose becomes useless and
has to be replaced.
An effective way of preventing this is to subject
each hose to water pressure once a year.
For maintaining fire hoses therefore, every hose
on board is put into use once in the course of the
year in accordance with an established plan, at
the mandatory regular periodic exercises. On
completion of the exercise the hoses used are
cleaned, dried out and starting from the middle
If it is not possible to dispense with refilling the

extinguishers
used
because
the
number
of
appliances remaining ready for use in an
emergency is too small, this task is carried out by
a crew member who has completed qualified
professional training, e.g. a ship's mechanic,
supervised by a ship's officer. In doing the work,
the data in the maker's operating instructions are
to be observed most carefully.
Fatal accidents have occurred when refilling fire
extinguishers because stipulated steps in the
process have been omitted accidentally.
If fire extinguishers are refilled on board in
accordance with the data in the operating
instructions in order to be available for use until
the end of the voyage, they must be handed over
to an expert for testing in the next port where
this is possible.
67
4. Conduct during Fire Exercises and in an Fire Emergency

4.1 Fire risk and fire prevention
-unusual deformation of floor coverings or
Extensive international and national regulations

concerning
preventive
fire
protection
ensure
that by the construction and equipment of
seagoing ships the likelihood of a fire breaking
out is reduced to a minimum.
-coatings,
If all stipulated measures of structural and

operational fire defense have been taken, and all
plant is in a functionally proper condition at all
times, a fire breaking out is in the great majority
of cases to be attributed to incorrect human
conduct.
Examples of incorrect conduct are
- failure to observe smoking bans,
- use of unapproved operating material,
- careless handling of naked flames,
- disregard of joint-storage prohibitions
regarding dangerous substances.
If in spite of all precautionary measures a fire
does break out, a well trained crew will in
accordance with predetermined procedures and
using the available means for fire defense
restrict it to its initial seat, impede its spread and
fight it effectively.
4.2 Fire prevention - Individual conduct
4.2.1 Conduct during time off work
From a German Federal Ministry of Transport
document about Analysis of the fires on board
seagoing ships flying the Federal flag (1961 to
1985)":
Crew conduct makes a significant contribution
to the causes of fires in the accommodation area.
Cigarette ends, matches and smoking in the
bunk keep on turning up as causing fires. These
causes can scarcely be dealt with by structural
measures applied to the ship. It is noticeable that
the majority of fires have occurred at night
between 22.00 and 06.00, peaking in the period
between 00.00 and 02.00, whereas in the early
morning between 06.00 and 08.00 and in the
early evening between 18.00 and 20.00 a clear
minimum can be discerned. "
This establishes the need for regular fire rounds
during the night and in silent hours. These must
also check spaces not as a rule used during the
night, such as rooms for parties, hobby rooms,
photographic labs., television rooms, laundry
and ironing rooms. But also, every single
member of the crew must during the hours from
22.00 to 06.00 keep a special lockout for any
signs of an outbreak of fire and raise the alarm
immediately at any suspicion. Possible signs of a
fire are for instance:
-development or smell of smoke,
-unusual discoloration of bulkheads or doors,
-unexplained generation of heat.

Safety notes
Take extreme care when
flames and when smoking!
dealing
with
naked
Obey smoking bans rigorously!

Always set up ashtrays so that they cannot slip or
tip over and if necessary (e.g. in a seaway)
secure them!
Ashtrays must be of incombustible material.
They must be easy to empty and also emptied at
regular intervals!
Ashtrays part-filled with moistened sand are
particularly suitable for the public rooms and at
parties, barbecues, etc.!
Never throw lighted cigarette ends over the side!
They can be carried inboard again by the
turbulent air around the moving ship, and start
fires.
Coffee machines and other small electrical
appliances are a particular source of danger if
after use they are not switched off and the plug
pulled out of the socket. Electric irons, portable
immersion heaters and other appliances without
thermal cut-out may after use be laid down only
on an incombustible surface.
If accommodation spaces are going to be left
unoccupied for lengthy periods, disconnecting
radio-, television- or video sets and suchlike
from the mains is recommended.
Be careful when laying down clothing on or near
heat sources! Even just the heat radiating from a
radiator is sufficient to set clothing alight,
particularly
if
this
is
contaminated
by
combustible dangerous substances. Use only the
rooms or appliances provided for the purpose for
drying clothing!
Piles of washing, clothing, etc. always represent
a special fire risk. These must never be left lying
about in large quantities but rather must
immediately be taken to the stores or cupboards
intended for them!
Always run and fasten any leads for private
electrical appliances so that they cannot wear
through (risk of a short circuit!). Use of multiple
plugs is forbidden as it can lead to overloading of
the circuit! If in doubt, get the responsible expert
on board (ship's electrician or ship's engineer) to
approve the run and fastening!
Lit
filament
bulbs
can
attain
surface
temperatures of several hundreds of degrees
Celsius if they are not cooled adequately by the
compartment air. They must therefore never be
68
wrapped directly in paper or fabric, e.g. for party
illumination!
4.2.2 Conduct at work
Safety-conscious conduct at work prevents fires!
Before starting work. whilst carrying it out
after completing it, all crew members must
some idea of the fire risk connected with it
this the appropriate precautionary measures
be deduced, and such fire defense gear as
be necessary in each case be made ready.
and
gain
From
can
may
If
the
regulations
have
been
observed
consistently,
the storage
of combustible
substances of fire class A - D is such as to reduce
the fire risk to a minimum. However a fire risk
arises in many cases when these substances are
taken out of the store and used as fuel or
working material.
Omission of important safety precautions when
burning, welding or working with fire has been
the cause of many shipboard fires. Welding
sparks glowing red have a temperature of 700 C
to 900 C. Even sparks cooled in flight, glowing
grey and even in the dark scarcely visible, still
have a temperature of over 400 "C and can thus
act as sources of ignition.
Such work gives rise to temperatures at which
the structure or strength of certain materials may
be reduced.
The heat supplied to the material being worked
on may also be conducted inside it beyond the
immediate environs of the work. Thus ignition
may occur even over a wider area if all
combustible material has not been removed as a
precaution before the start of work. This means
removing all movable combustible objects from
the compartment where welding or burning is
taking
place
and
from
all
adjoining
compartments. Fixed combustible objects are to
be covered with incombustible material as
protection against flames and sparks. Lining and
insulation is to be removed over the danger area
on both sides of the bulkheads.
surface temperatures, fire risks arise particularly

as a consequence of inadequate care and
maintenance of the machinery installation and
its auxiliaries and accessories.
Inadequately
controlled
and
cared-for
deep
fryers, grease filters in exhaust ducts from
galleies, ironing rooms and linen stores can
constitute a fire risk.
Safety notes
Obey all mandatory and prohibitory notices!
Obey SMOKING BANS! If possible avoid
smoking at the workplace even if there is no
smoking ban, rather smoke only during breaks,
in the accommodation spaces.
When
working
with
combustible
dangerous
substances
such
as
coating,
spraying
or
lubricating materials, keep open containers as
far as possible from sources of ignition. During
breaks, close the containers securely and remove
them from the danger area. On completion of the
work, return the containers to the specified
storerooms.
Oils,
greases
and
glycerine
presence of pure oxygen, so
oxygen
bottles
or
-pipelines
lubricated.
ignite in the
the fittings on
must never be
Work with fire, like welding, burning or forging

may only be carried out by experts specially
trained and tested for this.
Throughout the work with fire there must be a
fare sentry on the spot. Suitable extinction
materials and appliances are to be there ready
for use. For work in enclosed spaces, ensure
effective
ventilation
or
have
a
breathing
apparatus ready.
The risk also continues to exist for some time

after the work has finished, until the parts
worked-on and their environs have cooled down
entirely.
A further series of shipboard fires is to be
attributed to spontaneous ignition of rags or
cotton waste soaked with combustible liquid.
These must therefore be collected and stored
where air cannot reach them.
Whereas fares in the accommodation area have
become a rarity by virtue of the regulations for
preventive
fire
defense
which
have
been
extended continuously over decades, it has not
been possible to achieve this to the same extent
for fares in the machinery area. Owing to the
amount of space taken up by the machinery and
the necessity for transporting and storing major
quantities of combustible liquids, some under
high pressure, near components with high
Fig. 4.1 Fire sentry with extinction appliances
69
Entry into compartments where there has been a
fire which has been extinguished is always
dangerous, primarily because there may be a
lack of oxygen or a risk of poisoning from fumes
or extinguishant. The precautions set out in the
"Richtlinie
uber
das
Betreten
gefahrlicher
Raume"
(Instructions
concerning
entry
into
dangerous compartments) must be taken before
the compartment is entered,
Before the engineering personnel leave them,
unmanned engine rooms are visited by a ship's
officer and checked for fire risks. A primary
object of this exercise is, to check all components
which convey fuel or lube oil and are exposed to
vibration, particularly in the vicinity of diesel
engines, for incipient leaks.
4.3 Defensive fire protection
4.3.1 Definitions
In recent years a vocabulary previously used in
connection with fire defense has happily fallen
into disuse.
Expressions
like
fire
commando,
extinction
assault and similar ones conveyed the idea that
the fire was an enemy, a creature consciously
bringing danger and damage to belongings, to
life and to limb, which man had to fight valiantly
and with self-sacrifice.
In this manual such expressions are as far as
possible no longer used.
Fire is a process controlled by natural laws,
whose initiation, development and dying away is
determined by a small number of variables and
parameters. Fire becomes dangerous if it breaks
out in an uncontrolled fashion where it is not
intended and spreads without direction.
Fire does not have a will; it does not attack. But
fire also is not amenable to being intimidated or
frightened.
Fire
is
a
chemico-physical
process.
One
intervenes in its course using technical means
developed for the purpose, based on the
knowledge of these natural laws. Applied at the
right time in the right way and in adequate
quantity they with certainty produce the right
result: restriction of the fire by preventing its
further spread and its extinction by depriving it
of its prerequisites for existence: combustible
substance,
oxygen,
ignition
temperature,
quantitative proportions.
Defensive fire protection, in this manual called
fire defense or firefighting, consists of systematic
and targeted use of technical means by trained
and
experienced
men
acting
coolly
and
deliberately. It does not call for any heroics or
any special application of physical force.
The realisation of this truth is the basis for all
exercises and instructions intended as
preparation for an emergency which occurs only

rarely but when it does brings danger with it.
4.3.2 Basic principles
Defensive fire protection is successful if all
danger from fire to people, ship and cargo is
eliminated
- without accidents to own personnel.
- in the shortest possible time,
- with minimum damage from the extinguishant.
This
presupposes
purposeful
leadership
and
application of the correct extinguishing tactics
and extinguishing technique.
4.3.3 Leadership
In shipping, following developments in society
generally,
a
style
of leadership called
Collaborative
Leadership "
has
become
established progressively over recent decades. It
is characterised by a common orientation of all
participants,
towards
superior
economic
set
targets.
Wherever
possible,
command
and
obedience has been replaced by a consensus
between leader and led continuously renewed
by dialogue and the transfer of task and
authority also called delegation of responsibility.
However
in
an
emergency
this
style
of
leadership cannot be used for a number of
reasons:
- Firstly, in an emergency the time factor is
decisive.
Fighting
a
fire
successfully
presupposes purposeful action without delay.
Any attempt (e.g.) first of all to arrive at an
agreed procedure by discussion within the fire
defense party would mean that in the
meantime the fire gets out of hand.
- Secondly, the material and personnel potential
available on board is limited and at sea cannot
be supplemented or replaced quickly. The
necessity arising from this, of getting a fire
under control at the first attempt calls for the
immediate application of all available forces
and means. To want to economise with this
would be totally wrong; there is no second
chance with a fire at sea.
- Thirdly, the conditions as regards space on
board have the effect that fires predominantly
have
to
be
tackled
under
unfavourable
circumstances. The seat of the fire is often only
accessible from above. If there is too much
delay, smoke and heat may have become so
intense in this area that an advance to the seat
of the fire is n.o longer possible even when
wearing
fire
protection
equipmentThe
inevitable constriction on board has the effect
that in the course of a fire important
installations such as pipelines, power- and
communication
cables,
etc.
may
become
inoperative even if the fire does not extend
beyond the limits of the section.
Fig. 4.2 Model of a leadership process

These reasons make it essential in emergencies
There follows a success-check which at the same
to go over to a different style of leadership which
time represents the assessment of the situation
reduces the threats to safety arising from the
for the next time round the course".
constraints described above as far as possible.
The circular presentation can represent the
actual sequences only incompletely and in a
Leadership in an emergency is a purposeful,
simplified form, in particular the cooperation of
reiterative and complete sequence of thought
the separate leadership levels. Leadership is a
and action for the execution of the stipulated
dynamic
process
continually
under
pressure
task. It occurs at all levels of leadership, i.e. in
from the need for swift action. Often the master
the case of the master as overall leader, the 1st
as (overall) head of operations has to make
officer or chief engineer as Head of operations
decisions
and issue
orders
before
the
and in the case of all unit leaders. It is initiated
reconnaissance
and
assessment
of
the
situation
by the event causing the damage or the service
has been completed.
task.
The leadership
phases:
process
has
four
progressive
- reconnaissance, determination of the situation;

- assessment of the situation;
- decision;
- issuing of orders, reporting back to the next
higher leadership level.
4.3.4 Extinction tactics

Extinction tactics are the deliberate and planned
actions of the defense unit taking into account
the situation and its own safety, to complete
fighting the fire in the shortest possible time and
with a minimum of consequential damage.
The task of fighting the fire is given to the unit
leader by the ships command (head of
operations). Any service by a unit is rendered

exclusively on the orders of the unit leader or his
deputy.
Once the defense unit has drawn its gear from
the safety gear store and has got near the seat of
the fire, the unit leader must
- reconnoitre the situation,
- assess the situation,
- make a decision and issue the appropriate
orders,
- report the situation and the decision to the
service direction.
In the meantime the members of the unit have
got themselves and their gear ready for the
service.
4.3.5 Extinction technique
Extinction
technique
comprises
the
correct
handling of the appliances and systems, the
correct use of the extinguishants and extinction
procedures plus the correct conduct during fire
defense on board.
71
When fighting a fire, the following basic service

principles are to be adhered to:
Fig. 4.4 Basic service principles

4.4 Structure of the defense unit in case of
fire defense
To be able simultaneously to tackle the most
important tasks, rescuing people and restricting
Fig. 4.3 Extinction tactics

72
the fire, the defense unit must consist at least of

the unit leader and four members. These have
the following individual tasks:
Defense unit leader:
At the assembly
position:
check
whether
everyone
present
Starting the
service:
is
check advance to the fire as a

unit, with complete set of gear
reconnaissance and assessment

of situation, planning of what to
do next, report back to the head
of
operations,
action
orders
to
the
members,
continuous
success-check
and
assessment
If breathing
of situation
write down start and end of
apparatus
are used:
service time of wearer.
At the site of
the fire:
Unit members 1 to 4
Pick up gear intended for them at the
assembly position and proceed in accordance
with the unit leader's instructions and under his
supervision to the vicinity of the seat of the fire.
All unit members who are qualified lifeboat- and
firemen must be capable of exercising every
function within the unit, so that in the event of a
member being missing, e. g. due to sickness or
injury, they can immediately take over his
functions.
If unit members 2 and 4 are not qualified
lifeboat- and firemen, they must at least be
capable of substituting one for the other.
That kind of role-exchange is also practised
during the regular stipulated exercises.
Fig. 4. 5 Defense unit - structure and gear

Unit member 1 (unit leader's deputy):
Unit member 2:
Form the water group and without further orders
on arrival near the seat of the fire prepare a C-
hose line (hose plus jet nozzle) for use. Water is

actually brought into use only by specific
command of the unit leader.
Unit member 3:
Unit member 4:
Form the breathing-apparatus group and also
get their gear ready for use without further
orders on arrival near the seat of the fire.
The breathing-apparatus is checked and put on.
The artificial lung is not connected to the face
mask until the unit leader gives the order to
advance. The heat protection suit is only put on
by specific order of the unit leader.
4. 5 The defense units gear for fire defense
The defense units gear is intended to enable it in
an emergency without delay to start rescuing
people and fighting the fire simultaneously.
The gear is so distributed between the unit
leader and the members that all necessary
appliances
can
be
brought
along
when
advancing without anyone having to make the
journey twice to fetch additional appliances.
Assuming the additional gear described in
Section 2. 10 has been provided, the following
may be considered the optimum distribution:
(the appliances underlined are part of the
obligatory gear; those not underlined, part of the
recommended additional equipment!)
Unit leader:
Portable VHF radio apparatus.

safety lamp,
lifeline in bag at safety belt,
manifold note pad and pen
Unit member 1: spray/jet nozzle.
1 C-hose in a clasp,
1 C-hose in a clasp,
axe in case at safety belt
Unit member 2: 2 C-hoses in clasps,
2
coupling
keys,
in the tool bag:
metal hose bandage, spray/jet
nozzle, crowbar, portable drill
or cutting-off wheel with 10 m
connecting-lead and plug
Unit member 3: breathing apparatus, lifeline in
bag on safety belt
Unit member 4: in tool bag:
heat protection suit. axe.
hydroshield, spare air bottle (s),
rescue sheet
If because the crew numbers 8 men or fewer, one
member of the defense unit must temporarily be
entrusted with other tasks, member 4 is the one
chosen for this. If that is so, member 2 if
necessary and ordered by the unit leader goes
back to fetch the former's gear as soon as the fire
hose line has been rigged and connected.
73
4.6
Service by the units in emergency
4.6.1
Conduct in the event of a general

emergency alarm
If
the
general
emergency
alarm
sounds,
everyone on board proceeds as quickly as
possible to the assembly position laid down in
the muster list.
Exceptions:
- watchkeepers remain at their post until they
are relieved or receive the order to leave it
from the head of operations,
- crew members who have already started fire
defense measures continue these until the fire
defense unit arrives or the head of operations
gives other instructions,
- on passenger vessels, the crew members
detailed to look after the passengers stay by
the cabins allocated to them until every
passenger has picked up his/her life jacket,
and then accompany the passengers to the
assembly position. The same applies on cargo
vessels which carry passengers or on which
persons not belonging to the crew (relatives of
crew members, maintenance personnel) are
travelling.
Before
leaving
the
workplace,
electrically,
pneumatically
or
hydraulically
driven
power
tools are switched off. In accommodation or
operational
spaces,
windows,
portholes
and
doors plus the entrance opening of the airconditioning or the ventilating fan are shut
tightly.
Stout clothing covering the entire body, stout
footwear and headgear are put on. The life
jacket, if stored in the accommodation area, is
taken along to the assembly position, but not
put on.
As time is wasted by going from the workplace
to the assembly position via the accommodation
space, at that position there is, as well as the fire
protection gear, to be the following for each
member of the defense unit:
- safety helmet;
- boiler suit;
- safety boots;
- gloves;
- safety belts.
This additional gear is not mandatory. However
it is to be acquired and kept ready as it
substantially augments the readiness for service
of the defense unit, at no great cost.
4.6.2 Check whether everyone is present
Following arrival at the assembly position, the
unit leaders check whether everyone is present
and report to the head of operations that the unit
is complete or that members are missing.
At the same time, the crew members detailed to

look after the passengers or other persons not
belonging to the crew carry out their check
whether everyone is present and also report
completeness or absences to the head of
operations.
The reports are made in person.
The head of operations reports the result to the
master.
4.6.3 Portable VHF radiotelephone for
internal communication
An
approved
portable
VHF
radiotelephone
should be available at least for each unit leader,
if possible also for one other member of each
unit.
When not in use for operational purposes, the
sets are kept in the charging station which is
installed somewhere around the bridge.
The head of operations hands the sets over to the
unit leaders as soon as these have reported the
result of the check whether everyone is present.
Before the service tasks are assigned, all sets are
tuned to the predetermined frequency and a
speech test is carried out, conducted from the
bridge.
Each
individual
equipped
with
a
portable VHF radiotelephone is called up in turn
and reports back.
ATTENTION!
Do not use radios which are not approved! They
frequently
transmit
on
frequencies,
e.g.
..Citizens' Band" (CB-radio sets), which do not
penetrate to the inside of the ship. Only the
approved
portable
VHF
radiotelephone
guarantee that even from inside enclosed
compartments radio communication can be
established!
4.6.4 Instructions from the head of operations
As a first step, the master now decides whether a
defense against the danger shall be undertaken
or whether the ship has to be abandoned.
If he decides on a defense against the danger,
depending on the situation he gives the
following instructions to the head of operations:
- search for missing persons and rescue these if
(e.g.) they have been trapped by the fire;
- initiate fire defense in accordance with the
procedures predetermined for the fire-area in
question;
- render the life-saving equipment safe and if
necessary turn it out or launch it.
Only on ships with larger crews will it be
possible to carry out these specific tasks
simultaneously. If on ships with a small crew
there is only the ship command unit and the
defense unit, the head of operations in
74
consultation with the master decides

order the tasks are to be executed.
in
which
On the fundamental principle that

SAVING PEOPLE
COMES BEFORE SAVING THINGS
search for and rescue of persons always has the
highest priority.
4.6.5 The defense unit as rescue unit
If there are thought to be persons in the area
where the fire has broken out, the defense unit
assumes the role of rescue unit. It alone has the
training and the gear for instance to advance
with any prospect of success into fume-filled
parts of the accommodation area to reach
trapped persons and bring them out of the
danger area with the least possible injury.
For this, the same procedures are used as for
fighting the fire:
When the unit leader has received the service
task from the head of operations, the unit
proceeds to as near the service point as is
possible without protective gear. The unit leader
defines this point as the starting point; if possible
it should be to windward of the seat of the fire
and between bridge (head of operations) and the
seat of the fire. The manifold is set up at the
starting point.
Unit member 1 readies a hose plus jet nozzle for
action and connects it to the left-hand (LH) outlet
of the manifold; at the same time unit member 2
runs a hose line from the nearest hydrant to the
manifold and connects it to the inlet.
The
unit
leader
in
the
meantime
has
reconnoitered the environs of the seat of the fire
and made a situation report to the head of
operations. He now decides on the way to be
used in searching for and rescuing any missing
persons.
If there are several possible ways, it is usual to
advance with the movement of the air and from
below upwards.
The closed-down state can now no longer be
maintained, as, in order to allow the rescue unit
to proceed, a door on the deck where the seat of
the fire is or on a deck lower down, if possible on
the windward side, has to be opened.
Even if there has not yet been any heavy
generation of smoke, it is advisable to let unit
member 3, with the breathing apparatus, go
ahead.
If there is a lot of dense smoke, a door on the
leeward side of a deck above that with the seat of
the fire is opened. The smoke being drawn off
makes it easier for the rescue unit to advance.
However, with the smoke also a lot of heat gets
out into the open, so the surroundings of the
smoke escape opening must be cooled. For this,

the water party (members 1 and 2) of the defense
unit can be employed, or else the support unit.
When the unit leader gives the order to advance,
unit member 3 connects the artificial lung to the
face mask he has already put on and checked for
tightness, takes the jet nozzle from unit member
1 and advances to the seat of the fire or to the
compartments around the seat in which the
missing persons are thought to be.
If during his advance he encounters smoke or
heat, he protects himself against both with the
protective spray. In an operational passage for
instance this forms a temporary, movable fire
boundary which provides effective protection
against heat and smoke.
Persons who have been surprised in their sleep
by the outbreak of fire have often suffered
poisoning
by
smoke
inhalation
and
are
unconscious. Stretchers can only be used if there
are at least three breathing sets available, to
protect the wearer of breathing apparatus and
two more persons who bring the injured person
out. If that is not the case, improvisation is
necessary. If the proximity of the seat of the fire
poses a direct threat to life, it may even be
necessary to accept the risk of injury to the
unconscious person when being dragged or
carried out of the danger zone. This can be
substantially avoided if as a precaution a rescue
sheet has been acquired or made using the
means on board.
If there is a suspicion that the missing persons
are cut off and can only be saved by going
through the immediate vicinity of the fire, the
wearer of breathing apparatus puts on the heat
protection suit. This situation can arise if the
second
escape
route
stipulated
for
every
compartment is blocked.
Rescuing trapped persons through sections on
fire is however only possible if appropriate
protective measures are taken.
If there are still spare heat protection suits with
breathing
or
emergency
escape
breathing
apparatus available, these are first taken to the
trapped persons and put on by these. If there is
no spare protective clothing, the clothing of
those to be rescued is thoroughly soaked with
water and if possible additional protection
provided by means of dripping-wet blankets. In
the immediate vicinity of the seat of the fire this
provisional protection is however effective only
for a short time. They then follow the wearer of
breathing apparatus through the zone on fire.
The latter makes use of personal protective spray
and spray jet to shield those to be rescued as
effectively as possible.
Verbal communication between the wearer of
breathing apparatus and the unit leader or the
head of operations is unlikely to be possible,
75
because
to
transmit
speech
comprehensibly
through the speech diaphragm built into the face
mask
of
the
breathing
apparatus
to
the
microphone of the VHF radiotelephone of the
wearer of breathing apparatus has to be
specially trained. So the wearer of breathing
apparatus is almost completely on his own. That
demands a high degree of training and if
possible practical experience in fire defense
under real service conditions, but also prudence
and drive.
in the engine room, the defense unit is employed

as rescue unit. As the stairs/ladders used for
operation are no longer usable because of the
developing
heavy
smoke,
the
shaft-enclosed
emergency exits are now used for access.
At the same time by command of the head of
operations the engine room is brought to the
closed-down state, except for the access through
which the defense unit is advancing. Ventilating
fans are stopped; the fuel line quick-closing
devices outside the engine room are actuated.
The emergency generator and the emergency
fire pump are started by hand if they are not
connected to feed the mains automatically or by
remote control. The emergency lighting is
switched on.
If the ship is near the coast or other ships, the
.not under control' signals for daytime or
nighttime in accordance with the regulations for
preventing collisions at sea are to be hoisted at
once. In addition, a safety report is made by VHF
to warn shipping.
Fig. 4.6 Defense unit as rescue unit

4.6.6 The defense unit on defensive Fire
protection
Experience shows that the great majority of fires
on board can be separated into three units:
- engine room fires in which combustible liquid
substances
issuing
under
pressure
are
burning,
- fires in the accommodation area, which may
directly endanger people, and
- fires in the cargo area.
For each of these three types of fire, there are
special procedures for the defense unit which
have proved optimal.
Engine room fires
Engine room fires are without exception to be
considered medium fires whose expansion to
large fires,
e.g.
by spreading to the
accommodation area, must be prevented with all
available means.
In this, the time factor plays a decisive role, so
that particularly rapid, drastic and resolute
action is needed for engine room fires.
If it appears from the check whether everyone is
present that there might still be persons trapped
If there is no-one to be rescued, the closed-down

state is brought about completely straight away
and the engine room flooded with CO2 . By
blocking the further supply of combustible
substance and air, the fire is extinguished
quickly, before it has damaged or destroyed
parts of the, or the entire, installation. The sooner
CO2 is used, the less will be the damage - which
particularly affects the electric cables.
Once the drop in temperature has confirmed that
the fire is out, the defense unit enters the engine
room wearing breathing apparates and taking a
jet nozzle, to extinguish any remaining fires and
prevent the fire flaring up again because the
closed-down state has been lifted.
This way of fighting an engine room fire makes it
possible to resume the voyage after a short
interval and to get back to the daily routine or
the normal operating condition for unmanned
engine rooms.
In relation to a conceivable small fire, e.g. from
the spontaneous Ignition of dirty cleaning-rags,
that
effort
looks
somewhat
excessive.
But
fighting a small fire of this kind using portable
fire extinguishers may only be attempted, if it is
possible at the same time to warn the bridge and
thus make it possible to raise a general
emergency alarm, i.e. when there are at least
two people in the engine room. In all other cases
raising the alarm has priority.
Fires In the accommodation area
Experience
indicates
that
fires
in
the
accommodation
area
break
out
especially
frequently at night, at a time when there is quiet
in the ship. This is also the time when there is a
particularly high likelihood that people will be
76
trapped by the fire or rendered unconscious by
poisoning due to smoke inhalation.
If it is established from the count that there are
people missing, the defense unit is employed as
rescue unit.
If no-one is missing, the defense unit starts to
fight the fire.
At the same time the support unit establishes the
closed-down state and then renders the lifesaving equipment safe.
A number of precautions are to be taken when
deploying the defense unit:
- Always wear a breathing apparatus when
entering enclosed spaces!
- Keep the way back free! Remove every
obstacle at once! Secure doors in the open
position!
- At the slightest sign of indisposition or
dizziness, retreat immediately!
- Before advancing, check that the jet nozzle
will work in all its settings!
- When advancing, take care that there are no
fires still burning beside or at the back of the
withdrawal path, which could cut off the
retreat!
- During service always wear gloves! Should
they be lost, use only the back of the hand for
feeling ahead! (Bums on the palm of the hand
make continuing with the service impossible. If
the palm of the hand comes into contact with
live components it may cause the hand to
grasp the conductor convulsively.)
- When running the hose, see to it that the
person holding the jet nozzle is neither pushed
from behind nor stressed or hindered by
having to pull the hose along.
- To open bulkhead- or other doors, hatches, or
flaps always bend down and use the door or
bulkhead as a shield! (The ingress of air is
liable to produce a jet of flame! Such flames
lick out through the upper part of the opening!)
- Point the spray at the door before opening it!
- After opening the door to a space completely
or almost completely on fire, keep the spray
directed into the upper part! (Most of the water
will evaporate, which produces a smothering
and a cooling effect. Heat and flames are
perceptibly reduced.)
- Hold tightly onto the jet nozzle! (Opening the
jet nozzle produces a powerful recoil effect.)
- Do not look directly at bright flames! (Risk of
being blinded!)
Fires in the cargo area - no dangerous goods
involved
Fires in the below-deck cargo area are fought in
a similar way to engine room ones, by closing
down and employing the fixed extinguishing

system (usually CO2 ).
Fires in the deck cargo are fought by the defense
unit, by establishing temporary fire boundaries
using the hydroshield and by the application of
water. The latter is limited only by the pump
output available.
For fires in the cargo area, the jet nozzle
operator(s) is/are deployed wearing breathing
apparates predominantly if the possibility of jets
of flame or a gush of heat cannot be excluded.
Fires in the cargo area - dangerous goods
involved
From the cargo manifest, the head of operations
establishes the nature of the dangerous goods
which have caught fire or are near the seat of the
fire.
From the Emergency Procedures for Ships
Carrying Dangerous Goods (EMS)" held on
board, its members gather what protective gear
and which extinguishant is to be used.
The defense units equips itself for the special
service. The head of operations informs the unit
leader of the service task and about any special
conduct to be observed in fighting the fire.
4.7 Establishing the closed-down state
A ship or section of a ship is in the closed-down
state if
- all openings in the watertight bulkheads have
been closed with the means provided for this,
and
- all openings above the waterline through
which air can get inside the ship have been
closed and all powered ventilation equipment
has been shut down.
The closed-down state is established in order to
- limit flooding, for instance from a leak due to
collision or grounding, to the section which has
sprung the leak or delay its spread to other
sections,
or
- prevent a further reduction in stability due to
water getting in, if the ship has a list,
or
prevent the access of air to the seat of a fire and

the spread of heat and smoke within the
section.
The openings in each section to be closed to
establish the closed-down state are shown in
closing-down plans or check-lists. The members
of the support unit charged with establishing the
closed-down state are handed these check-lists
by the unit leader during exercises and in an
emergency
and
close
all
doors,
windows,
ventilation flaps, skylights, installation openings,
77
etc. in the order indicated. At the same time the
technical officer designated for this task in the
muster list stops the ventilation appliances.
To establish the closed-down state for the cargo"
area in dry-cargo ships, it is often necessary not
just to close the cargo hatches but also to set
them down.
In the case of engine room fires, on orders from
the head of operations the quick-closing devices
of all pipelines or tanks containing combustible
liquids are closed at the same time as the closeddown state is established.
Fig. 4.7 Principle of closing-down check-list

4.8 Fire defense training on board
4.8.1 Basic principles
The safety training on board is limited by the fact
that it is not possible to create a dangerous
situation which in every respect corresponds to
the actual emergency. Unlike in static training
establishments which have sites for fires ashore
or in decommissioned ships at their disposal for
training, on board it is not possible either to start
a fire for exercise or to introduce complicating
factors like the list of a ship.
The crew is made up of individuals with widely
differing standards of training:
All members of the deck- and engine room crew
have done a 2-week safety course. Since 1992 all
newly-joined
members
of
the
catering
and
steward
branches
undergo
a
1-week
safety
course. These safety courses form the common
denominator.
All
crew
members
who
have
completed
professional training on board to the level of able
seaman or ship's mechanic, plus all licensed
officers hold the certificate of competence as
qualified lifeboat- and firemen. The training for
this certificate is to be considered the basic
training for the safety service.
The
See-BG
training
establishment
on
the
Priwall
(Travemunde)
holds
further
training
courses
for
holders
of
the
certificate
of
competence as qualified lifeboat- and firemen.
The Federal Ship Safety Service Training School

at
Neustadt/Holstein
has
provided
many
licensed officers and ship's master mechanics
with comprehensive information and skills in fire
defense and also in damage control in courses
lasting several weeks.
The
supplementary
courses
licensed officers on tankers
questions of ship safety.
stipulated
also go
for
into
Foreign crew members in many cases have had

safety training in their own or a third country. In
such cases there may not only be the problem of
verbal communication, but also the fact may
become clear that internationally there are
basically differing ideas concerning the theory
and practice of the safety service.
The safety-service training on board can only
build on the basic training which the individual
crew member brings with him. To carry out such
basic training on board will not be practicable in
most cases, not just because of a shortage of time
but also because lengths of service on a given
ship are relatively short.
Only with considerable effort in training and
exercises is it possible to make crew members
without basic safety service training capable of
being included in the ship's safety organisation
without restrictions. In such cases the training on
board will aim at providing full competence in
carrying out certain functions whose execution is
possible even without the full knowledge of the
background and data.
The establishment of the closed-down state for a
certain fire section on the basis of the check-list,
for instance, does not require knowledge of the
physics and chemistry of fire or of the
extinguishing effect of the exclusion of oxygen.
In the case of the qualified lifeboat- and firemen
it is a matter of maintaining the standards of
knowledge and skill attained in the basic
training and of extending these taking into
account the specific design, size, fittings and
equipment of the ship in question.
The ships command will make it its particular
concern above all to transmit to the less
experienced licensed officers its experience in
leadership within the framework of the ship's
safety organisation.
Relevant to safety training at all levels on board
is the recognition that regular and realistic
exercises with full involvement of all levels of
command provide all participants with the firm
conviction of being able to cope with any
emergency at any time.
4.8.2 Psychophysical problems
In his phylogenesis extending over more than a
million years, man has acquired the ability to
think. Unlike his animal ancestors, his behaviour
78
is no longer exclusively or predominantly guided
by instinct.
Man's mind can function properly, however, only
if he does not feel threatened in his physical
existence. In a situation where his existence is
endangered,
his
instinct
of
self-preservation
inherited from his animal ancestors cuts out
reason, and he follows his instincts. The cultural
history of mankind, extending over only a few
tens of thousands of years, has made very little
difference to this.
If a person feels that a situation is a threatening
one, he experiences anxiety. He tests the wind in
all directions and exerts all his energies to
ascertain whether there really is a danger, and if
so from which side it threatens. This behaviour is
totally independent of whether there is any
actual danger.
In his anxiety, he is prepared at any time, at the
least sign of actual danger, to take flight with
maximum exertion without any further thought,
in line with what his instincts teach him.
If he becomes aware of something threatening,
he experiences fear. This fear is directed at a
specific object and instantaneously releases the
forces already prestressed by the anxiety.
Nothing is recognised except the direction from
which the danger threatens, and perhaps its
nature. Determination of its magnitude is no
longer possible - that would require a timeconsuming
thought-process,
and
primitive
experience from his phylogenesis has taught him
that this time is not available to him if he wishes
to survive. This inherited behaviour pattern
results in a significant overestimate of the
magnitude of the danger, that is the only way in
which the last remaining reserves of physical
energy are released for flight or resistance.
In fire-fighting, in an emergency he is in a fearinspiring situation right from the moment the
general emergency alarm sounds. Even just the
loud
and
unpleasant-sounding
signal
creates
uneasiness.
The
uncertainty
regarding
the
dangers which actually threaten him reinforces
this uneasiness. Darkness, the violent motion of
the ship on the high seas, and eerie sounds make
a further contribution.
Just the sight of leaping flames or heavy smokeformation can then lead to a suspension of
rational self-control, and he rushes away in
headlong flight, dragging others nearby along
with him.
A panic-stricken crew will no longer be capable
of
an
organised,
effective
defense
against
danger.
On the other hand man has the ability to learn
and apply modes of conduct which neutralise his
atavistic instincts for flight or resistance.
Danger inspires fear as long as an individual

hesitates to face it. The fear decreases if he can
assess the danger and adjust to it.
By habituation to certain dangers, he can reach
the stage that even in extreme situations he can
act rationally. We call this rational behaviour
control.
If habituation to the danger is not possible, he
can by practice acquire certain patterns of
behaviour which protect him from descent into
panic even when rational thinking has already
been suspended. In a situation of danger the
individual behaves as he has practiced on
previous occasions. We call this reflective
behaviour control. It has the characteristic that it
takes over very quickly, without requiring
lengthy deliberation - but it can take effect only
in the way in which it has been practiced. A
change in the pattern of behaviour could take
place only by rational control, of which the
individual in the danger situation will in many
cases not be capable.
For the exercises on board, these three levels of
behaviour control are of great importance.
The overriding requirement is, if possible to
bring the entire crew to such a pitch that even in
situations which look very dangerous they are
capable of reflective behaviour control, so that
the activities learnt and practiced individually or
in a unit are carried out confidently, ,,with their
eyes shut", as it were.
This objective is attainable by means of the
exercises and instruction on board.
However at least the members of the ship
command unit, plus the unit leaders and
members 1 and 3 of the defense unit, are to have
been brought by practice in extinguishing real
fires to the stage where they can still act
rationally even in the face of flames apparently
as high as a house.
The latter objective can generally not be
attained on board, as there is no possibility of
lighting fires for practice; for that reason
possession of the fire- and lifeboatman certificate
of competence is an absolute necessity for the
above-mentioned crew members. The only way
in which the groundwork of 'fire security' can be
acquired which is reinforced by the exercises
and instruction on board is, by means of the
courses leading to that certificate.
4.8.3 Exercise objectives
The principal objectives
instruction on board are:
of
the
exercises
and
- to habituate the entire crew to such an extent

to the correct behaviour when the general
emergency alarm sounds, even at night or with
the ship moving violently in heavy seas, that in
an emergency it is possible to count on
79
immediate readiness for service of the units
once they have arrived at the assembly
position,
- to familiarise the units with the stowage for
their gear and achieve confident skill in
picking up and putting on their personal gear,
- depending on the service task, individually or
within the unit to carry out the actions
confidently
for the advance of the defense unit,
for the establishment of the closed-down state
and
for the readying and rendering safe of the
life-saving appliances.
4.8.4 Training the individual
Service distance
The critical element in the exercising and
instruction of the individual is, to accustom him
to the service distance to be maintained when
using extinguishing appliances.
The untrained individual feels the fire to be
something
particularly
threatening.
He
instinctively endeavours to maintain a distance
from this threat which to him seems adequate.
This safety distance varies from one individual to
another; for one it may be only 10 m, for another
more than 25 m.
From that sort of distance, the extinguishing
system and appliances on board are almost
completely useless against a fire.
The service distance is the distance between the
discharge
opening
of the
extinguishing
appliance and the seat of the fire at which
- the cross-sectional area of the cone of
extinguishant emerging has become adequate,
- the velocity of the extinguishant particles is
sufficient for them to penetrate the curtain of
air in front of the flame and go on to the core of
the target region,
- the total physico-chemical extinguishing effect
of the extinguishant used is as high as possible.
The service distances for the extinguishing
appliances and systems available on board are:
- powder extinguisher
4m
- spray water jet
4m
- solid water jet more than 4 m
That the correct service distance is taken up
initially and maintained must be a focal point of
the regular exercises. Estimation of the distance
in metres can be replaced by graphic imagery
like ,,two men and a dog".
Optimistic assessment of the service distance
leads to infringement of the safety boundary and
thus to the risk of injury; pessimistic, to
diminished effectiveness of the appliance. Both
are equally dangerous in

must be avoided at all costs.
an
emergency
and
Fig. 4.8 Service distance

Target region
In order to achieve the optimum extinguishing
effect, the extinguishant must be conveyed to
the region above the combustible substance in
which the gas or vapour generated mixes with
the incoming air and reacts chemically with the
oxygen it contains.
This region lies just above the surface of the
combustible substance and below the visible
flame.
Only in that region can the extinguishant
develop its cooling, smothering or reactionimpeding
extinguishing
effect
and
thereby
achieve the extinction of the fire.
Extinguishant which gets into the region of the
flames themselves remains ineffective and is
thus wasted.
As an aid for exercises on board, a flame at least
2 m in height can be painted on a
blackboard/panel. This can be used to train
every member of the defense unit in how to
maintain the service distance and how to aim
correctly.
4.8.5 Training the unit
Going down a companion way carrying a
portable extinguisher
It is of course desirable to be able to approach
the seat of a fire from below or from the same
deck. However on board it will not always be
possible to avoid also having to approach a
compartment or a deck where a fire has broken
out from above.
The defense unit going down companions must
be
practiced
particularly
thoroughly
and
carefully, if in the emergency situation there are
not to be delays in the fire defense or risks to the
unit.
Going
down
a
companion
wearing
fire
protection
gear
and
carrying
a
portable
extinguisher is thus an ever-recurring basic
exercise:
The unit member approaches the companion so
that the steps lead down in front of him. The
80
portable extinguisher is carried in the left hand,

the right grasps the handrail on the RH side of
the companion as seen by the unit member. The
right foot is placed on the top step, foot and body
being turned so far to the right that the foot is
parallel with the step. The left foot is now placed
on the second step parallel with it and rotation of
the body continued until the line of sight makes
an angle of about 135 with the axis of the
companion. The extinguisher now hangs free
from the left hand, the right arm runs from the
chest to the handrail. The unit member can look
over his left shoulder in the direction of further
advance.
Standing like this, the soles of the shoes bear
firmly and are safe against slipping. The total
weight
of
body,
breathing
apparatus
and
extinguisher has a joint centre of gravity above
the bearing surface and a favourably short lever
arm to the gripping-point on the handrail.
The unit member now descends diagonally step
by step. Arrived at the bottom of the companion,
he turns his body 135 to the left so that it once
again faces in the direction of further advance. If
there are other unit members to follow, he takes
three steps forward to clear the foot of the
companion for those following.
Going down a companion way carrying a

C-nozzle
The unit members advancing with a C-nozzle
hold the hose along the RH side of their body at
hip level. With the jet nozzle shut off, the hose is
relatively stiff, so care must be taken to see that
those following the unit member approaching
the companion do not push him over the sill or
down the companion with the hose. As soon as
the nozzle-holder has reached the companion,
he turns his body about 135 to the right and at
the same time seizes the hose behind the nozzle
with his left and jams the hose in his left armpit.
With the right he grasps the handrail on the RH
side of the companion, reaching across his chest
and under the hose. Hose and handrail form the
holds for the further descent. At the foot of the
companion the hose is transferred back to the
right hand and the body turned 1350 to the left,
so that body and nozzle once again face in the
direction of further advance. The unit members
who come behind follow the same procedure.
Fig. 4.10 Going down a companion way

carrying a C-nozzle
Fig. 4.9 Going down a companionway

carrying a portable extinguisher
Opening a door
An important element of exercises is, practicing
opening a door. In the case of fires in the
accommodation area, particularly at night, it will
81
often be necessary to open a cabin door to rescue
someone believed to be asleep behind it and to
extinguish the fire. Smoke coming out through
the cracks makes the need clear.
Standing in the passage, it is not possible to
determine the scale already attained by the fire
in the cabin. Only rarely is it possible to look into
the cabin from outside through a window.
It might just be a matter of a smoldering fire,
e.g. in a waste paper basket, but it can equally
well be fire which has spread to part of the
furniture, generating a lot of smoke and using up
much of the oxygen in the cabin air. Anyone in
the cabin may still be alive, but is certainly
unconscious and unable any longer to make any
contribution to his rescue.
Whatever the situation, opening the cabin door
will allow fresh air in, and the fire which has died
down substantially because of lack of oxygen
will bum up again fiercely.
When a cabin door behind which a small fire
broken out is opened, two things happen.
gases, smoke and flames escape through
upper part of the opening; fresh air flows into
cabin through the lower part.
has
Hot
the
the
In every case therefore, opening the door brings

with it the risk of the fire spreading to other
spaces, i.e. of a breach of the fire boundary.
Precautions
are
taken
against
this
before
opening the door.
At least one, if possible two, C-nozzles must be
ready on the spot. The nozzle-holders must be
wearing full personal protective gear. The spray
jet is pointed at the door at handle-level, the
protective spray turned on. The spray jet must
definitely cover the entire surface of the door.
Only now does another member of the unit open
the door. If it opens outwards, he remains
shielded by the door leaf and leaves as soon as
he has opened the door, with his face turned
away. When opening a door that opens inwards,
personal
protective
gear
including
a
heat
protection suit must be worn. The axe is used to
push the door leaf inwards. Stuck between door
leaf and frame, it prevents the door closing
again.
Cabin fires may also be extinguished using

powder extinguishers. However in that case it
must be ascertained that there are no helpless
persons remaining to be rescued from the cabin.
If that is so, instead of opening the door a 13 mm
dia. hole is drilled with the portable drill and the
contents of a powder extinguisher are blown into
the cabin through this hole. Only then is the door
opened and are any remaining smoldering fires
put out with water.
When extinguishing fires in the accommodation
area it must always be assumed that everything
in the cabin has already been destroyed by the
fire. Under no circumstances must one save on
extinguishant in order to be able to save some
material assets undamaged.
Using the lifeline
The principal purpose of the lifeline is, to make
possible a safe return through dark or smoky
spaces for the unit members advancing from the
starting point towards the seat of the fire, and to
allow the rescue without a lengthy search for any
unit members who have become casualties. The
lifeline is therefore primarily considered an aid
to orientation forwards and backwards.
The lifeline may also be used as an aid, e.g. for
slacking away to the deck from endangered
spaces
in
the
superstructure
and
in
an
emergency to safeguard the way back.
If a lifeline is not available for every member of
the defense unit, the lines which are available
are to be given to those unit members who are
advancing without hose and nozzle.
4.8.6 Leadership training
Emergencies
make
heavy
psychological
demands on all members of the crew engaged in
fire fighting. Above all, young, incompletely
trained
and
inexperienced
individuals
are
subjected to extremes of stress in the anxiety and
fear-inspiring situation of a fire on board.
Unfortunately it is not possible on board to
accustom
the
fire
defense
personnel
systematically, step-by-step to the sight of fire
and to the effective extinguishing of fires of
increasing size.
All the more important is it, to practise the
manoeuvres to be carried out in fire fighting so
often and so thoroughly that in emergencies they
can
be
carried
out
without
thinking
or
questioning via the reflective behaviour control.
That
lessens
the
instinctive
urge
of
the
individual to take flight when danger threatens,
or even as a unit to panic.
However not every emergency situation can be
practised and worked through in advance. In an
emergency it will always be necessary to act
rationally and as the specific situation demands.
Fig. 4.11 Opening a door
82
This presupposes that the members of the crew

who in the muster list have been entrusted with
leadership tasks have in exercises thoroughly
come to terms with their function as leaders and
are psychologically prepared for emergencies.
There are no exceptions to this: even those most
senior and experienced, including the master
and senior officers, must consider carefully how
they would deal with their task in an emergency,
every time they change ships or there is a
change of crew.
The leadership training within the framework of
the exercises must above all inspire those being
led with a firm feeling of confidence in the
capability of their superiors to be able to cope in
an emergency situation at any time. That is the
basis for the inevitable deployment in fire
fighting also of seamen less well trained and less
experienced than one might wish.
Special care is needed in the training of the unit
leaders; they are in the forefront of fire defense.
Above all their example, their issuing orders
clearly
and
convincingly,
keeps
the
unit
together. The leader of the defense unit must
therefore be picked from the 'fire resistant' circle
of the crew so that in an emergency he has only
to worry about the tactics and technical points of
the management of the unit, without having to
worry about his efforts to maintain his selfcontrol in an unfamiliar dangerous situation.
The unit leaders must be trained, when on
service to take action with the unit in a swift but
controlled manner and without haste. In this
connection
exercises
are
useful
in
which
recurring operations are carried out against a
stopwatch.
Examples
of
such
recurring
operations are, picking up the gear, advancing to
the starting point, putting-on the gear and
arranging the hoses, the manifold, the jet nozzles
as laid down in the muster list. None of this must
turn hectic, as that increases the inevitable
agitation and takes the members of the unit
closer to the point where rational and reflective
behaviour
control
is
suspended
and
uncontrollable
flight
or
else
unrestrained
aggression take over. Careful practicing of the
correct speed of working is an important
precondition for keeping the unit at all times in
the control of its leader.
The unit leaders must also be given practice in
recognising early when a member of the unit is
beginning to lose his self-control. A quiet word
can then be as appropriate as short, sharp orders
which bring out practised patterns of behaviour,
thus contributing to the emotional steadiness.
The unit leaders must on the other hand always
have the certainty of solid support from the head
of operations. Above all during radiotelephone
traffic between head of operations and defense

unit, great care must be taken that message
discipline is maintained in both directions.
Practice in using a radio telephone is thus a part
of leadership training.
Past accidents at sea have shown that a fire
breaking out during the night, when the major
part of the crew as well as the master and officers
are asleep, makes particular demands on the
watchkeeping
officer
often
young
and
inexperienced. The watchkeeping officers must
therefore
have
clear
and
unambiguous
instructions regarding the measures to be taken
in emergencies. These must also be workedthrough and practised on a role basis if they are
to be effective. The master cannot be awake and
ready to intervene at all times. The more
important is it, that he himself familiarises his
permanent or temporary deputies with this
function and that they do not have the feeling
that in taking the immediate measures necessary
in an emergency they may be exceeding their
competence and authority.
Within
the
framework
of
the
mandatory
exercises, leadership training and instruction
has the same status as the training in
extinguishing tactics and technique on board.
4.8.7 Fire defense training and exercises organisation
The International Convention for the Safety of
Life at Sea, London 1974, as amended, in its
regulation IIV18 lays down the outline for
training and exercises on board.
A basic feature is, that abandon-ship" exercises
and
fire
protection
exercises
involving
all
members of the crew must take place at intervals
of not more than four weeks.
If more than 25% of the crew have changed, an
abandon-ship" exercise and a fire protection
exercise must take place within 24 hours of
sailing.
These regulations were developed in more detail
in 54 of the UVV See. In the fire defense
exercises, the crew is to be familiarised with all
means of fire protection. Depending on the kind
of place chosen for the assumed fire, limiting and
fighting it practised.
Within this outline, it is open to the ship
management to organise these exercises in such
a way that the routine of running the ship is not
disturbed any more than necessary.
This can be achieved by carrying out exercises of
varying scope in a predetermined sequence.
83
4.8.8 Types of exercise

Exercise type
Participants
Individual training
new crew members
Unit training
crew
members
with
special responsibilities
defense unit
support unit
Partial exercise
Full exercise
whole crew
whole crew
Notes to the table:

Individual training
Individual training takes place if for instance
following a crew change there are fewer than
25% new members on board. Content is decided
on the basis of the scope of the knowledge and
skills the new members bring with them. There
will at any rate be instruction regarding the
ship's safety organisation based on the muster
list, and regarding the ship's fire defense systems
and appliances based on the fire protection- and
safety plan.
Individual training can also be applied to
familiarise individual crew members with e.g.
special protective gear for the transport of
dangerous goods, or for instance unit leaders
and their deputies with the use of the portable
VHF radio apparatus.
Unit training
In unit training, the units identified in the muster
list ship command unit, defense unit, support
unit and possibly additional units) are separately
familiarised with their tasks in emergencies by
means
of
coordinated
exercises
becoming
progressively more difficult.
The objective of unit training is, to ensure the
unrestricted readiness of all units for service in
emergencies, even under adverse circumstances
(darkness, bad weather, list of ship).
Training of parts of the crew (e.g. only the engine
room personnel or only cooks and stewards also
fits within the framework of unit training.
Partial exercise
All crew members take part in partial exercises,
just as they do in full exercises.
Partial and full exercises are initiated by the
general
emergency
alarm,
having
previously
been announced.
Within the scope of partial exercises, the content
is easier to grasp for individual participants and
Frequency
Scope of exercises of repetition
introduction to ship safety
e.g. extra gear for transport of
dangerous goods, operational RT
basic exercises moving
weekly
members between tasks
closed-down state according to weekly
check list for accommodation,
machinery or cargo area
rescue drill
half-yearly
fire defense exercise
"abandon-ship" exercise
monthly
monthly
combined rescue drill, fire

quarterly
defense- and "abandon-ship"
exercise
leaders. It is easier to recognise and correct

mistakes;
exercise
elements
carried
out
incorrectly can be repeated immediately. The
degree of difficulty and the influence of external
factors adding to the difficulties can be increased
from one partial exercise to the next as
appropriate to the crew's degree of training.
By coordinated planning of the partial exercises
for, e.g. a year ahead, it can be ensured that all
component parts of the safety system are made
to operate at least once under conditions
resembling those of an emergency.
The exercises due to be carried out at intervals of
four weeks may be represented by respectively
an abandon-ship" partial exercise and a fire
defense one.
Another objective of partial exercises is, to
establish the time needed by the crew for
everyone to arrive at the assembly position, and
for the units to be ready for service. A record of
this, using a stopwatch, is recommended.
Full exercise
The full exercise is an abandon-ship" and fire
defense exercise carried out simultaneously in
accordance with 54 sub-para. (2) and (3) of the
UVV See regulations.
On the basis of a realistic assumed danger
situation, the ships command can determine
whether in a real emergency an effective
defense against the danger would be possible, or
if that failed, orderly abandonment of the ship.
The full exercise shows up defects in the safety
training. It is the precondition for correcting
these in unit training and partial exercises.
There is no element of training in the full
exercise. However a successfully executed full
exercise imparts on the crew a feeling of
confidence in their own capability to cope with a
real danger situation.
84
Full exercises are carried out regularly, at no
more than quarterly intervals.
Exercise plan annual
The exercise plan for the year set out below is
intended as a basis for the practice on board. Its
Month Topic
Type
of
exercise
1.
partial
" Abandon-ship "
2.
Fire defense
3.
"Abandon-ship'
+ fire defense
4.
" Abandon-ship '
5.
Fire defense
6.
7.
"Abandon-ship"
+ fire defense
" Abandon-ship "
8.
Fire defense
9.
"Abandon-ship"
+ fire defense
10.
partial
full
partial
partial
full
partial
partial
full
" Abandon-ship "

partial
11.
Fire defense
partial
12.
" Abandon-ship "

+ fire defense
full
Notes:
In the weeks where there is no partial or full
exercise, training and instruction of parts of the
crew is carried out.
One full exercise each year is to be carried out in
darkness.
In the course of a year, each lifeboat must be
launched and driven at least four times.
use
ensures
compliance
with
the
relevant
regulations. Deviations made necessary e.g. by
types of cargo or operating area must be worked
into the plan as appropriate by the ships
command.
Notes
Readying lifeboats for launching and manning
them
Action of defense unit to erection of fire
boundary
Bringing about closed-down state for one
closing-down section
Handling fire defense gear
Fighting an imaginary medium fire in a closingdown section under aggravated circumstances
(darkness, internal lighting switched off)
Bringing about closed-down state and
rendering life-saving gear safe
Readying, manning and launching a lifeboat
Readying lifeboats for launch and manning
them; operating life-saving equipment
Defense unit action following fighting an
engine room fire with CO2
As '3' but in a different closing-down section
of the ship
Readying lifeboat for launch and manning it;
embarking injured people (buoyant stretcher)
Defense unit rescuing trapped persons with
support unit help
Rescue drill, rescuing trapped people from
spaces sealed-off by fire
Readying, manning, embarking casualties and
launching a lifeboat
Conduct in boat in distress
Readying for launch and manning a rescue boat
Preparations for handing over/accepting
castaways to/from rescue boat
Exercise using several breathing apparatus with
extra demands
(going down companions, carrying loads)
Readying, manning, launching a rescue boat
Picking up castaways from the water and taking
them over from a boat
Treating people suffering from injuries or
hypothermia
Each month, one fire extinguisher is to be used

for exercise in emergency-simulating conditions,
thus using a fire extinguisher is to be part of
every fire defense and full exercise. This means
that for training and instruction purposes four
extinguishers still remain available per year.
85
4.8.9 Example of a fire defense exercise
Following the sounding of the general alarm, all
persons on board proceed to the predetermined
and publicised assembly position. Unit leaders
check whether everyone is present and report
the result to the head of operations.
Once it has become clear that no-one is missing,
a start is made with fighting the fire.
The defense unit picks up its gear and when
instructed by its leader goes to the starting point.
If possible this is windward of the seat of the fire
and between seat of the fire and service
direction, as close to the point of service as it is
possible to go without protective gear.
At this point the unit leader sets up the manifold
and then reconnoitres the situation. At the same
time, unit member 1 runs a hose with a jet nozzle
from the manifold to the seat of the fire and
connects it to the manifold's LH outlet.
Unit member 2 runs a hose line from the nearest
hydrant to the manifold, connects this to the
manifold's inlet and opens the hydrant.
Unit member 2 then runs a second hose with a jet
nozzle from the manifold to the seat of the fire,
ready for use, and connects it to the manifold's
RH outlet.
Unit member 3 with the aid of member 4 puts on
the breathing apparatus and gets it ready for
use. The face mask is put on; the artificial lung is
only connected on the unit leader's orders.
The unit leader has in the meantime completed
his reconnaissance and reported the situation to
the head of operations.
He now gives the order (for example):
Cabin fire in cabin X. Advance through
starboard
forward
bulkhead.
Breathing
apparatus group forward with the 1st hose to
fight the fire! Water on! "
At this order from the unit leader, unit member 2
opens the manifold's LH outlet (for the 1st hose).
Unit member 3 connects the artificial lung to the

breathing set face mask, picks up a jet nozzle
and proceeds to the fire defense.
The unit leader notes the time the wearer of
breathing apparatus (member 3) started his
service.
Unit member 4 opens the indicated bulkhead
door and secures it against accidental closure, by
the means provided or provisionally.
The wearer of breathing apparatus now goes
ahead and, as soon as he encounters smoke and
heat, opens the jet nozzle to the 'spray jet plus
protective spray' setting. As much of the lifeline
as necessary runs out from the bag fastened to
the safety belt. The free end of the lifeline is
made fast near the manifold at the starting point.
Unit member 4 makes sure that the wearer of
breathing apparatus can take the necessary
length of hose with him without extra effort.
If the seat of the fire is accessible from two sides,
the unit leader orders the erection of a temporary
fire boundary.
He orders (for example):
Water group set up fire boundary in starboard
passage by cabin X, using hydroshield! Access
through bulkhead starboard aft! "
Unit member 1 takes the hydroshield, connects it
to the hose lying ready and goes to the bulkhead
indicated. Unit member 2 helps him with taking
the hose along.
At the order ,,2nd hose, water on!" the
manifold's RH outlet is opened. The bulkhead
door is opened and secured open. Unit member 1
now advances into the passage to the position
indicated, holding the hydroshield in front of
him, then lays this down and secures it in place
with the strops provided. He then returns to the
starting point and reports to the unit leader ,,fire
boundary set up in starboard passage by cabin
X, using hydroshield. "
87
5. Life-Saving Appliances
Description of Appliances, Installations and Gear
5.1 Personal life-Saving appliances
There
are
approved
personal
life-saving
appliances available for all persons on board, as
required.
This includes
- survival suit
- thermal protective aids
- life jacket
- work vest
Type and minimum quantity of personal lifesaving appliances is required by rules. It is
stored in the vicinity of the muster station.
Additional personal life-saving appliances held
on board may also be stored elsewhere, e.g. life
jackets for those on watch, on the bridge.
Newly-arrived members of the crew are told
where the personal life-saving appliances are
stored.
5.1.1 Survival suit
On ships with totally enclosed lifeboats, three

approved survival suits are available on board
for every boat. On ships with open lifeboats, an
approved survival suit is held on board for every
person permitted to be on board according to the
safety certificate.
The survival suit protects the wearer in distress
against hypothermia. It covers the entire body
including head, hands and feet and leaves only
the face uncovered. The gloves are firmly
fastened to the suit and have at least three
fingers.
The survival suit is made either from closed-cell
neoprene or from plastic-coated fabric with
thermally-insulating
material
applied
on
the
inside and a reserve of buoyancy. Depending on
the type, it is worn either with or without a life
jacket. A watertight zip fastens the suit. The way
the hood seals against the face ensures that an
angle of vision of at least 120 remains.
The survival suit can be worn lightly clothed as
well as fully clothed. There are suits to be worn
with shoes or boots, and ones where shoes or
boots have first to be taken off.
The survival suit allows the wearer
- to climb up or down vertical ladders
- to carry out the tasks involved in abandoning
ship
- to jump into the water from a low height
- to swim a short distance and board a survival
craft
- to remain in water at 0 C for at least 6 hours
without suffering from hypothermia.
A survival suit with adequate inherent buoyancy
and intended to be worn without a life jacket is
equipped with an approved light and a signal
whistle.
If the survival suit has to be worn with an
approved life jacket, that jacket has to be worn
over the suit. The life jacket can be donned by
someone wearing such a suit without outside
help. On ships equipped with that type of
survival suit, the life jacket instead of the suit is
equipped with an approved light.
The survival suit is provided with a connectingline to allow several persons floating in the water
to link up or fasten onto a floating object. It is
also
fitted
with
approved
retro
reflective
material.
The survival suit is packed in an easy-to-open
carrier bag. Printed on the bag are instructions
for putting it on and, if necessary, the notes
Fig. 5.1 Survival suit
- No shoes I (with symbol)
88
- Only to be worn with life jacket!

The place where the survival suits are stored is
shown in the fire defense and safety plan.
Every
approved
survival
suit
carries
the
following information clearly and permanently
printed-on:
- See BG approval No.
- maker
- model name or number
- date of manufacture
5.1.2 Rigid life jacket
There is at least one approved life jacket for
every person on board. It is kept ready for use in
box specially provided for this purpose on the
boat deck or near the muster station. Additional
life jackets must also be stored elsewhere, e.g.
on the bridge for those on watch there.
Fig. 5.2 Life jacket

The neck piece and chest pieces made either
from rigid-foam blocks covered with coated
fabric
or
foamed-in-the-mould
soft
plastic
without any covering.
A life-jacket light with an operating time of at

least eight hours is fixed to the upper side.
Imprinted on the chest pieces there is
- the maker's name
- the See-BG approval number
- pictorial instruction on how to put it on
The smaller life jacket, intended for children, is
clearly identified with the inscription CHILD on
both sides.
The above-water parts have reflective strips (at
least 400 cm2 ).
5.1.3 Inflatable life jacket
The inflatable life jacket also has to meet the
basic requirements for life jackets regarding the
stability and strength of the material, the
buoyancy and distance of the mouth above the
water, the ability to turn, the color, the fitting
with
retro
reflective
tapes,
light,
whistle,
connecting-line and quick-acting fasteners for
the straps plus the marking and inscription.
Furthermore
it
must
meet
the
following
requirements:
- it must have two separate buoyancy cells, each
of which meets the requirements for a life
jacket regarding buoyancy, ability to turn and
distance of the mouth above the water;
- it must inflate automatically upon immersion
(automatics), must be fitted with a device
which permits inflation by a single movement
of the hand (manual initiation), and be capable
of being inflated by mouth (mouth-inflation
valve);
- it must be maintained and checked for
tightness annually by the maker or a specialist
firm designated by him.
The materials are resistant to wetting, washing,

cleaning and rinsing agents, and to oil and oil
products. They are mould- and rot-proof, salt
water- and ageing resistant, hard to ignite and
resistant to microorganisms.
The outside surfaces are dyed orange-yellow or
luminous red.
The life jackets are fitted with straps with plugin fasteners.
On older life jackets there are two separate
straps. Each strap is fixed to one of the chest
pieces and is led in hard-plastic sleeves through
both chest pieces to the side.
A non-metallic two-tone whistle is fastened to
the jacket via a lanyard. The whistle is stowed in
a pocket in the clothing or in a hole in the body
of the jacket.
Fig. 5.3 Inflatable life jacket

5.1.4 Work vest
An adequate number of approved work vests is
held on board as personal protection gear. They
89
are worn for all work where there is a risk of
falling into the water.
Thermal protective aids protect the wearer in

open
lifeboats
against
getting
soaked
and
against hypothermia.
Thermal protective aids consist of a waterproof,
sack-shaped covering with closed sleeves, hood
and zip-fastener.
The material is a coated waterproof foil with a
specific
thermal
conductivity,
reinforced
to
increase resistance to tearing.
Thermal protective aids
- are worn on top of the clothing,
- cover the entire body except for the face,
- can without outside help be unpacked and put
on in a survival craft
- can be removed in not more than two minutes
in the water if they impede the wearer's
swimming,
- are effective and perfectly easy to handle over
a temperature range from -30 o C to 20 C.
Fig. 5.4 Work vest (Component parts)

The work vest is made from hard-wearing, oil-,
petrol- and rot-proof material.
The fully-automatic inflation system fills the
buoyancy chamber of the vest automatically
after the fall into the water. The system works
with a blocking pill; this pill disintegrates as soon
as it is fully submerged.
That releases a spring-loaded striking-pin which
penetrates
the
compressed-gas
cartridge.
Atmospheric humidity, mist, rain or spray on the
other hand do not cause initiation.
Inflation can also be initiated by hand.
The vest additionally has a mouth-valve - via
which the buoyancy chamber is also to be
emptied of air after use.
Work vest must be checked at 2-yearly intervals
in an approved workshop.
5.1.5 Thermal protective aids
Cargo and passenger vessels are equipped with
approved thermal protective aids. For every
lifeboat or liferaft there are thermal protective
aids for three people or ten per cent of the
approved number of persons, whichever is the
greater.
Fig. 5.5 Thermal protective aids

5.2 Lifeboats and rescue boats
Cargo- and passenger vessels are equipped with
approved lifeboats or rescue boats.
Number, type and carrying capacity are required
by rules.
90
5.2.1 Lifeboats
There are wooden, steel, aluminum and glassfiber reinforced plastic lifeboats. There are open,
partially enclosed and totally enclosed types.
Totally enclosed boats are made self-righting;
they may be equipped with an air supply
independent of the ambient air and with special
fire protection (water spray system).
Lifeboats on tankers must be of non-combustible
material or be equipped with an air supply
independent of the ambient air and special fire
protection.
Rescue boats may also be made of rubber.
Wooden, aluminum and steel lifeboats have a
skin fitted over frames. The joints used to be
riveted; in the case of metal boats they are
nowadays
predominantly
welded.
The
boats
have a strong keel, and stem- and sternposts of
the same strength.
Wooden or metal lifeboats require significant
maintenance.
Metal
boats
tend
to
corrode
quickly if neglected; wooden ones can dry out
and then become leaky.
Glass-fibre reinforced plastic (GRP) lifeboats on
the other hand have a high corrosion resistance
and a low maintenance requirement. For that
reason, almost all lifeboats built nowadays are of
GRP.
GRP lifeboats are constructed in moulds. By this
means large component parts are obtained
which can be bolted or glued together. Lifeboats
are usually built up from three moulded parts:
Outer shell: outer skin with keel, stem/stern
post, nibbing strakes, skates and
gunwale
Inner shell: seats, stowages, buoyancy-reserve
cells, floor with drain holes
Canopy:
canopy shell with turret, access,
window and ventilation openings.
In the construction of the moulds, all fittings due
to be fastened to it are already taken into
account, so that expensive subsequent fitting
can be substantially avoided. Nevertheless a lot
of boat-specific work is still needed installing the
engine with its seating, fuel tank, cooling
system,
shaft,
stem
tube,
propeller,
fitting
heating, grab- and life lines, grab rails, the
rudder, and last but not least the electrical and
radio equipment.
in the case of totally enclosed boats, the canopy
rails, windows, access and ventilation opening
closures have to be added, plus the water spray
system and the ventilation system for oil, gas and
chemical tankers, independent from ambientair.
The system of pipes for the water spray system
has a size C Storz coupling, allowing connection
by hose to the ship's fire main. That allows the

boat to be sprayed already in its stowed position.
By virtue of airtight buoyancy-reserve cells
either built-in or provided between the inner and
outer shells, the boats fully equipped and with
the approved number of persons on board are
still capable of floating even when swamped. To
retain this property even if the buoyancy cells
are damaged, these are subdivided or filled with
closed-cell foam.
Totally enclosed lifeboats are self-righting if all
openings are closed watertight and the persons
on board are belted into their seats. That is the
normal condition even at launch. If a totally
enclosed boat capsizes with the access or
ventilation openings open, it will in adverse
circumstances adopt an attitude which makes it
still possible to leave it above water. To allow this
to be achieved, there are buoyancy cells also in
the canopy. In less extreme situations it is often
also possible to right the boat again.
Partially
enclosed
lifeboats
are
also
used,
particularly on passenger vessels. In emergency
these can be occupied by more persons more
quickly. They are not suitable for free-fall
launching and are always stowed underneath
special launching appliances.
Free-fall boats are totally enclosed lifeboats
stowed
on
a
specially
designed
launching
appliance at the stem. They are fitted with
special bucket seats and safety belts.
5.2.2 Rescue boats
Rescue boats have
namely
two
principal
purposes,
- the rapid rescue of persons floating in the

water, and
- the gathering, keeping in position and towing
of liferafts.
They are built and equipped with these
designated purposes in mind.
Rescue boats may be of rigid or inflatable
construction, or of a combination of both. Their
length must be not less than 3.8m and not more
than 8.5 m. They must be capable of holding at
least five persons seated and one person lying
down. They must either have an adequate sheer
or have a bow canopy extending over at least
15% of the length.
Rescue boats have either an inboard or an
outboard motor. That enables them to achieve a
speed of at least 6 kn running free and 2 kn
towing.
Rigid rescue boats are subject to substantially
the same construction regulations as lifeboats.
For inflatable rescue boats there are different,
special regulations:
91
They are so constructed that, hanging in inflated
condition
in
their
launching
and
recovery
appliance with a full crew and fully equipped,
they can be launched or recovered.
Stowed on the open deck without
they must be capable of withstanding all
protection,
weather conditions on the open sea. The same

applies afloat for 30 days.
The buoyancy of the inflated boat is ensured by
at least one hose subdivided into five roughly
equal compartments, or by two separate hoses of
roughly the same size. The volume of the hoses
1 Permanently fixed
skates
2 Painter which can be
slipped from inside the
boat (not visible)
3 Hoisting-hook with
central release
4 Forward
window flap
5 Lateral access
opening
6 Guardrail, in the case of
boats with special fire
protection in the form of
a water pipe with spray
nozzles
7 Turret for the
coxswains seat
8 Access door
9 Fixed canopy
10 Propeller with steering
nozzle(not visible)
11 Buoyancy chambers
the canopy, foam-filled
12 Remote control wire for
lowering/launching
13 Socket for electricity
cable
14 Ventilation flaps
in
Fig. 5.6 Totally enclosed lifeboat
Fig. 5.7a Partially enclosed lifeboat

92
Fig. 5.7b
Fig. 5.8 Free-fall boat
93
Fig. 5.9 Rigid rescue boat
Fig. 5.10 Rescue boat with rigid floor and inflatable tubes
is laid down. A positive freeboard must be
There may be a transom, not more than 20% up
retained even if one compartment is damaged.
the length of the boat. Furthermore there are
fittings for the painter, the lifeline running right
Every compartment is provided with a nonaround the boat and the towrope.
return valve for pumping up by hand plus a relief
The rescue boat must at all times be kept fully
or discharge valve. Rubbing strakes are fitted
under the bottom and along the sides of the boat.
blown up and equipped, ready for use.
94
5.3 Liferafts
Cargo- and passenger vessels as well as fishing
crafts are equipped with approved liferafts. The
number, type and carrying capacity derive from
regulations and additional requirements.
Approved are
- liferafts for 6, 8, 10, 12, 15, 16, 20, 25 or 50
persons, throw overboard type
- for 35 persons, davit launched type
- large liferafts for 30, 35, 60 or 65 persons,
without any protective canopy and usable
either way up.
Liferafts
are
automatically
inflatable.
For
launching they may be thrown overboard or
designed
and
positioned
near
launching
appliances for launching fully manned.
All liferafts are so installed that they can be
launched quickly, securely and safely - if
possible by one man - even with 20 list, over the
high side. For that reason liferafts are nowadays
almost always stowed on swinging-out storage
frames, inclined ramps or equivalent appliances.
5.3.1 Inflatable liferaft
Every inflatable liferaft is made from coated
synthetic fabric and as a rule is packed tightly
folded in a plastic container. On passenger
vessels, packing in a waterproof carrier bag is

exceptionally also approved provided the liferaft
is one for launching fully manned. The weight of
a liferaft including its packaging and full distress
gear lies between 100 kg and 185 kg, depending
on the size of the raft.
Every
inflatable
liferaft
complies
with
the
following requirements:
-
Material and type are approved. A liferaft

afloat withstands all weather conditions at sea
for 30 days.
- It is operable over an air temperature range
from -30 C to +66 C.
- It is stowed in a buoyant container.
- It can be thrown into the water in its container
without the raft or its gear suffering any
damage.
- Inflated, it has adequate stability in a seaway.
- The buoyancy hoses are subdivided into an
even number of compartments in such a way
that the raft still floats even if only half the
compartments are inflated.
- The floor is waterproof and can be inflated for
insulation against cold.
- It has a canopy of a clearly visible colour,
which protects the occupants from the effects
of the weather. It has a light on the top, inside
Fig. 5.11 Inflatable liferaft
95
and outside, an arrangement for collecting
rainwater
and
a
fitting
for
the
radar
transponder or the aerial of the portable radio
apparatus.
For inflation and to connect the inflated raft to
the ship there is a release painter line which is
cut using a knife. Life lines are provided all
around, inside and outside.
Carbon dioxide CO2 is used for inflation which
is initiated by hauling on release painter line.
Means for topping-up with air (bellows or air
pump) are provided.
Fitted to every opening is a boardingarrangement for persons in the water. A liferaft
for 6 or 8 people has one boarding
arrangement, every larger raft two.
If it has inflated upside-down, it can easily be
righted by one person.
it has a fitting for securing a towrope.
A liferaft for launching fully manned is
constructed
differently
and
reinforced,
reflecting its task. It can be manned from the
embarkation deck and is lowered to the water
by means of a special launching appliance.
This liferaft is so arranged that if the release
painter line is made fast on board it can also be
used as a droppable raft.
is pulled out of the container as the ship sinks

further. If this tautens, the inflating-gas bottle is
opened and the raft inflated.
The sinking ship further parts the release painter
line or a special breaking wire (weak link).
Water-Pressure operated release
The lashing is unlocked manually by means of a
patent retractive shackle or slip hook fitted
between
the
water-pressure
operated
release
and the eye on the lashing. The release painter
line with breaking wire (weak link) is fastened to
the water-pressure operated release.
Fig. 5.13 Water-pressure operated release
Fig. 5.12 Liferaft lowerable fully manned

5.4 Liferaft release device
Liferafts are so stowed that they can float free if
the ship sinks. If liferafts are secured in their
stowage by lashings they are therefore provided
with an approved, efficient release device. In
practice
various
types
of
water-pressure
operated releases have become accepted as
means for unlocking the lashings automatically.
The water pressure increasing with depth as the
ship sinks acts on one side of a diaphragm which
on the other side has a spring in an air space, set
to the release depth, pressing on it. The water
pressure reduces the size of this air space, so that
at a depth of between 2.00 m and 3.70 m the
release unit unlocks which in turn releases the
lashing. The raft container floats to the surface;
the release painter line firmly secured to the ship
Fig. 5.14 Function of the water-pressure

operated release
5.5 Inflatable lifeboats
Fishing vessels engaged in large-scale deep-sea
fishery,
fishery
protection
vessels,
seagoing
cutters, seagoing tugs and ships of less than 1600
GRT may be equipped with inflatable life boats.
Number,
specified.
type
and
carrying
capacity
are
The buoyancy hoses of all inflatable life boats

have
partitions
dividing
them
into
several
compartments. Hoses, bottom and partitions are
made of ageing-, weather-, fuel- and abrasionresistant coated synthetic fabric whose tear and
tear
propagation
resistance
and
breaking
strength are specified.
96
Fig. 5.15 Double-tube inflatable life boat

- motorisable double-hose boats of classes KK
612, 617, 623 and 627,
used as lifeboats on fishing vessels.
Single-hose boats have the whole hose, doublehose boats the upper hose coloured luminous
yellow; all the rest is black.
The individual compartments of the
pumped up with air through filling valves.
Inflatable
into
boats
are
divided
according
hoses
are
5.6 Lifeboats and Liferafts

to
type
5.6.1 Equipment and fittings
single-hose boats of class KK 604, used as

man-overboard-boats "
and
- double-hose boats of classes KK 610, 615, 620,
625
and
5.6.2 List of equipment and fittings
Lifeboats and rescue boats are provided with

waterproof
stowage
compartments
for
small
pieces of equipment plus mountings and other
fixing
arrangements
for
the
equipment
generally. It must be possible to stow or secure
the entire equipment so that it does not get in the
way during launching or running.
The equipment of lifeboats, rescue boats or
liferafts comprises:
Consecutive
number
1
2
Item
Lifeboat
Oars, buoyant, thole pins crutches, attached to the boat

by lanyards or chains
boathooks
sufficient
2
bailer, buoyant
buckets
survival manual
binnacle with approved compass, luminous or
illummable, fixed or with mounting

sea anchor with adequate-length hawser and tripping line
painter line of adequate length
hatchets
10
waterproof vessel with 3 1 drinking water for each
person the boat can carry, or 2 1 water and approved

distilling apparatus
*) 2 buoyant bailers in rafts capable of carrying more than 12 persons
Rescue
boat
sufficient
Liferaft
1*)
1
5
97
Consecutive
number Item
11 rustproof dipper with lanyard
12 graduated rustproof drinking vessel
Lifeboat
Rescue
boat
Liferaft
13 food ration of 10000 kilojoule per person the boat can

carry, in airtight pack in watertight container
14 approved rocket parachute flares
1
4
1
4
15 approved hand flares
16 approved buoyant smoke signals
17 watertight torch suitable for Morse signalling with
spare bulb and spare batteries

18 daylight signalling mirror with operating instructions
19 life-saving signal table
20 signal whistle
21 first aid outfit in waterproof case reclosable after use
22 anti-seasickness medicine, doses of
23 seasickness bags, per person the boat can carry
24 jack knife attached to the boat by lanyards
25 tin openers
26 quoits, buoyant, each with 30 m buoyant heaving line
27 manual pump
28 fishing tackle, set
29 tools for engine, set
30 portable fire extinguisher, powder, 6 kg, ABC
2
2
1
1
31 searchlight
32 radar transponder or reflector
33 thermal protective aids for 10% of persons the
1
>2
boat can carry

34 towrope, buoyant > 50 m
>2
Only for rigid rescue boats

35 boathook
36 bucket
37 knife or hatchet
Only for inflatable rescue boats and liferafts

38 buoyant safety knife
39 sponges
40 bellows or manual air pump

41 repair kit in container
42 safety boat hook
43 buoyant paddles
44 survival instructions
45 instructions regarding immediate steps
46 knife for cutting release painter line
1**)
* *) 2 knives for cutting rip cord in rafts capable of carrying more than 12 persons
98
2. Lashing
1. Grab line
extends in bights lengthways along
both sides from forward to aft. It
consists of buoyant material or is fitted
with floats.
3. Painter
is secured slipably forward in the
boat. Extends three times the distance
from the boat deck to the surface of
the water with the ship at minimum
draught. An additional painter of the
same length is permanently fastened
forward inside the boat.
Fig. 5.16 Lifeboat underneath davits

5.6.3 Illustrations
Heaving line
coloured to be easily visible, 30 m
long and floats. In lifeafts fitted
with a buoyant ring.
Hand flare
when lit, for about 1 minute
produces a bright-red light visible
for about 10 nm on a clear night.
Fig. 5.17 Heaving line
Fig. 5.20 Hand flare
Sea anchor
consists of a truncated-cone canvas
bag whose major aperture is kept
open by a rigid ring. Fastened to
this is a three-part bridle with the
sea-anchor line. The inhaul is
fastened to the minor aperture.
Fig. 5.18 Sea anchor
Rocket parachute flare
when fired climbs to at least 300 m,
unfolds a parachute to which a
bright-red light is fastened, visible
for about 40s, for up to about
25 nm on a clear night.
Fig. 5.19 Rocket parachute flare
Buoyant smoke signal

generates
thick,
orange
smoke
which even in a light wind lays a
smoke trail; lasts about 4 minutes.
Fig. 5.21 Buoyant smoke signal

Electric torch
is waterproof and suitable for
signalling
Morse.
Appropriate
spares
for
replacing
exhausted
batteries or defective bulbs are
provided.
Fig. 5.22 Electric torch
99
Daylight signalling mirror
comprises a metal mirror with a
sighting device for reflecting light
from the sun.
Fig. 5.23 Daylight signalling mirror
Radar reflector
permanently fitted or loose, reflects
the radar beams from a search
craft.
Fig. 5.24 Radar reflector
Hatchet
stowed respectively forward and
aft in the boat to allow lines to be
cut in emergency.
Fig. 5.29 Hatchet
Jack-knife
with tin opener, marline spike and
lanyard.
Fig. 5.30 Jack-knife
Signalling whistle
or equivalent sound signal, e.g.
foghorn
for
producing
acoustic
signals in poor visibility.
Fig. 5.25 Signalling whistle
First aid kit

(first aid box) is kept in a waterproof, sealed storage box. The contents are listed on the lid.
Fig. 5.31 First aid kit (first aid box)
Rescue-signal table
& leaflet
"Survival at Sea"
Compass
is housed in a protective casing. It
can be read even at night with
special lighting.
Fig. 5.26 Compass .
Manual bilge pump

consists of the pump plus suction
hose which reaches down to the
bottom of the boat. The water
sucked-in
is
pumped
overboard
through another hose.
Fig. 5.27 Manual bilge pump
makes
recommendations
regarding
the
correct
use
of
the
signalling
means
and
conduct
in the survival craft.
Fig 5.32 Rescue signal table
Food ration
is stored in airtight and waterproof
containers.
Fig. 5.33 Food ration
Pall and bailer

used for getting
rid of the
remaining water.
Fig. 5.28 Pail and bailer
Drinking water
3 liters per person are stored in
several
non-corroding
containers
with dippers or in smaller packs
such as cans or plastic bags.
Graduated
non-corroding
drinking
mugs are provided.
Fig. 5.34 Drinking water
100
Fishing gear
comprises fish-hooks, weight,
fishing line and illustrations of
poisonous fishes.
Emergency position
radio beacon (EPIRB)
indicating
Fig. 5.35 Fishing gear

Repair kit
consists of wooden plugs and
rubber patches with adhesive for
sealing leaks.
Fig. 5.41 Emergency position indicating

radio beacon (EPIRB)
Two way VHF radiotelephone
apparatus
Fig. 5.36 Repair kit
Boathook
with point, hook and wooden shaft.
Fig. 5.37 Boathook
Air pump
or bellows with filling hose for
topping-up the hoses and for
inflating the double bottom.
Fig. 5.38 Air pump
Fig. 5.42 Two way VHF radiotelephone

apparatus
5.7 Propulsion systems
The propulsion systems in the survival craft are
provided in order that they may be maneuvered
clear of the danger zone around the damaged
vessel.
5.7.1 Diesel engine
The propulsion system consists of the diesel
engine with starter, the fuel system with a fuel
tank, the electrical equipment, the gearing,
shafting and the propeller.
The diesel engine can be air- or water-cooled.
The electrical equipment comprises
Powder extinguisher
Operating instructions. Undo the
safety device in front of the fire.
Remove the pressure hose from its
stowage. Open the propellant
cylinder. Wait for about three
seconds until the propellant which
has flowed into the extinguishant
container through the gas pipe
has swirled-up the powder and
pushed it up the rising tube.
Operation of the actuating element
(extinguishing pistol) releases the
powder-propellant mixture.
Fig. 5.39 Powder extinguisher
Radar transponder
- charging generator, voltage regulator and

battery
- power supply to radio apparatus and
searchlight
- electrical starter and preheating equipment
(not on all diesel engines).
The starter can take the following form
- Manual starter, e.g. starting handle.
This is kick-back-proof, disengages
automatically once the engine starts and cannot
be ejected from its guide.
- Mechanical starter, e.g. spring power starter.
A disc-spring pack is wound up by means of a
winding crank or lever. When the triggeringlever is operated, the energy in the wound-up
spring pack is transmitted to the engine
crankshaft.
Fig. 5.40 Radar transponder

101
Fig. 5.43 Propulsion system of a lifeboat with a diesel engine
Fig. 5.44 Grafic operating instructions - operating console
102
- Electrical starters.
Actuation of the starting arrangements causes
the battery-driven starter automatically to start
the engine.
- Hydraulic starters.
The propulsion systems of survival craft are
approved.
The illustrations that follow are basic diagrams.
The actual design and arrangement of lifeboat
propulsion systems can in individual cases differ
significantly from these. Careful study of the
operating instructions held on board is therefore
absolutely essential.
5.7.2 Outboard engines
Rescue boats are powered by petrol or diesel
outboard engines.
The outboard engine is fitted to the transom of
the rescue boat and secured by tightening the
clamping screws. Trimming bolts are used to
bring the engine to the appropriate angle
relative to the boat's hull.
The
fuel
container
is
portable
and
is
accommodated in the boat separately from the
engine. The fuel is conveyed to the engine
through a hose line with a built-in hand pump.
The engine has a manual starter; electric starting

facilities may also be provided.
Outboard engines for rescue boats are approved.
5.8 Launching appliances
Launching appliances are used to get heavy
survival craft (lifeboats or liferafts) from the ship
to the water even in the fully manned state.
Number, type, dimensions and stowage is
specified. All launching appliances are approved
by the See-BG.
The launching appliances include also gear
which secures the survival craft in their stowage
position (lashings), the emergency guardrail and
the emergency lighting in the launching zone,
plus
remote-operating
arrangements
for
stopping
pumps
which
discharge
into
the
launching zone and for retracting the stabiliser
fins.
The launching appliances are so dimensioned
and arranged that launching is still possible on
either side with a trim of up to 10 or a list of up
to 20, up to 15 for ships whose keel was laid
before 01.07.1986.
1 Gipping-recess
2 Engine hood
3 Cooling water check outlet
4 Water plug
5 Tilting block
6 Propeller shaft casing
7 Cavitation plate
8 Anode
9 Secondary cooling water inlet
10 Propeller
11 Hand-starting handle
12 Gear lever
13 Speed control twist-grip
14 Clamping screw
15 Fitting for hanging from transom
16 Trimming bolts
17 Gear oil filler plug
18 Cooling water inlet with strainer
19 Gear oil drain plug
20 Battery cable
21 Stop button
22 Choke button
23 Fuel hose connection
24 Ignition lock
25 Fuel tank
26 Fuel tank lid
27 Venting screw
28 Feeder ball (pumping ball)
29 Fuel hose connector/fuel cock
30 flexible tubes
Fig. 5.45 Outboard engine
103
5.8.1 Davits and accessories
Gravity-Type davit
Due to its own weight and that of the survival
craft, the pair of gravity-type davit arms swings
into the lowering position by itself.
With the aid of fairlead-rollers the boat's fall is
taken via the davits from the boat winch to the
lifeboat. There the fall is connected to the liftinghooks of the boat via hoisting-plates.
lifeboat hangs at an adequate distance from the

ship's side.
Based on the nature of the movement of the davit

arms, gravity-type davits are divided into
- single pivot davit, or
- roller track davits.
Pivot davit
The single pivot davit has rigid arms swivelling
about pivots at their feet. As the centres of
gravity of the lifeboat and the davit arms are on
the seaward side of the pivot, once the winch
brake has been released the davit arms swivel
outwards about the pivots into the lowering
position.
If the lifeboat is not held against the ship by
additional means (tricing pendant or bowsing
tackle), it will hang vertically underneath the
davit at an adequate distance from the ship's
side.
1 Davit horn
2 Davit arm
3 Boat support pad
4 Control lever for electric winch drive
5 Winch brake lever (for lowering)
6 Winch casing
7 Winch drum
8 Roller track
Fig. 5.47 Roller track davit

Tricing pendants and bowsing tackles
Tricing pendants are strong wires of preciselymeasured length, shackled in between the davit
arms and the hoisting plates to pull the boat to
the ship's side for embarkation. A thimble and
shackle fastens them to the davit arm, a patent
slip hook which can be slipped under load to the
hoisting plate.
1 Davit arm (movable)

2 Boat's fall
3 Davit pedestal (fixed)
4 Pivot point
5 Arm rest (on deck when the davit has been swung out)
6 Boat's winch (symbolised! For real appearance see roller
track davit)
Fig. 5.46 Singel pivot davit

Roller track davit
The roller track davit has rollers on the arms able
to run on the standing part which is a roller track.
In the stowed position the arms rest in the top
part of that track.
Once the winch brake has been released, the
davit arms run down the sloping tracks. These
lead them down to the end position, in which the
Fig. 5.48 Tricing pendants and bowsing tackles
Bowsing tackles hold the lifeboat to the ship's

side after the tricing pendants have been
slipped. Each consists of two blocks and the fall;
each has one block fastened to the ship's side or
the davit arm, the other to the hoisting plate for'd
and aft. The fall is belayed around a cleat usually
fastened to the block at the hoisting-plate end.
Belt falls have special lowering arrangements.
Boat lashings
In its stowed position, the boat is held in place by
wire pendants and bottle screws. To protect the
boat, the wire is usually plastic-coated.
104
slip hook is opened, i.e. if when the boat was

being prepared the lashings have not been cast
off.
In another version a rocking lever secures a bolt
which holds the moving davit arm to the
standing part, and which can only be removed
after the lashings have been cast off. This bolt
prevents the davit being swung out until the
lashings have been cast off.
5.8.2 Liferaft Launching Crane
The
launching
crane
serves
as
launching
appliance for rescue boats or liferafts. The
survival craft hangs from a single fall. This is led
over
a
swivelling
cantilever
mechanically
powered to swivel out and in.
In the case of a launching crane for liferafts, the
winch brake can be released from inside the raft
by means of a wire. After that, the lowering
process can no longer be influenced - the raft is
lowered all the way to the water. That makes it
unnecessary to leave a man behind to operate
the winch.
Fig. 5.49 Boat lashings
Fig. 5.51 Liferaft launching crane

5.8.3 Free-fall launching appliance
This system has the totally enclosed lifeboat
stowed at the upper end of a launchway
mounted over the stem, bows facing outboard.
Fully manned, it can from there
Fig. 5.50 Boat lashings for free-fall boat

As a rule the lower fastening of the lashing to the
davit is so arranged that it releases automatically
if the davit is swung out before the bottle-screw
- run down the rollers of the launchway once the

unlocking
arrangement
has
been
triggered
and then enter the water in free fall from the
stem, or
- be lowered into the water with the aid of the
launching appliance, or
- float free when the vessel sinks.
105
The unlocking arrangement is triggered from

inside
the
boat
by
manually
operated
mechanical or hydraulic devices.
Fig. 5. 54 Lifebuoy with life line

Fig. 5. 52 Free-fall boat on board
MS HANSA LUBECK
The life-buoys, ready for immediate use, are

- distributed all over the ship
- accessible to everyone
- painted in easily-discernible colour (luminous
red,
orange-yellow)
on
the
outside
and
provided with retro reflective material
- marked with the ship's name and port of
registry and
- provided with an all-round grab line firmly
secured.
It must always be possible to throw them
overboard quickly, so they must not be lashed
into their stowage.
The
number,
supplementary
fittings
and
positioning of the life-buoys is specified on the
basis of the vessel's size and operating region.
Fig. 5. 53 Free-fall boat - triggering device

5. 9 Lifebuoys
Life-buoys are made from approved materials.
The filling is in one piece. Minimum inside and
maximum
outside
diameter
plus
minimum
weight are specified. They retain their buoyancy
and shape in salt water even in contact with oil
and oil products, and in spite of variations in
temperature. They are able to support an iron
weight of 14. 5 kg for 24 hours in fresh water. This
is confirmed by a trial.
Fig. 5. 55 Lifebuoy with Lifebuoy light

106
It is mandatory that
- at least one lifebuoy on each side of the ship is
provided with a 30 m long, buoyant life line,
- a certain number of the total of lifebuoys is
equipped
with
an
efficient,
automaticallyigniting light,
- a heavy lifebuoy is mounted on each side of the
wheelhouse, joined by a line to a light/smoke
float ("man overboard buoy"), and
5. 10. 1 Emergency Position Indicating Radio

Beacons (EPIRB)
Emergency position indicating radio beacons once
activated automatically send out a sea distress
call which reaches one or more shore radio
stations via satellites and from there is forwarded
to the Maritime Rescue Coordination Centre.
- a lifebuoy is mounted near the stem.
Fig. 5. 56 Man overboard buoy

5. 10 Radio Life-Saving Appliances
Radio life-saving appliances are held on board
for sending out distress calls, for voice radio
communication with search and rescue units and
for location of survival craft by search and rescue
units.
In contrast to the rest of the gear they are as a
rule not stowed permanently in the lifeboats or
rafts.
However
they
are
portable.
In
an
emergency they must be removed from their
stowage on the bridge or near the survival craft
and taken along to the lifeboats or rafts.
Fig. 5. 58 Emergency Position Indicating

Radio Beacon
The distress call contains the ship's identification

and other information useful for the execution of
successful search and rescue operations.
107
The distress position is either

- inserted into the distress call by GPS built into
the EPIRB, or
- input manually continually during the voyage,
or
- established by detection from another ship.
During the voyage the emergency position
indicating radio beacon is kept in a stowage
somewhere
around
the
bridge.
Before
abandoning ship, it is to be embarked in one of
the survival craft used; if that is not possible it
can simply be thrown overboard. If even that
does not happen, it will automatically float free
to the surface when the ship sinks.
It begins to transmit when switched-on by hand,
thrown overboard or when it has risen to the
surface automatically.
The emergency position indicating radio beacon
is coloured luminous orange/yellow, provided
with reflective material and on top has a flashing
light to make it easier to find in an emergency in
the dark.
It is important in an emergency that the survival
craft and the emergency position indicating
radio beacon remain together, as the search and
rescue operation is targeted on the position of
the beacon.
5. 10. 2 Radar transponder (or search and rescue)
The equipment on board ships includes one or
more radar transponders. They are kept in
stowages
near
the
bridge
and
must
in
emergency be embarked in the survival craft
which are used. They are buoyant and in an
emergency can also be thrown overboard if it is
not possible to take them into a survival craft.
If a radar impulse from a ship or aircraft reaches
the
receiving
aerial
built
into
the
radar
transponder, the transponder sends a reply on
the
same
frequency.
That
produces
an
internationally
agreed
pattern
on
the
radar
screen of the ship or aircraft which
- is accepted as an emergency signal in
accordance
with
Appendix
IV
of
the
Regulations
for
Preventing
Collisions
and
obliges the receiver to give assistance, and
- marks the position of the radar transponder on
the screen.
For that reason radar transponders are also
called radar reply beacons.
The range of the radar transponder is about 5
nautical miles, depending on the height of the
transmitting/receiving aerial and the state of the
sea.
Fig. 5. 59 Search and rescue radar transponder

5. 10. 3 Portable two way VHF radiotelephone
apparatus
The equipment on board ships includes two way
VHF radiotelephone apparatus.
They are portable and allow RT communication
over short distances between survival craft, the
ship, and search and rescue units. For this they
can switch to the emergency and call-up
frequency (channel 16) and at least one working
frequency (channel 6 or 10). They can also be
used for internal operational RT traffic on board
if they can be operated on the frequencies
provided for this (channel 15 or 17).
As the same frequency is used for transmitting
and
receiving,
simultaneous
speaking
and
listening is not possible. If RT is to be used in
emergency, it must therefore be used with
heightened discipline. That can above all be
expected from holders of a general operator
certificate. Nevertheless the sets must be so
designed and made that they can also be
operated by untrained persons.
The sets have batteries as an emergency power
supply. These permit eight hours of operation,
10%
of
which
can
be
transmitting,
10%
receiving and 80% standing by. In an emergency
the sets are therefore not to be switched on until
there are search and rescue craft in the vicinity. If
there are several sets available, as far as possible
only one is to be operated at any one time.
For use in routine ship operation, rechargeable
batteries are additionally fitted. Operation using
an external power supply is permitted.
The range is determined by the power of the
transmitter and the height of the aerial above the
surface of the water. It is about the same as the

range of vision.
In an emergency the
radiotelephone apparatus
survival craft used.
portable tow way VHF

must be taken into the
In lifeboats, there may also be permanently

installed VHF radiotelephone apparatus. These
are subject to substantially the same regulations
as portable sets.
108
5. 12 Line-Throwing Apparatus
Cargo and passenger vessels and fishing craft 24
m or more in length carry an approved linethrowing apparatus.
The equipment comprises the firing device,
propelling charges with built-in igniters and line
bins each holding a 250 m long braided line.
Propelling charges and igniter cartridges have a
limited life. Their. use-by" date is printed-on
and must be observed.
Fig. 5. 61 COMET line-throwing apparatus

5. 13 Helicopter rescue sling Buoyant stretcher
The helicopter rescue sling is not part of ships' or
survival craft equipment, it is provided by the
SAR helicopter.
Fig. 5. 60 Portable two way VHF

radiotelephone apparatus
5. 11 Pyrotechnic distress signals
The equipment of ships and survival
includes approved pyrotechnic distress signals.
Ships are equipped
parachute flares.
with
at
least
12
craft
rocket
Survival craft are equipped with

- rocket parachute flares,
- hand flares, and
- buoyant smoke signals.
The number is specified depending on the type
of
life-saving
appliance,
(see
inventory
list
Section 5. 6. 2.)
Fig. 5. 62 Buoyant stretcher
109
The buoyant stretcher is used for the transport of
injured or sick persons. It is provided with bridle
and fittings which allow to transport also by
means of lifting appliances or the winch rope of
helicopters. The person transported can be
protected by means of permanently secured
coverings and belted-in to prevent falling out.
5. 14 Organisation of SAR-Operations at sea
Every master of a ship at sea who receives a
report from any source that a ship or aircraft or its
lifeboats or rafts are in distress is obliged to
hasten to the assistance of the persons in distress
at maximum speed, and to inform them of this if
at all possible (of. SOLAS Regulation V/1Oa).
Every government of a nation participating in
the SOLAS convention is obliged to make all
necessary provisions for a coastguard service
and for the rescue of any persons in distress at
sea along its coasts (cf. SOLAS Regulation V/15).
The International Convention for Search and
Rescue at Sea, Hamburg, 1979, additionally
provides
for
the
voluntary
undertaking
by
nations also to accept responsibility for a search
and rescue service for certain areas of the high
seas. For this the convention provides for forms
of organisation fixed in every detail, in particular
as
regards
transmission
of
information
concerning distress at sea.
The Federal Ministry of Transport as the
authority responsible for the sea areas adjoining
Germany's coasts has in a contract charged the
German
Lifeboat
Institution
(Deutsche
Gesellschaft
zur
Rettung
Schiffbriichiger
DGzRS) to perform these tasks. The DGzRS has
been active in the rescue from distress at sea
along the German North Sea and Baltic Sea
coasts since 1865 as an independent, charitable
organisation,
means.
voluntarily
and
using
its
own
The Maritime Rescue Coordination Centre MRCC - Bremen of the DGzRS has overall
responsibility in a distress-at-sea situation for the
conduct of the operation to its conclusion. In the
event of distress at sea it provides for the
initiation, coordination and conclusion of SAR
measures and their documentation. The DGzRS
which deploys its own rescue cruisers and rescue
lifeboats is supported in the execution of services
by SAR helicopters and aircraft of the military
SAR
organisation.
The
execution
of
SAR
measures in cases of distress at sea is based on
an SAR task plan. This plan in addition to
explanations regarding raising the alarm and
execution also contains data about the SAR
seagoing
vessels
and
aircraft,
passing
of
information
on
SAR
service
and
other
information needed by everyone involved in
SAR services.
Objectives and tasks of the DGzRS are
- saving life in distress at sea
- coordinating all measures taken in distress-atsea situations and where assistance is given
within the SAR zone for which it is responsible
- execution of safeguarding tasks for ships in
danger and their crews
- assistance with the freeing from immediate
danger of crews of seagoing vessels and
aircraft services to aircraft as regional search
centre 8-sea
- transport of sick and injured persons, first aid
and initial medical care of emergency patients
- all activities which help to prevent potential
emergencies or accidents.
110
Fig. 5. 63 Diagram The German search and rescue service at sea
111
6. Handling/Operation of Life-Saving Appliances

and Installations
In this Section the handling/operation of the
appliances and installations will be described for
one example of each item of safety equipment.
Because of the large number of approved types,
the appliances and installations on board may
vary
from
ship
to
ship
and
differ
in
handling/operation from those described here.
The maintenance instructions must be observed

carefully to ensure that the survival suit
remains in the impeccable condition necessary
for an emergency and to prevent it being
damaged.
For that reason every newly-arriving crew

member
must
familiarise
himself
with
the
appliances and installations actually present on
board, using the operating instructions.
This purpose is served by the training and
appliance manuals held on board, available to all
members of the crew. They can be considered
appendices to this manual and contain the
operating instructions for all appliances and
installations on board which form part of the
safety equipment.
6. 1 Personal life-Saving appliances
The
handling
of
the
personal
life-saving
appliances must be mastered by every member
of the crew. This can only be achieved by
planned instruction and specific practice on the
occasions of the mandatory safety exercises
carried out at regular intervals.
6. 1. 1 Survival suit
Handling of the survival suit is practised during
the
mandatory
safety
exercises.
For
these
practices, only a few and always the same suits
are used. The rest remain in their original
packaging.
The putting-on procedure is as follows:
All details are to be taken from the instructions
for use printed on the carrier bag and to be
observed.
- put on the survival suit as you would an
overall, don the hood, pull-on the sleeves,
- zip the suit right up,
- pull the straps or bands at the feet or legs really
tight and secure them with the Velcro fastener
or buckle,
- fasten the mouth strap.
(This strap may impede work in preparation for
abandoning ship. As its purpose is to protect
mouth and nose of persons floating in the
water against spray or splashing waves it must
be fastened at the latest before jumping into
the water!)
Fig. 6. 1 Survival suit

So
that
the
zip-fastener,
watertight
and
therefore somewhat stiff, can always be dosed
quickly and easily it is after every exercise to be
treated with the substance provided or rubbed
with a candle. The zip-fasteners on survival suits
not used must be treated in this way at least once
a year.
Following an exercise, the survival suit may only
be repacked in its carrier bag if it is undamaged,
having been dried thoroughly inside and out.
Contact with hot objects during this process is to
be avoided.
Damaged survival suits may not be kept in the
safety gear store together with those ready for
use. They are to be repaired or replaced at the
first opportunity.
To ensure that it can be put on quickly and to
avoid damage to the zip-fastener, the survival
suit is always packed in its carrier bag with the
zip open.
112
6. 1. 2 Life jacket
Putting-on the life jacket
Fig. 6. 2 Seepilz graphic instructions for use

How the life jacket works
The life jacket turns the body of a person in the
water regardless of its position into a safe
inclined supine position, even if that person is
exhausted or unconscious, and within 5 seconds
lifts the face out of the water to free nose and
mouth.
Fig. 6. 4 A jump into the water

6. 1. 3 Thermal protective aids
In lifeboats and -rafts are provided with
approved thermal protective aids. These are
sack-shaped
coverings
of
insulating
material
with the sleeves cut in one with the garment,
gloves and a hood.
Their purpose is primarily the protection of sick
and injured persons in the survival craft against
hypothermia.
6. 2 Survival craft
Designated survival
boats and liferafts.
Fig. 6. 3 How the life jacket works

Jumping into the water wearing a life Jacket
Try if possible to get into the life-saving
appliance dry-shod. If you must jump into the
water, look for a place as close as possible to the
surface.
Grasp the life jacket with both hands at the front
near the top and pull it downwards, otherwise it
will strike your chin and lower jaw from below as
it becomes immersed. That could cause an
injury.
The legs must be slightly bent at entry to avoid
sprains.
craft
are,
lifeboats,
rescue
If danger threatens, the master will order one or

more survival craft to be prepared even before
there is any immediate threat to passengers or
crew.
However
the
possibility
cannot
be
excluded, that an accident at sea happens and
creates a dangerous situation so suddenly that
action has to be taken with all possible speed.
Preparing the survival craft is therefore practised
at the specified short intervals just as realistically
as it would have to be done in an emergency.
At every practice, just as in an emergency, there
are certain basic rules to be observed which are
clearly
demonstrated
in
the
example
that
follows:
6. 2. 1 Preparing and launching lifeboats
Sequence of events of a boat drill (practice or
emergency)
If it is a practice
announced beforehand
drill,
it
will
have
been
113
Master:
bridge
sounds general emergency
alarm ------
Head of
operations:
Head
of
operations:
receives the service task from
the master:
Carry out a boat drill"
Unit leaders:
muster station
carry out check whether
everyone is present and report
the result to the Head of
operations: unit all present or
unit members missing.
Note.
The crew members put on their
life jackets only when ordered to
by the unit leader.
On passenger ships when the
general emergency alarm has
been sounded the passengers
proceed to the assembly
positions allocated to them.
Those who have been in the
cabins bring their life jackets
with them to the assembly
position. Passengers who do not
bring a life jacket are given one
from the reserve stowed near the
assembly position. Passengers
put on their life jackets as soon
as they have arrived at the
assembly position. The crew
members detailed for this, check
that every passenger has a life
Head of
jacket and that it is being worn
operations:
correctly.
Unit leader:
Head of
operations:
Note:
Master;
Unit leader:
6. 2. 2 Preparing and launching liferafts

ATTENTION!
In contrast to the lifeboats, practices with
liferafts are generally not possible on board, as
after every time they have been used these have
to be taken to an approved workshop to be
made ready for use again. The following
explanation therefore applies to emergencies.
Launching a liferaft by hand
When the order is given to launch a liferaft, the
following actions are to be carried out:
Following receipt of the report,

issues the task to the unit leader:
defense unit (or: support unit),
prepare and turn out No....
lifeboat!"
In the case of lifeboats which can
be manned in the stowed
position, the turning out is
omitted.
Has lifeboat No....
- prepared inside and outside in
the stowed position,
- turned out and lowered to the
embarkation deck by his unit.
The details depend on the fact
with which type of lifeboats and
launching appliances the ship is
equipped.
He then reports to the Head of
operations:.. lifeboat No.... ready
for manning and lowering. "
passes on the readiness-report
the master on the bridge.
Gives the order: " Man lifeboat

No....!"
No lifeboat, rescue boat or
liferaft is launched without an
order form the master!
The order to launch is given by
the master directly to the unit
leader:
"Unit leader, this is the master,
lifeboat No.... LAUNCH!"
On receipt of the order
LAUNCH, action is taken as
appropriate to the boat and the
launching appliance.
- in darkness, provide emergency lighting,

- hang embarkation ladder over the
additionally rig climbing nets, ropes or
material suitable for climbing down,
- check whether the release/painter line of the
liferaft is secured to the ship,
- cast off the lashing, (Fig. 6. 5)
side,
other
- check whether the surface of the sea is free

from obstructions, flotsam or leaked-out fuel,
- throw the liferaft container over the side
(Fig. 6. 6).
Only when the container is floating in the water:
- haul in the slack of the release/painter line
until you can feel a resistance,
as soon as the writing on the container becomes
visible:
- open the inflating-gas bottle by a sharp tug on
the release/painter line, (Fig. 6. 7)
once the lower, upper and canopy hose of the
liferaft is inflated:
- haul the liferaft in under the embarkation
ladder,
- man the liferaft, (Fig. 6. 7a)
- cut the release/painter line with the knife hung
near the embarkation point,
to
- use the single paddles to take the liferaft clear

of the immediate vicinity of the ship.
The lifeboat is not manned until

the Head of operations
categorically orders this.
114
The falls of the launching cranes are fitted with

automatic-release
hooks.
There
are
several
approved systems; the details of the system on
board and how this is operated are to be taken
from the operating instructions.
When the order to launch the liferaft is given, the
following actions are to be carried out:
- hook-on the crane hook, cast off the lashings
(Fig. 6.8)
Fig. 6.5 Remove lashing
Fig. 6.8
- secure tricing line and release/painter line,
turn out liferaft
Fig. 6.6 Throw raft-container over board
Fig. 6.9
Fig. 6.7 Release gas bottles
- inflate by pulling on the release/painter line
Fig. 6.7a Man the liferaft
Fig. 6.10
115
- man liferaft
- cut tricing lines, lower away
Fig. 6. 11
- as soon as the raft is in the water, release crane
hook
- cut release/painter line and paddle away
from the vicinity of the ship
6. 3 Survival craft propulsion systems
The variety of approved propulsion systems on
board makes it impossible to go into every detail
in
this
manual.
Study
of
the
operating
instructions
available
on
board
is
therefore
imperative.
The; device to make the handle kick-back-proof

has the effect that the starting handle is not
entrained - i.e. does not kick back - if the diesel
engine does not go over TDC or starts to run
backwards. Some older diesel engines have not
yet been fitted with this device so extra care is
needed when starting engines by hand.
The
following
preparatory
actions
are
to
be
carried out:
- set fuel shut-off valve in " OPEN " position
- open decompression valves
- gear lever in neutral
- engage starting handle
- turn the engine over a few times to build up
lubricating
oil
pressure
and
thus
reduce
friction
- set speed adjusting lever in FULL SPEED
position
- initiate start with decompression levers open,
build
up
adequate
momentum
by
energetic
turning over
- close decompression valves by hand if there is
no automatic closing arrangement
- carry on turning until the engine starts.
6. 3. 1 Diesel engines
Fuel and lubricating oil
Because of the danger of
only winterproved diesel fuel
fuel.
paraffin precipitation,
is to be used as
ATTENTION!
The marine diesel fuel available on board for
use by main or auxiliary engines is not always
winterproved; for that reason a reserve of fuel
for the life boat engines is kept on hoard. Down
to -16 C the boat engine fuel must not have a
tendency to precipitate paraffin |cloud point
-16 C).
Starting the diesel engine
There
are
operating
instructions
provided
on
board for the lifeboat diesel engine; they are
also
in the training manual. As soon as possible after
joining, every crew member is to be familiarised
with
the
starting
arrangements
of
the
diesel
engines. (See also 8 UVV See)
ATTENTION!
If the lifeboat is not in the water, the watercooled engine may be run only in neutral and
for no more than 5 minutes!
Starting with a starting handle
ATTENTION!
Not every starting handle is kick-back-proof!
Fig. 6.13 Starting with starting handle

Starting with a spring power starter
The spring power starter is so constructed that
the crankshaft is only turned through 3/4 of a
turn with full torque. The best starting
position
for
the
diesel
engine
is
therefore
at
"precompression" just short of TDC. The way to
find this position is to turn the engine by starting
116
handle with the decompression
until strong resistance is felt.
valve
closed
ATTENTION!
The spring power starter may only be operated
with the decompression valve closed, otherwise
It could be destroyed
The following
carried out:
preparatory
actions
are
to
be
- set fuel shut-off valve in OPEN position

- open decompression valves
- engage starting handle
- turn the engine over a few times to build up
lubricating
oil
pressure
and
thus
reduce
friction
- close decompression valves
- turn the engine until there is noticeable
resistance
- remove the starting handle
1 Safety switch for main

switch, motor switch,
switch for internal lighting
top light, radio-telephony
apparatus
2 Control lamp for battery

charge, oilpressure
motor-temperature
3 Lever for speed control
4 Motor: stop
5 Motor: start
Fig. 6. 15 Operation and control console

with electric starter
6. 3. 2 Petrol outboard engines
- set speed adjusting lever in " FULL SPEED"

position
- wind up the spring power starter
ATTENTION!
- operate the spring power starter
Water-cooled outboard engines must not

started until the survival craft is in the water !
Fig. 6. 14 Loading of a spring starter

by tension handlever
Starting with electrical starting equipment
The following
carried out:
preparatory
actions
are
to
be
- set fuel shut-off valve in " OPEN" position

- set speed adjusting lever in " FULL SPEED"
position
- start the engine
Should the electrical starting equipment fail, the
engine is started by hand using the starting
handle or by the spring power starter.
Fig. 6. 16 Starting outboard engines

be
117
The following preparatory actions are
carried out:
- connect to the fuel tank
- set fuel shut-off valve in the,, OPEN" position
- pump up fuel with the pumping-ball
- gear lever in NEUTRAL"
- pull out CHOKE if there is one
-turn speed-control twist-grip to START"
position
- start.
to
be
For a manual start, pull the starter cord slowly

until the claws engage, then pull sharply.
- once the engine is running, push CHOKE back
in again
6. 3. 3 Maintenance and checking of
propulsion systems
Information concerning the execution of the
maintenance work is contained in the operating
instructions held on board.
The checks to be carried out monthly cover the
following points:
- Is the fuel tank full and de-watered?
If necessary top up with cold-proof fuel.
Operate dewatering shut-off device.
- Is the lube oil level as it should-be?
If necessary top up with multigrade oil.
- Is the battery liquid level as it should be?
If necessary top up with distilled water.
- Is the battery fully charged?
If necessary top up the battery charge.
- Does the electrical installation show signs of
corrosion or other visible defects?
If necessary take remedial action.
- Clean off deposits of salt and dirt from surface
of solar cells.
- Is the diesel engine difficult to start?
If necessary vent fuel line.
After loosening the union nut on the fuel
injection valve, the fuel injection system is
vented by operating the fuel injection pump
manually. In the case of some injection pumps
additional venting can be achieved by means of
a venting screw on the pump. Details are in the
operating instructions.
- Is it easy to engage the gears so that the
propeller can be turned in both directions?
If any defects are identified, make sure that
remedial action is taken.
ATTENTION!
Before operating the gear lever, close off the
danger zone around the propeller and make it
safe!
- In the case of outboard motors, after running
them flush the cooling system with fresh water.
6. 4 Sea anchors
The purpose of the sea anchor is
- to slow down the leeward drift of the lifeboat,
and
- to hold the bow of the boat up into the seas.
The sea anchor is laid out using the hawser. This
is veered at least far enough for the larger
opening of the sea anchor to be submerged,
because it is not until then that the anchor begins
to hold. The distance of the sea anchor from the
boat at which the boat's motion is least is
established by trial and error. If the sea anchor
line is not long enough, it is lengthened using
the lifeboat's fixed painter. The tripping line
must at the same time be lengthened with the
heaving line provided in the lifeboat.
Fig. 6. 17 Functioning mode of the sea anchor

6. 5 Pyrotechnic distress signals
Pyrotechnic distress signals are intended to draw
the attention of any search and rescue craft in
visual range to the lifeboats or -rafts and to
facilitate their being found and recovered.
Pyrotechnic distress signals contain explosives
and can therefore if inexpertly handled cause
serious injuries or damage life-saving appliances
so badly that they can no longer be used.
In all exercises the Head of operations must
therefore see to it that if any unit members are
given pyrotechnic distress signals, the unit
leaders hand these to them personally, explain
the operating instructions printed on them and
above all indicate the correct firing direction.
Pyrotechnic distress signals have only a limited
approved service life; once this has expired they
can no longer be relied upon to function
properly. Date of manufacture and service life
are printed on every pyrotechnic distress signal.
The procedure in the event of misfires is:
If ignition has not occurred after triggering,
rocket parachute flares and hand flares are
thrown into the water in the firing direction
indicated by an arrow.
Rocket parachute flares
Operation
of
the
rocket
comprises the following processes:
parachute flare
118
- read the operating instructions printed on the
rocket parachute flare,
- take up a firm stand for firing vertically
upwards,
- remove the rocket parachute flare from its
wrapping,
- hold the device with its red head and arrow
pointing
vertically
upwards,
clear
of
any
obstacles,
- take off the protective cap,
- grasp the device firmly by its lower end, hold it
above eye level with the arm slightly bent,
pointing vertically upwards, and actuate the
percussion fuse by pulling the ring.
The flare fired vertically upwards unfolds its
parachute and sinks down to the water at a
speed of about 5 m/sec.
Fired vertically, the ceiling is at least 300 m.
The burning time is about 40 sec.
In good visibility it can be seen for up to 25
nautical miles.
Fig. 6. 19 Hand flare

Buoyant smoke signal
When operating the buoyant
following is to be noted:
smoke
signal
the

buoyant smoke signal,
- remove the buoyant smoke signal from its
wrapping,
- remove the protective cap.
Fig. 6. 18 Rocket parachute flare

Hand flare
Operation of the
following processes:
hand
flare
comprises
the

hand flare,
- remove the hand flare from its wrapping,
Fig. 6. 20 Buoyant smoke signal
- unfold the handle and let it lock,
Only aircraft can sight

over greater distances.
- remove the protective cap,
6. 6 Lifebuoy
- extract the cord of the yank-fuse,
The lifebuoy serves as a swimming-aid for

anyone who has fallen overboard; in addition it
marks the spot of the accident.
- hold the hand flare over the side to leeward,

turn your head away to avoid injury from
sparks,
- yank the fuse.
The hand flare burns for about one minute.
In good visibility, it can be seen for about 10
nautical miles.
buoyant
smoke
signals
In an emergency the lifebuoy is immediately to

be taken out of its mounting and thrown
overboard in the direction of the person in the
water.
If the lifebuoy is equipped with an electric night
light, that is taken out of the mounting and
thrown over the side together with it. The night
light on reaching the upright position in the

water makes a mercury switch, causing the
filament lamp to be supplied with power from
the internal battery.
If at the shout of,, man overboard" someone on
watch on the bridge pulls out the locking-pin of
the bridge-wing mounted lifebuoy, this slides out
of its mounting taking its light/smoke signal
outboard with it. Light and smoke are produced
automatically as soon as the device is in the
water.
When work outboard is in progress, near the
gangway and when embarking the pilot a
lifebuoy with its line is to be kept ready for
throwing as a precaution. The end of the line
must be left lying clear, so that it can be held
onto when the buoy is used.
6. 7 Line throwing apparatus
The purpose of the apparatus is to provide a link
by line from one ship to another or to the shore.
When operating it, the operating instructions
provided with the apparatus are to be complied
with carefully.
119
- turn the twist grip of the firing device into the

loading position (BLACK on BLACK),
- push the line-throwing rocket into the barrel
up to the stop,
- take up a stand 1 m behind the line box,
- grip the firing device with both hands, label
upwards, forward hand behind the guard ring
- hold the firing device alongside the body at
thigh level, firing angle about 20 above the
horizontal, never aim over the barrel!
- fire the shot by turning the twist grip to the left
in the direction of the arrow (RED on RED).
Time and place of the firing is determined by the
master or his representative.
Strong wind can affect the trajectory and result
in misses. A miss can also result if the operator is
not standing securely and the ship is rolling
heavily in a seaway.
Handling of the line-throwing apparatus is to be
explained during the regular safety exercises. A
practice shot with charge and line is only
possible and approved if an appliance for faking
down the used line properly and an extra charge
is held on board.
6. 8 Radio life-saving appliances
6. 8. 1 Emergency position indicating radio
beacon (EPIRB)
While at sea emergency position indicating radio
beacons are mounted in stowages on the
compass platform or somewhere near the bridge.
Switching-on in emergency is possible either at
the appliance or by remote control. Other
possible means of activation are by detaching a
connecting cable, lifting out of the stowage,
throwing over the side and lastly by automatic
floating to the surface if the ship sinks.
Fig. 6. 21 Graphic operating instructions

for Comet 250"
For example:
- remove the lid of the line bin and put it to one
side,
- secure the (GREEN) end of the line coming
from the bottom to a firm point on board near
the firing point,
When abandoning ship the emergency position

indicating radio beacon must be taken into one
of the survival craft used. Light
weight
(maximum 10 kg) and small size (about the same
as a portable fire extinguisher) make this
possible without a great deal of difficulty.
If in totally enclosed lifeboats or -rafts it is
difficult to mount the apparatus on the outside of
the canopy, it can continue to operate alongside
floating in the water. It is important that the
apparatus transmits in the open. It should be
screened from the satellite as little as possible by
the survival craft or its equipment.
However a connection with the survival craft
must be maintained by means of the painter
fastened to the beacon, to prevent craft and
beacon drifting apart.
Emergency position indicating radio
have a built-in power source which guarantees
beacons
120
48 hours of operation in accordance
IMO performance standards.
The radio beacon can be switched off
However this should in an emergency
only if and when the rescue of all the
is assured before the 48 hours are up.
with the
manually.
be done
castaways
6. 8. 2 Radar transponder for search and rescue

While at sea radar transponders are mounted in
stowages around the bridge, at the muster
station or near the survival craft.
In an emergency they must be taken along into
the survival craft. They can float, but must not be
operated from the surface of the water as the
range for sea search and rescue attainable from
there is too short, particularly in a seaway.
Switching the radar transponders on and off can
only be done manually. The switch is so marked
that even an untrained person can operate the
appliance. Readiness to operate and activation
by an external radar are indicated by light
emitting diodes.
Details
regarding
operation
and
operational
control
are
obtainable
from
the
operating
instructions held on board.
The power reserve is sufficient for 8 hours
continuous operation. If several appliances are
available, it is advisable to operate only one at a
time so as to save the power reserves.
As the range is determined by the height of the
aerial above the surface of the water, the
appliance must be set up as high as possible. If
the survival craft has no permanent fitting for
this, a mast, boat's oar or something of that sort
can be used as a temporary mounting for the
radar transponder.
The radar transponder signal is an international
distress signal, so radar transponders must not
be switched on except in an emergency. This is
only done on the orders of the master or his
representative - in the survival craft, the
coxswain.
Switching the appliance on to test it, or for
exercise, is permissible only exceptionally if
there are no other vessels within radar range.
The appliance must only be left switched on for a
few seconds, until the interrogation indicator
lights up and the transponder signal has been
observed on the ship's own radar.
6. 8. 3 Portable two way VHF radiotelephone
apparatus
Two way VHF radiotelephone apparatus are for
survival craft to communicate with one another,
with the ship, and in emergency with search and
rescue craft.
They can also be used in day-to-day operation of
the ship for internal exchange of operational
information, e. g. when casting off or making fast,

or for anchoring manoeuvres.
The appliances are approved and meet the IMO
performance standards.
The appliances consist of
- transmitter
- receiver
- microphone
- loudspeaker, plus
- aerial and
- battery/ies
all installed in one casing.
The operator's controls are mountedon
the
casing.
The on/off switch is so designed that it is visually
recognisable whether the appliance is switched
on or off.
There is a control for adjusting the sound level of
the receiver.
There is a channel selection switch for selecting
the frequencies; manual tuning is not necessary.
There is a noise level regulator for suppressing
the disruptive noise.
All usable VHF channels are simplex channels:
the same frequency is used for transmitting and
receiving. Pressing the speech key switches the
transmitter on, the receiver off. Once a message
has been transmitted the speech key must be
released so that the receiver is switched on
again.
For
VHF
radiotelephone
communication
in
emergency, channel 16 is to be selected using
the
rapid
selection
key.
As
soon
as
communication has been established with a
search and rescue unit, the person in charge of
the ship or aircraft decides which channel is to
be used.
ATTENTION
In order to conserve the limited reserves of
power, strict radio discipline is to be observed.
The radiotelephones are to be used only briefly
for radio communication between the survival
craft; otherwise switched on only if search and
rescue craft are in the vicinity. That can be
determined from the indication of the radar
transponder.
For use in routine ship operation, rechargeable
nickel-cadmium cells are used; for use in
distress,
lithium
cells.
These
are
coloured
luminous yellow/orange.
In an emergency the Ni-Ca cells must be
removed and replaced by Li cells before any RT
communication is undertaken.
121
6. 9 Distress signals
The distress signals are laid down internationally
in Appendix IV of the Regulations for Preventing
Collisions (COLREG). Transmitted individually
or collectively by seagoing vessels or aircraft on
the water, they signify distress and the need for
assistance. They may only be used or displayed
in emergencies. The use of signals which could
be mistaken for distress signals is prohibited and
is
punished
as
an
Infringement
of
the
regulations.
- flare-type signals on the vessel, e. g. burning

tar barrels, oil drums or the like,
- a red rocket parachute flare or a red hand flare,
- a smoke signal making orange smoke,
- slow and repeated raising and lowering of the
arms stretched out to both sides,
- the radio-telegraphy alarm signal,
Distress signals are:
- the RT alarm signal,
- gun fire or other explosive signals at intervals

of about a minute,
- continuous sounding of a fog signal apparatus,
- rockets or flares with red stars separately at
short intervals,
- the morse signal --- (SOS)
transmitted by radio-telegraphy or as signal in
some other form,
- the spoken word MAYDAY" on the RT,
- the distress signal NC of the international code
of signals,
- a signal consisting of a rectangular flag with a
ball or something that looks like a ball above or
below it,
- the radio signals radiated by an emergency

position indicating radio beacon (EPIRB),
- the radio signals radiated by a radar
transponder.
Additionally attention is drawn to the following
signals:
- a piece of orange sailcloth with a black square
or circle or some other similar sign (for
recognition from the air),
- a dyed patch of sea water.
122
1. The RT signal consisting of the spoken word "MAYDAY".
2. The Morse signal (SOS) made by radiotelegraphy or some

other means of transmission.
3. Rockets or Very lights with red stars, singly at short intervals.
4. A red parachute light rocket or a red hand flare
5. A smoke signal giving off orange smoke.
6. Gunfire (detonator) or other explosive signals at intervals of about one minute.
7. Continuous sounding of a fog-signal device.
8. The distress signal (flags) "NC" of the International Code of Signals.
9. A signal consisting of a square flag, above or below a ball or something similar.
10. Flare-type signals on the vessel, e. g. burning tar barrels, oil drums or the like.
11. Slow and repeated raising and lowering of the arms stretched out to both sides.
12. Radar transponder signal.
Fig. 6. 22 Distress signals
123
7. Conduct during Lifeboat Exercises and in Emergency

Preliminary remarks
The success of a safety exercise depends on how
well the individual participant is prepared for his
task. Only he will collaborate willingly who
knows his place in the scheme of things, is
familiar with the moves to be expected and
within the unit can make his contribution to
success. Every training measure must take this
fact into account. So here also the valid guiding
principle is
only he succeeds who keeps calm
obtains an overview
acts with careful
consideration.
The purpose of the exercises carried out on
board is, to prepare for an emergency. Course
and content of the exercises are to be directed at
that objective. The trainer must therefore
- plan every exercise carefully,
- prepare those taking part theoretically,
- demonstrate details practically,
- let every individual practise,
- supervise the combined exercise,
- in a final discussion, point out mistakes made
and explain the correct conduct.
From this training manual for the ship security
service, based on the equipment in one's own
ship, an exercise plan can be compiled. Once
written
down
and
posted
on
the
main
noticeboard, in the messes or in other suitable
places it is available to every member of the
crew. New arrivals on board must have their
attention drawn to it during their initial
instruction.
As the exercise requires a large number of
individual activities, these must be well-known,
their execution practised and the way in which
those taking part collaborate made quite clear.
If possible, everyone should be familiar with all
activities.
Exchanges
of
function
must
be
practised. This involves being shown how to do
it right and doing it again until every move can
be carried out confidently.
Before every exercise, all the details are settled
in a preliminary discussion. This includes the
scope, course in time, composition of the units,
muster
station
and
the
appliances
and
installations to be used. An interesting, realistic
structuring of the exercise encourages a positive
attitude in those taking part. Everyone taking
part must at the end of the exercise have the
feeling
that
he
is
better
prepared
for
emergencies than he was.
The effectiveness of exercises is checked in the

follow-up discussion. The comparison between
how they actually went and how they were
planned brings facts to light which form the basis
for the shaping of subsequent exercises.
7. 1 Handling lifeboats and liferafts
The smooth cooperation of all crew members
during exercises as in emergencies can lead to
success only if everyone
KEEPS CALM
RETAINS AN OVERVIEW
ACTS WITH CAREFUL CONSIDERATION
Everyone must be able to rely on everyone else.
7. 1. 1 On board
Calm and orderliness are the most important
prerequisites for the success of a manoeuvre,
whether during exercises or in an emergency.
On the way to the muster station position hurry
and haste must be avoided, particularly around
stairs, ladders or coamings.
At the muster station, tasks or instructions are
accepted attentively. If an instruction is not
understood, it is queried at once. Every
instruction
is
repeated
back
and
then
immediately carried out conscientiously.
There is no conversation of any kind, to avoid
disturbing the unit leaders as they issue tasks
and instructions. There is no discussion about
content or execution of tasks or instructions.
7. 1. 2 Embarking
The Head of operations instructs the unit leader
to man the life-saving appliance.
The
unit
leader
supervises
the
orderly
embarkation. He determines the order in which
people embark.
The positions in the boat important for the
lowering process, are taken by crew members
who are familiar with and experienced in the
manipulation, and able to communicate verbally
with the unit leader.
Everyone climbing into the boat is helped by
someone already in it.
Families remain together. Passengers, children
and casualties are treated with special care.
Everyone sits down in the appointed place. Noone stands on the thwarts.
In open lifeboats everyone on board holds onto
the lifelines.
Before climbing into free-fall boats, life jackets
are taken off and stowed forward in the boat.
124
Then the places are taken up and the safety belts
buckled-on.
The supplementary equipment is stowed in the
life-saving appliance, located firmly and lashedin. Personal luggage is taken along only if of a
kind useful for survival in distress, such as warm
clothing.
As soon as everyone is on board and in the right
place, the unit leader reports execution of the
instruction to the Head of operations.
The Head of operations reports to the master.
7. 1. 3 Launching and casting off
The master gives the order lower away! "
The unit leader independently initiates lowering
the boat and casting off.
The bowsing and tricing are only operated on
the orders of the unit leader.
All occupants of the boat remain seated at all
times. Only for tasks which can only be carried
out standing-up is it permissible to stand up for a
short time.
In enclosed survival craft the unit leader
provides
the
occupants
with
a
running
commentary about the situation while the craft is
being lowered.
In free-fall lifeboats, after belting-in the
pressed firmly against the neck support
boat is in the water.
No-one puts his hand between the boat
ship, or uses his hands to try to bear-off
hitting against the ship's side.
head is
until the
and the
the boat
The lifting hooks are disengaged simultaneously

at the command of the unit leader, unless he
does this himself using the central release gear.
The lifelines are let go only after the hooks have
been released, and in the case of motor boats
handed aft, clear of the screw.
The boat tackle blocks, dangling from the falls
after release from the lifting hooks, have to be
watched.
If the survival craft is under threat from
overhanging parts of the ship or the propeller, it
is to move off ahead at once.
7. 1. 4 Launching and recovery with the ship
under way
Only lifeboats launched in free fall over the stem
can be got into the water safely even when the
ship is going ahead.
Launching boats which are lowered from davits
on falls on the other hand is a difficult and
dangerous manoeuvre when the ship is going
ahead. It is only to be considered for extreme
emergencies.
Any angled pull on the davits must be absolutely

avoided; they are not designed for such loading.
This is achieved by having a precisely-measured
painter of adequate strength, which, once the
boat is in the water, holds it exactly vertically
underneath the davits. It is not slipped until the
lifting hooks have been disengaged.
The boat must be released either just before or
immediately after reaching the water, by means
of the central release gear for the lifting hooks. If
this is done too late, the boat is dragged bowsunder or the davits are damaged by the angled
pull. If it is done too soon, the boat drops into the
water which may cause serious injuries to the
occupants.
As on modem ships life- and rescue boats under
davits are mostly mounted near the stem and
thus only a short distance from the propeller,
such
manoeuvres
retain
an
extraordinary
element of danger even if carried out with the
greatest circumspection.
If the ship management nevertheless considers
that launching while the ship is travelling ahead
must be practised, the following additional
precautions are to be taken:
- Practices are to be carried out with a ship's
officer in charge, under the best possible
conditions for supervision, in still water. Even
only a slight sea brings additional difficulties
and dangers.
- Practices are if possible to be carried out when
the ship is loaded to its deepest draft. That
above all reduces the danger from the
propeller.
- Should an incident occur, it must be possible to
give
immediate
assistance
to
the
boat
launched for practice.
A second boat must therefore be kept ready for
launching.
- At a preliminary discussion, the ship's officer in
charge
of
the
practice
gives
detailed
instructions
regarding
its
execution.
He
satisfies himself that every member of the crew
involved understands what he has to do.
- The only crew members in the boat are those
essential for launching it and casting off.
- Everyone in the boat wears a survival suit and
life jacket.
- The skates are removed before lowering.
- In the case of totally enclosed lifeboats, all
openings are closed before lowering.
- RT communication using VHF radiotelephones
is established between the bridge, the person
in charge of the practice and the boat's
coxswain before the launch and maintained
throughout the practice.
- The boat is lowered with the engine running.
125
- The ship's propeller is not turned during the
launch or while the boat is still in the danger
zone.
The experience gained in the practice is to be
enhanced
in
a
final
discussion.
Detailed
documentation of the course and result of the
practice is recommended. Records on video or
film, and photographs, are useful aids for the
preparation of future practices.
As even in future it is unlikely that merchant
ships will be equipped with swell-compensating
gear for the survival craft launching and
recovery appliances, any attempt to recover a
boat in a seaway has little chance of success. The
ship management decides case-by-case, taking
into account the possibilities existing, whether a
lifeboat can be used, whether it has to be towed
until conditions have improved, or in the most
unfavourable
case
whether
it
has
to
be
abandoned.
If the ship is rolling heavily, recovery of a boat is
not to be attempted.
Boats can be towed at slow speeds of up to 5 kn.
Ships with sufficiently powerful cargo-handling
gear can in the first instance bring lifeboats back
on board temporarily using that gear and then
transfer them back into their stowage position
under the launching appliances when conditions
have improved.
7. 1. 5 Running lifeboats
Immediately after entering the water, a lifeboat
must leave the danger zone around the damaged
ship as quickly as possible.
The biggest danger to the boat and its occupants
comes from the damaged and sinking ship itself,
by its capsizing, by explosions, the deck cargo
going over the side, drifting pieces of cargo or
the wreck, and fuel leaking out.
The best course is at right angles away from the
damaged ship. Motor life- and rescue boats can
in still water reach speeds of up to 6 knots. In a
seaway or when towing other survival craft, that
speed will not be reached.
Damaged ships usually drift athwartships to the
sea. A boat launched on the leeward side thus
seems to,, stick" to the ship's side, but by going
full ahead and putting the rudder hard over it
can be manoeuvred clear. Propeller nozzles are
particularly
effective
as
rudders.
Care
is
however necessary when putting the rudder
hard over, to avoid the boat going out of control.
If there is a fuel leak from the damaged ship, that
part of the water surface must be avoided or left
immediately. In the case of open boats, fuel
being swept into the boat makes it so slippery
that those in it can no longer hold on to it. Heavy
fuel in the face glues up eyes and ears and gets
into the respiratory organs. That can quickly

lead to a life-threatening condition.
Persons and life-saving appliances floating in
the water are approached upwind, carefully, and
at moderate speed.
Liferafts automatically lie to a sea anchor. When
approaching them, the sea-anchor line must be
watched for to avoid the propeller becoming
fouled.
The fuel reserve of a motor lifeboat is sufficient
for 24 hours' continuous full-speed operation.
However lifeboats are not to travel significant
distances under power. After leaving the danger
zone, picking up any persons drifting in the
water,
assembling
the
other
life-saving
appliances and laying the sea anchor the engine
is stopped to save fuel.
The strain on the boat's occupants from the noise
of the engine running at full power can be
considerable. For that reason also, the engine
must be run at reduced speed whenever
possible.
If the boat is equipped for operating the portable
radio apparatus (converter and socket), the
engine is run slowly in neutral when the set is in
use.
7. 2 Survival in distress
Survival in distress is possible if the survival craft
with the equipment accommodated in it has
been brought into operation properly and all
physical and mental forces are directed at the
objective
the
rescue
with
deliberate
application of the will to survive. Only he
succeeds who
KEEPS CALM
RETAINS AN OVERVIEW
ACTS WITH CAREFUL CONSIDERATION:
7. 2. 1 Conduct at the scene of the accident
The first target of any search and rescue
operation is always the last position of the ship
reported by radio (distress position). Later, the
search concentrates on the position determined
at certain intervals by the emergency position
indicating
radio
beacons
and
transmitted
automatically.
For that reason the survival craft always remain
near the distress position.
In every occupied survival craft a VHF
radiotelephone is to be switched on and RT
contact established with the other survival craft.
The subsequent activities will then be under the
control of the master or his representative.
One of the emergency position indicating radio
beacons is secured by means of the painter
fastened to it and put into the water about 10m
away from the survival craft.
126
One of the radar transponders is fitted into the
mounting provided for it or else in some other
way set up as high as possible above the water
and switched on.
As soon as possible, a check of whether
everyone is present is carried out. Until it has
been established with certainty that everyone on
board the damaged ship has been rescued, a
lockout continues to be kept for persons floating
in the water and any such picked up. So that
shouts for help can be heard, there is no
unnecessary conversation in the survival craft.
In open lifeboats, all occupants remain in their
places except for two who help persons in the
water to climb aboard or lift them inboard. The
place for this is midway along the boat, where
the freeboard is least. To avoid excessive list,
particularly in the case of small boats, the other
occupants move over to the opposite side to
counteract the list. Persons who are weak,
unconscious or suffering from hypothermia are
brought alongside and lifted into the boat
horizontally by several helpers. The remainder
of those in the boat counteract the list.
In the case of enclosed boats without a recovery
platform, the forward entrance is opened for the
lockout and the side opening for embarking
people. All occupants remain belted-in in their
places, apart from the lockout and two crew
members for attending to persons floating in the
water. Heaving lines are kept ready and the
ladder is brought out. The helpers always protect
themselves
with
heaving
lines
before
undertaking any further measures.
In the case of enclosed boats with a recovery
platform aft, all occupants remain belted-in in
their places except for the lockout in the opened
for'd entrance and two helpers who climb out
onto the recovery platform when the boat gets
near the person to be rescued. These helpers
beforehand protect themselves with life jacket
and heaving line against falling overboard. The
person to be rescued is pulled to the stem,
brought parallel to the flat stem floating
horizontally in the water and pulled or rolled
onto the platform.
The survival craft drifting around the scene of
the accident remain close together and are
linked by lines, e. g. the fixed painters. If
necessary, survival craft without engines are
brought together by a boat with an engine. The
painter provided can be used for towing; it is
carefully made fast to both craft. Only bitts,
cleats or lifting hooks strong enough to take the
strain of towing are used for this. On liferafts, the
towrope may only be fastened to the towing
fitting (bridle).
Unoccupied lifeboats and -rafts are also secured,
as
they
contain
equipment
important
and
valuable for survival.
The sea anchor prevents the survival craft being

drifted a great distance by the wind. If the sea
anchor has been lost, in each case a replacement
is to be constructed from suitable objects and
laid.
Properly laid and veered far enough for the
larger opening to be submerged, the sea anchor
keeps the bow of a lifeboat head on to the wind
and sea. That is the most comfortable and safest
position, best achieved with the laid sea anchor
and steering oars.
As
soon
as
these
measures
have
been
completed, watches are organised and rudder
and lockout manned continuously. The lockout
is not only to report the sighting of search and
rescue craft, but also pay attention to changes in
the weather. This for instance makes it possible
to make timely preparations to catch rainwater.
7. 2. 2 Conduct in the survival craft
The castaway is in danger from wetness, wind,
cold or heat and insolation. He must therefore do
everything he can to protect himself against
these dangers.
In open boats, only the cover which is part of the
equipment provides protection, this is therefore
rigged as soon as possible.
If the weather permits, the climatic conditions in
the survival craft can be improved by opening or
closing ventilation flaps or access openings.
It is important for the wellbeing of the occupants
that the survival craft is dry and clean. Any water
that has got in or vomit, is therefore removed as
soon as possible.
Dry clothing is an important prerequisite for
survival. Wet clothing is to be exchanged for dry;
if there is none of that available the wet clothing
is to be removed, wrung out hard and then put
on again.
Chilling greatly saps the strength, so all
possibilities for preventing loss of heat are
utilised. The survival craft occupants move close
to one another, wrap themselves together in
woollen blankets, turn their backs to the wind.
Survival suits are always to be kept on. The
temperature inside them can be adequately
adjusted by opening or closing the zip.
Head, neck and eyes are particularly at risk to
become sunburned and are therefore to be
protected against this.
Sitting still for a long time adversely affects the
circulation. Individual limbs can,, go to sleep".
Small-movement exercises are of some help,
but
every movement consumes energy, which in the
survival craft can only be replaced to a limited
extent by eating and drinking. Any work is
therefore considered
deliberately.
carefully
and
carried
out
Seasickness
leads
to
a
generally
weakened
state. The anti-seasickness medicine is therefore
taken every 6 hours.
The occupants remain belted-in
craft, or lash themselves in.
in
the
survival
If around the survival craft there is danger from

sharks, nothing is done which could attract the
animals' attention. Above all no garbage is
thrown overboard and no parts of the body are
dipped in the water.
Equipment
All measures for survival reach their limits in the
composition
and
scale
of
the
equipment
provided in the survival craft.
For that reason, an inventory-check is carried out
at the first opportunity. If this should show that
pieces
of
equipment
are
not
adequately
safeguarded
against
loss,
straightaway
everything possible is done to prevent loss or
damage from wash of the sea.
Each item of equipment is returned to its
stowage immediately after use and secured
there, so that when required at any time it can be
found at once.
First aid box for survival craft
Survival craft are equipped with a first aid box.
These boxes have a watertight closure and are
sealed
to
ensure
completeness
and
good
condition of the contents.
Scale and composition of
specified. Every box contains:
the
first
Fig. 7.1 First aid box inventory
aid
kit
is
127
It is recommended that a copy of the first aid

leaflet published by the German Red Cross be
put by the first aid equipment.
Opiates or
included.
other
narcotic
medicines
are
not
Use of the first aid equipment

Action in emergency must be based on the
assumption of a lengthy stay in the survival craft.
That means the first aid equipment has to be
used sparingly.
-
The analgesics (pain killers) and the antiseasickness medicine are issued in accordance
with the instructions to be found on the
packaging or in the accompanying leaflet.
- The anti-seasickness medicine is to be taken
already before the onset of the rocking that
leads to seasickness, before leaving the ship or
as soon as possible after the survival craft has
been launched. The times when it is to be
taken are to be obtained from the leaflet with
the medicine.
- Anti-seasickness suppositories are for people
who cannot keep tablets down because of
continuous vomiting or who are in a dangerous
condition because of long-lasting seasickness.
- PH5-Eucerinsalbe is a non-irritant, mild skin
cream. It is used to treat dryness and chafing of
the skin. Minor wounds can be dealt with
Eucerinsalbe and an adhesive dressing.
- Sticking plaster is used for keeping dressings
in place.
- The purpose of the bandaging cloth (black,
triangular) is
to protect bandages
to immobilise broken arms
to secure splints or similar aids in cases of
broken bones
to act as tourniquet in cases of arterial
bleeding.
The first aid leaflet published by the German
Red Cross contains many examples of how to
use the triangular cloth.
- Dressing packs are used to treat more serious
and bleeding wounds. The size is to be so
chosen that the wound can be covered
completely.
- The scissors are for cutting sticking plaster and
adhesive dressings to size.
- Bandages or bandaging cloths can be fixed
with the safety pins.
Medicaments
for
widening
the
coronary
vessels (e.g. Nitrolingual capsules) are given to
people with cardio spasms (angina pectoris) in
accordance
with
the
instructions
on
the
package or the leaflet with it. Crush the
capsule and let the contents act on the tongue.
128
- Leather finger stalls are for putting on over
bandages on fingers if tasks are necessary
which involve using the hand.
Food in the survival craft
Survival
in
distress
at
sea
is
decisively
dependent on how the drinking water, the
provisions
and
the
materials
additionally
brought along are subdivided and used.
Man can survive for 3 minutes without oxygen,
for 3 days without water and for 30 days without
food.
A person normally needs 2.6 litres of water per
day. If in the first 24 hours after the start of the
distress nothing is drunk, the body reduces its
requirement to 0.8 litres per day. As 0.3 litres per
day are produced by personal metabolism, that
leaves a daily requirement of 0.5 litres which has
to be met by drinking. Body fluid is lost by
sweating, the passing of urine or faeces,
vomiting or remaining in the water for lengthy
periods. Alcohol binds body fluids. Drinking sea
water results in death from lack of water - the
salts in sea water bind body fluid before they can
be expelled. To expel 100 g sea water, the body
is deprived of 120 g fresh water.
The following rules therefore apply to the
issuing of drinking water and provisions:
- During the first 24 hours no water is issued,
except to children and casualties.
- On subsequent days, a daily water ration of 0. 5
litres is issued subdivided into three portions,
in the morning, at midday and in the evening.
- Drink every ration of water slowly in sips; first
moisten Ups, oral cavity and pharynx and
gargle.
- If the reserves of water are getting low, the last
days' ration is stretched further to 0. 1 litres per
day.
- Every possibility for obtaining fresh water is
exploited. For catching rain water, the salt
crusts are first removed from the catchment.
Even the flesh of fishes can be squeezed dry.
- The distribution of dry provisions depends on
the quantity of water available. The dry
provisions provided in survival craft are solid
nutrient
bars
(Feststoffnahrungsriegel).
One
bar per person is issued every 5 hours.
- Castaways have also supported themselves
successfully on fish, sea birds and turtles.
- Do not drink sea water!
- Do not drink alcohol!
The will to survive
The attitude of the unit leader is decisive for the
collective
seeing
through
of
the
distress
situation. It is his task to keep alive the will to
survive of the occupants of the survival craft,
even if the situation appears almost hopeless.
As soon as possible, the unit leader gives the

occupants a situation report. In this he talks
primarily about proximity of land, traffic density
plus weather and climate around the distress
position,
and
gives
prominence
to
any
circumstances which can reinforce the hope of
an early rescue.
The unit leader emphasises the proven reliability
of the survival craft and its equipment.
The unit leader gives his instructions clearly and
using terminology easy to understand. He sees to
it that the tasks arising are shared equitably
among the occupants.
The unit leader keeps an eye on all the
occupants, to be able to intervene encouragingly
at once if there are signs of anxiety or
aggression. In these endeavours he involves
those occupants who are mentally and physically
up to being stressed, and induces them to help
the weaker ones.
Clear and strict leaderhips and close cohesion of
the unit form the basis for survival in distress at
sea.
Sighting rescuers
The appearance of search and rescue craft can
cause discipline to break down, excitement and
rashness to break out, and thereby in the last
minute endanger the successful conclusion of
the rescue operation.
This situation places a special burden on the unit
leader. He must use all available means, in
particular the support of the more circumspect of
the occupants, to ensure that everyone in the
survival craft remains calm and collected.
The
transmission
indicator
of
the
radar
transponder lighting up will often be the first
sign of the approach of search and rescue craft.
That is an indication that the search radar of an
assisting ship has already locked onto the
survival craft or will shortly do so.
The first thing now is to switch on the VHF
radiotelephone and send a distress report; after
that the set is switched to receive. If there is no
answer from the searching craft, the distress
report is repeated after a few minutes.
The lockout is backed up. Depending on the
time of day, visibility and weather conditions, all
signalling means are made ready.
For bringing the castaways to the attention of the
rescuers
primarily
sails,
protective
canopy,
brightly-coloured
clothing
and
the
daytime
signalling mirror can be used in daylight in
addition to watching the radar and the distress
radio traffic.
During twilight or in darkness, the pyrotechnic
signalling means are used.
129
In reduced visibility,
whistles can be used.
the
horn
or
the
signal
As soon as a rescue craft approaches, it is to be

clarified by the use of the VHF radiotelephone
how the rescue is to be effected.
The unit leader now explains the rescue method
to be used, issues the necessary instructions and
fixes the order in which the occupants will be
rescued.
No occupant leaves the survival craft unless
invited to do so by the unit leader.
7. 2. 3 Rescue by helicopter
Helicopters are eminently suitable for rescuing
castaways. Only poor visibility and weather
conditions with the risk of icing set limits to their
deployment possibilities.
The types used by Germany are primarily the
proven SEA KING MK 41 and BELL UH ID.
These have a range of 300 nautical miles. In
addition to the crew they can if necessary carry a
doctor.
For search and aid, BREGUET ATLANTIK BR
1150 type aircraft are also used. They have a
cruising speed of 280 kn and an endurance of 6
hours.
Once these have found surviving castaways,
they attempt to improve their circumstances by
dropping distress equipment, and to facilitate
their being found again by other search and
rescue units.
The canisters for dropping have colour markings
and clear inscriptions. They contain for instance
-
liferafts, emergency position indicating radio

beacons,
VHF
radiotelephone
or
visual
signalling equipment in black canisters,
- food and drinking water in blue canisters.
For helicopter rescues the following rules are to
be observed:
- If aircraft are heard or seen to be approaching,
all possible means are used to attract their
attention.
- The radar transponder is switched on.
- A distress report is made with the VHF
radiotelephone.
- In twilight or darkness pyrotechnic distress
signals are deployed - rockets parachute flares
only while the searching aircraft is some
distance away; hand flares only if the aircraft
approaches the survival craft. Additionally the
lights in the boat or raft can be used to indicate
its position.
- In daylight and good visibility visual signalling
means and smoke signals are used.
Before the helicopter rescue starts, anything

projecting above the survival craft such as
masts, aerials and the like is taken down.
All occupants of the survival craft remain
seated or lying down for as long as possible, to
reduce the risk of capsizing due to the
downwards-directed flow of air (downwash)
from the helicopter rotor.
While the rescue is in progress, engine, sea
anchor or steering oars are used to hold the
survival craft as steady as possible in the sea.
The technician on board the helicopter
operates the rescue winch. Its line is about 75
m long.
As a rule a helper who takes charge of the
rescue operation in the survival craft is
winched
down
from
the
helicopter.
His
instructions are to be obeyed. If no helper is
winched down, the unit leader determines the
order of rescue of the occupants.
Before someone from the survival craft grasps
the rescue-sling hanging from the rope, this is
briefly dipped into the water by the helicopter
to dispose of any electrostatic charges.
The helicopter winch rope must be held well
clear of any obstructions. It must above all not
hook in behind access flaps, clips, bitts or
cleats.
The unit leader checks that the rescue sling
has been put on properly and then with his
arms gives the signal to hoist away.
Meanings are
arms up, thumbs up HOIST AWAY or
AFFIRMATIVE
arms horizontal,
fists clenched
STOP
NEGATIVE
arms horizontal,
thumbs down
There is no special signal for VEER AWAY as the
technician on board can see for himself whether
the winch rope can be veered.
However the helicopter crew also understands
the seafaring signals normally used to control a
cargo winch.
- As well as the rescue sling other appliances,
like a rescue anchor, rescue net, rescue
stretcher and ambulance hammock may be
used.
7. 3 Rescue of castaways
Every ship is by international law required to
provide assistance to castaways.
The specified life-saving appliances on board
are suitable also for use in castaways rescuing.
Ships are either equipped with a special rescue.,
boat or one of the lifeboats available carries the
special equipment which allows it also to be
used as a rescue boat.
130
The rescue of castaways and
measures during and following
require special care and attention.
the welfare
the rescue
Here again only he succeeds who

REMAINS CALM
RETAINS AN OVERVIEW
ACTS WITH CAREFUL CONSIDERATION
7. 3. 1 Man overboard
The successful recovery of someone who has
fallen over the side calls for especially rapid and
prudent action.
As the casualty in most cases is not wearing
warm clothing, let alone a survival suit, or
wearing a life jacket, death from hypothermia
can occur after quite a short time even with
average air and water temperatures.
Anyone who notices someone falling over the
side
- immediately throws a lifebuoy over the side,
thereby marking the accident spot and at the
same time offering the casualty a swimming
aid,
- immediately alerts the bridge. The report must
be clear and precise, e. g. " MAN OVERBOARD
STARBOARD SIDE AFT".
All subsequent measures are then initiated by
the officer on watch:
-
The lifebuoy with the combined light/smoke

signal (man overboard buoy) on the side of the
ship in question is released.
- The general emergency alarm is sounded.
- Those on watch on the bridge keep the person
who has fallen overboard in sight whatever
happens. The crew members arriving at the
muster station are immediately sent, with
binoculars, to lockout positions higher up to
provide a better lockout from there.
- The officer on watch immediately initiates the
procedure laid down in the manoeuvring
diagram on the bridge, to steer the ship back to
the accident spot.
- The flag signal OSCAR is hoisted if there are
other ships nearby. A priority report is made by
radio.
- One unit prepares the rescue boat for
launching.
- The rescue boat's crew puts on life jackets and
survival suits.
- Radio contact with the bridge is established by
VHF radiotelephone and kept up throughout
the entire rescue operation.
- As soon as the ship has reached a position from
which the person who has fallen overboard can
be recovered, the master gives the order
RESCUE BOAT LOWER AWAY!
- Having cast off, the rescue boat guided by the

coxswain
heads
for
the
accident
spot
identified, or indicated by radiotelephone from
the bridge, and takes the casualty on board.
7. 3. 2 Picking up castaways
If the ship receives a distress report from a ship
or aircraft, or a repeated sea distress report from
another sea- or shore radio station, the ship
management will establish at once whether
assistance can be provided. If so, the course is
laid for the distress position and the ship heads
for this with all possible speed.
The details of the procedures to be used for this
are described in the SEARCH AND RESCUE"
manual which is on the bridge.
The passage to the distress position will often
require so much time that the preparations for
picking up the castaways can be considered and
made without haste.
Above
all,
compartments
are
prepared
for
accommodating the castaways; blankets and dry
clothing are placed ready. The galley prepares
wanning food. The sickbay is prepared for
looking after injured or sick persons.
The rescue boat is made ready as far
circumstances permit.
The ship management gives orders for the other
necessary measures.
As arrival at the distress position may well signal
the beginning of a lengthy period of great stress
for all members of the crew, the ship
management will make provision for this also;
for instance it will arrange the issue of a hot meal
even outside the usual times, or order an
additional
rest
period
for
the
off-duty
watchkeepers and the crew members detailed
for daywork.
Following arrival at the distress position notified
by radio, the lockout is first of all backed up. The
ship in concert with others in the vicinity will run
search patterns to find the castaways depending
on the time of day or night, the weather, visibility
and other conditions. As well as the lockout
being backed up, the radar set and radio
equipment are kept permanently manned.
Only when the castaways have been sighted by
the lockout or the radar the general emergency
alarm is sounded and then a start is made with
picking up the castaways in accordance with the
master's instructions.
Apart from the order LOWER AWAY which is
given by the master directly, the unit leaders are
given their tasks by the Head of operations and
carry them out independently.
131
7. 3. 3 Treatment of castaways
In every case of rescue from distress at sea it
must be expected with that the castaways are
- totally exhausted,
- suffering from hypothermia,
- injured, and
- act unconsciously and without control.
For that reason all measures are so planned that
cooperation from the castaways is not required.
They are to be encouraged to remain totally still
and passive, as active movement can lead to a
worsening of their state of health.
When being picked up from the water, the
castaways are if possible to be individually lifted
out of the water horizontally by several helpers
and transported thus in the rescue boat and later
transported and positioned on board.
The transfer from the rescue-/lifeboat to the ship
is if possible carried out in a horizontal position
in the floatable marine-stretcher.
Once the castaways have been embarked they
are immediately laid down in a horizontal
position and still in their wet clothing wrapped
in dry blankets. Only after that are they moved
to a compartment in which they are protected
against being chilled further by the effects of
the weather. This compartment is to be
moderately warm but not overheated. (Air
temperature 20 C)
The castaways are moved about as little as
possible. They are on no account to walk and
climb stairs or ladders but are carried.
If a number of castaways are picked up, those
whose
health
is
most
seriously
adversely
affected are treated first.
In cases of unconsciousness, the respiratory
tracts are cleared first of all.
7. 4 Hypothermia and its treatment
7. 4. 1 Hypothermia
How does hypothermia arise?
Man as an isothermal" living creature is
capable under normal conditions of keeping his
body temperature constant at 37 C. This
temperature
control
results
from
the
combination
of
heat
generation
by
the
combustion processes arising in the course of the
intake and digestion of food, and heat release
through the skin, the lungs and bodily excretion.
Hypothermia
arises
when
the
bodily
heat
generation is no longer sufficient to balance the
heat
release.
Depending
on
duration
and
severity of the influence of the cold, the core
temperature drops below the normal value of
37 C.
The thermal conductivity of water is 10 times

that of air. For that reason hypothermia develops
correspondingly more quickly in water.
Movement of the water due to current or seaway
and own movement of the person when
swimming, particularly in a panic, increases the
heat release by the additional consumption of
energy.
As hypothermia progresses, the first effect is to
reduce the circulation in the limbs, particularly
the legs. These are therefore affected more than
the vital organs of the trunk of the body.
If a person suffering from hypothermia is moved
about, or himself moves, the cold blood
predominantly in the legs can get from there into
the trunk and lower the core temperature
further. This can cause critical deterioration of
his
condition,
especially
due
to
cardiac
arrhythmia.
If a person suffering from hypothermia is picked
up in an upright position, the blood running
down into the lower parts of the body can cause
a reduction of the blood flow through the brain
leading to dimming of consciousness. The
disappearance of the hydrostatic pressure to
which the body was subjected in the water has
an additional adverse effect ascribed to it.
This makes it all the more important that the
castaway be kept in a horizontal position at all
times during recovery and subsequent transport.
7. 4. 2 Treatment of hypothermia
The nature of the first aid for cases of
hypothermia depends on its severity.
All measures are carried out under medical
supervision or in consultation with the doctor
ashore.
Rapid warming by means of a hot bath or a hot
shower can result in serious complications.
Absolutely forbidden are:
- hot showers, hot baths,
- drinking of alcoholic beverages,
- smoking,
- rubbing of the limbs,
- running to get warm",
- pouring liquid into someone's mouth if they are
unconscious.
To permit an estimate of the severity of the
hypothermia, the following questions are to be
answered:
- Is there muscle tremor?
- What is the pulse rate per minute?
- What is the respiratory rate per minute?
- What state of consciousness is he in?
- How long was the patient in the water?
132
- What was the water temperature?

- If it can be measured, what is the rectal body
temperature?
First degree:
Findings:
7. 5 Abandon ship in case of emergency
Rectal body temperature 34 C to 37 C. Often

shivering. Pulse rate 60 to 80 per minute or more.
Fully conscious. Often agitation.
First aid:
Do not move. Give plenty of hot fluids
sweetened with sugar to drink.
When the shivering has died down, dry but do
not rub down. Provide with warm, dry clothing.
The patient is to be kept awake by continuous
conversation.
No other measures necessary.
Second degree:
Muscular
irregular.
The
main
danger
is
cardiac
arrhythmias,
particularly at core temperatures around 30 C.
First aid:
If required, cardiac massage and
mouth resuscitation. No other treatment.
mouth-to-
Wait until shivering starts.

Then continue with first aid as for first degree of
hypothermia.
Third degree:
Findings:
Body
temperature
below
24
C.
Deeply
unconscious. Pulse and breathing no longer, or
scarcely, perceptible.
First aid:
Continue cardiac massage and mouth-to-mouth
resuscitation for at least two hours, or until pulse
and breathing restart if that is sooner.
Particularly where the hypothermia is due to
very cold water, successful resuscitation is
possible even after a significant length of time.
Further measures:
Once
life-threatening
conditions
have
been
eliminated by the First aid measures described
above, any injuries are to be treated within the
limits of the means available on board.
Everyone who has spent a significant length of
time in the water or suffered from hypothermia is
after
disembarkation
to
be
admitted
for
observation for at least 48 hours to a hospital
If after a sudden accident at sea it becomes clear

that the ship has to be abandoned, the first action
is not to sound the general emergency alarm but
rather to sound the abandon-ship signal.
If it becomes clear that measures already
introduced to save the ship such as firefighting
or damage control, rendering the life-saving
equipment safe, have been unsuccessful and the
ship must be abandoned without delay, again
the abandon-ship signal is sounded.
The abandon-ship signal - a continuous
- -
- - -
- calls on everyone on board to proceed to

the survival craft at once.
- - - - -
Findings:
Body temperature 24 C to 34 C.
rigidity.
Pulse
slow,
often
Consciousness clouded.
with
intensive-care
facilities
life-threatening
respiratory or renal disorders can arise even
some considerable time after the rescue.
The abandon-ship signal

is only
sounded on the orders of master or his
representative.
This signal means that the method for preparing,
manning
and
launching
the
survival
craft
provided for in the muster list and used in the
regular safety exercises has to be departed from
to a greater or lesser extent.
Such a situation makes especially high demands
on the unit leaders and everyone else on board.
In this situation everything depends on everyone
REMAINING CALM
RETAINING AN OVERVIEW
ACTING WITH CAREFUL CONSIDERATION:
Abandoning Ship
- - - - -
Following sounding of the signal

the ship is to be abandoned quickly, safely and if
possible without getting wet.
Everyone proceeds to the survival craft; the
survival suits and life jackets are put on.
Any further instructions issued by the ship
management, the Head of operations or the unit
leaders are obeyed.
If there are no, or only incomplete instructions,
every member of the crew is required to use his
own initiative.
Should circumstances make it impossible to wait
any longer for missing prospective occupants,
the survival craft are launched even though they
are unmanned or only partially manned.
For anyone still wanting to embark it is now a
matter of getting into the survival craft if possible
without getting wet. Jumping into the water is
always risky; it must only be done as a last resort.
It is better to use rope ladders, rope's ends, lines,
nets, hoses and suchlike hung over the side.
Disabled
persons
are
given
assistance
as
necessary.
Personal property is left on board, but articles
which might make survival easier may be taken
along. This includes particularly warm clothing
or blankets/rugs.
The ship management sees to
logbooks are saved as is mandatory.
it
that
the
In the water
If it has not been possible to launch survival craft
so that the castaways are floating in the water,
specially high demands are made on the will to
survive of every individual.
However even in the cases of accidents at sea
which happen very quickly, the automatic
triggering
of
the
sea
distress
alarm
and
transmission of the distress position by the
emergency position indicating radio beacon will
lead to the initiation of a search and rescue
operation. The situation of the castaways is
therefore serious but not hopeless.
The very limited horizon which a person floating
in the water has, places him under great mental
stress. It is easier to bear this if the castaways
remain close together and try to fetch in anyone
floating further away, to join the unit. The
members of the unit use lines to tie themselves to
one another to make sure no one is lost,
particularly in the dark.
The greatest danger to human beings in the
water is from hypothermia. If the body
temperature drops below 37 C, consciousness
rapidly becomes clouded, then unconsciousness
follows and finally death from cold.
For that reason nor item of clothing, nor the life
jacket, may be taken off. They also contribute to
the retention of warmth.
The zip-fastener of the survival suit must on no
account be opened. Any water getting in would
seriously reduce the insulating effect and make
climbing into a survival craft later very difficult.
The spray protection on survival suit or life
jacket is put on. If possible, drifting with the face
turned into the sea is avoided to prevent sea
water being swallowed accidentally.
Movement accelerates the loss of heat, so
movements
are
restricted
to
the
minimum
necessary. The only stronger movements which
are inevitable are those to take up a secure
position in a seaway, to fetch persons drifting in
isolation or to get away immediately from
regions where the surface of the water is covered
in fuel.
Human contact is of great importance in this
situation.
Conversation,
storytelling,
concerted
singing have proved effective in such situations
133
in keeping up people's spirits and delaying

weakening from cold.
If search and rescue craft are sighted no effort is
spared to attract their attention, But even now;
hectic and uncontrolled movements are to be
avoided, as they rapidly cause fatigue.
Beaching survival craft
If it becomes necessary to beach the survival
craft, the following measures are to be taken
before and while traversing breakers:
- The unit leader explains the sequence of
events and gives the necessary instructions.
- The sea anchor is laid at the full length of its
hawser. Boats are turned head-to-sea.
- All openings are closed.
- The seat belts or makeshift safeguards are put
on. Every occupant holds on to something
solid.
- All available means are used to prevent the
boat broaching-to.
- Following beaching, the survival craft is
abandoned as quickly as possible.
- The survival craft is made safe against drifting
away. Attention in tidal waters!
7. 6 Sea distress alarm - Pyrotechnic
distress signals
Burning hand flares only makes sense if
- the coloured sidelights of search and rescue
vessels are visible, or
- if aircraft are heading straight for the lifeboat
or raft.
Rocket parachute flares are to be fired as soon as
the white toplights of search and rescue vessels
are in sight.
The capacity for safe use of the hands in
emergencies may have been adversely affected
by long-lasting cold.
Therefore the greatest
is to be exercised!
care
and
circumspection
7. 7 Sea distress alarm and bringing up rescue

craft by means of radio equipment
In emergencies the ship management will make
every effort to set off the sea distress alarm by
means of the ship's radio equipment and to
establish radio contact with search and rescue
units.
The ship management is to announce, if this is
possible before the survival craft are manned,
whether it has succeeded in already establishing
such a contact.
If no time remains for this or the equipment has
failed, the alarm will be raised automatically by
the emergency position indicating radio beacon
134
as soon as the set is taken out of its mounting or
floats free as the ship sinks.
When abandoning ship, every effort must be
made to remove the radio equipment from its
mountings near the bridge and take it along to
the survival craft. The equipment comprises
- the emergency position indicating radio
beacon (s)
- the radar transponders
- the VHF radiotelephones
- the portable radio apparatus for survival craft.
If the emergency position indicating radio
beacon has already been launched it should if
possible have the position updated and be taken
into
the
survival
craft
or
secured
afloat
alongside. If there are several beacons available,
only one at a time is to be switched on to
economise on power.
The radar transponders will float, but are not to
be operated floating as their position-indicating
range in a seaway is inadequate. They must be
mounted as high as possible above the survival
craft to provide an adequate pick-up range for
the radar on search and rescue craft. If there are
several transponders available, only one at a
time is to be switched on to economise on power.
The VHF radiotelephones will not float, but are
so constructed that spray or a brief contact with
salt water or oil does not damage them. If the
emergency has involved the use of several
survival
craft
the
first
function
of
the
radiotelephones is to establish radio contact
between
these.
However
the
exchange
of
information is to be limited to essentials to save
power. For that reason also, the survival craft are
preferably to be kept close together.
If
the
operation
indicator
of
the
radar
transponder shows that search and rescue craft
are within radar range, one radiotelephone is to
be used to establish radio contact. This is best
carried out by the holder of a general operators
certificate,
who
knows
the
sea-distress
procedures. If there is no one with that certificate
in the survival craft, untrained persons also may
use the radiotelephones in an emergency.
If that is the case, the call-up is to be structured
as follows (press speaking key!):
MAYDAY MAYDAY MAYDAY
DELTA ECHO (or: THIS IS)
SURVIVAL CRAFT (or: LIFEBOAT/LIFERAFT)
OF ..... (name or call sign or MMSI of the ship)
WITH (number of castaways) SURVIVORS
OVER
(release speaking key)
If there is no immediate answer, the call-up is to

be repeated at about 5 minute intervals for as
long as the transponder operation indicator
remains alight.
The reply could for instance be
MAYDAY
LIFEBOAT LIFEBOAT LIFEBOAT OF (name, call
sign or MMSI)
DELTA ECHO (or,, THIS IS")
name, call sign of the search and rescue craft,
repeated 3 times)
WE HEAR YOU LOUD AND CLEAR
STOP
WE
HAVE
LOCATED
TRANSPONDER SIGNAL
YOUR
RADAR
STOP
WILL ARRIVE AT YOUR POSITION IN THIRTY
MINUTES
OVER (if confirmation is expected),
or
OUT (if there is to be no further radio
communication for the time being)
The search and rescue craft then takes charge of
the radio traffic. Until further notice all stations
in the surrounding area are obliged to keep radio
silence unless they are invited to speak.
cf.
Handbuch
Seefunk
(Maritime
Radio
Manual) 44 and 45,,, VOPunk" article 39
7. 8 Maintenance and repair
Although all the sets and installations are made
from the best of materials, because of the
permanent pressure on them due to the severe
weather
conditions
at
sea
they
required
continuous
care
and
maintenance
to
be
unrestrictedly usable in emergencies.
Every partially or totally enclosed lifeboat or
liferaft
is
provided
with
a
user's
and
maintenance manual.
The maintenance requirements of the individual
installations
are
to
be
taken
from
the
maintenance manuals on board. Repairs to
survival craft are carried out by approved
specialist firms.
Repairs to lifeboats
Temporary repairs by the crew to keep the
lifeboat in usable condition are permitted. They
are to be made permanent by a specialist firm as
soon as possible.
The technical installations of lifeboats such as
the engine, gearing, clutch, shaft, propeller,
electrical plant, fire protection and air supply
systems are maintained in accordance with the
135
instructions
necessary.
in
their
manuals
and
repaired
as
If survival craft of glass fibre reinforced polyester

resin (plastics boats) are provided with a repair
kit, the instructions included with this are to be
followed.
Damage to the foam-filled parts requires only
sealing of the surface to prevent the ingress of
water, buoyancy foam is a closed-cell material
and will continue to keep the boat afloat
whatever happens even though the surface has
been damaged.
Straightforward side- or bottom components can
be dealt with like wood. It is also possible to use
glass fibre and resin held on board for other
purposes for the temporary repair of life- or
rescue boats, provided the directions for use are
obeyed.
Repairs to inflatable liferafts

If inflatable liferafts are damaged in use, the
following action can be taken:
- Expose the damaged area, dry and clean it well.
- Roughen the area thoroughly using glass
paper.
- Spread adhesive over the damaged area, leave
to dry for 3 or 4 minutes, then spread more and
leave to dry again.
- Pick a repair-patch large enough to extend
beyond the damaged area by at least 30 nun all
round.
- Remove the protective foil from the adhesive
side of the patch and apply the patch to the
damaged area with a rolling motion. Press it on
using the fingers and go over it rubbing hard
with a paper knife.
- Wait for a few minutes, then inflate.
137
8. Closing Remarks
This manual is the product of a thorough revision

of the basic manuals
Lifeboat Service Training Manual
and
Fire Defense Training Manual
issued by the See-Berufsgenossenschaft.
composition and the qualifications of crews

undergone substantial change.
Wherever possible, proven material has
retained.
Newly-introduced
parts
have
designed to match the old closely in form
layout.
have
Numerous
adaptations,
changes
and
amplifications of the existing material became
necessary because in the almost ten years since
publication a host of changes had taken place in
the regulations on which they were based,
because ship construction and ship operation
technology had made great strides forward and
because, not least important, the numbers, the
The endeavor to be comprehensive conflicted

with the need for clear and crisp formulation
wherever possible.
been
been
and
The progressively ever closer interlocking of

lifeboat service on the one hand and fire defense
on the other made it appear imperative now to
combine the two earlier manuals in a single
unified one.
139
9. Appendix
9. 1
Regulations important to the ship safety

service on board
The file (Schiffssicherheitsvorschriften) is part of
the mandatory outfit and to be found on board
every ship. It contains, among other things:
- International Convention for the Safety of Life
at Sea (SOLAS '74 in the version of several
addenda)
- Decree concerning the safety of seagoing ships
(ship safety decree)
- Dangerous goods decree (sea)
The file (Schiffssicherheitshandbuch) is also part
of the mandatory outfit and predominantly
contains instructions for the compliance with the
said regulations.
Accessible to all crew members at all times by

display in the messes are the
- accident prevention regulations for enterprises
engaged in shipping (UVV See)
- Richtlinien und Merkblatter der SeeBerufsgenossenschaft
Available on board is the
- Verordnung liber die Gesundheitspflege auf
Kauffahrteischiffen
Generally not available on board are the
Rules
of
the
Germanischer
Lloyd
for
Classification
and
Construction
of
Steel
Seagoing Ships
- Prufungs- und Zulassungsbedingungen der
See-Berufsgenossenschaft
9. 2 Data concerning solid and liquid combustible substances (Table 1)

Ignition point
Flash point
Minimum combustion
Petrol/gasoline
210 C to 260 C
-45Cto60C
temperature/fire point
ca. 1200 C
Benzene
220 C to 350 C
- 11 C
ca. 1200 C
Diesel oil
425 C
55 C and higher
ca. 1100C to 1300C
Lubricating oil
ca. 300 C
165 C
ca. 1100C to 1300 C
Ethanol
ca. 200 C
12 C
ca. 1200 C
Wood
ca. 455 C to 510 C
--
Paper
560 C
--
Propane
--
Hydrogen
--
9. 3 Upper and lower flammability limits

(Table 2)
Flammability limit
lower
vol %
2
4
Propane
Hydrogen
Petrol/gasoline
(as vapour)
Ethanol (as vapour)
Ammonia
ca. 1
3, 5
15
upper
vol %
11,7
75, 6
ca. 7
15
30
9.4 Symbols for fire protection plans according to IMO-Resolution A.654(16) and DIN 0087903-02
Symbol
Item
Item
9.4.3 Means of escape
9.4.1 Divisions
A class division
Primary means of escape

Bulkheads
Secondary means of escape

Decks
9.4.4 Fire pumps
Fire pump
Additional the fire class according to SOLAS

(AO, A15, A30, A60) shall be indicated.
Emergency fire pump
B class division
Bulkheads,
9.4.5 Connections
International shore connection
Decks
Additional the fire class

(BO, B15) shall be indicated.
according
to
SOLAS
9.4.6 Valves
Fire main with
fire valves
Main vertical zone

Section valve
Indicate near the graphical symbol:
D Drenchsystem
S Sprinkle system
F Foam system
9.4.2 Fire doors

A class lire door
A class fire
sliding door
door,
A class fire door,

self-closing
9.4.7 Fire extinguishing devices

Sprinkler/water fog/
foam installation
Indicate in the graphical symbol:
S Sprinkler
W Water tog
F Foam
A class fire door,

sliding door,
self-closing
B class fire door
B class fire
sliding door
Remote controlled fuel/lubricating

oil valves
CO2 - battery
door,
Halon 1301 battery
B class fire door,

self-closing
B c lass fire door,

sliding door,
self-closing
Halon 1301 bottles

placed in
protected area
Symbol
141
Item
CO2-/ nitrogen bulk installation
C02 C02-installation
N2 Nitrogen installation
Symbol
Item
Symbol
Portable foam applicator
Locker with
High expansion
foam supply trunk
fireman's outfit
Locker with additional
breathing apparatus
Powder installation
Locker with additional
protective clothing
Drenching system
Fire axe
9. 4. 8 Release stations, remote control
Inert gas installation
Release station
CO2
P Powder
Monitor
F Foam
H Halon

P Powder
F Foam
W Water
Remote control for fire

pumps or emergency switches
Powder hose and handgun
MFP Main fire pump

EFP Emergency fire pump
ES Emergency switch
Remote ventilation
shut off
Foam nozzle
Remote controlled
skylights
Hose box with
Spray/jet fire nozzle
9. 4. 9 Alarm devices
Push-button/
Portable fire extinguishers
switch for fire alarm

H Halon
Horn fire alarm
P Powder
W Water
F Foam
C02
Horn
Indicate nearly the graphical symbol
S Sprinkler alarm
CO2 CO2 alarm
Wheeled fire extinguishers
H Halon alarm
The capacity in litre (1) or kilogram (kg)

shall also be indicated near
the graphical symbol.
Smoke detector
142
Item Symbol
Item Symbol
Heat detector
Space protected by
SPRINKLER
C02
Flame detector
H Halon
F Foam
D Drenching system
W Water fog
Gas detector
9. 4. 12 Equipment of the ship

Emergency generator
Emergency telephone station

Emergency switchboard
Bell fire alarm
Bilge pump
Manually operated call point
Emergency bilge pump
Fire alarm panel

Control station
9. 4. 10 Closing appliances
Fire damper in
ventilation duct
Breathing air compressor
Closing appliance for

ventilation inlet or outlet
Fire control plan
9. 4. 11 Space protection systems

Space protected by
automatic fire alarm
Fire station
143
9. 5 Engine room fires
Example 1:
MS CONTI BRITANIA was en route from
Ravenna to Haiphong when on 23 August 1984
at 05.50 hours while she was in transit through
the Suez Canal a fire broke out. The cause of the
fire was established to be the parting of the main
engine fuel distribution line at cylinder No. 1 by
the pressure controller. The main engine is a
MaK Diesel type 6M551AK. Diesel fuel under
pressure spurted from the parted line and
ignited on the exhaust system.
As the ship was in convoy, the main engine could
not be stopped at once; the fuel continuing to
spurt out spread the fire. Early intervention by
the personnel on watch, and firefighting using
portable extinguishers had to be abandoned
because
of
the
strong
smoke
and
heat
generation.
Not until the closed down state had been
achieved and the engine room been flooded with
CO2 did the crew get the fire under control.
Various lighting fittings and cableways were
damaged; subsequently repaired in Suez roads.
There were no injuries to personnel.
The technical supervisory service during its
inspections pays particular attention to hot parts
of the exhaust system being covered by sheetmetal-clad
insulation.
The
parts
not
thus
protected like thermometer stubs and flanges
are to be so arranged or protected by guard
plates that oil dripping onto them cannot ignite.
The exhaust system sheet-metal cladding must
be replaced immediately following completion of
any repair work.
Example 2:
On 20. December 1986 an engine room fire
broke out in the TMS MANDAN. The cause was
ignition of fuel spurting out under pressure and
getting onto hot parts of the exhaust system.
At 21. 17 hours the alert was triggered in the
officers' mess, where the chief engineer and the
2nd
engineer
were.
The
2nd
engineer
immediately went to the engine control room to
determine the cause of the alert. The chief
engineer was informed by him by telephone that
a fuel pipe to the port main engine was
damaged, recognisable by the emergence of
heavy fuel. The chief engineer then went to the
engine control room. As he was putting on ear
protectors he observed, through the window to
the engine room, a flame flaring up in the port
engine room. He shut off the engine room fan
and the fuel transfer pump; then the quickclosing valves on the fuel tanks were shut and
the
other
electrical
emergency
switches
operated. The 2nd engineer informed the bridge,
which at 21. 19 raised the fire alarm by means of
the fire alarm system. The main engines were

declutched
and
stopped.
The
quick-closing
valve controlling the fuel supply to the auxiliary
diesel was opened again by the 2nd engineer to
bring in the emergency lighting in lieu of the
main
lighting.
The
crew,
alerted
in
the
meantime, completed closing down and once it
was clear that no-one remained in the engine
room CO2 was released. This attempt at
extinction was a success. After about 30 minutes
the engine room fans were started again to draw
off smoke and CO2 . The fire defense party
extinguished a few still-glowing wooden planks
on the platform of the cooling water tank.
Following this, the engine room could again be
entered without a breathing set and the search
for the cause of the leakage started.
When the fuel transfer pump was switched on,
leaks due to defective 0-ring seals showed up at
the fuel injection pump of cylinder No. 3 of the
port main engine, i. e. at the pump flange of the
fuel return line as well as at the flange of the
fuel-return shut-off valve. Following repairs as
necessary, and renewal of the turbocharger air
filter the voyage was resumed at 23. 20 hours.
An investigation by the technical supervisory
service
revealed
that
the
0-rings
had
deteriorated prematurely. These 0-rings in the
fuel system must therefore be renewed at shorter
intervals.
In contrast to older ships, where the fuel arrives
at the pump at a low temperature and under
static pressure, it is nowadays necessary to work
with high supply pressures and temperatures.
The possibility of premature deterioration can
therefore not be excluded.
9. 6 Obsolescent plant and appliances
9. 6. 1 Obsolescent plant and appliances for use
in boats
Portable radio apparatus for survival craft
Until 1. February 1995, the equipment provided
for many ships will include a portable radio set
for survival craft.
Where this is the case, it can continue to be used
until 1. February 1999 in addition to the sets
designated in the preceding sub-sections, as up
to that day ships, aircraft and coastal radio
stations
will
also
remain
equipped
with
transmitting and receiving units for the same
frequencies and operating procedures.
The portable radio set contains a transmitting
and receiving unit for sending out sea distress
calls and reports, plus DF signals on the
international distress frequencies 500 kHz and
2182 kHz.
Furthermore all information of significance to
the execution of a search and rescue operation
144
can be received and transmitted. For this, the
frequency 8364 kHz is additionally available.
The range of the solid-fuel rocket lies between

400 and 800 m.
The transmissions are received
Other obsolescent plant and appliances
- on 500 kHz by ships with radiotelegraph

equipment, and by coastal radio stations,
- on 2182 kHz by all ships of over 300 GRT and
by coastal radio stations.
The range varies, depending on the type of
aerial and the height at which it is mounted. It is
to be at least 25 nautical miles.
The apparatus is housed in a bright-orange or
bright-yellow casing. It may be dropped into the
water from a height of up to 18 m, is waterproof
and will float in the closed state.
The apparatus is equipped with a telescopic or a
wire aerial. For earthing, a copper cable with a
sinker and an earthing clip is provided.
For power supply, the apparatus has an integral
hand-crank-operated generator or batteries. It
may also be connected to a 24 V power supply by
a connecting cable and powered by this. Many
motor lifeboats have that supply.
The radio apparatus can be set to work and
operated even by an untrained person, if the
operating instructions provided with it are
carefully followed.
Line-Throwing apparatus
For the rescue of persons from grounded vessels,
some coastguard stations are equipped with a
line-throwing apparatus. This consists of a
launching-stand,
solid-fuel
rocket,
throwing
line, rescue rope, tailblock with hauling line and
breeches buoy.
Rigid Liferafts, Water

System), Sails, Oars
Pressure
Releases
(old
9.6.2 Obsolescent plant and appliances for

fire defense
Protection of engine rooms by means of a
halon-1301 fire-extinguishing system
The use of halon 1301 has been prohibited since
1. January 1992. Ships whose keel was laid after
that date may no longer be equipped with halon1301 fire-extinguishing systems.
For existing ships, an interim regulation applies
until 31. December 1998.
How the system works
Opening the door of the halon triggering station
causes one switch to sound the halon alarm in
the engine room and a second to switch off the
engine room ventilation.
By opening the handwheel-operated valve on
one of the two control bottles and operating the
associated control valve, the bottle valves of the
halon bottles are opened by remote control.
Safety notes
When the halon alarm sounds, the engine room
is to be abandoned as quickly as possible via the
operating stairs or the emergency exits, and the
way made to the muster station.

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Manual

This Manual Comprises

Ship Safety Service; .February 1996

The "Manual for Ship Safety Service Training"

Ship Safety Service; February 1996

Manual for Ship Safety Service

Ship Safety Service - Fundamental Principles .....................

Organisation of ship safety service on board .............. .

Firemen and lifeboatmen ......................................

Muster list ..................................................

Organisation on board ........................................

Command unit (CU)...........................................

Defense unit (DU) .............................................

Support unit (SU) ..............................................

Additional units ..............................................

The formation of units with small crews ...........................

Fundamental principles - Regulations - Problems - Suggested solutions

Safety organisation and document of safe manning ..................

Examples of the safety service organisation with small crews .........

Fire protection and safety plan ...................................

Fire Protection - Basic Principle ......................

Oxidation - Combustion - Fire ........................

Combustion process ................................

Combustible substances .............................

Ignition temperature ................................

Flammability ranges - Proportions of ingredients ........

Forms in which fire appears ..........................

Deflagration - Explosion - Detonation .................

Heat; Heat transfer - Heat build-up - Spontaneous ignition

Classes of fires .....................................

Small - Medium - Large fire ..........................

Preventive fire protection ............................

Structural fire protection .............................

Operational fire protection ...........................

Defensive fire protection .............................

Fire boundaries ....................................

Extinguishing fires ..................................

Extinction mechanisms ..............................

Extinguishant water ...................................

Extinguishant foam ....................................

Extinguishant powder ..................................

Extinguishant carbon dioxide (CO2) ......................

Extinguishant sand - Sawdust soaked in soda - Dry substances

Danger to personnel - Accident prevention when fighting fires

Fires in ship operation ..................................

Fires in accommodation spaces ..........................

Fires in the cargo area ..................................

Fires in the cargo area of oil, gas or chemical tankers ........

Engine room fires .....................................

Fire Defense Appliances and Systems on Board ............

Regulations - Approvals ................................

Reporting fire - Alarms .................................

Fire alarm systems .....................................

Fire alarm raised by persons .............................

Alarm systems ........................................

Alarm systems for operational compartments ...............

Fire extinguishing appliances ...........................

Portable fire extinguishers ..............................