Training Manual for Fire Safety Practice
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Transcript of Training Manual for Fire Safety Practice
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Fleet Management Limited
TRAINING MANUAL
FOR FIRE SAFETY PRACTICE
&
FIRE SAFETY
OPERATIONAL BOOK
In Compliance with year 2000 amendments toSOLAS 1974, Chapter II-2,15.2.3/16
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CONTENTS
1. Specimen Muster List2. Copy of Fire control plan3. Details of Fire alarm system4. Emergency Fire Pump Operating
Procedures
5. Emergency generator / batteries –Details and Operating Procedures
6. Fixed fire fighting systems – Details
and Operating Procedures7. Portable fire extinguishers – Types
and Operating Procedures8. Fire man’s outfit – Details and
Donning Instructions
9. SCBA’s – Details and instructions foruse
10. International shore Connection
11. Fire boxes, hoses and nozzle12. Emergency Stops Location and OperatingInstructions
13. Location of Emergency escapes14. List of all fire doors15. Special arrangements for ships
carrying Dangerous cargo
16. Procedures and Guidelines for Dealingwith Fire
17. Operation and use of fire & smokedampers
18. General fire safety practice and precautions related to the dangers of
smoking, electrical hazards, flammable
liquids and similar shipboard hazards,carriage of dangerous goods and
flammable bulk cargoes.
Rev 1 09/02
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Section 1Muster Lists / Station Bill
Muster lists are displayed at several prominent locations on your vessel. Enclosed
is a copy of company’s muster list.
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Section 2Fire Control Plan
Fire Control Plans are displayed at prominent locations around your vessel. A
copy of the Fire Control Plan is enclosed at the end of this manual.
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Section 3Details of Emergency
Alarm Bells and Activation
Points
Make:__________________________
Type :__________________________
Your vessel is provided with alarm bells and alarm activation points at various
locations in the accommodation and engine room. The alarm bells can be
activated by breaking the glass and pushing the button.
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Section 4Emergency Fire Pump
Make : ________________________
Type : ________________________
Location : ______________________
Operating Instructions : Please see overleaf
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INSERT THE EMERGENCY FIRE
PUMP OPERATING PROCEDURES
AND REMOVE THIS PAGE
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Section 5
Emergency Generator /
Batteries
Make : ________________________
Type : ________________________
Location : ______________________
Operating Instructions : Please see overleaf
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INSERT THE EMERGENCY
GENERATOR / EMERGENCY
BATTERIES OPERATING
PROCEDURES AND REMOVE THIS
PAGE
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Section 6a
Fixed Fire Extinguishing
System - CO2 System
On hearing Co2 alarm !!!!!! - Leave Engine room at
once through the nearest emergency escape / exit.Make : ________________________
Type : ________________________
Location : ______________________
Operating Instructions : Please see overleaf
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INSERT THE FIXED CO2 SYSTEM
OPERATING PROCEDURES AND
REMOVE THIS PAGE
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Section 6b
Water sprinkler system.
Location : ______________________
Space Protected
by this system : ______________________
Operating Instructions : Please see overleaf
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INSERT THE WATER SPRINKLER
OPERATING PROCEDURES AND
REMOVE THIS PAGE
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Section 6 c
Fixed foam fireextinguishing system.
Make : ________________________
Type : ________________________
Location : ______________________
Operating Instructions : Please see overleaf
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INSERT THE FIXED FOAM FIRE
EXTINGUISHING SYSTEM
OPERATING PROCEDURES AND
REMOVE THIS PAGE
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Section 7
Portable Fire
Extinguishers
Type: chemical foam Type: CO2
Make : ________________________
Type : ________________________
Operating Instructions : Please see overleaf
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INSERT THE OPERATING
INSTRUCTIONS FOR EACH TYPE
OF FIRE EXTINGUISHER
PROVIDED ONBOARD YOUR
VESSEL AND REMOVE THIS PAGE
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Section 8
Fire man’s outfit
Make : ________________________
Type : ________________________
Location : 1) _________________ 2) _________________ 3) _________________
Operating Instructions : Please see overleaf
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INSERT THE DONNING
PROCEDURES OF FIREMANS
OUTFIT AND REMOVE THIS PAGE
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Section 9SCBA
Make : ________________________
Type : ________________________
Location : 1) _________________ 2) _________________ 3) _________________
Operating Instructions : Please see overleaf
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INSERT THE SCBA OPERATING
PROCEDURES AND REMOVE THIS
PAGE
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Section 10
International shore
Connection:
No. of Sets Provided : ________________________
Location : ________________________
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Section 11
Fire Boxes, Hoses
and Nozzles
Type of couplings : ________________________
Location : ________________________ Please see overleaf
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INSERT A LIST GIVING
DETAILS AND LOCATION OF
FIRE HOSE BOXES AND HOSESONBOARD YOUR VESSEL AND
REMOVE THIS SHEET
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Section 12
Emergency stops
1. Quick Closing Valves for Machinery Spaces:
Machinery Covered : ____________________________________________________
Location : _____________________
2. Main Engine Emergency Stop
Location : _____________________
3. Ventilation and Blower stops
Machinery Covered : ____________________________________________________
Location : _____________________
4. Overboard Discharges
Machinery covered : ____________________________________________________
Location : _____________________
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INSERT THE OPERATING
PROCEDURES FOR ITEMS 1 TO 4
LISTED ON PREVIOUS PAGE ANDREMOVE THIS PAGE
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Section 13
Emergency escapes
Locations of Emergency Escapes :
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
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Section 14
Fire doors
Fire doors should always be kept shut. They should close fully. Automatic door
closing arrangements should be functional. Fire doors should never be secured in
open position.
Locations of Fire doors:
Name of Accommodation Deck / Machinery Space Number of
Doors
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Section 15
Special arrangements for
Ships Carrying DangerousCargo (If applicable)
Make : ________________________
Type : ________________________
Location : ______________________
Operating Instructions : Please see overleaf
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INSERT OPERATING PROCEDURES
AND REMOVE THIS PAGE
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Section 16
Procedures and Guidelinesfor Dealing with Fire
Onboard Ships
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1 ACCOMMODATION FIRE
The following factors must be immediately considered by the
Emergency Party when tackling an Accommodation, Storeroom or
Galley Fire:-
1. The speed in which the conflagration is tackled is of paramount
importance.
2. The accommodation will probably fill with smoke - breathing
apparatus will be necessary.
3. Water spray will be used. The combustible material inside the
accommodation spaces is almost exclusively Class A material.
4. Knowledge of the accommodation layout is necessary-the fire
fighters will be operating "blind".
5. It is essential that forced ventilation fans should be stopped and
any fire flaps closed.
6. Electrical circuits should be isolated as the situation requires.The danger of water, particularly in the form of a jet, acting as a
conductor on "live" circuits must be borne in mind.
7. The fire fighters will operate in pairs. It is a well established fact
that the average person's courage is reduced by more than 50%
if he is asked to face danger alone.
The Chief Officer (Number 1 of the Emergency Party) will direct
operations.
Number's 2 and 3 of the Emergency Party will form the main hose party
operating together on one hose.
Number 4 should be prepared to tackle the fire from another direction
or operation as a "search and rescue" party as directed by the Chief
Officer.
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2 ENGINE ROOM FIRE
The Engine Room as a whole can be regarded as a high risk area with
some positions inside the machinery spaces carrying a higher risk than
others.
By far the majority of the combustible materials in the Engine Room are
Class B (oil).Although a fire in the Engine Room may well be electrical
(Class C) in origin, ultimately a serious fire will probably be Class B.
Foam is the best fire fighting medium to combat an oil fire and the
Emergency Party will use the portable foam making equipment.
The Engineer who discovers a fire in the Machinery Space must
immediately consider the following:-
(a) Raising the Alarm.
(b) If oil is involved-stopping the flow of oil to the fire.
(c) Bringing the above portable foam making equipment, or other
portable fire fighting equipment into action.
He should continue to tackle the fire until the Emergency Party arrives,
when the Second Engineer will direct operations.
The Chief Officer will only proceed into the Engine Room in order to
assess the situation. He will then:-
(a) Arrange for the supply of additional equipment and foam
compound to the Second Engineer.
(b) Ensure that the fire does not spread out of Machinery Spaces.
(c) Rescue injured personnel.
(d) Keep the Master informed of the situation by portable
transceiver.
It must be remembered that in over half the Engine Room fires thathave occurred in ships, fire fighting was abandoned too early.
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The fire should be tackled until all the foam compound in the ship has
been consumed. In the meantime, the Chief Engineer Officer should
consult with the Master and prepare the fixed fire fighting installation for
use.
Where a CO2 installation is fitted it must be remembered that this is a
"one off" shot and to have maximum effect all necessary ventilation
fans must be stopped and fire flaps closed. Several minutes may be
required before all the necessary preparations have been completed
and the CO2 can be released.
The Chief Engineer Officer should make the decision whether to use
the CO2 in sufficient time before the foam compound has been used.
As total loss of power will result from flooding the Engine Room with
CO2 it is clearly preferable that the Master be informed before this
action is taken.
Before he proceeds to the CO2 release position, the Chief Engineer
Officer must personally inform the Second Engineer that preparations
are under way to release the CO2 and the Engine Room is to be
evacuated. It is the responsibility of the Second Engineer to ensure that
the Engine Room is evacuated, and then report this to the Chief
Engineer Officer. Only after head count has been taken and Master
has personally given his permission can the CO2 be released.
Ships with Fixed Foam Systems in the Machinery Spaces should
prepare this equipment for use in plenty of time to ensure its
effectiveness.
Those ships fitted with HALON fire extinguishing system to selected
high risk areas in the Machinery Spaces, should also use them in
ample time, to ensure maximum effectiveness. In this case the
ventilation to the space (Purifier Room or Engine Control Room) should
be stopped and the area sealed after being evacuated.
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3 HOLD FIRE / EXPLOSION
An explosion or fire in a Cargo Hold is the most serious situation that
any Emergency Organization can be called upon to fight.
In the loaded condition there will probably be little that the Emergency
Party can achieve, and the saving of life is of paramount importance.
In the light condition there may be a greater chance of taking some
effective action. The following points should be considered by the
Master following such an explosion:-
1. Possibility of isolating the resultant fire by the Emergency Party
putting up a "water wall" around the periphery of the fire, and
boundary cooling.
2. Arresting the transfer of heat into adjacent accommodation
spaces by spraying poop front bulkheads etc.
3. Bringing foam generating equipment into action.
4. Evacuation of "non-essential personnel".
5. Adjust course and speed as necessary to minimize fire spread.
Any action possible will be dictated by circumstances (the ability
to provide water on deck etc.) but it is the duty of the Master and
the Emergency Organization to do all in their power to combat
the situation even after the "non-essential personnel" have left
the ship.
----
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Section 17
Operation and use of fire
and Smoke dampers
Fire and smoke dampers are very critical in fire fighting operations. Please identify the
location, type and operation of each Fire damper on your ship. All fire dampers are to
be closed during fire fighting to ensure no air supply available for the fire to enflame
itself.
LOCATION
(DECK)
TYPE METHOD OF CLOSING
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Section 18
General fire safetypractice and precautions
related to the dangers of –
smoking, electrical
hazards, flammable
liquids and similar
shipboard hazards,
carriage of dangerousgoods and flammable bulk
cargoes.
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SMOKING
Smoking constitutes an ever present ignition hazard on any ship and
more particularly on a tanker. There are numerous places on a tanker
where there is frequently or always a fire risk. Total prohibition of
smoking in these places at all times and irrespective of the cargo
carried will interfere little with freedom and will establish good practice
and an awareness of the general risk which these places involve.
Such places are:-
a) cargo and ballast tanks
b) pump rooms
c) cofferdams
d) forecastle
e) center castle space
f) store rooms, cargo hose stores,
g) fore and aft peak stores
h) deep tanks
any open deck in the vicinity of cargo tanks.
Places approved for smoking should preferably be abaft the cargo
tanks and should have doors or portholes which cannot be opened
directly to the tank deck. In the selection of such places thought should
be given to the position, relative to operations on the cargo tanks, of
the ventilation intakes and to the effect of wing. An adequate supply of
suitable ashtrays should be provided in these places.
During cargo operations, when loading, discharging and/or hold
cleaning smoking will only be permitted in designated areas inside the
accommodation. During periods of high concentration of explosive and
toxic gases around or near the accommodation block, the Master will“Prohibit All Smoking”. Notice boards showing the smoking regulations
must be exhibited prominently in all areas. NO SMOKING notices must
be installed on the inside of all doors leading to outer deck spaces,
bridge wings, engine room or any other space where smoking is
prohibited.
IN ANY CASE SMOKING IN BED SHOULD BE STRICTLY
FORBIDDEN
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ELECTRICAL HAZARDS
INSTRUCTIONS AND PRECAUTIONS
1. Avoid contact with electrical power lines. Contact with low voltage lines
such as 110-volt household lighting circuits can result in death.
2. Employees should avoid stepping on or handling low wiring, lighting
units or handlamps found lying on the floor or ground, especially in
damp areas. Such a condition should be remedied by opening the
circuit and restoring items to their proper place.
3. When operating electrical equipment, employees should proceed
according to instructions. They must not experiment. If equipment does
not operate properly, call the electrician.
4. Unauthorised persons must not attempt to make repairs to electrical
equipment. All unsafe appliances, lines and electrical apparatuses
should be reported to the electrician.
5. Only the electrician or other authorised person shall repair defective
electrical equipment.
6. Defective or frayed electrical cords or equipment and appliances must
be repaired or replaced.
7. Electrical outlets should not be overloaded.
8. Substitutes for fuses such as coins, slugs or any other make-shift
connections must never be used.
9. Only authorised personnel should attend to replace primary fuses.
10. Hands, shoes and clothing should be dry when electrical equipment is
being handled.
11. All portable electrical tools shall be circuit-grounded through the third
wire of a three-conductor cord.
12. Water or steam should not be used to wash the area near electrical
engines or other electrical equipment, unless the power has been cut
off.
13. When changing a broken light bulb make certain that the circuit is
deenergised.
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14. Keep the glassware on all industrial fixtures clean so that illumination
will be at a safe level. Never remove protective globes from vapor-proof
or explosion proof fixtures longer than necessary to clean or replace.
15. Employees should avoid handling broken fragments of fluorescent
lamp tubes and should not breathe dust or vapors from a broken lamp.
Sufficient time should be allowed for the atmosphere to clear before
cleaning up the broken pieces. Should any wounds be received,
employees should wash thoroughly and seek immediate medical
attention. Burned out tubes should always be disposed of, thus
avoiding hazard to other people.
16. Safety lamps and extension cords must be kept in good order. They
must be checked for bad insulation and cracked or broken protectionglobes. The cord shall not be used if it is defective. Take care and
avoid wrapping the cord around arms or any part of the body. Avoid
standing in water when using the cord.
17. All portable handlights used in hazardous locations must be of
explosion proof type.
18. No portable handlight should be used unless the outside globe and
metal guard is in place.
19. Doors to and covers over electrical apparatus enclosures shall be kept
closed except while making repairs.
20. Switches opened to permit work on electrical circuit or equipment
should be locked in the open position or tagged to warn against closing
them.
21. All non-current carrying enclosures, or structures used in electrical
equipment, or circuits shall be grounded. In a grouping of electric
apparatus the ground shall be interconnected. Before starting to work
on such enclosures or structures determine that the ground is effective.
Always call the electrician.
Whenever work is to be carried out on electrical equipment, or
on equipment powered by electricity, a permit to work should be
issued indicating that the electrical supply of the equipment has
been isolated. The Electrical Isolation Certificate(EIC), form
DE-23D.
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Isolation can be effected by locking off switchgear or the
complete removal of fuses. Consideration should be given to a
system of control which prevents the accidental reconnection of
supply – for example by installing a locking arrangement,
labeling of switches and the display of warning notices.
OTHER HAZARDOUS AREAS
Hazardous areas on a vessel will vary according to the type and design
of a vessel. Generally on a vessel any enclosed space like, double
bottom ballast or fuel tanks, cargo holds or tanks, cofferdams etc may
be classed as potential hazardous areas because of the possibility of
oxygen deficiency or the presence of hydrocarbon or toxic gases.
These areas should be identified on board and categorised accordinglyand made known to all personnel. Needless to say personnel should
consult the Safety Officer or any responsible person to determine
whether entry into such spaces is permitted.
For a tank vessel however it is desirable to define hazardous areas in
terms which can be applicable to both shore and tanker installations
during cargo handling, ballasting and gas freeing, to promote
correlation of safety procedures, and of equipment recommended for
use in these areas. The probability of a flammable atmosphere being
present is taken into account by grading the areas into three divisions.
The degree of risk in a hazardous area is determined by the probability
of a flammable atmosphere arising at a given time together with the
probability of any equipment causing ignition. When considering the
degree of risk on tankers at a berth, and on a berth, the extent of the
classified areas is governed by the handling of volatile cargo on the
tanker, on tankers at adjacent berths, and on the jetty. The extent of
classified areas on a tanker at a berth can differ from the extent when
the tanker is at sea.
For the purpose of this safety guide, hazardous areas on a tanker may
be classified as follows:
Division 0
An area in which a hazardous atmosphere is continuously present or is
present for long periods.
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Division 1
An area in which a hazardous atmosphere is likely to occur under
normal operating conditions.
INSTRUCTIONS AND PRECAUTIONS FOR GAS CUTTING AND BURNING
The following procedures shall be complied with when carrying out gas cutting
and burning:
1) Check the oxygen and acetylene hoses and piping carefully to ensure
that they are free of cracks, cuts, nicks or soft spots which could result
in gas leakages.
2) Check that the pressure gauges and regulators are in good condition
and working properly.
3) Check that all connections are tight and that there are no leakages.
4) Ensure that flashback arrestors are fitted and operational.
5) Ensure that the oxygen and acetylene bottles are securely fastened.
6) Check that the cutting / heating torch is in good condition, is suitable for
the job at hand and that the nozzle is clear and safe for use.
7) If an acetylene bottle gets hot, all work shall be stopped at once. The
bottle shall be cooled by spraying cold water on it. Once it has cooled it
shall be moved to a cool well ventilated location. When alongside a berth or terminal no hot work should be
carried out unless the terminal representative or port
authority have been consulted and approval obtained in
writing. This is in addition to requirements for the Hot Work
Permit DE-23B and written permission from head office.
Immediately before hot work is undertaken the compartment
where the work is to be executed should be ventilated until tests
with a combustible gas indicator give a reading of not more than1% LFL.
All sludge, scale and sediment should be removed from an area
of at least 10 mtrs around the area of hot work, including reverse
side of frames, bulkheads etc. Other areas that may be affected
by hot work should also be cleaned, e.g. the area immediately
below the place where the work is being undertaken.
Periodic gas test should be carried out while the hot work is in
progress and before the resumption after a break. A suitably
trained firewatcher should be in attendance in the compartment
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while any hot work is in progress.
All pipelines to a tank being worked on should be isolated, and
adjacent tanks and spaces should be rendered safe by gas
freeing, inerting, or filling with water. Other tanks which may not
be gas free should be closed. An adjacent bunker tank
containing fuel may be considered safe as long as tests on the
ullage space with a combustible gas indicator give a reading of
not more than 1% LFL. Checks should be made to ensure that
there is no ingress of flammable gases or liquids, toxic gas or
inert gas from adjacent tanks or spaces by leakages. If the hot
work could cause heat transfer through a common bulkhead, the
adjoining space should either be filled with water or fuel to well
above the level at which the work is being done, inert or gasfree.
Hot work on pipelines and valves should only be permitted when
the appropriate section has been detached from the system by
cold work and the open ended sections of the remaining system
have been sealed off. The section of pipe to be worked on
should be gas free to a safe for hot work standard.
Heating coils should be flushed and opened to ensure that they
are gas free. Concurrent pumping of cargo or ballast, tankwashing and any other operations utilising the cargo system
should be stopped.
Adequate fire extinguishing equipment should be laid out ready
for immediate use.
A “ hot work permit – form DE-23B” shall not be issued before
the items listed in it have been carefully checked and the Chief
Officer/Chief Engineer is fully satisfied that all precautions have
been taken.
After the hot work permit has been issued and while the work is
in progress, the Chief Officer/Chief Engineer or any responsible
person delegated by him, shall remain in the immediate area to
maintain control until work has been completed.
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HAZARDOUS SUBSTANCES
The need to inculcate a sense of proper know how and
precautions to be exercised in handling various substances and
products which are used in the day to day operation of a vessel
should be considered as vital for both personnel health and
safety of the vessel.
A material can be hazardous in several ways:
Toxic - Most chemicals are toxic at some level of exposure. If allowed to enter
the body through the nose, mouth, or skin, they can make one sick. Fumes,
dust and vapours from toxic materials can be especially harmful because they
can be inhaled and pass quickly from the lungs into the blood, allowing thepoisons to circulate throughout the body.
Corrosive - Materials like strong acids and bases can eat right through other
substances including clothing. If splashed on the skin or eyes, they can cause
serious burns. Some of these materials can break down into poisonous
gases, making them doubly hazardous.
Explosive - Some material can explode when they are exposed to heat or
flame. Included in this category are materials like flammable liquids and
compressed gases, which can explode under certain conditions.
Flammable - This category includes all materials that can catch fire easily,
burn rapidly, spread quickly and give off intense heat. Many materials used
and stored in the workplace are flammable, including many solvents and
lubricants.
Reactive - These materials have to be isolated, stored in special containers
and used with extreme caution. Some can burn when exposed to air or water
and some when mixed with other substances. It's important to note that
reactive materials don't have to be near heat or flames to burn. They burn
spontaneously. They can also give off vapours that can be hazardous if
inhaled.
Material Safety Data Sheets are provided on all vessels for the health, safety
and environmental protection information necessary for the safe handling and
use of chemical products, including marine fuels. These sheets provide
important details like, identification of the product, hazardous ingredients,
physicial and chemical characteristics, fire and explosion hazards, reactivity,
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health hazards, precautions for safe handling and use as well as control
measures to be taken.
Hazards identified by the MSDS may be avoided and risks in handling may be
reduced if employees are informed to remain alert to their possible occurence
and adhere to the safe practices. Thus the data sheets are important in
instructing the crew on the precautions to be taken in handling such products,
in addition to providing first aid remedies, fire fighting procedures and other
emergency response considerations.
Working safely with hazardous material can be categorised into four steps:
a) Pay attention to warning signs
b) Read all labels on the containers carefully.
c) Get additional information from the MSDS when in doubt
d) Ask questions if you do not understand the warning labels.
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SOLID BULK CARGOES:
Solid materials transported in bulk, which can present a hazard during
transport because of their chemical nature or properties, are listed in
appendix B of Code of Safe Practice for Solid Bulk Cargoes. Some of
these materials are classified as dangerous goods in the International
Maritime Dangerous Goods Code (IMDG Code).
Solid bulk cargoes which are dangerous can be classed into following
categories:
- Flammable solids (Class 4.1)
- Substances liable to spontaneous combustion (Class 4.2)
- Substances, which emit flammable gases in contact with
water (Class 4.3)
- Oxidizing substances (Class 5.1)
- Toxic substances (Class 6. 1)
- Infectious substances (Class 6.2)
- Radioactive materials (Class 7)
- Corrosives (Class 8)
- Miscellaneous dangerous substances and articles (Class 9)
Whenever such cargoes are carried above codes should be referred to
and following should be determined:
- Class to which cargo belongs.
- Appendix B should be referred to for their properties,
segregation, stowage requirements and any special
requirements if applicable.
- Their EmS (Emergency schedule number) should be
ascertained and codes referred to in cases of emergency for
taking appropriate action.
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FOR VESSELS CARRYING FLAMMABLE LIQUID CARGOES IN BULK:
CRUDE OIL/PETROLEUM PRODUCTS
Whenever liquid cargo carried in bulk is crude oil or petroleum product,
ISGOTT should be referred to. Fire precautions given in the guide
should be followed.
NOXIOUS LIQUIDS IN BULK
Similarly IBC code should be referred to for noxious liquid substances
carried in bulk.
Vessel should determine the category of cargo from Chapter 17 or 18of the IBC code as applicable and find the special requirements for
carriage of the cargo.
Chapter 15 should be referred to whenever specified in 'Summary of
Minimum Requirements' and precautions should be taken accordingly.
Appropriate segregation should be maintained with other incompatible
cargoes.
MSDS of the cargo should be referred to.
General precautions to be taken in case of liquid substances carried in bulk
are given below:
VAPOUR CONTROL
The inert gas system if fitted must be used at all times to provide masthead
venting of vapours from cargo tanks when transferring cargo, dirty ballast, ordecanted ballast. Tank hatches and Butterworth plates must be tightly closed.
DOORS AND PORTS
When Class A products are transferred, bulkhead doors, ports, and other
openings into the accommodation must be closed.
VENTILATING EQUIPMENT
When transferring oil or dirty ballast, ventilators must be trimmed to prevent
vapours from entering quarters or machinery spaces.
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FLAME ARRESTORS IN CARGO VENT SYSTEM
Flame arrestor screens should be regularly inspected, changed, cleaned and
repaired as necessary.
IGNITION SOURCES
SMOKING
Smoking is only permitted at time and place approved by the Master. In ports
stricter local & terminal regulations will have to be followed and implemented
by master.
STATIC ELECTRICITY
a) Synthetic Fiber Hand Lines
Under no circumstances may vessel or terminal personnel use synthetic fiber
hand lines at the cargo tanks for taking samples, soundings, ullages,
temperatures, etc. Under certain conditions static electricity can be generated
by friction between synthetic fiber line and the operator’s hand to the tank top
and ignite the oil vapours. Only properly bonded metal tapes or natural fiberline may be used for sampling or measuring or dirty ballast.
b) Bonding Wires
Some terminals require that bonding wires be connected between the vessel
and the dock before hose or loading arms are connected. The vessel officer in
charge must ensure that this bonding wire is properly connected.
c) Static Electricity in Cargoes
Requirements for limiting cargo loading rates, and allowing a period for the
dissipation of static charge are not required on vessels using an inert gas
system.
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ELECTRICAL EQUIPMENT
a) Appliances
The use of portable electric appliances (heaters, toasters, immersion heaters,
televisions, radios, non-gas tight electric motors) is allowed only in non-
hazardous areas.
b) Temporary Lights
Only approved intrinsically safe flashlights to be used in transfer operations.
RADIO TRANSMISSION
Radio-telegraph and radio-telephone transmission (with the exceptions of
VHF/UHF) is prohibited during cargo or dirty ballast handling. Radio station
aerials to be earthed in port and a notice to such an effect to be displayed
near the equipment.
FIRE FIGHTING GEAR
FIRE HOSES
During cargo or dirty ballast transfer through the manifold, fire hoses with
nozzles attached must be connected to fire hydrants at suitable locations on
the vessel and led out ready for immediate use.
FOAM GEAR
During cargo or dirty ballast transfer through the manifold, portable foam
equipment must be ready for use at the manifold when the hose or loading
arm is connected. The nozzle must be connected to a fire hose, with an
emergency supply of liquid foam near at hand.
FIRE WIRES
When the vessel is alongside a dock, wire pennants must be hung from the
offshore bow and stern of the vessel so that a line can be quickly made fast
and the vessel towed away in case of emergency. Wire must be tended to
ensure that the outboard eye will always be 1 to 3 meters from the surface of
the water. Some terminals have specific instruction for rigging fire wires.
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WARNINGS
RED WARNING SIGNAL
The following signal must be shown any time oil or dirty ballast is transferred:
- At a dock - a red flag must be shown by day, and a red light by night.
- At anchor - a red flag must be shown by day. There is no night signal.
This will alert any craft coming along side the vessel to exercise precautions.
GANGWAY WARNING
Any time oil, dirty ballast is transferred, the following warning sign must be
posted at the gangway:
WARNING
DANGEROUS CHEMICALS
NO OPEN LIGHTS NO SMOKING
NO VISITORS
RADIO TRANSMISSION WARNING
Any time oil or dirty ballast is transferred; the following warning sign must be
posted at the radio station:
WARNING
DO NOT ENERGISE RADIO EQUIPMENT DURING TRANSFER OF
GRADE A, B OR C LIQUIDS EXCEPT BY PERMISSION OF SENIOR
DECK OFFICER.
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