Order (instruction), the order of its delivery and execution. Portable Seawater Fighting Equipment Actions on Order
FIGHT WITH WATER ON A DAMAGE SHIP.
2.1. BASES OF TACTICS OF FIGHTING WITH WATER ON THE SHIP.
The entry of outside water into the hull of the vessel leads to a decrease in the reserve of buoyancy and, as a rule, to a decrease in stability, failure of equipment not intended for operation under water. Therefore, it is necessary to take all measures to prevent the ingress of outboard water.
The fight against water on a ship is based on the tactics of fighting for unsinkability, which determines the organization, procedure, methods and techniques for taking measures to combat water, restore stability and buoyancy, and straighten a damaged ship.
When conducting the fight for survivability, the actions of personnel should be aimed at preservation And recovery unsinkability of the ship.
The effectiveness of the struggle for unsinkability is ensured by:
Quick and decisive action by all personnel to eliminate damage;
Concentration of forces and means in the threatened direction to localize the accident;
A combination of centralization of management with proactive actions in emergency rooms;
A clear interaction between the leaders of the struggle for unsinkability.
The greatest threat to the loss of a vessel that has remained afloat is the further spread of water through it (filtration and sinking of the freeboard with holes).
Therefore, in all cases, a priority in the fight for unsinkability are the activities:
To stop the spread of water throughout the vessel;
Restoration and maintenance of the impermeability and strength of bulkheads, decks, sealing of surface holes;
pumping out seepage water and drainage.
All these activities are grouped under the name "water fight" .
Time and effort should not be wasted on fruitless attempts to remove water from flooded compartments with large holes and on attempts to seal them.
On the contrary, the removal of seepage water is the most effective remedy struggle to maintain the stability of a damaged vessel.
The personnel begins the fight against water immediately upon detection of damage and is obliged to perform actions without orders.
Actions without orders when water enters the emergency compartment:
Report to the navigation bridge about the inflow of water, and if this is not possible, to the adjacent compartment, indicating the source and rate of flooding (fast, slow);
Repair damage by all means to stop or limit the flow of water;
Seal the room and block the possible ways of spreading water from it through the vessel;
Examine the premises to clarify the source of water inflow, the speed and degree of flooding, the places and nature of damage to the hull;
Report the results of the examination;
Cut off the supply of electrical energy, steam and fuel to flooded technical equipment that is not suitable for working under water. Both the power plant and the mechanisms that ensure their operation may be under the threat of flooding. In this case, they should be stopped with the permission of the captain;
Prepare for action drainage and drainage means;
Start sealing underwater holes.
Actions without an emergency alarm order in a non-emergency compartment:
Seal the compartment and establish surveillance of bulkheads, decks, closures;
Examine the compartment, report;
repair a hole in the freeboard;
Prepare drainage and drainage means;
Prepare emergency equipment for your compartment and for transfer to the emergency room;
Monitor the possible appearance of water, prevent its spread from the emergency room;
Establish and maintain contact with the personnel of the emergency compartment;
If necessary, tighten the bulkhead seals of the shaft lines and turn off the emergency compartment systems through which water can enter;
In case of damage, install reinforcements on the hull structures.
Primary activities should be known by heart. Their development should be carried out in the course of preparing the crew for damage control.
Actions of the crew on orders in the fight against water:
Inclusion of drainage and drainage facilities;
Descent of filtration water into the lower premises and bypass to adjacent premises;
Changing the operating mode of the main machines;
Transfer of liquid cargoes;
Moving solid cargo;
Inspection of premises in which there are no personnel;
Depressurization of premises;
Transfer of emergency equipment to other posts;
Flooding and drainage of compartments in order to restore stability and straighten the vessel;
Diving operations in compartments and overboard;
Emergency recovery and rescue operations.
General procedure for dealing with water:
Detection of water inflow and notification of personnel about this - - announcement of an emergency alarm;
survey of premises to determine the places of water inflow, the scale and nature of damage to the hull, the establishment of the boundaries of the flooded area - "reconnaissance of water inflow";
Creation of anti-water barriers (ROV-1, ROV-2) to stop the flow of water into the hull by sealing holes and in other ways, removing water overboard;
Sealing holes with all available means;
Sealing of surface holes in the outer skin;
Descent, bypass and pumping out of filtration water;
Water control and prevention of its distribution throughout the ship;
Maintaining the general and local strength of the hull of a damaged ship, reinforcement of damaged bulkheads and closures.
Measures to combat water are primary in the entire complex of actions to combat unsinkability.
2.2. PACKING HOLES WITH EMERGENCY RESCUE
PROPERTY.
2.1.1. Classification of holes.
The following classification of holes has been adopted:
a) by location:
Surface holes are much higher than the waterline;
Surface holes near the waterline;
Underwater holes.
b) by size:
Small, including portholes and scuppers, up to
Medium - up to 0.20-0.50 m2;
Large, including manholes, doors, necks, up to 2.0 m2;
Very large, over 2.0 m2.
c) by influence on unsinkability:
Large in the underwater part - fast (within a few seconds.
or min.) compartment flooding;
Small - filtration, slow spread of water, damaged
systems;
Violation of the impermeability of decks, bulkheads in the surface part
(decrease in buoyancy).
The choice of means and methods for sealing through damages in the hull depends on their size and nature, on their location relative to the waterline and the possibilities of access to them.
Sealing of large holes is carried out outside the hull in the absence of a course and strong sea waves. Soft and hard plasters are used for sealing.
2.2.2. Means and methods of sealing holes.
Small holes of a round or close shape can be sealed with pine plugs. A cork wrapped in tarred tow or rags with thickly grated minium is hammered into the hole with a sledgehammer (Fig. 2.1.). The leaks remaining after clogging the plugs are eliminated with a caulk, in some cases it is possible to clog smaller plugs.
Vessels are supplied with pointed plugs with blunt ends, their sizes are different, the largest diameter is 200 mm. general rule- the tow is not used, because after repeated sealing of holes, the tow accumulates on the filters of drainage facilities and disables them.
Where possible, it is better to close a small diameter round hole with a bolt with rubber gaskets and a washer.
Rice. 2.1. Sealing a hole with a pine cork:
1-cork; 2 winding; 3-hull lining.
Open seams and small cracks in the hull plating and bulkheads are sealed with wedges and tow (Fig. 2.2.).
In order to avoid an increase in the size of cracks when sealing them with wedges, it is recommended to drill the ends of the cracks. Drill diameter 10-15 mm. Elimination of water filtration when sealing cracks is achieved by driving small wedges, plugs and caulking tow.
Numerous small cracks, bullet and fragmentation holes, located close to one another and not having curved edges inside the compartment, are sealed with a pillow with a tow and wooden boards (Fig. 2.3.).
Rice. 2.2. Sealing cracks with wedges:
1-wedges; 2-cork; 3-tow.
Holes with a diameter of 35 to 100 mm, with a torn edge height of up to 15 mm can be repaired metal patch with clamping bolt PB-1. The patch can be applied by one person and does not require additional fastening after installation. Plaster PB-1 (Fig. 2.4.) Consists of a clamping bolt 1, with a swivel bracket 5, a nut with handles 2, a clamping disk 3, a rubber seal 4 and a coil spring 6.
Rice. 2.3. Sealing a hole with a pillow with a tow:
1-plating; 2-pillow with tow; 3,4 boards;
5-emphasis; 6-wedges; 7-foundation mechanism.
On the ship, the patch is stored in a permanent readiness for use, assembled, the nut with handles must be located in the upper threaded part of the clamping bolt. To install a patch on a rotary hole
the bracket is inserted into the hole so that it goes beyond the skin and turns under the action of the spring perpendicular to the axis of the clamping bolt, then, holding the patch by the bolt, by rotating the nut, press the rubber seal with the clamping disk against the casing until the water leak is eliminated. Leaks are possible due to the unevenness of the body in the area of the hole or due to the edge going beyond the rubber seal.
Fig.2.4. Metal patch with clamping bolt
PB-1: 1-clamping bolt; 2-nut; 3-pressure disc;
4-rubber seal; 5-turn bracket;
6-coil spring.
Plaster valve metal(Figure 2.5.) is designed to seal small and medium-sized holes both outside and inside the compartment. The valve consists of a box-shaped body 1 with a bottom reinforced with stiffeners 2 and a seat 3 with a locking spring 4 for fixing the heel of the sliding stop. After placing on an underwater hole, the patch is self-sealing with a canvas valve 6 attached to the body with metal strips on screws. The edge of the canvas valve protrudes both inside and outside the body of the plaster (Fig. 2.6.).
Due to this, the sealing of the patch is ensured by the hydrostatic pressure of sea water, regardless of whether the patch is placed outside the ship's hull or inside the compartment. To fix the patch, there are eyelets 7 at the tail ends (Fig. 2.5), and under the plugs 5 there are pipes into which hook bolts can be inserted. Also, to seal the hole, the patch can be pressed against the body with a sliding stop or clamp. Metal plasters are used in two sizes: 75x250x350 mm and 100x400x600 mm.
Fig.2.5. Plaster metal valve:
1-box body; 2-ribs;
3-socket for emphasis; 4-stop spring;
5-pipe with a plug; 6-canvas
valve; 7-rings.
Fig.2.6. Scheme of work canvas Fig.2.7. wooden box
patch: a - when setting the patch from the outside: 1-shield of the patch; 2-wall
vessel; b - when setting from inside the vessel; boxes; 3-roller made of oiled
1 sheet; 2-emphasis Tows; 4 canvas.
Wooden patches with soft sides are intended for sealing small and medium-sized holes in flat or slightly curved sections of the skin. The strength and rigidity of the plaster are provided by two layers of pine boards, the joints of which are mutually perpendicular in the layers. The layer of canvas makes the patch waterproof. Interlayer allowances are used to create soft sides filled with tarred tow. Layers of boards are fastened together with nails.
When setting the patch, the soft sides provide a snug fit to the body. In places of possible leaks, water filtration is eliminated by stuffing tarred tow into the slots. Burrs that interfere with the installation of the patch are chopped off with a blacksmith's chisel, cut off with an electric cutter or bent with a sledgehammer. If the burrs cannot be removed, then the hole can be repaired with a specially made wooden box plaster (Fig. 2.7).
The patches installed on the holes are attached to the board with sliding metal stops (Fig. 2.8), wooden beams (Fig. 2.9), a bolt with a folding bracket (Fig. 2.10), hook bolts (Fig. 2.11), a universal clamp (Fig. 2.12 ), with a cable (Fig. 2.13) go on the tail ends (Fig. 2.14). Vessels are supplied with plasters with soft sides in two sizes: 55x250x250 mm and 125x400x600 mm.
Rice. 2.8. Sliding metal stop: 1 thrust bearing; 2-round
screw; 3-handle; 4-pin (check); 5-outer tube;
6-inner tube; 7-hinge; 8-thrust.
Rice. 2.9. Fixing the plaster with Fig. 2.10. Adhesive patch
wooden beams: 1-sheathing; 2-patch; bolt with hinged bracket: 1-plating;
3-board; 4-beam; 5 wedge; 6 board; 7-builder- 2-folding bracket; 3-bolt; 4-nut with
brace; 8 hatch; 9 deck. handles; 5 patch.
Rice. 2.11. Fastening the patch with a hook bolt: a - behind the edge of the hole;
b - with the help of a crossbar; 1-plating; 2-patch; 3-hook
bolt; 4-nut with handles; 5-crossbar.
Fig 2.12. Fixing the patch with a universal
clamps: 1-clamp; 2-patch; 3-wooden
Rice. 2.13. Fastening the patch with a cable: 1-patch;
2-plating; 3-crossbar; 4-rope.
Rice. 2.14. Installing the patch on the keel ends:
1-plating; 2-patch; 3-tail end
4 sheets; 5 waist.
Pine bars designed for fastening plasters and other seals, as well as for reinforcing bulkheads, hatches and other ship structures. Bars with such technical data are used on ships (Table 2.1).
Table 2.1
A bar fitted at the installation site is called an emphasis. To fix the patch or reinforce the ship structure, one end of the stop must be placed in the center of the patch (hatch or door), and the other end should be rested against the solid part of the hull set. For a more even distribution of the load, boards are placed under the ends of the timber. Wedges are placed under one of the ends of the beam, which achieves the wedging of the beam. Wedges are driven in pairs by synchronous blows of sledgehammers. During the actual sealing of the hole on the ships, the wedged beam is fixed with nails or construction staples.
Sliding metal stops accelerate and facilitate the sealing of holes due to the fact that they do not need to be sawn, adjusted in place and wedged. The reinforcement operation is carried out as follows: the thrust bearing of the outer pipe rests against some solid structure, the inner pipe is pulled out of the outer pipe so that its thrust bearing approaches the patch, then a pin is inserted into the nearest oval cutout of the inner pipe and, by rotating the nut, the patch is pressed against the hole . Sliding stops are used in four modifications (Table 2.2).
Table 2.2
When checking the readiness of the stop for use, you should pay attention to the completeness of the parts, especially the pin, to the free movement of the nut along the entire threaded part, to the ease of movement of the inner pipe in the outer one and to the absence of jamming in the ball joints. When placing the stop on the PSU, the nut should be at the bottom.
Where it is not possible to install an emphasis, a universal clamp is used to fasten the patch. Universal clamps come with grips for frames of angular and bulbous profile (Fig. 2.15). The clamp is a beam consisting of two channels 1 connected to each other by strips and bolts 3. The grippers 4 move freely along the beam and are fixed in a certain position with locking screws. The slide nut 5 with the clamping bolt 6 is also moved, which has a thrust bearing 7 at one end to rest against the patch, and at the other end has a handle 2 for rotating the screw.
Fig.2.15. Universal clamp: a - clamp with corner grips;
b - grip for bulbous profile frames; 1-channel;
2-handle; 3-bolt; 4-removable grip; 5-slider nut;
6 clamping screw; 7-thrust.
When using a clamp, the grips are inserted behind the frames and the patch is pressed against the skin with a screw.
Fixing the patch with hook bolts and a hinged bolt requires drilling into the patch and is therefore rarely used.
Large holes with an area of more than 0.2 m2 cannot be sealed from the inside of the vessel due to the effect of significant hydrostatic pressure forces on the patch. Compartments with large holes are flooded with water in a matter of seconds, so you have to close up such holes with outside sides in the absence of water flow through the hole.
For temporary sealing of large holes in various places of the ship's hull, including those with complex outlines of the skin, it is intended mail plaster (Fig. 2.16). It is the most durable of all soft-
Rice. 2.16. Plaster chain mail: 1-thimble; 2-lyktros patch;
3-lyktros mesh; 4 canvas washers; 5-ring grid.
patches and is a chain mail mesh made of a steel flexible cable with a diameter of 9 mm, sheathed on each side with two layers of canvas. Triple canvas washers are inserted inside each cell, through which the patch is stitched through. The chain mail mesh prevents the canvas from being pressed into the hole by water pressure. The mass of the patch is 90 kg, length and width are 3 m. A lightweight patch can be used for educational purposes.
The patch placement scheme is shown in Fig. 2.17.
By the forces of personnel, specially for sealing a large hole, it can be made wooden patch with soft sides , the dimensions of which will be determined by a specific hole. For very large holes, in the absence of docks, caissons can be installed by the rescue service (Fig. 2.18).
Rice. 2.17. Scheme of setting a soft patch.
Rice. 2.18. Setting the onboard caisson: 1-caisson; 2-soft
pillows; 3-clamp ends.
By using concreting it is possible not only to eliminate the water leakage of the hull, but also partially restore local strength in the area of damage to the hull. Concreting can be used to close up holes from the inside of the compartment in the bottom or zygomatic part of the hull. Concrete does not tolerate vibration well and has low tensile strength. Concreting in a dry cell should be aimed at, as underwater concreting is more difficult and less reliable.
It takes 8 hours for alumina cement to set, 12 hours for Portland cement, and concrete acquires sufficient strength only after 2-3 days. When sealing with concreting, a plaster is first placed on the hole and the compartment is drained. The area around the hole is thoroughly cleaned of paint, dirt, rust and oil products. A formwork of wooden boards is installed on the hole (Fig. 2.19) and a concrete solution is prepared. To prevent erosion of concrete, seepage water from the hole is diverted through drainage pipes. Concrete 150-200 mm thick is laid inside the formwork, when it hardens, the drainage pipes are clogged with plugs.
Rice. 2.19. Hole concreting: 1-concrete; 2-internal formwork;
3-external formwork; 4-beam; 5-drainage tube;
6 patch.
Damage to non-metallic hulls is repaired in a similar way, but the use of wedges and plugs to repair cracks and small holes is not recommended, as this may lead to further destruction of the hull. Small holes in a wooden hull can be patched up with patches of tin or plywood, under which a tarnished canvas is placed. Patches and wooden patches may be nailed to the wooden case.
On ships, regular emergency bars, boards, wedges, plugs should have a light gray color, and sliding stops and emergency tools should be red, the working parts are not painted, but lubricated with grease.
Portable countermeasures sea water.
Portable dewatering devices are used on ships when small amounts of outboard water enter or after filling holes. They are especially effective in removing seepage water, including when extinguishing a fire. As a rule, sump motor pumps, electric pumps and water jet ejectors are used on ships.
Portable sump pumps NOB-220/8 and NOB-70/7 have
The motor pumps under consideration are autonomous sump pumps, consisting of a self-priming single-stage centrifugal pump and a four-stroke carburetor drive engine mounted on one rigid frame. Motor pumps NOB-220/8 have a four-cylinder engine of brand 408 (Moskvich), while NOB-70/7 has a two-cylinder air-cooled UD-2 engine.
The suction of water during the start-up period of both pumps occurs due to the recirculation of the water initially poured into the pump housing.
Before starting, the motor pump should be installed as close to the water level as possible. When installing a motor pump indoors, in order to avoid poisoning of personnel, a flexible metal hose is attached to the muffler to vent exhaust gases overboard.
Portable submersible electric pumps have the following characteristics (Table 2.4).
Table 2.4
Submersible portable electric pumps are single-stage centrifugal pumps mounted integrally with electric motors. Adapted for work under water VPEN-1 and ESN-1/11 with receiving sleeves can also work above water. Power is supplied to the pumps via cables from the mains.
During the operation of the electric pump, it is necessary to monitor the uninterrupted pumping of water. If the water supply is interrupted, the pump is stopped. Before working in the surface position, the pump with the receiving sleeve is filled with water, then the discharge sleeve is attached, and only after that the pump is started. With this variant of operation, the temperature of the pump housing should not exceed 70 degrees. C. Use submersible electric pumps for pumping hot water, oil, kerosene and gasoline prohibited.
Portable dewatering ejectors VEZH-P25, VEZH-P63, VEZH-140/10 and VEZH-19, used on ships, have the following characteristics (Table 2.5).
Table 2.5
Portable sump ejectors operate when working water is supplied from a water fire extinguishing system. To the ejectors VESH-P25 and VESH-P63, throw-out sleeves from fire horns, receiving and outflow sleeves are attached. The ejectors themselves during operation are above the level of the pumped out water (they lie on the deck), and the water is sucked in through the receiving sleeve.
In the absence of pressure in the fire-fighting water system, working water can be supplied to the ejectors from a portable motor pump NPB-40/7.
For continuous operation of portable water jet ejectors, correct position nozzles, the tightness of the connections on the suction hose, sufficient working water pressure - not less than 6 kgf / cm2 (0.6 MPa) and the cleanliness of the receiving screens. The supply of working water of lower pressure leads to flooding of the compartment being dried.
Ejectors VEZH-149.10 and VEZH-19 operate only when immersed and when water is supplied with a pressure of at least 1 and 1.5 MPa (10-15 kgf/cm2), respectively.
13th exercise. - On orders and without orders to respond in the form of suspicious phenomena
You can only demand knowledge from a trained dog.
Team: "respond."
Target exercises. - For dogs that do not give voice on command in the open air, this exercise serves as an adaptive one; it kind of teaches it, improves it in the ability to give voice in order to notify the trainer about a suspicious phenomenon, developing the conscious work of the dog.
Way learning. Where the dog has often sought and found you, hide the straw doll. Attach a cord 8 meters long to her hand, passing it through the ring along the length of the arm above the doll. Lead the end of the cord in the direction of your arrival with the dog. First make the dog give voice in the kennel, in the place of exercise, in the room, etc. Take it 50-60 steps away from the place where the doll is hidden, take off the collar and run to it. The dog will follow you and find the doll soon, then say "voice" or "answer". If the dog turns out to be incomprehensible, make him come to the hidden one, caress it, take the string by the end, direct the dog's attention to the doll and begin to slowly lift it up by right hand. The sight of the doll will irritate the dog and cause barking, that is, in other words, the dog will give a voice. As a reward, caress her, give her treats and, after putting on a collar, take her to another place. If the dog does not react and looks at the doll in surprise, then order it to give a voice, with the word “respond”. The exercise must be repeated, even if the dog has learned to give a voice, having found the doll, without an order.
The effectiveness of fire fighting depends on the location of the fire, the design features of the ship, the type of burning material, the number of crew members and completeness, the composition of fire fighting equipment and quality.
To fulfill effective action in fighting a fire, precise coordination of actions is necessary, which is worked out in the process of systematic exercises and training by specially trained sailors on a particular ship.
The tactics of fighting fires determines the organization, procedure, methods and techniques for extinguishing them, taking into account the available forces, means and the specific situation.
The ship's captain and officers will always be ready to make a decision on fire fighting tactics if they know well design features own vessel and capabilities, if they become familiar with the properties of the cargo being transported in advance and ensure systematic monitoring of its critical characteristics.
When assessing a situation, the main danger is the lack of assessment of the threatening danger, this is partly due to insufficient information. Therefore, constant communication between fire extinguishers and the leader plays an important role.
Reliable communication allows you to avoid panic, timely send to the place of fire additional funds and forces, adjust crew members and passengers, make the most effective decisions regarding further actions.
Without reliable and sufficient information, it is impossible to make decisions about preparing an attack on a fire.
Fire fighting organization on the ship, the main guiding documents regulating the struggle for damage are determined.
Procedure in the event of a fire: detection, alerting personnel, issuing an emergency alert, containment, creating defensive lines, reconnaissance, situational assessment and decision making, suppression, smoke and toxic gas control, water removal, post-fire control, action on order. An attack on a fire should be viewed as a manifestation of concentrated experience, knowledge and reasonable risk. Specialists share two types of attacks: direct and indirect. A direct attack is used when firefighters approach the seat of the fire and direct the extinguishing agent directly into the seat of the fire. An indirect attack is used in a situation where firefighters cannot approach the fire, and all forces are directed to localize the fire. A fire attack is carried out by sailors who have passed special training including the trainers.
An attack on a fire should be viewed as a manifestation of concentrated experience, knowledge and reasonable risk. Specialists share two types of attacks: direct and indirect. A direct attack is used when firefighters approach the seat of the fire and direct the extinguishing agent directly into the seat of the fire. An indirect attack is used in a situation where firefighters cannot approach the fire, and all forces are directed to localize the fire.
1.5.1. FIRE EXTINGUISHING MANAGEMENT.
If a fire broke out in the room where the personnel is located, then the fire extinguishing is carried out by the senior in whose area the fire broke out. The personnel of the emergency and adjacent premises perform "ACTION WITHOUT ORDER", primary fire fighting measures, "ACTIONS BY ORDER". Direct management of the firefighting actions of the crew provides senior mate.
Assistant Fire Captain Directly supervises fire teams, acting in accordance with the instructions of the captain or chief officer.
Chief engineer in case of fire in the power compartments, he is obliged to report to the bridge proposals on the use of the ship's main power plant and on the possibilities of power supply to the main consumers.
FIRES, THEIR CAUSES AND EXTINGUISHING METHODS.
1. The crew's fight against fires on ships should be carried out in accordance with the operational-tactical maps and fire extinguishing plans under the leadership of the captain and include the following actions:
Ø fire detection and identification of its location and size;
Ø limiting the spread of fire;
Ø prevention of possible explosions in case of fire;
Ø liquidation of the fire and its consequences.
2. After receiving a signal or a report on a fire, the captain's officer on duty is obliged to immediately announce a general ship's fire alarm, at the signal of which the ship's crew must act in accordance with the Emergency Schedule.
3. On the signal of a shipwide alarm for fire fighting, the heads of emergency parties (groups) are obliged to:
Ø arrive at the fire area and immediately start extinguishing it;
Ø establish the place and size of the fire;
Ø highlight required amount people in breathing insulating apparatus and means for extinguishing a fire and working in smoky compartments;
Ø ensure the removal of the victims from the engulfed in fire or smoky premises and provide them with first aid;
Ø organize an inspection of the compartments and rooms adjacent to the emergency room, and, if necessary, ensure that the bulkheads are cooled with water;
Ø Report to the PCU on the results of the inspection and the actions of the emergency party.
4. Persons of the ship's crew sent to smoky and burning premises must be provided with firefighter's equipment. Use of filters breathing apparatus in smoky and burning rooms is prohibited.
6. To cool the premises into which the vapors of combustible materials penetrate and to ensure the safety of people passing through them, spray nozzles should be used on fire nozzles.
7. It is recommended to extinguish a fire in the following order: stop the access of combustible substances to the fire site, isolate the fire site from air access, cool the combustible substances to a temperature below the ignition temperature of their gases.
8. On ships, surface and volumetric fire extinguishing methods are used. In the surface method, the surface of the burning substance is isolated from air access by means of fire extinguishers, and in the volumetric method, by stopping the access of air to the room or by introducing into it substances that do not support or stop combustion.
Water, chemical and air-mechanical foam are used as extinguishing agents in the surface method, CO 2, steam, and volatile liquids are used in the volumetric method.
9. Water is used to extinguish fires in almost all cases, with the exception of extinguishing burning metals (aluminum, magnesium, zinc, sodium), electrical equipment under voltage, carbide and other chemicals. When extinguishing burning coal, wood, and especially fibrous materials, the greatest effect is achieved by adding wetting agents to water. In a finely sprayed form, water can be used to extinguish oil products.
10. When extinguishing a fire with water, it is necessary to take into account:
Ø the effect of accumulating water in the compartments on the stability and buoyancy of the vessel;
Ø harmful effects of water on electrical equipment;
Ø the formation of asphyxiating and life-threatening gas when water enters the acid;
Ø food spoilage.
11. Water vapor is mainly used to extinguish a fire in inaccessible and closed compartments, rooms, holds, tanks (tanks), etc.
12. Foam - an effective agent for extinguishing combustible, water-insoluble liquids (gasoline, kerosene, oil, fuel oil, diesel fuel, oils, fats), fishmeal. The foam formed on sea water can extinguish all types of fires, with the exception of live electrical equipment and metals.
13. When extinguishing combustible and water-soluble liquids (acetone, alcohol, glycerin, glycol, etc.), chemical foam based on saponified foam generator powder gives the greatest effect. To extinguish these liquids, you can also use chemical foam obtained on the basis of ordinary foam powder, but in this case, the intensity of its supply should be increased. Any foam is used to extinguish burning oil products, however, the greatest effect is achieved when using chemical foam.
14. When extinguishing burning liquids inside the compartment, the foam jet should be supplied as horizontally as possible and more evenly in the direction from the edge of the burning liquid to the center. When extinguishing burning vertical surfaces, foam should be applied to upper part seat of fire. The simultaneous use of water and foam to extinguish a fire is not recommended, as water destroys the foam.
15. Carbon dioxide is used on ships to extinguish most burning substances in holds, tanks (tanks) and other inaccessible and sealed spaces. Carbon dioxide is not electrically conductive and does not damage cargoes in contact with them. It can be used to extinguish live electrical equipment and burning metals as a flame retardant. Extinguishing with carbon dioxide does not lend itself to substances that can burn in an inert environment (film tape, etc.). The simultaneous use of carbon dioxide and water vapor to extinguish a fire in one compartment (room) is not recommended, as it leads to the neutralization of the action of carbon dioxide.
16. Before launching carbon dioxide into a room or compartment, a signal to start the installation must be given, all people must be removed from the room, mechanisms stopped and it must be completely sealed.
17. To eliminate small fires, a felt mat, asbestos and canvas covers, sand should be used.
18. When extinguishing a fire, the following should be taken into account:
Ø the emergence of a threat of poisoning people with gases, especially when extinguishing chemicals;
Ø the possibility of penetration of toxic and poisonous gases into neighboring rooms;
Ø no admixture of steam in the smoke when extinguishing a fire with water (water does not reach the source of the fire).
19. To extinguish fires in residential and office space in general, water extinguishing systems should be used, and if necessary, foam extinguishing systems. To extinguish fires in hard-to-reach areas of the ship where there are no people, steam, portable carbon dioxide cylinders, fire extinguishers and bromine compounds can be used. The use of steam extinguishing, liquid extinguishing and gas extinguishing in residential and office premises when people are in them is prohibited.
20. In the event of a fire in residential and service premises, in order to prevent the intensification of combustion and the spread of fire, it is recommended not to open the doors, but to supply fire nozzles through portholes or holes specially punched for this purpose.
21. To extinguish an outdoor fire, it is necessary:
Ø if possible, turn the vessel so that the fire is carried away from other structures, cargo and materials located near the fire area;
Ø apply the largest number of jets of water to the fire, if possible from the windward side;
Ø cool combustible structures, cargoes and materials located near the fire with water;
Ø monitor the premises adjacent to the fire areas;
Ø knock overboard spilled burning oil products with jets of water if they cannot be extinguished.
22. Extinguishing fires in loaded holds is of particular difficulty, since access to the fire source is practically limited or impossible. When determining the method of extinguishing such fires and choosing extinguishing agents, it is necessary to take into account the physical and chemical properties of the cargo, its location in the hold and adjacent spaces, as well as the possibility of sealing hatch covers and the reliability of closing the hold ventilation.
23. In the event of a fire in loaded holds, it is necessary:
Ø stop cargo operations;
Ø make a complete sealing of the holds;
Ø turn on the stationary fire extinguishing system (steam extinguishing, liquid extinguishing, gas extinguishing) of this compartment;
Ø monitor bulkheads from adjacent compartments and rooms;
Ø cool decks, bulkheads and other structures located near the fire and in the area of holds loaded with flammable cargoes with outboard water;
Ø to unload, if necessary, adjacent holds not covered by fire.
24. In especially severe cases, when it is not possible to extinguish a fire with the help of extinguishing agents available on board, the hold should be flooded. In this case, it is necessary to take into account:
Ø the effect of water received into the hold (compartment) on the stability and buoyancy of the vessel;
Ø the possibility of floating a burning cargo below the deck;
Ø increase in volume (swelling) of some cargoes.
25. When burning fibrous gases and corrugated cardboard containers in cargo holds, it is necessary to fill the holds with effective extinguishing agents (high-expansion air-mechanical foam, etc.). Extinguishing of spontaneously igniting substances (fishmeal, fish waste, oiled rags, etc.) should be carried out with foam, and in enclosed spaces - with inert gases, water vapor and high-expansion foam.
26. When choosing extinguishing agents for extinguishing fires in holds, the following should be taken into account:
Ø most of the cargoes transported on ships deteriorate from water, foam and steam, therefore it is preferable to use carbon dioxide and inert gases or chemical liquid bromoethyl compounds;
Ø when igniting fibrous materials, any extinguishing agents for the volumetric method of extinguishing should be used, since in this case the flame spreads very quickly over the surface;
Ø in holds loaded with materials that emit gas during combustion, it is extremely dangerous to use steam;
Ø In holds containing cargo in boxes and drums, steam can be used to extinguish a fire, if there is a possibility of its penetration into the stacks.
27. In case of fire in a cargo tank loaded with oil products, it is necessary:
Ø stop cargo operations immediately, close pipeline valves and disconnect cargo hoses;
Ø seal tanks;
Ø turn on the stationary fire extinguishing system provided for this tank;
Ø increase surveillance of bulkheads from adjacent compartments and premises of the ship;
Ø cool decks, bulkheads and other structures in the area of fire, as well as tanks containing oil products and gases with outboard water.
28. When using foam to extinguish liquid combustible goods that are insoluble in water, it must be borne in mind that the vapors released during their combustion can break through the foam layer and ignite, therefore, along with foam extinguishing, it is necessary to use steam, carbon dioxide and inert gases.
29. In case of fire in the pump room, it is necessary:
Ø immediately stop cargo operations and close pipeline valves;
Ø disable the mechanisms of the pump room and turn off their power supply, disconnect the cargo hoses;
Ø make a complete sealing of the premises and turn off the ventilation;
Ø turn on the stationary fire extinguishing system;
Ø Strengthen surveillance of bulkheads from adjacent compartments and rooms and, if necessary, cool bulkheads with water from fire hoses.
30. To extinguish small fires in the cargo pump room, local and portable foam and carbon dioxide installations and fire extinguishers can be used.
31. To extinguish a fire in the engine room, it is necessary to use, first of all, fire extinguishers, local and portable foam and carbon dioxide installations, as well as a water-fire system with nozzles with spray nozzles. If the fire cannot be extinguished by these means or a fire is detected under the floorboards, stationary fire extinguishing systems should be used.
32. In the event of a fire in the refrigeration compartment, when, as a result of an increase in temperature, the pressure in the vessels and apparatus increases, and the safety valves do not work, in order to avoid an explosion, it is necessary to make an emergency release of ammonia from the entire system of the refrigeration plant.
33. Before turning on stationary fire extinguishing systems in the MCO, you should:
Ø stop the fuel supply to the mechanisms and take them out of action;
Ø seal the compartment and turn off the ventilation;
Ø give a signal to start stationary fire extinguishing systems and remove all people from the department;
Ø Simultaneously with the start-up of these systems, it is necessary to cool the bulkheads and decks of all rooms adjacent to the emergency room with water.
34. Stationary carbon dioxide, chemical, liquid and other fire extinguishing systems available on the ship are switched on only with the permission of the captain of the ship and at the direction of the chief (senior) engineer. In cases of urgency and which do not allow obtaining the permission of the master of the ship in the current situation, the command to turn on the stationary fire extinguishing systems can be given directly by the chief (senior) engineer of the ship or, in his absence, by the watch engineer, which should be immediately reported to the watch officer.
35. Before extinguishing energized burning electrical equipment, it is necessary to de-energize it as soon as possible.
36. If the voltage could not be removed immediately, dry carbon dioxide and aerosol fire extinguishers, air-mechanical foam prepared with fresh water, and asbestos mats should be used to extinguish burning electrical equipment under voltage. The use of other extinguishing agents is prohibited.
37. Persons involved in extinguishing burning electrical equipment under voltage should work in dielectric gloves, as well as boots or galoshes and, if possible, be on rubber mats.
38. If the burning electrical equipment is de-energized, then it can be extinguished using any extinguishing agents. However, in order to avoid spoilage, it is recommended to extinguish, if possible, with carbon dioxide, and in its absence, with air-mechanical foam prepared in fresh water, or fresh water. In doing so, the following must be taken into account:
Ø carbon dioxide does not affect the decrease in the insulation resistance of electrical equipment;
Ø air-mechanical foam and fresh water reduce the insulation resistance, therefore, after their use, electrical equipment requires drying;
Ø when applied sea water or chemical foam may damage electrical equipment.
39. Burning liquid fuel should be extinguished with bromoethyl compounds, steam or carbon dioxide, using stationary fire extinguishing systems for this. To prevent fire and explosion in adjacent rooms, bromoethyl compounds, steam or carbon dioxide should be supplied there.
40. When liquid fuels ignite in closed storage facilities, combustible gases released in a mixture with air can form explosive concentrations. The presence of a dangerous concentration of combustible mixtures in the premises must be reported to the captain of the vessel.
41. To prevent explosions of combustible gases and vapors, it is necessary:
Ø take measures to limit the spread of gases and vapors to other rooms;
Ø with the permission of the captain, turn off the power supply to the networks in the area of accumulation of combustible gases and vapors;
Ø take all possible measures (artificial ventilation, dilution with inert gases, cooling, etc.) to eliminate the explosive concentration of combustible mixtures.
42. When burning fuel near the side of the vessel, it is necessary:
Ø move the ship out of the dangerous area, if possible against the wind and current;
Ø to drive away burning fuel from the side with continuous water jets from fire nozzles at an angle of 30 ... 40 ° to the water surface along the boundaries of the liquids, compressing the fire;
Ø apply foam extinguishing to cover the surface of the outboard water in places that threaten the vessel;
Ø cool the hull in places that threaten the vessel with water jets.
43. When extinguishing burning coal in holds, coal bunkers and pits, it is necessary to supply water to the fire with fire hoses with disconnected barrels.
44. Persons involved in extinguishing burning coal in holds, coal bunkers and pits must work in breathing insulating apparatus, have safety cables with them, if necessary, be dressed in heat-resistant suits and must know the conditional signals below.
45. When extinguishing burning coal in holds, coal bunkers and pits, it is not recommended to use carbon dioxide and water vapor.
46. When extinguishing a fire, it is necessary to take measures to combat smoke, using portable smoke exhausters and, if possible, stationary exhaust fans. In this case, it must be taken into account that the influx of clean air contributes to combustion. With a volumetric method of extinguishing a fire, it is prohibited to ventilate the room.
39. Order - the order of the commander (chief), addressed to subordinates and requiring the obligatory performance of certain actions, compliance with certain rules or establishing any order, position.
The order may be given in writing, orally or by technical means communications to one or a group of military personnel. An order given in writing is the main administrative service document (normative act) of the military administration, issued by the commander of a military unit on the basis of one-man command. All commanders (chiefs) have the right to give verbal orders to subordinates.
Discussion (criticism) of the order is unacceptable, and failure to comply with the order of the commander (chief), given in the prescribed manner, is a crime against military service.
40. Order - a form of communication by the commander (chief) of tasks to subordinates on private issues. The order is given in writing or orally. An order given in writing is an administrative official document issued by the chief of staff (deputy commander of the military unit) on behalf of the commander of the military unit, assistant chief of the garrison for the organization of garrison service (military commandant of the garrison) on behalf of the head of the garrison.
(see text in previous edition)
41. An order (order) must comply with federal laws, general military regulations and orders of higher commanders (chiefs). When giving an order (order), the commander (chief) must not allow abuse of official powers or their excess.
Commanders (chiefs) are prohibited from issuing orders (orders) that are not related to the performance of military service duties or aimed at violating the law Russian Federation. Commanders (chiefs) who gave such orders (orders) are held liable in accordance with the legislation of the Russian Federation.
The order is formulated clearly, concisely and clearly without the use of wording that allows for various interpretations.
42. The commander (chief), before issuing an order, is obliged to comprehensively assess the situation and provide for measures to ensure its implementation.
Orders are given in order of subordination. In case of emergency, a senior boss can give an order to a subordinate, bypassing his immediate superior. In this case, he reports this to the immediate superior of the subordinate, or the subordinate himself reports on the receipt of the order to his immediate superior.
43. The order of the commander (chief) must be carried out unquestioningly, accurately and on time. The serviceman, having received the order, answers: "Yes" - and then carries out it.
If it is necessary to verify the correct understanding of the order given by him, the commander (chief) may require its repetition, and the serviceman who received the order may turn to the commander (chief) with a request to repeat it.
Having fulfilled the order, a serviceman who disagrees with the order may appeal against it.
The serviceman is obliged to report on the fulfillment of the received order to the commander who gave the order and to his immediate superior.
A subordinate who has not fulfilled the order of the commander (chief), given in the prescribed manner, is held criminally liable on the grounds provided for by the legislation of the Russian Federation.
