Portable means of combating sea water. Basics of fire fighting tactics Actions without orders to fight a fire
13th exercise. - On orders and without orders, respond to suspicious phenomena
You can only demand knowledge from a trained dog.
Team: “answer me.”
Target exercises. - For dogs that do not vocalize on command in the open air, this exercise serves as an educational exercise; it, as it were, accustoms it, improves it in the ability to give a voice in order to notify the trainer about a suspicious phenomenon, developing the conscious work of the dog.
Way training. Where the dog often searched and found you, hide the straw doll. Attach an 8-meter long cord to her hand, passing it through a ring along the length of her hand above the doll. Lead the end of the cord in the direction of your arrival with the dog. First force the dog to give voice in the kennel, in the place of exercise, in the room, etc. Take it 50-60 steps from the place where the doll is hidden, take off the collar and run to it. The dog will follow you and soon find the doll, then say “voice” or “answer.” If the dog turns out to be slow-witted, make it approach the hidden one, caress it, take the cord by the end, direct the dog’s attention to the doll and begin to slowly lift it by the hand. right hand. The sight of a doll will irritate the dog and cause it to bark, i.e., in other words, the dog will give a voice. As a reward, pet her, give her treats and, 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, at least the dog has learned to give a voice, having found the doll, without orders.
39. Order - an order from the commander (chief), addressed to subordinates and requiring the mandatory performance of certain actions, compliance with certain rules, or establishing any order or regulation.
An order can be given in writing, orally or via technical means of communication to one or a group of military personnel. An order given in writing is the main administrative official document (normative act) of military command, issued on the basis of unity of command by the commander of a military unit. All commanders (chiefs) have the right to give verbal orders to their subordinates.
Discussion (criticism) of an order is unacceptable, and failure to comply with an order from a commander (chief) given in the prescribed manner is a crime against military service.
40. An order is 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 a military unit) on behalf of the commander of the military unit, by the assistant chief of the garrison for the organization of garrison service (military commandant of the garrison) on behalf of the chief of the garrison.
(see text in the previous edition)
41. The 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 the abuse of official powers or their excess.
Commanders (superiors) are prohibited from giving orders (instructions) 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 accountable in accordance with the legislation of the Russian Federation.
The order is formulated clearly, concisely and clearly without the use of language that is subject to different interpretations.
42. Before issuing an order, the commander (chief) is obliged to comprehensively assess the situation and provide measures to ensure its implementation.
Orders are given in order of command. If absolutely necessary, a senior superior 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 receipt of the order to his immediate superior.
43. The order of the commander (chief) must be carried out unquestioningly, accurately and on time. A soldier, having received an order, answers: “Yes,” and then carries it out.
If it is necessary to ensure the correct understanding of the order given by him, the commander (superior) may demand that it be repeated, and the serviceman who received the order may contact the commander (superior) with a request to repeat it.
Having carried out the order, a serviceman who disagrees with the order can appeal it.
The serviceman is obliged to report the execution of the received order to the superior who gave the order and to his immediate superior.
A subordinate who fails to comply with the order of the commander (superior), given in the prescribed manner, is brought to criminal liability on the grounds provided for by the legislation of the Russian Federation.
COMBATING WATER ON AN EMERGENCY VESSEL.
2.1. BASICS OF TACTICS FOR COMBATING WATER ON A SHIP.
Admission sea water inside the ship's hull leads to a decrease in buoyancy reserve 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 entry of seawater.
The basis for combating water on a ship is the tactics of fighting for unsinkability, which determines the organization, procedure, methods and techniques for carrying out measures to combat water, restore stability and buoyancy reserve, and straighten a damaged vessel.
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 fight for unsinkability is ensured by:
Quick and decisive actions by all personnel to eliminate damage;
Concentration of forces and resources in the threatened direction to localize the accident;
A combination of centralized leadership with proactive actions in emergency rooms;
Clear interaction between the leaders of the fight for unsinkability.
The greatest threat to the death of a ship remaining afloat is the further spread of water through it (filtration and immersion of the freeboard with holes).
Therefore, in all cases, priority task in the fight for unsinkability are the activities:
Upon stopping the spread of water throughout the vessel;
Restoring and maintaining the tightness and strength of bulkheads, decks, sealing surface holes;
Pumping filter water and drainage.
All these events are united under the name "fight against water" .
You should not waste time and effort on fruitless attempts to remove water from flooded compartments that have large holes and attempts to seal them.
On the contrary, removing filtration water is the most effective remedy struggle to maintain the stability of a damaged ship.
Personnel begin combating water immediately upon detection of damage and are obliged to carry out actions without orders.
Actions without orders when water enters the emergency compartment:
Report to the navigation bridge about the influx of water, and if this is not possible, into the adjacent compartment, indicating the source and speed of flooding (fast, slow);
Repair damage by all means to stop or limit the flow of water;
Seal the room and block possible ways of spreading water from it throughout the vessel;
Inspect the premises to clarify the source of water, the rate and degree of flooding, the location and nature of damage to the hull;
Report the results of the survey;
Stop the supply of electrical energy, steam and fuel to flooded areas technical means, not suitable for work under water. Both power plants and the mechanisms that ensure their operation may be at risk of flooding. In this case, they should be stopped with the permission of the captain;
Prepare drainage and drying agents for action;
Start sealing underwater holes.
Actions without an emergency alarm order in a non-emergency compartment:
Seal the compartment and establish surveillance of bulkheads, decks, and closures;
Inspect the compartment, report;
seal the hole in the freeboard;
Prepare drainage and drying agents;
Prepare emergency equipment for your compartment and for transfer to the emergency room;
Monitor the possible appearance of water and prevent its spread from the emergency room;
Establish and maintain communication with emergency compartment personnel;
If necessary, tighten the bulkhead seals of the shaft lines and turn off the emergency compartment systems through which water may flow;
If damaged, install reinforcements on hull structures.
Primary activities should be known by heart. Their training should be carried out in the course of preparing the crew for the fight for survivability.
Actions of the crew as ordered when fighting water:
Inclusion of drainage and drainage means;
Discharge of filtration water into the rooms below and bypass into adjacent rooms;
Changing the operating mode of the main machines;
Pumping of liquid cargo;
Moving solid loads;
Inspection of premises where there are no personnel;
Depressurization of premises;
Transfer of salvage equipment to other posts;
Flooding and draining of compartments in order to restore stability and straighten the vessel;
Diving work in compartments and overboard;
Emergency restoration and emergency rescue work.
General procedure for dealing with water:
Detection of water inflow and notification of personnel about it - announcement of an emergency alarm;
inspection of premises to determine the location of water inflow, the scale and nature of damage to the hull, establishing the boundaries of the flooded area - “reconnaissance of water inflow”;
Creation of water control lines (ROV-1, ROV-2) to stop the flow of water into the hull by sealing holes and other methods, removing water overboard;
Seal holes using all available means;
Sealing of surface holes in the outer skin;
Draining, bypassing and pumping out filtration water;
Controlling water and preventing its spread throughout the vessel;
Maintaining the general and local strength of the hull of a damaged ship, strengthening damaged bulkheads and closures.
Measures to combat water are primary in the entire complex of actions to combat unsinkability.
2.2. SEALING HOLES WITH EMERGENCY RESCUE
PROPERTY.
2.1.1. Classification of holes.
The following classification of holes is accepted:
a) by location:
Surface holes are well above the waterline;
Surface holes near the waterline;
Underwater holes.
b) by size:
Small, including portholes and scuppers, with an area of up to
Medium – up to 0.20-0.50 m2;
Large, including manholes, doors, necks, up to 2.0 m2;
Very large, with an area of more than 2.0 m2.
c) on the effect on unsinkability:
Large ones in the underwater part - fast (within a few seconds)
or min.) flooding of compartments;
Small – filtration, slow distribution of water, damage
systems development;
Violation of the impermeability of decks and bulkheads in the above-water part
(decrease in buoyancy reserve).
The choice of means and methods for repairing through damage in the hull depends on their size and nature, location relative to the waterline and access to them.
Large holes are repaired from the outside of the hull in the absence of movement and strong sea conditions. Soft and hard patches are used for sealing.
2.2.2. Means and methods for sealing holes.
Small holes of a round or similar shape can be sealed with pine plugs. The cork, wrapped in tarred tow or rags with thickly grated red lead, is hammered into the hole with a sledgehammer (Fig. 2.1.). Leaks remaining after plugging are eliminated with caulking; in some cases, smaller plugs may be clogged.
The vessels are equipped with pointed plugs with blunt ends, their sizes are different, the largest diameter is 200 mm.. During training, deviations from general rule– a tow is not used, since after repeatedly sealing holes, the tow accumulates on the filters of drainage media and renders them inoperable.
Where possible, it is better to seal a round hole of small diameter with a bolt with rubber gaskets and a washer.
Rice. 2.1. Sealing a hole with pine cork:
1-stopper; 2-winding; 3-body casing.
Broken seams and small cracks in the hull plating and on the bulkheads are sealed with wedges and tows (Fig. 2.2.).
To avoid increasing 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 shrapnel holes, located close to one another and without 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-plug; 3-tow.
Holes with a diameter of 35 to 100 mm, with a height of torn edges up to 15 mm, can be repaired metal patch with a clamping bolt PB-1. The patch can be installed by one person and does not require additional fastening after installation. The PB-1 patch (Fig. 2.4.) consists of a clamping bolt 1, with a rotating bracket 5, a nut with handles 2, a clamping disk 3, a rubber seal 4 and a spiral spring 6.
Rice. 2.3. Sealing a hole with a tow pillow:
1-plating; 2-pillow with tow; 3.4-boards;
5-stop; 6-wedges; 7-foundation mechanism.
On the ship, the patch is stored in constant readiness for use, assembled, the nut with handles should be 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, having gone beyond the casing, it rotates under the action of the spring perpendicular to the axis of the pressure bolt, then, holding the patch by the bolt, by rotating the nut, press the rubber seal with the pressure disk against the casing until the water leakage is eliminated. Leaks are possible due to unevenness of the housing in the area of the hole or due to the lip extending beyond the rubber seal.
Fig.2.4. Metal patch with a clamping bolt
PB-1: 1-clamping bolt; 2-nut; 3-pressure disk;
4-rubber seal; 5-turn bracket;
6-coil spring.
Metal valve patch(Fig. 2.5.) is designed for sealing 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 securing the heel of the sliding stop. After placing it on the underwater hole, the patch is self-sealed with a canvas valve 6, attached to the body with metal strips and screws. The edge of the canvas valve protrudes both inside and outside the body of the patch (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 from inside the compartment. To attach the patch, there are 7 eyelets at the under-keel 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 a clamp. Metal patches are used in two sizes: 75x250x350 mm and 100x400x600 mm.
Fig.2.5. Metal valve patch:
1-box body; 2-ribs;
3-socket for emphasis; 4-stop spring;
5-pipe with plug; 6-canvas
valve; 7-eyes.
Fig.2.6. Scheme of operation of canvas Fig. 2.7. Wooden box
plaster: a - when placed outside the plaster: 1-shield of plaster; 2-wall
vessels; b - when positioned from inside the vessel; boxes; 3-roller made of oiled
1-sheet; 2-stop Kudeli; 4-canvas.
Wooden patches with soft sides are intended for sealing small and medium-sized holes on flat or slightly curved areas of the skin. The strength and rigidity of the plaster is provided by two layers of pine boards, the joints of which in the layers are mutually perpendicular. The canvas layer makes the patch waterproof. Layer allowances are used to create soft sides filled with tarred tow. Layers of boards are fastened together with nails.
When installing the patch, the soft sides ensure a tight fit to the body. In places of possible leaks, water filtration is eliminated by tamping tarred tow into the cracks. 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 back with a sledgehammer. If the burrs cannot be removed, the hole can be repaired with a specially made wooden box plaster (Fig. 2.7).
The patches installed on the holes are secured to the side 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 ), cable (Fig. 2.13) go to the under-keel ends (Fig. 2.14). Plasters with soft sides are supplied to ships in two sizes: 55x250x250 mm and 125x400x600 mm.
Rice. 2.8. Sliding metal stop: 1-thrust; 2-round
screw; 3-handle; 4-pin (check); 5-outer tube;
6-inner tube; 7-hinge; 8-thrust.
Rice. 2.9. Attaching the patch using Fig. 2.10. Attaching the patch
wooden beams: 1-cladding; 2-plaster; bolt with folding bracket: 1-plating;
3-board; 4-beam; 5-wedge; 6-board; 7-builder-2-folding bracket; 3-bolt; 4-nut with
naya bracket; 8-hatch; 9-deck. handles; 5-plaster.
Rice. 2.11. Fastening the patch with a hook bolt: a – behind the edge of the hole;
b – using a crossbar; 1-plating; 2-plaster; 3-hook
bolt; 4-nut with handles; 5-cross member.
Figure 2.12. Attaching the patch using a universal
clamps: 1-clamp; 2-plaster; 3-wooden
Rice. 2.13. Fastening the patch with a cable: 1-plaster;
2-plating; 3-cross member; 4-cable
Rice. 2.14. Installing the patch on the keel ends:
1-plating; 2-plaster; 3-knuckle end
4-sheets; 5-thali.
Pine beams Designed for fastening patches and other seals, as well as for strengthening bulkheads, hatches and other ship structures. On ships, beams are used that have the following technical data (Table 2.1).
Table 2.1
The beam, fitted to the installation site, is called a stop. To secure the patch or reinforce the ship's structure, it is necessary to place one end of the stop in the center of the patch (hatch or door), and rest the other against a strong part of the hull set. To distribute the load more evenly, boards are placed under the ends of the beams. Wedges are placed under one of the ends of the beam to achieve the beam's wedge. The wedges are driven in pairs with synchronized blows of sledgehammers. When actually sealing a hole on ships, the wedged beam is fixed with nails or construction staples.
Sliding metal stops speed up and make it easier to seal holes due to the fact that they do not need to be sawed, adjusted in place and wedged. The reinforcement operation is performed as follows: the thrust bearing of the outer pipe is rested against some strong structure, the inner pipe is pulled out from 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, 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 power supply unit, the nut should be at the bottom.
Where it is not possible to install a stop, a universal clamp is used to secure the patch. Universal clamps They come with grips for corner and bulb profile frames (Fig. 2.15). The clamp is a beam consisting of two channels 1, connected to each other by strips and bolts 3. The grips 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 also moves, which has a thrust bearing 7 at one end for resting on the patch, and at the other end a handle 2 for rotating the screw.
Fig.2.15. Universal clamp: a – clamp with corner grips;
b - grip for bulb profile frames; 1-channel;
2-handle; 3-bolt; 4-removable grip; 5-slider nut;
6-clamp screw; 7-thrust.
When using a clamp, the grips are placed behind the frames and the plaster is pressed against the skin with a screw.
Attaching the patch using hook bolts and flap bolts requires drilling into the patch and is therefore rarely used.
Large holes with an area of more than 0.2 m2 cannot be repaired from the inside of the vessel due to the significant forces of hydrostatic pressure on the patch. Compartments with large holes are flooded with water in a matter of seconds, so such holes have to be repaired 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 plating contours, it is intended chain mail patch (Fig. 2.16). It is the most durable of all soft
Rice. 2.16. Chainmail plaster: 1-thumb; 2-liktros patch;
3-liktros mesh; 4-canvas washers; 5-ring mesh.
of these patches and is a chain mail mesh made of flexible steel 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 quilted all the way through. The chainmail mesh prevents the canvas from being pressed into the hole by water pressure. The mass of the patch is 90 kg, the length and width are 3 m. A lightweight patch can be used for educational purposes.
The patch placement diagram is shown in Fig. 2.17.
It can be made by personnel specifically for sealing a large hole wooden plaster with soft sides , the dimensions of which will be determined by the specific hole. For very large holes in the absence of docks, the rescue service can install caissons (Fig. 2.18).
Rice. 2.17. Scheme for installing a soft patch.
Rice. 2.18. Setting up the side caisson: 1-caisson; 2-soft
pillows; 3-press ends.
By using concreting It is possible not only to eliminate the water leakage of the hull, but also to partially restore the local strength in the area of damage to the hull. Concreting can be used to seal holes from inside the compartment in the bottom or cheekbone of the hull. Concrete does not tolerate vibration well and has low tensile strength. One should strive to concrete in a dry compartment, since underwater concreting is more difficult and less reliable.
It takes 8 hours for alumina cement to set, 12 hours for Portland cement, and concrete gains sufficient strength only after 2-3 days. When sealing with concreting, a patch 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. Formwork made of wooden boards is installed on the hole (Fig. 2.19) and a concrete solution is prepared. To prevent concrete erosion, seepage water from the hole is drained 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. Concreting the hole: 1-concrete; 2-internal formwork;
3-outer formwork; 4-beam; 5-drain tube;
6-plaster.
Damage in non-metallic housings is repaired in a similar way, but the use of wedges and plugs to seal cracks and small holes is not recommended, as this can lead to further destruction of the housing. Small holes in a wooden body can be repaired with patches made of tin or plywood, under which a sealed canvas is placed. Patches and wooden patches may be nailed to the wooden body.
On ships, standard emergency bars, boards, wedges, plugs must be painted light gray, and sliding stops and emergency tools must be red; working parts are not painted, but lubricated with grease.
Portable means of combating sea water.
Portable drainage systems are used on ships when small amounts of sea water enter or after holes are repaired. They are especially effective in removing filtration water, including when extinguishing a fire. As a rule, ships use dewatering motor pumps, electric pumps and water jet ejectors.
Portable drainage motor pumps NOB-220/8 and NOB-70/7 have
The motor pumps under consideration are autonomous drainage units 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 are equipped with a four-cylinder 408 (Moskvich) engine, while NOB-70/7 is equipped with a two-cylinder UD-2 air-cooled engine.
Water is sucked in during the start-up period of both pumps due to the recirculation of 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 discharge 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 hoses can also work above water. Power supply to the pumps is supplied via cables from the power network.
During operation of the electric pump, it is necessary to ensure uninterrupted pumping of water. If the water supply stops, the pump is stopped. Before operating in the surface position, the pump with the receiving hose is filled with water, then the drain hose is attached, and only after that the pump is started. With this type of operation, the temperature of the pump housing should not exceed 70 degrees. C. Use submersible electric pumps to pump out hot water, oil, kerosene and gasoline prohibited.
Portable drainage 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 drainage ejectors operate by supplying working water from a water fire extinguishing system. The ejectors VEZH-P25 and VEZH-P63 are connected to discharge hoses from fire horns, inlet and outlet hoses. During operation, the ejectors themselves are located above the level of pumped water (lie on the deck), and water is sucked in through the receiving hose.
If there is no 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, it is necessary to correct position nozzles, tight connections on the suction hose, sufficient working water pressure - not lower than 6 kgf/cm2 (0.6 MPa) and cleanliness of the receiving nets. Supplying working water with lower pressure leads to flooding of the compartment being drained.
Ejectors VEZH-149.10 and VEZH-19 operate only in a submerged state and when water is supplied at a pressure of at least 1 and 1.5 MPa (10-15 kgf/cm2), respectively.
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 execute effective actions in the fight against fire, precise coordination of actions is required, which is worked out in the process of systematic exercises and training, by sailors specially trained for this, on a specific ship.
Fire fighting tactics determine the organization, procedure, methods and techniques of extinguishing them, taking into account the available forces, means and the specific situation.
The ship's captain and command staff will always be ready to make a decision on firefighting tactics if they know well design features of their 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 an insufficient assessment of the threatening danger, this is partly due to insufficient information. Therefore, constant communication between fire fighters and the leader plays an important role.
Reliable communication allows you to avoid panic and promptly 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 governing documents regulating the fight for survivability are determined.
Procedure in case of fire: detection, notification of personnel, announcement of an emergency alarm, localization, creation of defense lines, reconnaissance, assessment of the situation and decision-making, suppression, control of smoke and toxic gases, water removal, control after a fire, actions as ordered. A fire attack must be viewed as a manifestation of concentrated experience, knowledge and reasonable risk. Experts distinguish two types of attacks: direct and indirect. Direct attack is used when firefighters approach a fire and point extinguishing agent directly at the fire. An indirect attack is used in a situation where firefighters cannot get closer to the fire, and all efforts are aimed at localizing the fire. The fire attack is carried out by sailors who have passed special training, including on simulators.
A fire attack must be viewed as a manifestation of concentrated experience, knowledge and reasonable risk. Experts distinguish two types of attacks: direct and indirect. Direct attack is used when firefighters approach a fire and point extinguishing agent directly at the fire. An indirect attack is used in a situation where firefighters cannot get closer to the fire, and all efforts are aimed at localizing the fire.
1.5.1. FIRE FIGHTING MANAGEMENT.
If a fire breaks out in a room where personnel are located, the fire extinguishing operation is carried out by the senior officer in whose area the fire broke out. The personnel of the emergency room and adjacent premises perform "ACTIONS WITHOUT ORDER", primary fire fighting measures, "ACTIONS FOLLOWED". Provides direct supervision of the crew's firefighting efforts chief mate.
Assistant fire captain Directly supervises fire teams, acting in accordance with the instructions of the captain or chief mate.
Chief engineer in the event of a fire in the power compartments, he is obliged to report to the bridge proposals for the use of the ship’s main power plant and the possibilities of supplying power to the main consumers.
FIRES, THEIR CAUSES AND METHODS OF EXTINGUISHING.
1. The crew’s fight against fires on ships must be carried out in accordance with 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 during a fire;
Ø Elimination of fire and its consequences.
2. After receiving a signal or report of a fire, the officer in charge of the watch must immediately announce a general fire alarm, upon which the ship’s crew must act in accordance with the Alert Schedule.
3. Upon a general ship fire alarm, the heads of emergency parties (groups) are obliged to:
Ø arrive to the fire area and immediately begin extinguishing it;
Ø establish the location and size of the fire;
Ø highlight required amount people wearing self-contained breathing apparatus and equipment for extinguishing fires and working in smoke-filled compartments;
Ø ensure the removal of victims from fire-covered or smoke-filled premises and provide them with first aid;
Ø organize an inspection of compartments and rooms adjacent to the emergency room, and, if necessary, ensure cooling of the bulkheads with water;
Ø report to the PCU on the results of the inspection and the actions of the emergency party.
4. The ship's crew sent to smoke-filled and burning rooms must be equipped with firefighter's equipment. Use of filters breathing apparatus It is prohibited in smoky and burning rooms.
6. To cool rooms into which vapors of flammable materials penetrate, and to ensure the safety of people passing through them, spray nozzles must be used on fire nozzles.
7. It is recommended to extinguish a fire in the following order: stop access of flammable substances to the fire source, isolate the fire source from air access, cool flammable substances to a temperature below the ignition temperature of their gases.
8. Surface and volumetric fire extinguishing methods are used on ships. With the surface method, insulation of the surface of the burning substance from the access of air is carried out using fire extinguishing agents, and with the volumetric method, by stopping the access of air into the room or by introducing into it substances that do not support or stop combustion.
Water, chemical and air-mechanical foam are used as fire extinguishing agents in the surface method; CO 2 , steam, and easily evaporating liquids are used in the volumetric method.
9. Water is used when extinguishing fires in almost all cases, with the exception of extinguishing burning metals (aluminum, magnesium, zinc, sodium), live electrical equipment, carbide and other chemicals. When extinguishing burning coal, wood and especially fibrous materials, the greatest effect is achieved by adding wetting agents to water. Finely sprayed water can be used when extinguishing oil products.
10. When extinguishing a fire with water, the following must be taken into account:
Ø the influence of accumulating water in the compartments on the stability and buoyancy reserve of the vessel;
Ø harmful effects of water on electrical equipment;
Ø formation of suffocating and life-threatening gas when water gets into acid;
Ø food spoilage.
11. Water vapor is used mainly to extinguish fires in inaccessible and closed compartments, rooms, holds, tanks (cisterns), etc.
12. Foam is an effective means for extinguishing flammable, water-insoluble liquids (gasoline, kerosene, oil, fuel oil, diesel fuel, oils, fats), fish meal. Foam formed from sea water can extinguish all types of fires, with the exception of live electrical equipment and metals.
13. When extinguishing flammable and water-soluble liquids (acetone, alcohol, glycerin, glycol, etc.), the greatest effect is achieved by chemical foam based on saponified foam generator powder. To extinguish these liquids, you can also use chemical foam obtained from ordinary foam powder, but the intensity of its supply should be increased. Any foam can be used to extinguish burning oil products, but the greatest effect is achieved when using chemical foam.
14. When extinguishing burning liquids inside the compartment, the foam stream should be applied as horizontally and evenly as possible in the direction from the edge of the burning liquid to the center. When extinguishing burning vertical surfaces, foam should be applied to top part fire source. 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 (cisterns) and in other inaccessible and sealable rooms. Carbon dioxide is non-conductive and does not damage goods upon contact with them. It can be used to extinguish live electrical equipment and burning metals as a fire retardant. Substances that can burn in an inert environment (film, etc.) cannot be extinguished with carbon dioxide. The simultaneous use of carbon dioxide and water vapor to extinguish a fire in one compartment (room) is not recommended, as it leads to neutralization of the effect of carbon dioxide.
16. Before releasing carbon dioxide into a room or compartment, a signal must be given to start the installation, all people must be removed from the room, the mechanisms must be stopped, and it must be completely sealed.
17. To eliminate small fires, felt, asbestos and canvas blankets, and sand should be used.
18. When extinguishing a fire, the following must 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 poisonous and poisonous gases into adjacent rooms;
Ø absence of steam impurities in the smoke when extinguishing a fire with water (water does not reach the source of the fire).
19. For extinguishing fires in residential and office premises Basically, 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, you can use steam, carbon dioxide portable cylinders, fire extinguishers and bromoethyl compounds. The use of steam extinguishing, liquid extinguishing and gas extinguishing in residential and office premises when people are in them is prohibited.
20. In case of fire in residential and office premises, in order to prevent intensification of combustion and the spread of fire, it is recommended not to open the doors, but to fire fire nozzles through portholes or holes specially punched for this purpose.
21. To extinguish an external fire, you must:
Ø if possible, turn the ship so that the fire is carried away from other structures, cargo and materials located near the fire area;
Ø apply the greatest number of jets of water to the fire, if possible from the windward side;
Ø cool flammable structures, loads and materials located near the fire with water;
Ø monitor the premises adjacent to the fire areas;
Ø knock spilled burning oil products overboard with jets of water if they cannot be extinguished.
22. Extinguishing fires in busy holds is particularly difficult, since access to the source of the fire is practically limited or impossible. When determining the method of extinguishing such fires and choosing fire extinguishing agents, it is necessary to take into account the physical and chemical properties of the cargo, its location in the hold and adjacent rooms, as well as the possibility of sealing hatch covers and the reliability of closing the hold ventilation.
23. If a fire occurs in loaded holds, you must:
Ø stop cargo operations;
Ø 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 cargo with sea water;
Ø if necessary, unload adjacent holds that are not engulfed in fire.
24. In particularly severe cases, when it is not possible to extinguish the fire using the fire extinguishing agents available on the ship, the hold should be flooded. In this case, it is necessary to take into account:
Ø the influence of water received into the hold (compartment) on the stability and buoyancy reserve of the vessel;
Ø possibility of floating of burning cargo below deck;
Ø increase in volume (swelling) of some goods.
25. When fibrous gases and corrugated cardboard containers burn in cargo holds, it is necessary to fill the holds with effective fire extinguishing agents (high-expansion air-mechanical foam, etc.). Extinguishing spontaneously combustible substances (fish meal, fish waste, oily rags, etc.) should be done with foam, and in enclosed spaces - with inert gases, water vapor and high-expansion foam.
26. When choosing fire extinguishing agents for extinguishing fires in holds, the following must be taken into account:
Ø most cargo transported on ships deteriorates from water, foam and steam, so it is preferable to use carbon dioxide and inert gases or chemical liquid bromoethyl compounds;
Ø when fibrous materials catch fire, you should use any fire extinguishing agent for the volumetric extinguishing method, 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 barrels, steam can be used to extinguish a fire if there is a possibility of its penetration into the stacks.
27. In the event of a fire in a cargo tank loaded with petroleum products, you must:
Ø immediately stop cargo operations, close the pipeline valves and disconnect the cargo hoses;
Ø seal the tanks;
Ø turn on the stationary fire extinguishing system provided for this tank;
Ø strengthen surveillance of bulkheads from adjacent compartments and premises of the vessel;
Ø cool decks, bulkheads and other structures in the fire area, as well as tanks containing oil products and gases, with sea water.
28. When using foam to extinguish liquid flammable cargoes 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, you must:
Ø immediately stop cargo operations and close pipeline valves;
Ø disable the pump compartment mechanisms and turn off their power supply, disconnect the cargo hoses;
Ø Completely seal 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 and boiler room, it is necessary to use, first of all, fire extinguishers, local and portable foam and carbon dioxide units, as well as a water fire-fighting system with barrels with spray nozzles. If the fire cannot be extinguished by these means or a fire is detected under the floors, stationary fire extinguishing systems must 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 operate, in order to avoid an explosion, it is necessary to carry out an emergency release of ammonia from the entire system of the refrigeration unit.
33. Before turning on stationary fire extinguishing systems in the MKO, you should:
Ø stop the fuel supply to the mechanisms and put 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 compartment;
Ø Simultaneously with the start-up of the above 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 turned on only with the permission of the captain of the ship and on the instructions of the chief (senior) engineer. In cases that are urgent and do not allow, in the current situation, to obtain permission from the captain of the ship, 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 engineer on watch, which should be immediately reported to the officer of the watch.
35. Before extinguishing live, burning electrical equipment, it is necessary to de-energize it as quickly as possible.
36. If the voltage cannot 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 energized electrical equipment. The use of other fire extinguishing agents is prohibited.
37. Persons involved in extinguishing burning electrical equipment that is energized must work in dielectric gloves, as well as boots or galoshes and, if possible, be on rubber mats.
38. If burning electrical equipment is de-energized, it can be extinguished using any fire extinguishing agent. However, in order to avoid spoilage, it is recommended to extinguish with carbon dioxide, if possible, and in its absence, with air-mechanical foam prepared with fresh water, or with fresh water. The following must be taken into account:
Ø carbon dioxide does not affect the reduction of insulation resistance of electrical equipment;
Ø air-mechanical foam and fresh water reduce insulation resistance, therefore, after their use, electrical equipment requires drying;
Ø when used sea water or chemical foam, electrical equipment may be damaged.
39. Burning liquid fuel should be extinguished with bromoethyl compounds, steam or carbon dioxide, using stationary fire extinguishing systems. To prevent fire and explosion in adjacent rooms, bromoethyl compounds, steam or carbon dioxide should be supplied there.
40. When liquid fuel ignites in closed storage facilities, the released flammable gases mixed with air can form explosive concentrations. The presence of a dangerous concentration of flammable mixtures in the premises must be reported to the captain of the ship.
41. To prevent explosions of flammable gases and vapors, it is necessary:
Ø take measures to limit the spread of gases and vapors to other premises;
Ø with the permission of the captain, turn off the power supply to the networks in the area of accumulation of flammable gases and vapors;
Ø take all possible measures (artificial ventilation, dilution with inert gases, cooling, etc.) to eliminate explosive concentrations of flammable mixtures.
42. When burning fuel at the side of a ship, you must:
Ø move the ship out of the dangerous area, if possible against the wind and current;
Ø drive away burning fuel from the side with continuous water jets from fire nozzles at an angle of 30...40° to the surface of the water along the boundaries of the liquids, compressing the fire;
Ø use foam extinguishing to cover the surface of sea water in places that threaten the ship;
Ø cool the hull in places that threaten the ship with water jets.
43. When extinguishing burning coal in holds, coal bunkers and pits, it is necessary to supply water to the fire using fire hoses with disconnected barrels.
44. Persons involved in extinguishing burning coal in holds, coal bunkers and pits must work in self-contained breathing apparatus, carry safety cables, if necessary, wear heat-resistant suits and must know the conventional signals given below.
45. When extinguishing burning coal in holds, coal bunkers and pits, the use of carbon dioxide and water steam is not recommended.
46. When extinguishing a fire, smoke control measures must be taken using portable smoke exhausters and, if possible, stationary exhaust fans. It must be taken into account that the flow of clean air promotes combustion. When extinguishing a fire using a volumetric method, it is prohibited to ventilate the room.
