Skip to main content

Fire in drydock

The possibility of fire aboard the ship or elsewhere within the dockyard complex is always unwelcome, but the fact remains it is a possibility at virtually any time of day or night. In the event that the possibility becomes reality, common sense and past training should automatically come into the equation. 

As with any other fire incident the alarm should be raised as soon as possible after the discovery of the fire and the following procedure is suggested. Assuming that the crew have remained on board and the fire is on board the vessel, after the alarm has been raised: 

  • Muster an emergency fire party and attempt to contain and extinguish the fire immediately following its discovery.
  • Non-essential personnel should be evacuated to the shore and the fire brigade should be contacted.
  • A gangway watch should be set to ensure that the access to the vessel is not blocked which as such would deny accessibility to fire fighters.
  • The minimum water volume should be used when tackling fires in dry dock because of the stability dangers, while on the blocks. The possibility of shoring is directly affected by heat or flame which, combined with excessive water volumes, could cause the vessel to move from the blocks. 
  • The ship’s sides should be cooled, especially in way of the shores. These must not be allowed to become dislodged by the effects of fire and the heat effects on the steel hull. 
  • Any gas bottles should be removed as appropriate to a position of safety. Gas bottles are extremely hazardous, and susceptible to explosion when in contact with excessive heat.
  • Fire water supply is an established necessity on docking but should be investigated and confirmed as unlimited should the need arise (bearing in mind that the ship’s sea suctions are of no avail in a dry dock).
  • Provided the affected space is not open and exposed for repairs, the use of CO2 is preferable to water as a fire-fighting option. The admission of water into the docked vessel is highly undesirable and its use if possible should be restricted to boundary cooling of decks and the shell sides.


Popular posts from this blog

Differences between MC/MC-C and ME/ME-C engines

The electrohydraulic control mechanisms of the ME engine replace the following components of the conventional MC engine: Chain drive for camshaft Camshaft with fuel cams, exhaust cams and indicator cams Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Exhaust valve actuating gear and roller guides Engine driven starting air distributor Electronic governor with actuator Regulating shaft Engine side control console Mechanical cylinder lubricators. The Engine Control System of the ME engine comprises: Control units Hydraulic power supply unit Hydraulic cylinder units, including: Electronically controlled fuel injection, and Electronically controlled exhaust valve activation Electronically controlled starting air valves Electronically controlled auxiliary blowers Integrated electronic governor functions Tacho system Electronically controlled Alpha lubricators

Why is a man hole door elliptical in shape?

Any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole  is lesser in size than the corresponding circular hole. More over it is prime concern to have a  smoothed generous radius at the corners to eliminate stress concentration. Hence other  geometrical shapes like rectangle and square are ruled out.  To compensate for the loss of material in the shell due to opening, a doubler ring has to be  provided around the opening. The thickness of the ring depends on the axis length along the  dirrection in which the stresses are maximum and the thickness of the shell. It is important to  align the minor axis along the length of the vessel, as the stress in this direction is  maximum. Longitudinal stress: Pd/2t where P= pressure inside the vessel, d= diameter of the arc, t=  thickness of the shell plating  Circumferential stress: Pd/4t  More over a considerable material and weight saving is achieved as minor is along the  direction of maximum stress.

Main engine interlocks

Interlocks are provided so that the engine can be started or reversed only when certain conditions have been fulfilled. When there is a remote control of engines, it is essential to have interlocks. This reduces the possibility of engine damage and any hazards to the operating personnel. Turning gear Interlock . This device prevents the engine from being started if the Turning gear is engaged. Running Direction Interlock . This prevents the fuel from being supplied if the running direction of the engine does not match the Telegraph. Starting Air Distributor in end position . This prevents starting from taking place if the shifting of the Distributor has not been completed. Main Lube. oil pressure, Piston cooling pressure, Jacket water pressure, and important parameters must be above the required minimum. Auxiliary Blower Interlock . The Auxiliary Blower is provided in case of Constant pressure turbo charging. Air Spring pressure Interlock . In case of the present generation