Fire Prevention and Firefighting

(a) Except as otherwise required by paragraphs (b) and (c) of this section, an existing vessel must comply with the fire protection equipment regulations applicable to the vessel on March 10, 1996, or, as an alternative, the vessel may comply with the regulations in this part.

(b) An existing vessel with a hull, or a machinery space boundary bulkhead or deck, composed of wood or fiber reinforced plastic, or sheathed on the interior in fiber reinforced plastic, must comply with the requirements of §§ 181.400 and 181.405 of this part.

(c) New installations of fire protection equipment on an existing vessel, which are completed to the satisfaction of the cognizant Officer in Charge, Marine Inspection (OCMI) on or after March 11, 1996, must comply with the regulations of this part. Replacement of existing equipment installed on the vessel prior to March 11, 1996, need not comply with the regulations in this part.

(d) The regulations in this part have preemptive effect over State or local regulations in the same field.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996, as amended by USCG-2006-24797, 77 FR 33891, June 7, 2011; USCG-2024-1103, 90 FR 52881, Nov. 24, 2025]

(a) Fire extinguishing equipment installed on a vessel in excess of the requirements of §§ 181.400 and 181.500 must be designed, constructed, installed, and maintained in accordance with a recognized industry standard acceptable to the Commandant (CG-ENG-4).

(b) Use of non-approved fire detection systems may be acceptable as excess equipment provided that—

(1) Components are listed by an independent, nationally recognized testing laboratory as set forth in 29 CFR 1910.7, and are designed, installed, tested, and maintained in accordance with an appropriate industry standard and the manufacturer's specific guidance;

(2) Installation conforms to the requirements of 46 CFR chapter I, subchapter J (Electrical Engineering), especially the hazardous location electrical installation regulations in 46 CFR 111.105; and

(3) Coast Guard plan review is completed for wiring plans.

Amendment history: [USCG-2012-0196, 81 FR 48299, July 22, 2016]

(a) A self priming, power driven fire pump must be installed on each vessel:

(i) Of not more than 19.8 meters (65 feet) in length which is a ferry vessel;

(ii) Of not more than 19.8 meters (65 feet) in length that carries more than 49 passengers; or

(iii) Of more than 19.8 meters (65 feet) in length.

(b) On a vessel of not more than 19.8 meters (65 feet) in length carrying more than 49 passengers, and on a vessel of more than 19.8 meters (65 feet) in length, the minimum capacity of the fire pump must be 189 liters (50 gallons) per minute at a pressure of not less than 414 kPa (60 psi) at the pump outlet. The pump outlet must be fitted with a pressure gauge.

(c) On a ferry vessel of not more than 19.8 meters (65 feet) in length carrying not more than 49 passengers, the minimum capacity of the fire pump must be 38 liters (10 gallons) per minute. The fire pump must be capable of projecting a hose stream from the highest hydrant, through the hose and nozzle required by § 181.320 of this part, a distance of 7.6 meters (25 feet).

(d) A fire pump may be driven by a propulsion engine.

(e) A fire pump must be permanently connected to the fire main and may be connected to the bilge system to meet the requirements of § 182.520 of this chapter.

(f) A fire pump must be capable of both remote operation from the operating station and local operations at the pump.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996, as amended at 62 FR 51358, Sept. 30, 1997; USCG-2024-1103, 90 FR 52881, Nov. 24, 2025]

(a) A vessel that has a power driven fire pump must have a sufficient number of fire hydrants to reach any part of the vessel using a single length of firehose.

(b) Piping, valves, and fittings in a fire main system must comply with subpart G, part 182, of this chapter.

(c) Each fire hydrant must have a valve installed to allow the firehose to be removed while the fire main is under pressure.

(d) Spanner wrenches must be provided where a 40 millimeter (1.5 inch) diameter firehose is required by § 181.320(b). Existing vessels as of July 22, 2016 have 180 days to comply with this requirement.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996, as amended at 62 FR 51358, Sept. 30, 1997; USCG-2012-0196, 81 FR 48299, July 22, 2016]

(a) A fire hose with a nozzle must be attached to each fire hydrant at all times. For fire hydrants located on open decks or cargo decks, where no protection is provided, hoses may be temporarily removed during heavy weather or cargo handling operations, respectively. Hoses so removed must be stored in nearby accessible locations.

(b) On a vessel of not more than 19.8 meters (65 feet) in length carrying more than 49 passengers, and on a vessel of more than 19.8 meters (65 feet) in length, each hose must:

(1) Be lined commercial fire hose that conforms to UL 19 (incorporated by reference, see 46 CFR 175.600) or hose that is listed and labeled by an independent laboratory recognized by the Commandant as being equivalent in performance;

(2) Be 15.25 meters (50 feet) in length and 40 millimeters (1.5 inches) in diameter; and

(3) Have fittings of brass or other suitable corrosion-resistant material that comply with NFPA 1963 (incorporated by reference, see 46 CFR 175.600) or other standard specified by the Commandant.

(c) Each fire hose on a vessel of not more than 19.8 meters (65 feet) in length carrying not more than 49 passengers must:

(1) Comply with paragraphs (b)(1) and (b)(3) of this section or be garden type hose of not less than 16 millimeters (0.625 inches) nominal inside diameter;

(2) Be of one piece not less than 7.6 meters (25 feet) and not more than 15.25 meters (50 feet) in length; and

(3) If of the garden type, be of a good commercial grade constructed of an inner rubber tube, plies of braided fabric reinforcement, and an outer cover of rubber or equivalent material, and of sufficient strength to withstand the maximum pressure that can be produced by the fire pump. All fittings on the hose must be of suitable corrosion-resistant material.

(d) Each nozzle must be of corrosion-resistant material and be capable of being changed between a solid stream and a spray pattern. A nozzle on a vessel of not more than 19.8 meters (65 feet) in length carrying more than 49 passengers, and on a vessel of more than 19.8 meters (65 feet) in length, must:

(1) Be of a type approved in accordance with approval series 162.027; or

(2) Be of a type recognized by the Commandant as being equivalent in performance.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996; 61 FR 20557, May 7, 1996; 61 FR 24464, May 15, 1996, as amended at 62 FR 51358, Sept. 30, 1997; USCG-2003-16630, 73 FR 65206, Oct. 31, 2008]

(a) The following spaces must be equipped with a fixed gas fire extinguishing system, in compliance with § 181.410, or other fixed fire extinguishing system specifically approved by the Commandant, except as otherwise allowed by paragraph (b) of this section:

(1) A space containing propulsion machinery;

(2) A space containing an internal combustion engine of more than 37.3 kW (50 hp);

(3) A space containing an oil fired boiler;

(4) A space containing machinery powered by gasoline or other fuels having a flash point of 43.3 °C (110 °F) or lower;

(5) A space containing a fuel tank for gasoline or any other fuel having a flash point of 43.3 °C (110 °F) or lower;

(6) A space containing combustible cargo or ship's stores inaccessible during the voyage (in these types of spaces only carbon dioxide, and not Halon, systems will be allowed);

(7) A paint locker; and

(8) A storeroom containing flammable liquids (including liquors of 80 proof or higher where liquor is packaged in individual containers of 9.5 liters (2.5 gallons) capacity or greater).

(b) Alternative system types and exceptions to the requirements of paragraph (a) of this section are:

(1) A fixed gas fire extinguishing system, which is capable of automatic discharge upon heat detection, may only be installed in a normally unoccupied space with a gross volume of not more than 170 cubic meters (6,000 cubic feet);

(2) A pre-engineered fixed gas fire extinguishing system must be in compliance with § 181.420 of this part and may only be installed in a normally unoccupied machinery space, a paint locker, or a storeroom containing flammable liquids (including liquors of 80 proof or higher where liquor is packaged in individual containers of 9.5 liters (2.5 gallons) capacity or greater), with a gross volume of not more than 57 cubic meters (2,000 cubic feet);

(3) A 40-B portable fire extinguisher installed outside the space may be substituted for a fixed gas fire extinguishing system in a storeroom containing flammable liquids (including liquors of 80 proof or higher where liquor is packaged in individual containers of 9.5 liters (2.5 gallons) capacity or greater) or a paint locker, with a volume of not more that 5.7 cubic meters (200 cubic feet);

(4) A space which is so open to the atmosphere that a fixed gas fire extinguishing system would be ineffective, as determined by the cognizant OCMI, is not required to have a fixed gas fire extinguishing system; and

(5) Where the amount of carbon dioxide gas required in a fixed fire extinguishing system can be supplied by one portable extinguisher or a semi-portable extinguisher, such an extinguisher may be used subject to the following:

(i) The cylinder must be installed in a fixed position outside the space protected;

(ii) The applicator must be installed in a fixed position so as to discharge into the space protected; and

(iii) Controls must be installed in an accessible location outside the space protected.

(c) All griddles, broilers, and deep fat fryers must be fitted with a grease extraction hood in compliance with § 181.425 of this subchapter.

(d) An enclosed vehicle space must be fitted with an automatic sprinkler system that meets the requirements of part 76 of this chapter.

(e) A partially enclosed vehicle space must be fitted with a manual sprinkler system that meets the requirements of part 76 of this chapter.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996, as amended at 62 FR 51358, Sept. 30, 1997; USCG-1999-6216, 64 FR 53228, Oct. 1, 1999; USCG-2012-0196, 81 FR 48299, July 22, 2016; USCG-2024-1103, 90 FR 52881, Nov. 24, 2025]

(a) The following spaces must be equipped with a fire detection and alarm system of an approved type installed in accordance with 46 CFR part 76, except when a fixed-gas fire extinguishing system that is capable of automatic discharge upon heat detection is installed or when the space is manned:

(1) A space containing propulsion machinery.

(2) A space containing an internal combustion engine of more than 50 hp.

(3) A space containing an oil-fired boiler.

(4) A space containing machinery powered by gasoline or any other fuels having a flash point of 43.3 °C (110 °F) or lower.

(5) A space containing a fuel tank for gasoline or any other fuel having a flash point of 43.3 °C (110 °F) or lower.

(b) [Reserved]

(c) Vessels described by 46 CFR 175.110(c) must have an interconnected fire detection system in compliance with § 181.450 installed in all enclosed areas where passengers and crew have routine access, including accommodation spaces and machinery spaces.

(d) An enclosed vehicle space must be fitted with a fire detection and alarm system of an approved type that is installed in accordance with part 76 of this chapter.

Amendment history: [USCG-2012-0196, 81 FR 48300, July 22, 2016; as amended by USCG-2021-0306, 86 FR 73172, Dec. 27, 2021; USCG-2024-1103, 90 FR 52881, Nov. 24, 2025]

(a) General. (1) A fixed gas fire extinguishing system aboard a vessel must be approved by the Commandant, and be custom engineered to meet the requirements of this section unless the system meets the requirements of § 181.420.

(2) System components must be listed and labeled by an independent laboratory. A component from a different system, even if from the same manufacturer, must not be used unless included in the approval of the installed system.

(3) System design and installation must be in accordance with the Marine Design, Installation, Operation, and Maintenance Manual approved for the system by the Commandant.

(4) A fixed gas fire extinguishing system may protect more than one space. The quantity of extinguishing agent must be at least sufficient for the space requiring the greatest quantity as determined by the requirements of paragraphs (f)(4) and (g)(2) of this section.

(b) Controls. (1) Controls and valves for operation of fixed gas fire extinguishing system must be:

(i) Located outside the space protected by the system; and

(ii) Not located in a space that might be inaccessible in the event of fire in the space protected by the system.

(2) Except for a normally unoccupied space of less than 170 cubic meters (6000 cubic feet), release of an extinguishing agent into a space must require two distinct operations.

(3) A system must have local manual controls at the storage cylinders capable of releasing the extinguishing agent. In addition, a normally manned space must have remote controls for releasing the extinguishing agent at the primary exit from the space.

(4) Remote controls must be located in a breakglass enclosure to preclude accidental discharge.

(5) Valves and controls must be of an approved type and protected from damage or accidental activation. A pull cable used to activate the system controls must be enclosed in conduit.

(6) A system protecting more than one space must have a manifold with a normally closed stop valve for each space protected.

(7) A gas actuated valve or device must be capable of manual override at the valve or device.

(8) A system, that has more than one storage cylinder for the extinguishing agent and that relies on pilot cylinders to activate the primary storage cylinders, must have at least two pilot cylinders. Local manual controls, in compliance with paragraph (b)(3) of this section, must be provided to operate the pilot cylinders but are not required for the primary storage cylinders.

(9) A system protecting a manned space must be fitted with an approved time delay and alarm arranged to require the alarm to sound for at least 20 seconds or the time necessary to escape from the space, whichever is greater, before the agent is released into the space. Alarms must be conspicuously and centrally located. The alarm must be powered by the extinguishing agent.

(10) A device must be provided to automatically shut down power ventilation serving the protected space and engines that draw intake air from the protected space prior to release of the extinguishing agent into the space.

(11) Controls and storage cylinders must not be in a locked space unless the key is in a breakglass type box conspicuously located adjacent to the space.

(c) Storage space. (1) Except as provided in paragraph (c)(2) of this section, a storage cylinder for a fixed gas extinguishing system must be:

(i) Located outside the space protected by the system; and

(ii) Not located in a space that might be inaccessible in the event of a fire in the space protected by the system.

(2) A normally unoccupied space of less than 170 cubic meters (6,000 cubic feet) may have the storage cylinders located within the space protected. When the storage cylinders are located in the space:

(i) The system must be capable of automatic operation by a heat actuator within the space; and

(ii) Have manual controls in compliance with paragraph (b) of this section except for paragraph (b)(3).

(3) A space containing a storage cylinder must be maintained at a temperature within the range from −30 °C (−20 °F) to 55 °C (130 °F) or at another temperature as listed by the independent laboratory and stated in the manufacturer's approved manual.

(4) A storage cylinder must be securely fastened, supported, and protected against damage.

(5) A storage cylinder must be accessible and capable of easy removal for recharging and inspection. Provisions must be available for weighing each storage cylinder in place.

(6) Where subject to moisture, a storage cylinder must be installed to provide a space of at least 51 millimeters (2 inches) between the deck and the bottom of the storage cylinder.

(7) A Halon 1301 storage cylinder must be stowed in an upright position unless otherwise listed by the independent laboratory. A carbon dioxide cylinder may not be inclined more than 30° from the vertical unless fitted with flexible or bent siphon tubes, in which case it may be inclined not more than 80° from the vertical. Cylinders for clean agent systems must be installed in an upright position unless otherwise specified in the system's instruction manual.

(8) Where a check valve is not fitted on an independent storage cylinder discharge, a plug or cap must be provided for closing the outlet resulting from storage cylinder removal.

(9) Each storage cylinder must meet the requirements of § 147.60 in subchapter N of this chapter, or other standard specified by the Commandant.

(10) A storage cylinder space must have doors that open outwards or be fitted with kickout panels installed in each door.

(d) Piping. (1) A pipe, valve, or fitting of ferrous material must be protected inside and outside against corrosion unless otherwise approved by the Commandant. Aluminum or other low melting material must not be used for a component of a fixed gas fire extinguishing system except as specifically approved by the Commandant.

(2) A distribution line must extend at least 51 millimeters (2 inches) beyond the last orifice and be closed with a cap or plug.

(3) Piping, valves, and fittings must be securely supported, and where necessary, protected against damage.

(4) Drains and dirt traps must be fitted where necessary to prevent the accumulation of dirt or moisture and located in accessible locations.

(5) Piping must be used for no other purpose except that it may be incorporated with the fire detecting system.

(6) Piping passing through accommodation spaces must not be fitted with drains or other openings within such spaces.

(7) Installation test requirements for carbon dioxide systems. The distribution piping of a carbon dioxide fixed gas extinguishing system must be tested as required by this paragraph, upon completion of the piping installation, using only carbon dioxide, compressed air, or nitrogen gas.

(i) Piping between a storage cylinder and a stop valve in the manifold must be subjected to a pressure of 6,894 kPa (1,000 psi), except as permitted in paragraph (d)(7)(iii) of this section. Without additional gas being introduced to the system, the pressure drop must not exceed 2,068 kPa (300 psi) after two minutes.

(ii) A distribution line to a space protected by the system must be subjected to a test similar to that described in paragraph (d)(7)(i) of this section except the pressure used must be 4,136 kPa (600 psi). For the purpose of this test, the distribution piping must be capped within the space protected at the first joint between the nozzles and the storage cylinders.

(iii) A small independent system protecting a space such as a paint locker may be tested by blowing out the piping with air at a pressure of not less than 689 kPa (100 psi) instead of the tests prescribed in the paragraphs (d)(7)(i) and (d)(7)(ii) of this section.

(8) Installation test requirements for Halon 1301 systems. The distribution piping of a Halon 1301 fixed gas extinguishing system must be tested, as required by this paragraph, upon completion of the piping installation, using only carbon dioxide, compressed air, or nitrogen.

(i) When pressurizing the piping, pressure must be increased in small increments. Each joint must be subjected to a soap bubble leak test, and all joints must be leak free.

(ii) Piping between the storage cylinders and the manifold stop valve must be subjected to a leak test conducted at a pressure of 4,136 kPa (600 psi). Without additional gas being added to the system, there must be no loss of pressure over a two minute period after thermal equilibrium is reached.

(iii) Distribution piping between the manifold stop valve and the first nozzle in the system must be capped and pneumatically tested for a period of 10 minutes at 1,034 kPa (150 psi). At the end of 10 minutes, the pressure drop must not exceed 10% of the test pressure.

(e) Pressure relief. When required by the cognizant OCMI, spaces that are protected by a fixed gas fire extinguishing system and that are relatively air tight, such as refrigeration spaces, paint lockers, etc., must be provided with suitable means for relieving excessive pressure within the space when the agent is released.

(f) Specific requirements for carbon dioxide systems. A custom engineered fixed gas fire extinguishing system, which uses carbon dioxide as the extinguishing agent, must meet the requirements of this paragraph.

(1) Piping, valves, and fittings must have a bursting pressure of not less than 41,360 kPa (6,000 psi). Piping, in nominal sizes of not more than 19 millimeters (0.75 inches), must be at least Schedule 40 (standard weight), and in nominal sizes of over 19 millimeters (0.75 inches), must be at least Schedule 80 (extra heavy).

(2) A pressure relief valve or equivalent set to relieve at between 16,550 and 19,300 kPa (2,400 and 2,800 psi) must be installed in the distribution manifold to protect the piping from over-pressurization.

(3) Nozzles must be approved by the Commandant.

(4) When installed in a machinery space, paint locker, a space containing flammable liquid stores, or a space with a fuel tank, a fixed carbon dioxide system must meet the following requirements.

(i) The quantity of carbon dioxide in kilograms (pounds) that the system must be capable of providing to a space must not be less than the gross volume of the space divided by the appropriate factor given in Table 181.410(f)(4)(i). If fuel can drain from a space being protected to an adjacent space or if the spaces are not entirely separate, the volume of both spaces must be used to determine the quantity of carbon dioxide to be provided. The carbon dioxide must be arranged to discharge into both such spaces simultaneously.

(ii) The minimum size of a branch line to a space must be as noted in Table 181.410(f)(4)(ii).

(iii) Distribution piping within a space must be proportioned from the distribution line to give proper supply to the outlets without throttling.

(iv) The number, type, and location of discharge outlets must provide uniform distribution of carbon dioxide throughout a space.

(v) The total area of all discharge outlets must not exceed 85 percent nor be less than 35 percent of the nominal cylinder outlet area or the area of the supply pipe, whichever is smaller. The nominal cylinder outlet area in square millimeters (inches) is determined by multiplying the factor 0.015 (0.0022 if using square inches) by the total capacity in kilograms (pounds) of all carbon dioxide cylinders in the system, except in no case must the outlet area be of less than 71 square millimeters (0.110 square inches if using pounds).

(vi) The discharge of at least 85 percent of the required amount of carbon dioxide must be completed within two minutes.

(5) When installed in an enclosed ventilation system for rotating electrical propulsion equipment a fixed carbon dioxide extinguishing system must meet the following requirements.

(i) The quantity of carbon dioxide in kilograms (pounds) must be sufficient for initial and delayed discharges as required by this paragraph. The initial discharge must be equal to the gross volume of the system in cubic meters divided by 0.624 (10 if using pounds) for ventilation systems having a volume of less than 57 cubic meters (2,000 cubic feet), or divided by 0.749 (12 if using pounds) for ventilation systems having a volume of at least 57 cubic meters (2,000 cubic feet). In addition, there must be sufficient carbon dioxide available to permit delayed discharges to maintain at least a 25 percent concentration until the equipment can be stopped. If the initial discharge achieves this concentration, a delayed discharge is not required.

(ii) The piping sizes for the initial discharge must be in accordance with Table 181.410(f)(4)(ii) and the discharge of the required amount must be completed within two minutes.

(iii) Piping for the delayed discharge must not be less than 12.7 millimeters (0.5 inches) nominal pipe size, and need not meet specific requirement for discharge rate.

(iv) Piping for the delayed discharge may be incorporated with the initial discharge piping.

(6) When installed in a cargo space a fixed carbon dioxide extinguishing system must meet the following requirements.

(i) The number of kilograms (pounds) of carbon dioxide required for each space in cubic meters (feet) must be equal to the gross volume of the space in cubic meters (feet) divided by 1.88 (30 if using pounds).

(ii) System piping must be of at least 19 millimeters (0.75 inches).

(iii) No specific discharge rate is required.

(7) A lockout valve must be provided on any carbon dioxide extinguishing system protecting a space over 6,000 cubic feet in volume and installed or altered after [July 9, 2013. “Altered” means modified or refurbished beyond the maintenance required by the manufacturer's design, installation, operation and maintenance manual.

(i) The lockout valve must be a manually operated valve located in the discharge manifold prior to the stop valve or selector valves. When in the closed position, the lockout valve must provide complete isolation of the system from the protected space or spaces, making it impossible for carbon dioxide to discharge in the event of equipment failure during maintenance.

(ii) The lockout valve design or locking mechanism must make it obvious whether the valve is open or closed.

(iii) A valve is considered a lockout valve if it has a hasp or other means of attachment to which, or through which, a lock can be affixed, or it has a locking mechanism built into it.

(iv) The master or person-in-charge must ensure that the valve is locked open at all times, except while maintenance is being performed on the extinguishing system, when the valve must be locked in the closed position.

(v) Lockout valves added to existing systems must be approved by the Commandant as part of the installed system.

(8) Each carbon dioxide extinguishing system installed or altered after July 9, 2013, must have an approved odorizing unit to produce the scent of wintergreen, the detection of which will serve as an indication that carbon dioxide gas is present in a protected area and any other area into which the carbon dioxide may migrate. “Altered” means modified or refurbished beyond the maintenance required by the manufacturer's design, installation, operation and maintenance manual.

(g) Specific requirements for Halon 1301 systems. (1) A custom engineering fixed gas fire extinguishing system, which uses Halon 1301, must comply with the applicable sections of UL 1058 (incorporated by reference, see 46 CFR 175.600) and the requirements of this paragraph (g).

(2) The Halon 1301 quantity and discharge requirements of UL 1058 apply, with the exception that the Halon 1301 design concentration must be 6 percent at the lowest ambient temperature expected in the space. If the lowest temperature is not known, a temperature of −18 °C (0 °F) must be assumed.

(3) Each storage cylinder in a system must have the same pressure and volume.

(4) Computer programs used in designing systems must have been approved by an independent laboratory.

Note to § 181.410(g):

As of Jan. 1, 1994, the United States banned the production of Halon. The Environmental Protection Agency placed significant restrictions on the servicing and maintenance of systems containing Halon. Vessels operating on an international voyage, subject to SOLAS requirements, are prohibited from installing fixed gas fire extinguishing systems containing Halon.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996; 61 FR 20557, May 7, 1996, as amended at 62 FR 51358, Sept. 30, 1997; USCG-2000-7790, 65 FR 58465, Sept. 29, 2000; USCG-2003-16630, 73 FR 65206, Oct. 31, 2008; USCG-2006-24797, 77 FR 33891, June 7, 2012; USCG-2012-0196, 81 FR 48300, July 22, 2016]

(a) A pre-engineered fixed gas fire extinguishing system must:

(1) Be approved by the Commandant;

(2) Be capable of manual actuation from outside the space in addition to automatic actuation by a heat detector;

(3) Automatically shut down all power ventilation systems and all engines that draw intake air from within the protected space; and

(4) Be installed in accordance with the manufacturer's instructions.

(b) A vessel on which a pre-engineered fixed gas fire extinguishing system is installed must have the following equipment at the operating station:

(1) A light to indicate discharge;

(2) An audible alarm that sounds upon discharge; and

(3) A means to reset devices used to automatically shut down ventilation systems and engines as required by paragraph (a)(3) of this section.

(c) Only one pre-engineered fixed gas fire extinguishing system is allowed to be installed in each space protected by such a system.

(a) A grease extraction hood required by 46 CFR 181.400 must meet UL 710 (incorporated by reference, see 46 CFR 175.600) or other standard specified by the Commandant.

(b) A grease extraction hood must be equipped with a dry or wet chemical fire extinguishing system meeting the applicable sections of NFPA 17 or NFPA 17A (both incorporated by reference, see 46 CFR 175.600), or other standard specified by the Commandant, and must be listed by an independent laboratory recognized by the Commandant.

Amendment history: [USCG-2003-16630, 73 FR 65206, Oct. 31, 2008]

(a) An interconnected detection and alarm system must:

(1) Consist of multiple-station smoke detectors listed by an NRTL, or independent laboratory accepted by the Commandant according to 46 CFR subpart 159.010, as meeting UL 217 (incorporated by reference, see 46 CFR 175.600);

(2) Be installed such that the actuation of alarm in one area results in both audible and visual alarms in all areas required by 46 CFR 181.405(c) or 118.400(d) to be protected by the interconnected detection and alarm system;

(3) Contain an independent power source; and

(4) Alarm on low power.

(b) A fire detection and alarm system of an approved type installed in accordance with 46 CFR part 76 would satisfy the requirements of this section.

Amendment history: [USCG-2021-0306, 86 FR 73172, Dec. 27, 2021]

(a) Each portable fire extinguisher on a vessel must be of an approved type. The minimum number of portable fire extinguishers required on a vessel must be acceptable to the cognizant Officer in Charge, Marine Inspection, but must not be fewer than the minimum number required by table 1 to § 181.500(b) and other provisions of this section.

(b) Table 1 to § 181.500(b) indicates the minimum required classification for each space listed. Extinguishers with larger numerical ratings or multiple letter designations may be used if the extinguishers meet the requirements of the table.

(c) A vehicle deck without a fixed sprinkler system and exposed to weather must have one 40-B portable fire extinguisher for every five vehicles, located near an entrance to the space.

(d) The frame or support of each semi-portable fire extinguisher permitted by paragraph (a) of this section must be welded or otherwise permanently attached to a bulkhead or deck.

Amendment history: [USCG-2012-0196, 81 FR 48300, July 22, 2016, as amended by USCG-2020-0519, 89 FR 76707, Sept. 18, 2024]

Portable fire extinguishers must be located so that they are clearly visible and readily accessible from the space being protected. The installation and location must be to the satisfaction of the Officer in Charge, Marine Inspection.

A vessel of more than 19.8 meters (65 feet) in length must have at least one fire axe located in or adjacent to the primary operating station.

A vessel not required to have a power driven fire pump by § 181.300 must have at least three 9.5 liter (2 1/2 gallon) buckets, with an attached lanyard satisfactory to the cognizant OCMI, placed so as to be easily available during an emergency. The words “FIRE BUCKET” must be stenciled in a contrasting color on each bucket.

Amendment history: [CGD 85-080, 61 FR 982, Jan. 10, 1996, as amended at 62 FR 51358, Sept. 30, 1997]

(a) The master shall conduct sufficient fire drills to make sure that each crew member is familiar with his or her duties in case of a fire.

(b) Each fire drill must include:

(1) Summoning passengers on a vessel on an overnight voyage to muster or embarkation stations;

(2) Summoning the crew to report to assigned stations and to prepare for and demonstrate assigned duties; and

(3) Instruction in the use and location of fire alarms, extinguishers, and any other fire fighting equipment on board.

(c) Each fire drill must, as far as practicable, be conducted as if there were an actual emergency.

(d) Fire fighting drills and training shall be logged or otherwise documented for review by the Coast Guard upon request. The drill entry shall include the following information:

(1) Date of the drill and training; and

(2) General description of the drill scenario and training topics.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended at 62 FR 51359, Sept. 30, 1997]

(a) Complete but simple instructions for the operation of a fixed gas fire extinguishing system must be located in a conspicuous place at or near each pull box and stop valve control and in the space where the extinguishing agent cylinders are stored. If the storage cylinders are separate from the protected space, the instructions must also include a schematic diagram of the system and instructions detailing alternate methods of releasing the extinguishing agent should the local manual release or stop valve controls fail to operate. Each control valve to a distribution line must be marked to indicate the space served.

(b) An alarm for a fixed gas fire extinguishing system must be clearly and conspicuously marked “WHEN ALARM SOUNDS-VACATE AT ONCE. CARBON DIOXIDE BEING RELEASED”. Where a different extinguishing agent is installed, that agent shall be marked in place of “carbon dioxide.”

(c) Each distribution line valve of a fixed gas fire extinguishing system and the fire main, must be plainly, conspicuously, and permanently marked indicating the space served.

(d) An indicator for an automatic sprinkler system must be conspicuously marked in clearly legible letters “SPRINKLER ALARM”.

(e) An indicator for a fire detection and alarm system must be conspicuously marked in clearly legible letters “FIRE ALARM”.

(f) The control cabinets or spaces containing valves, manifolds or controls for the various fire extinguishing systems must be marked in conspicuous red letters at least 2 inches high: “[STEAM/CARBON DIOXIDE/CLEAN AGENT/FOAM/WATER SPRAY—as appropriate] FIRE APPARATUS.”.

(g) Each entrance to a space storing carbon dioxide cylinders, a space protected by carbon dioxide systems, or any space into which carbon dioxide might migrate must be conspicuously marked as follows:

(1) Spaces storing carbon dioxide—“CARBON DIOXIDE GAS CAN CAUSE INJURY OR DEATH. VENTILATE THE AREA BEFORE ENTERING. A HIGH CONCENTRATION CAN OCCUR IN THIS AREA AND CAN CAUSE SUFFOCATION.”.

(2) Spaces protected by carbon dioxide—“CARBON DIOXIDE GAS CAN CAUSE INJURY OR DEATH. WHEN ALARM OPERATES OR WINTERGREEN SCENT IS DETECTED, DO NOT ENTER UNTIL VENTILATED. LOCK OUT SYSTEM WHEN SERVICING.” The reference to wintergreen scent may be omitted for carbon dioxide systems not required to have odorizing units and not equipped with such units.

(3) Spaces into which carbon dioxide might migrate—“CARBON DIOXIDE GAS CAN CAUSE INJURY OR DEATH. DISCHARGE INTO NEARBY SPACE CAN COLLECT HERE. WHEN ALARM OPERATES OR WINTERGREEN SCENT IS DETECTED VACATE IMMEDIATELY.” The reference to wintergreen scent may be omitted for carbon dioxide systems not required to have odorizing units and not equipped with such units.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by USCG-2006-24797, 77 FR 33892, June 7, 2012; USCG-2012-0196, 81 FR 48300, July 22, 2016]

Among the provisions of the Ports and Waterways Safety Act of 1972 (PWSA) (33 USC 1221 et seq.) is an acknowledgment that increased supervision of port operations is necessary to prevent damage to structures in, on, or adjacent to the navigable waters of the United States, and to reduce the possibility of vessel or cargo loss, damage to life, property, and the marine environment. This statute, along with the traditional functions and powers of the Coast Guard to render aid and save property (14 USC 88(b)), is the basis for Coast Guard fire fighting activities. The Coast Guard has traditionally provided fire fighting equipment and training to protect the lives of Coast Guard personnel, its vessels, and property. Coast Guard and Auxiliary units are also called upon to assist in fighting major fires onboard other vessels and at waterfront facilities. Although the Coast Guard will help fight fires involving vessels or waterfront facilities, it is not a primary response capability. Local authorities are responsible for maintaining adequate fire fighting capabilities in U.S. ports and harbors. The Coast Guard renders assistance as time and resources are available, based on the level of personnel training and adequacy of equipment available for a specific situation at hand.

To avoid fire, the single most important consideration is prevention. During boat and equipment checks, all systems must be inspected including the fuel, oil system, and wiring. Crewmembers should check for abrasions, cracked wiring, loose connections, or pinholes in oil and fuel lines. Any discrepancy must be corrected at the time it is discovered.

The following are also good fire prevention measures for you to practice:

(01) Keep oil and grease out of bilges. (02) Identify and correct any sources of fuel or oil leaks. (03) Clean up any spilled fuel or lube oil immediately and properly dispose of it ashore. (04) Stow cleaning materials off the boat. (05) Keep all areas free of waste material. (06) Use proper containers for flammable liquids. (07) Be alert for suspicious odors and fumes, and vent all spaces thoroughly before starting engine(s).

This source of fire is often overlooked as a cause of fire aboard a boat. Many common materials are subject to this dangerous chemical reaction. A spontaneous ignition can easily occur aboard a boat when an oil or paint soaked rag is discarded in the corner of a compartment or engine room.

When an area is warm and there is no ventilation, oil on a rag begins to oxidize (to react chemically with the oxygen in the warm air around it). Oxidization is a natural process that produces heat. Heat produced by oxidization causes any remaining oil to oxidize even faster and produce still more heat.

Since heat is not drawn away by ventilation, it builds up around a rag and causes it to get hot enough to burst into flames, after which it can ignite any nearby flammable substances and start a major fire. All of this occurs without any additional or outside source of heat. In this case, fire prevention is a matter of good housekeeping. Cleaning rags and waste should be stored in closed or sealed metal containers and discarded as soon as possible.

Engine rooms are particularly vulnerable to electrical, fuel, and oil fires. There are several ways that engine room fires can readily start. Water spraying from ruptured seawater lines can cause severe short-circuiting and arcing in electric motors (alternators), electrical panels, and other exposed electrical equipment. This, in turn, can ignite insulation and nearby combustible materials. Even more serious than leaking seawater lines are ruptured fuel and oil lines near electrical equipment. All crewmembers must constantly monitor these lines for leaks.

The electrical system can short and cause a fire. These fires are typically small and easily controlled with either carbon dioxide (CO2) or dry chemical (PKP) extinguishers.

If fittings leak, fuel can drip onto a hot manifold and ignite. This situation could continue unnoticed for some time, allowing a major fire to develop when a manifold finally gets hot enough to ignite all leaked fuel.

This line, if leaking or ruptured, will allow lube oil to spill onto a hot engine. As the burning lube oil collects on and around an engine, the engine’s fuel supply line would probably be burned through. This would provide a fire with a continuous fuel supply, even after engines have been shut down. Fuel continuing to spill into the bilges, fires can spread and block access to the engine compartment, eventually leading to the development of a major fire.

Fire occurs in bilge areas because of fuel or oil accumulation. Most often, oil or gas leaks into bilges from an undetected break in a fuel or lube oil line. The oil vaporizes, and flammable vapors build up in and around bilge areas. Once these vapors are mixed with air in the right proportions, a spark can ignite them and cause a fire or explosion. Bilge fires can move very quickly around machinery and piping and are not easily controlled. They are more difficult to extinguish than most other types of engine room fires. Bilge areas should be watched closely. Oil in a bilge nearly always indicates a leak, and all fuel and lube oil lines should be checked until the leak is found. An explosion is a common accident for boats when bilges are not properly ventilated before starting engines. A spark from “turning the key” can instantly ignite the trapped gas creating a potentially deadly explosion.

With properly insulated and wired equipment, electricity is a safe and convenient source of power. However, when electrical equipment exceeds its useful life, is misused, or is improperly wired, it can convert electrical energy to heat. Equipment then becomes a source of ignition and a “fire hazard.” For this reason, electrical equipment must be installed, maintained, tested, and repaired in strict accordance with published regulations.

NOTE

All work on electrical equipment must be completed by qualified personnel.

Standard residential or industrial electrical equipment does not last very long at sea. The salt air causes “corrosion,” the boat’s vibration breaks down the equipment, and a steel hull can cause erratic operation or a shorted circuit. As a result, equipment or its wiring may overheat or arc, causing a fire when flammable materials are located nearby. For this reason, only approved replacement parts and equipment should be installed aboard boats. Given proper maintenance, these parts and equipment are designed to withstand the strenuous conditions encountered at sea.

Insulation on electrical wiring will not last forever. With age and use, it can become brittle and crack. It may be rubbed (chafed) through or broken by abuse or by the vibration of a boat. Once insulation is broken, bare wires may be exposed and are dangerous. A single exposed wire can arc to any metal object. If multiple wires are exposed, they can touch each other and cause a short circuit. Either condition could produce enough heat to ignite insulation on wiring or some other flammable material nearby. Replacing wires that have faulty or worn insulation can prevent this type of fire. Install only fuses and circuit breakers of the proper size for their circuits. When a fuse or circuit breaker in a particular circuit is too large, a circuit will not “break” when overloaded. Instead, increased current will continue, a circuit will overheat, and eventually insulation will burn and may ignite other combustible material in the vicinity.

“Rigging” of electrical panels to serve additional equipment is a dangerous practice. Wiring in every electrical circuit is designed to carry a specified maximum load. When circuit wiring is overloaded with too many pieces of operating equipment, in addition to possibly damaging the equipment, it can overheat and burn its insulation. Hot wiring can also ignite flammable materials in surrounding areas.

Faulty electric motors are major causes of fire. Problems may result when a motor is not properly maintained or when it exceeds its useful life. A motor requires regular inspection, testing, lubrication, and cleaning. Sparks and arcing can result if a winding becomes short-circuited or grounded or if the brushes do not operate smoothly. If a spark or an arc is strong enough, it can ignite nearby combustible material. Lack of lubrication may cause the motor bearings to overheat, with the same result.

When batteries are charging, they emit hydrogen, a highly flammable gas that is potentially explosive. Hydrogen is lighter than air and will rise as it is produced. If sufficient ventilation is not available at the highest point above where a battery is being charged, hydrogen will collect at the overhead. Then, any source of ignition will cause an explosion and fire. Battery gases are highly explosive. Never smoke around a battery and never disconnect, change out, or perform maintenance on a battery until the surrounding space has been thoroughly ventilated.

Fire is a chemical reaction known as combustion. It is defined as a state, process, or instance of combustion in which fuel or other material is ignited and combined with oxygen, giving off light, heat, and flame.

A theory has been developed to explain fire combustion and extinguishment. This theory can be represented by a 4-sided geometric figure, a tetrahedron (Figure 5-11). The base of this figure represents a chemical reaction. The 3 standing sides of the figure represent heat, oxygen, and fuel. Removing one or more of the 4 sides will make a tetrahedron incomplete and cause a fire to be extinguished.

[Illustration in the handbook: Figure 5-11 — Fire Tetrahedron]

The following are the four classes of fires:

(01) Class A, (02) Class B, (03) Class C, (04) Class D.

A Class A fire involves common combustible materials. Fuel sources within this class include wood and wood-based materials, cloth, paper, rubber, and certain plastics.

A Class B fire involves flammable or combustible liquids, flammable gases, greases, and similar products. Fuel sources within this class include petroleum products.

A Class C fire involves energized electrical equipment, conductors, or appliances.

A Class D fire involves combustible metals. Fuel sources within this class include sodium, potassium, magnesium, and titanium.

A fire hose is a basic fire fighting tool. Although taken for granted, hoses are highly developed tools that must be properly used and maintained. A standard fire hose is a double-jacketed, cotton or nylon-impregnated, rubber-lined, orange hose. It comes in 2 common diameters, 1½-inch or 2½- inch, and is produced in standard lengths of 50 feet. In some cases, a fire hose on smaller boats must be shorter than the standard length because of limited space. In many cases the fire hoses available on boats are a bit different than the standard double-jacketed, cotton or nylon-impregnated, rubber-lined, hose you see fire fighters using. It is a double jacketed, soft, nitrile rubber covered hose. The fire hose is used in conjunction with a dewatering pump and provides limited fire fighting capability. A charged hose has considerable force. Ensure it is properly manned at all times to prevent it from swinging out of control.

Before using a fire hose, several safety checks must be performed. These checks may seem needlessly time-consuming at a fire scene. Nonetheless, they must be performed to prevent a malfunction in a hose system that could cause even more time to be lost. The following checks should be performed:

(01) Make certain all hose connections are tight and a hose is free of kinks and twists. (02) Ensure the bail on a nozzle is closed before a hose is charged. (03) Never lay a hose on an excessively hot deck. (04) Be sure there are enough people available to control a fire hose before charging it. Never leave a charged hose unattended.

A minimum of two people is recommended to control a 1½-inch hose.

A fire hose has brass or metal fittings, known as male and female couplings at its ends. This allows one hose to be attached to another or to a fitting. A female coupling connects to a boat’s fire main or portable pump. A male coupling connects to a nozzle or to a female coupling on another length of hose. To connect lengths of fire hose, crewmembers take half a turn to the left on the female coupling to set the threads and then turn to the right until the connection is tight. Fittings should be hand tight.

[Illustration in the handbook: Figure 5-12 — Fire Fighting Hose with male and female couplings]

Spanner wrenches are very important when working with fire hoses. As mentioned before, when connecting fire hoses to fittings or another hose, connections should be hand tight, allowing for an easy disconnect. Sometimes tightening connections only hand tight is not enough. This is where a spanner wrench helps out. Spanner wrenches are also useful if a fire hose is unable to be disconnected from a connection because it has been put on too tight. A spanner wrench is adjustable so that is can be used with all standard sizes of fire hoses. A range of adjustment is indicated on the handle of a wrench. A curved tip on the working end of a wrench is made to fit all notches in a coupling.

Spanner wrench safety precautions are as follows:

(01) As with using any wrench, be careful not to get fingers or other objects caught between the wrench and the coupling. (02) Ensure the working end of the wrench is in the notch before applying heavy pressure.

On properly maintained hoses, connections may be effectively tightened by hand. However, if there is water leakage at a connection, a spanner wrench (Figure 5-13) may be used. Once a wrench is adjusted, the tip of a wrench is inserted into the notch and the wrench handle pulled to the right.

[Illustration in the handbook: Figure 5-13 — Spanner Wrench]

The vari-nozzle can be used for fighting all classes of fires. In the fog position, it can also be used for personnel protection by creating a shield of water spray. A Navy vari-nozzle is fitted with a pistol grip handle on the underside of the nozzle and a two-position bail handle on the top that operates the nozzle. The vari-nozzle’s spray pattern is adjusted by rotating the variable pattern tip and can range from a 90 wide-angle spray to a narrow straight stream as well as intermediate patterns between these extremes.

This nozzle (Figure 5-14) is used with AFFF for extinguishing Class B fires.

[Illustration in the handbook: Figure 5-14 — Vari-Nozzle]

The CG-P6 portable dewatering pump with attached fire fighting hose and nozzle is used to suppress fire aboard vessels. Coast Guard personnel shall not engage in independent fire fighting operations, except to save a life or in the early stages of a fire to avert a significant threat without undue risk.

The CG-P6 portable dewatering pump with fire fighting hose and nozzle is operated by a minimum of two boat crew members; one to operate/monitor CG-P6 and one to control and direct the hose and nozzle. Coast Guard personnel shall not engage in independent fire fighting operations except to save life, or in the early stages of a fire to prevent a significant threat without undue risk. See Reference (m) for additional policy guidance.

The CG-P6 portable dewatering pump consists of a 6 ½ horsepower, 4-cycle gasoline driven engine with a rated output of 250 gallons of water per minute at a 12-foot suction lift. Under load this pump will operate for approximately 4 to 5 hours on a full tank of gasoline. Refer to Chapter 5, Section B.13 for procedures on operating the CG-P6 Portable Dewatering Pump.

A 50-foot fire fighting hose (Figure 5-15) with a 1 ½-inch male coupling (attached to nozzle) and 1 ½-inch female coupling (attached to black outlet adapter) that is connected to the CG-P6.

[Illustration in the handbook: Figure 5-15 — Fire Fighting Hose]

A 1 ½-inch fire fighting nozzle (Figure 5-16) is attached to one end of the 50- foot fire fighting hose. The nozzle has a rated output of 75 gallons per minute (GPM).

[Illustration in the handbook: Figure 5-16 — Fire Fighting Nozzle]

A 6-foot by 3-inch suction hose (Figure 5-17) for connecting the CG-P6 to an installed standpipe is available on certain boat types (e.g., MLB, RB-M).

[Illustration in the handbook: Figure 5-17 — Suction Hose]

A 3-inch color-coded coupling (Figure 5-18) attached to the discharge outlet of the CG-P6 to allow the attachment of the 50-foot fire fighting hose.

[Illustration in the handbook: Figure 5-18 — Color-Coded Coupling]

All crewmembers should become familiar with these instructions and practice operating the CG-P6 with fire fighting hose and nozzle attached. The following procedures outline the basic steps for setting up and operating the CG-P6 pump with fire fighting hose and nozzle attachments (Figure 5-19).

NOTE

Refer to the manufacturer instructions for specific information on pump operation and maintenance. Breathing exhaust fumes can be dangerous. Do not attempt to start or operate a pump while it is in a container. Once a pump is started, ensure sufficient ventilation is present to allow exhaust gases to dissipate into the atmosphere. Do not operate a drop pump below deck.

[Illustration in the handbook: Figure 5-19 — CG-P6 Pump With Fire fighting Hose and Nozzle Attachments]

Perform the following procedures for securing:

NOTE

Securing for storage refer to Chapter 5, Section B.13.c.2. Securing for Storage.

Extinguishing agents put out fires by breaking one or more of the four elements of a fire tetrahedron. They work by cooling, smothering, chain breaking, or by a process called oxygen dilution.

(01) Cooling reduces the temperature of a fuel source below the fuel’s ignition point. (02) Smothering separates a fuel source from its oxygen supply. (03) Chain breaking disrupts the chemical process necessary to sustain a fire. The element of a chain that is broken depends upon the class of fire and the type of extinguishing agent used. (04) Oxygen dilution is a smothering process that reduces the amount of oxygen available to a level below that required to sustain combustion.

The different fire classes, the fuel source for each class, the type of extinguishing agent for each class, and the primary effect of each agent are described as follows:

Onboard some boats, water for fire fighting comes from a portable dewatering/fire pump. Some boats have a built-in fire pump through the fire main and hose system or from portable fire pumps. Water is applied to a fire using one of three ways:

(01) Straight stream, (02) Narrow fog (30°), (03) Wide fog (90-110°).

A straight stream of water is used when long reach and penetrating power are critical.

On Class A fires, its primary purpose is to break up burning material and to penetrate the base of a flame. Therefore, a straight stream must be directed at the base of flames in a Class A fire.

A straight stream of water is not effective for extinguishing Class B fires. It can cause a violent fire reaction if a water stream atomizes fuel into the air causing an increased surface area. It could also splash the burning liquids spreading the fire to different areas.

A straight stream of water should not be used on a Class C fire because it is a conductor of electricity. Electric current could travel back through a stream of water and be hazardous to a fire fighting team.

A straight stream can also be used on Class D fires for cooling and to wash burning materials over the side.

Use of narrow fog is also an effective method of extinguishing fires.

Narrow fog is more useful than a straight stream on Class A fires. One reason is that narrow fog can cool a much wider surface than a stream and, consequently, it can absorb more heat. Additionally, as fog comes into contact with any surface heated by fire, it becomes steam. Steam provides a secondary smothering effect that further aids in extinguishing the fire.

Because of the cooling qualities of finely divided water particles, narrow fog is a successful extinguishing agent on Class B fires. Narrow fog should be used on flammable liquids only when AFFF is not available.

When water is broken into small particles (nozzle fog patterns), there is little danger of its carrying electric current making narrow or wide fog safe to use on Class C fires. However, the nozzles should be operated at least four feet from a fire source.

Water is the recommended agent for Class D fires when applied in quantity as fog patterns. When water is applied to burning Class D materials, there may be small explosions. The firefighter should apply water from a safe distance or from behind suitable shelter. Class D materials will continue burning until the material is completely consumed, but cooling streams of water can control the burn. However, efforts should be directed at jettisoning or washing the materials over the side to avoid accumulating fire-fighting water inside the vessel. Water fog can also be used to protect fire fighters from excessive heat. Nozzles can pose an electrical shock hazard to fire fighters. If a nozzle or solid stream accidentally contacts electrical equipment or circuits, an electrical charge may be conducted back to the nozzle operator and cause injury.

Wide fog is applied with a vari-nozzle. Wide fog is a pressurized spray less powerful than narrow fog. Because wide fog covers more area than narrow fog, it may be used most effectively when it is possible to get right up next to the fire. Wide water fog can also provide a heat shield by forming a screen of water droplets between a firefighter and the fire. When fire fighters are properly clothed and hose lines have vari-nozzles, it is not necessary to use low-velocity water for personal protection. Fog streams used improperly can injure personnel. The fog screen from narrow fog can obscure a nozzleman’s visibility. This is extremely important to remember when no opening exists in the compartment or passageway other than the opening through which the nozzle is being advanced. In spaces with only one opening, heat and smoke can blow back or burst through or around a fog curtain. When circumstances require entering a compartment or passageway that has only one opening, short bursts of solid stream or fog should be directed toward the overhead to knock down the flames. Using water as an extinguishing agent adds water and weight to a vessel. This can cause the vessel to become unstable. Normally, the water will be removed (dewatered) after the fire has been extinguished. However, to maintain stability and decrease the threat to the crew, the vessel should be dewatered as soon as possible.

Water can be effective on all classes of fire, when properly applied for the situation. However, it is most effective for Class A fires. It is recommended for use in Class D (combustible metals) fires for its cooling effect and ability to wash the material away.

While the high velocity and low velocity fogs described above are effective, it is important to remember that the limited fire fighting capability on most boats requires some adaptation to ensure a fog is applied. Since a fog stream is essentially a stream of water that has been broken up into smaller droplets, you can use the equipment available to achieve this. It could be as simple as splitting the water flow by hitting a rung on a ladder or by deflecting the stream off a bulkhead or deck.

Foam is a blanket of bubbles that extinguishes a fire mainly by smothering. The bubbles are formed by mixing water, air, and a foam-producing agent called foam concentrate. The mixture of water, air, and foam concentrate becomes foam solution. When using foam, the entire surface of a flame must be covered, otherwise uncovered areas will continue to burn. One gallon of liquid foam concentrate will produce approximately 133 gallons of foam solution. The contents of one 5-gallon can of liquid foam will last about 1½ minutes and will produce about 660 gallons of foam solution. Foam may be used against Class C fires in an emergency and as a last resort. AFFF concentrate separates at temperatures below 35 °F. This does not affect its usefulness provided the can is shook to re-mix components before use.

Foam is effective against Class B fires. Foam solution is lighter than the lightest of flammable liquids. When applied to burning liquids, it floats on the surface and prevents oxygen from reaching the fuel source. In addition, the water content of foam provides a cooling effect on the fire. Once the fire is out, a layer of foam should be maintained over the flammable liquid to ensure the fire stays extinguished.

Chemical agents can be very effective fire fighting tools. However, they can be ineffective and sometimes dangerous if they are not used properly. Learning the proper use of each chemical agent, including its advantages and disadvantages, before using it to fight a fire is essential. Two chemical agents are discussed below:

(01) Carbon dioxide (CO2). (02) Dry Chemical /Potassium bicarbonate (PKP).

CO2 is a colorless gas about 50 percent heavier than air. When released from its container, the gas expands to 450 times its stored volume and smothers a fire by temporarily removing the oxygen. Because it is a non-conductor of electricity, CO2 is the primary agent for class C fires. CO2 should never be used alone to fight a major fire.

CO2 is effective on small class A, B, and C fires. It has a very limited cooling capacity and does not permanently remove oxygen from a fuel source. Therefore, CO2 is only effective in knocking down flames. Unless CO2 is used continuously until all flames are extinguished, the fire could re-ignite (re-flash). In fact, the likelihood of a re-flash is greater when CO2 is used against a fire than any other type of agent. A continuous discharge of CO2 from a fully charged 10-pound extinguisher will last approximately 40 to 45 seconds. The effective range for the portable CO2 extinguisher is approximately 5 feet. A distance of more than 5 feet may cause the CO2 to mix with the air and become ineffective.

CO2 gas is not a conductor of electricity. However, when discharging the CO2, static electricity may build up in the horn. This could be quite dangerous when extinguishing a fire where explosive gases are present. The cylinder should always be kept grounded to the deck when discharging to prevent static charge buildup. CO2 is most effective in closed spaces away from the effects of strong winds. The following are the operating procedures (Figure 5-20) for the CO2 extinguisher:

CO2 is extremely cold when discharged. The rapid expansion of the gas creates a “snow” that can “burn” or raise blisters if it comes in contact with bare skin. Keep hands on the insulated horn handle when using the CO2 extinguisher.

[Illustration in the handbook: Figure 5-20 — Operating the CO2 Extinguisher]

PKP is also known as purple K powder. The ingredients used in PKP are non- toxic. When PKP is applied, a dense cloud is formed in the combustion area that limits the amount of heat that can be radiated back to the heart of the fire. Fewer fuel vapors are produced due to the reduced radiant heat. The dry chemical PKP extinguishes flames by breaking the combustion chain. Dry Chemical/ PKP, like CO2, should never be used alone against a major fire for it presents the same hazard of a re-flash as CO2.

Dry chemical extinguishers do not have cooling capability. PKP may be effective as a temporary measure for extinguishing a flame, but it dissipates rapidly. Therefore, all hot spots must be cooled to prevent re-ignition. It is effective to some degree on all types of fires, but is particularly effective when used against burning liquids. By first extinguishing a burning liquid with PKP and then laying down a blanket of AFFF to prevent re-flash, dealing with a Class B fire is very effective. Most dry chemical/PKP extinguishers have an effective range of 10-12 feet and will last between 8-20 seconds in continuous use.

The dry chemical or powder contained in these portable containers is expelled by either a gas cartridge or by stored pressure within the container. The following are the procedures (Figure 5-21) for using this type of extinguisher:

[Illustration in the handbook: Figure 5-21 — Dry Chemical Extinguisher]

A fire suppression system is used for extinguishing fires in the engine room where Class B and C fires occur.

There are several types of fixed fire extinguishing systems used aboard various boat platforms, to include: CO2, Halon, FM-200, HFC-227, and FE- 241. These systems are to be used only in emergency situations to control a fire in the engine room space. Refer to specific boat platform Operator’s Handbook for detailed procedures on system use. Ensure all personnel have evacuated the Engine Room before activating the fire suppression system. Activating the system with personnel in the space can result in injury or death.

Section G. Fire Fighting Procedures

The following paragraphs will explain some safety precautions that must be observed when fighting fire as well as some tactical procedures to follow. This section contains the following information:

Fire Fighting is not a primary mission of the Coast Guard. Because of the limited capability, all fire fighting activities should be limited to only those in accordance with Section 4.4.2.2 of Reference (j). Section 4.4.2.2 states that Coast Guard personnel shall not engage in independent fire fighting operations except to save life, or in the early stages of a fire to prevent a significant threat without undue risk. It also states that for fire fighting activities involving commercial vessels and waterfront facilities, Coast Guard personnel shall not actively engage in fire fighting except in support of a regular fire fighting agency under the supervision of a qualified fire officer. A qualified fire officer is a person who has been trained and certified, under National Fire Protection Association guidelines, to take command of fire fighting operations. A boat crew is faced with several responsibilities and decisions when a vessel or waterfront fire occurs. Decisions made may affect lives, millions of dollars in property, and the free flow of maritime commerce. When determining a unit¶s assistance posture, the following should be considered:

(01) Level of the threat of fire. (02) Jurisdictions involved. (03) Capabilities of local fire departments. (04) Availability and capability of Coast Guard equipment. (05) Level of training.

Coast Guard personnel engaged in fire fighting operations must be properly trained and equipped for the task they are assigned. Therefore, the level of Coast Guard involvement is dependent upon available leadership, experience, training, and equipment. Coast Guard planning and training efforts must be integrated with those of other responsible agencies, particularly local fire departments and port authorities. This is especially important for fires on large vessels and shore structures. COTPs work closely with municipal fire departments, vessel and facility owners and operators, mutual aid groups, and other interested organizations. COTPs have developed a fire fighting contingency plan that addresses fire fighting in each port in the COTP zone.

Fire fighting can be very hazardous to anyone involved. Personnel must always be alert and aware of their actions and decisions to avoid being injured or incapacitated. Losing the services of any crewmember may keep a boat crew from preventing other injuries, loss of life, or loss of property. Refer to Reference (h) for a discussion of risk assessment and risk management.

Shipboard and waterfront fires frequently involve toxic or chemical hazards for fire fighters. These hazards may be the source of the fire or produced as a by-product of fire. Therefore, caution must always be exercised before attempting to fight any type of fire. Requesting trained assistance before becoming involved in fighting a fire of unknown material would be prudent. Many salvage companies operate over a wide geographic area. Thus, these companies can respond more quickly to these situations. In addition, they employ marine chemists who can obtain temperature readings, check for the presence and concentrations of gases, and can provide information to fire fighting forces about chemical hazards they may encounter during response activities.

Coxswains must always keep their boats well clear of smoke plumes rising from a fire because they greatly reduce visibility and can pose a health hazard. Smoke is a visible product of fire and carries water vapor, acids, and other chemicals produced by fire and can be irritating or toxic when inhaled. A smoke plume is made of suspended particles of carbon and other unburned substances. These products of combustion are released into the atmosphere and travel downwind.

As a plume expands downwind and outward from a fire, toxic products will be less concentrated. The more toxic a product is, the larger the unsafe area will be, both downwind and to the sides of a plume. The decision to set a perimeter upwind of a toxic smoke or fire plume must be considered and executed when prudent. Individuals who remain a safe distance upwind should not be affected by unseen dangers of a smoke plume. Generally speaking, remaining upwind of the fire provides a safe area away from toxic hazards that are released in a fire plume.

Other decisions, such as determining a safe distance from a plume of smoke, should be made and constantly re-evaluated as an incident develops. Any change in weather conditions could dictate a need to increase the initial size of a perimeter. A crewmember is considered to be in a danger zone if a smoke plume is visible and radiant heat is felt.

Smoke plumes also have other factors that must be considered such as the behaviour of gases or vapors that extend beyond a perimeter of visible smoke and fire. Burning plastics and rubber products produce gases, heat, flame, and smoke. These by-products may contain elements of a toxic or lethal nature. There are many other products of combustion that are dangerous and can be lethal under certain conditions.

When a boat crew becomes involved in fire fighting operations, the situation will typically be one that fosters a great sense of urgency to extinguish a fire as rapidly as possible. All members of a boat crew must remember that haste and lack of a coordinated effort by boat crewmembers can recklessly endanger a boat and all crewmembers.

A coxswain must brief crewmembers before arriving at the scene of a fire. This briefing details each crewmember’s assignments and emphasizes safety. Crewmembers are responsible for all duties assigned and must request clarification from the coxswain if they do not clearly understand the tasks assigned. They must break out all necessary gear. All personnel must don battle dress before arriving on scene. Battle dress means that everyone will button their collars, roll their sleeves down, wear gloves (if available), and ensure pants are bloused or tucked into their socks. The coxswain is responsible for inspecting all other crewmembers and making certain that battle dress has been donned.

The following are procedures initially performed when responding to a fire:

These procedures are to be taken before attacking the fire, remembering that life comes before property. If there are no survivors or those recovered are in good physical condition and have been evacuated to a safe place, the next step is evaluating the fire. If the risk of explosion is not certain, back off a safe distance and establish a safety zone. Do not attempt to fight the fire. A crewmember’s decision regarding his or her role in the overall situation must be constantly reexamined.

The coxswain and crew must evaluate the following elements of the situation:

[Illustration in the handbook: Figure 5-22 — Approaching a Boat on Fire]

Danger will still exist even after a fire is believed to be extinguished. The process of overhauling the fire is done to avoid fire re-flash as follows:

extinguishers:

(01) Immediately upon discovering a fire, sound an alarm and summon help. Never try to fight a fire alone. Always call for help first. (02) Never pass a fire to get to an extinguisher. (03) If it is necessary to enter a compartment to combat a fire, keep an escape path open. Never let a fire block a door, hatch, or scuttle. Stay low. (04) If extinguishing a fire within a compartment with a portable fire extinguisher fails, get out. Then close the door, hatch, or scuttle to confine the fire.

An attack should be started immediately to gain control and to prevent extension of a fire to other areas of a boat. An attack will be either direct or indirect, depending on the fire situation. Both methods are efficient when properly employed.

A direct attack may be used if a fire is small and has not gained headway. For a direct attack, crewmembers advance to the immediate area of a fire and apply extinguishing agent directly on the fire. Once a fire has gained headway, an indirect attack should be used.

An indirect attack is best when it is impossible for crewmembers to reach a fire. Generally, this is in the lower portions of a boat, such as the engine room and bilge areas. The success of an indirect attack depends on completely containing a fire. Every possible avenue a fire may travel must be cut off by closing doors, hatches, and scuttles and by securing all ventilation systems.

Every fire will quickly spread to new sources of fuel or oxygen if they are available. However, the path through which a particular fire extends will depend on the location of a fire and the construction of surrounding spaces. These factors must be considered when fighting a fire. In addition, fuel and other combustible products will affect fire fighting operations. For these reasons, no fire can be fought routinely, and all fires must be fought systematically. The following procedures should be part of every fire fighting operation: Never fight a fire, however small it may seem, until an alarm has been sounded. Once a fire gains intensity, it spreads swiftly.

Use the following procedures when battling a fire on an Auxiliary boat:

The possibility of burned hands and/or a singed face can be expected if someone must open a hatch to discharge a portable extinguisher. As the fresh air enters the compartment, it will feed the fire, and cause it to “blow up.” The best method of opening a hatch is to stand to the hinged side of the hatch. Then while wearing gloves or using something other than bare hands, the hatch can be pulled open. If the boat has a closed engine compartment, no fixed system, and is equipped with an access hole/plug (Figure 5-23), a portable extinguisher may be discharged through this hole.

[Illustration in the handbook: Figure 5-23 — Access Hole/Plug for Extinguishing the Engine Compartment]

Use the following procedures when battling a fire aboard other boats to effect rescue of personnel:

Under the following circumstances, a fire may be considered to be under control:

(01) Extinguishing agent is being applied to a fire and has effectively begun to cool it down. (02) The main body of a fire (base) has been darkened. At this point, a fire cannot generate enough heat to involve nearby combustible materials. (03) All possible routes of fire extension have been examined and found safe or protected.

Before a fire can be declared completely out, ensure the following actions have taken place:

(01) A thorough examination of the immediate fire area has been conducted. (02) A complete overhaul of all burned material has been accomplished. (03) A re-flash watch has been set. (04) All fire fighting equipment has been restowed with the exception of what is being used for the re-flash watch. (05) A damage control check has been performed. (06) All crewmembers have been accounted for.

When possible, these activities should be conducted by local fire fighting professionals

Crewmembers should not panic and hastily abandon a boat even when a fire is severe. Instead, they should stay calm while using equipment and training to combat the fire. Abandoning the boat should only be considered as a last resort once all available options for extinguishing the fire have been attempted. Aggressive and proficient fire fighting is normally a preferred alternative to abandoning a boat, however, crewmembers should not hesitate to abandon the boat if the following conditions exist:

(01) Becoming trapped by the flames. (02) There is no longer the equipment to fight the fire. (03) An explosion is likely (flames by the fuel tanks). (04) Similar life threatening situations are apparent.

If able, the coxswain should inform OPCON of location and any other pertinent information. Make sure that:

(01) Distress call has been initiated. (02) All personnel are wearing life jackets. (03) Life raft or dinghy is put over, if available. (04) Portable radio is taken. (05) Extra signaling gear is taken.