1、Copyright 2015 National Fire Protection Association. All Rights Reserved.NFPA1405Guide forLand-Based Fire Departments That Respond to Marine Vessel Fires2016 EditionThis edition of NFPA 1405, Guide forLand-Based Fire DepartmentsThat Respond to MarineVesselFires, was prepared by the Technical Committ
2、ee on Fire Service Training. It was issued by theStandards Council on January 28, 2015, with an effective date of February 17, 2015, andsupersedes all previous editions.This edition of NFPA 1405 was approved as an American National Standard on February 17,2015.Origin and Development of NFPA 1405This
3、 guide was developed in response to a recognized need in the area of fire fightertraining. Marine vessel fires constitute one of the greatest challenges that structural fire fight-ers can face. The Technical Committee on Fire Service Training helped to establish a subcom-mittee of experts on the sub
4、ject of shipboard fire fighting. The results of the subcommitteesefforts were contained in the first edition of NFPA 1405 in 1990.The 1996 edition contained some minor updates to the original edition.The 2001 edition contained additional updates to the original edition, including materialabout respo
5、nder safety, vessel familiarity, vessel detection systems, incident command consid-erations, and a reminder that every vessel response should be treated initially as a hazardousmaterials incident. Some material from Appendix A was moved into a new Appendix B, Pre-Fire Survey Guide, to provide more v
6、isibility for this important sample survey.The 2006 edition contained editorial changes and included the addition of the new Inter-national Maritime Organization (IMO) Graphical Symbols for Shipboard Fire Control Plans.This edition also featured technical changes related to definitions, vessel stabi
7、lity, and draftmarks.The title of the 2011 edition was changed from Guide for Land-Based Fire Fighters Who Re-spond to Marine Vessel Fires to Guide for Land-Based Fire Departments That Respond to Marine VesselFires to eliminate confusion with NFPA 1005, Standard for Professional Qualifications for M
8、arineFire Fighting for Land-Based Fire Fighters.The 2016 edition was revised to internationalize the terminology within the document. Achapter on legal issues (Chapter 17) was deleted.14051NFPA and National Fire Protection Association are registered trademarks of the National Fire Protection Associa
9、tion, Quincy, Massachusetts 02169.Technical Committee on Fire Service TrainingKenneth W. Richards, Jr., ChairOld Mystic Fire Department, CT EWesley E. Barbour, CrossBar International LLC, NY SEDavid M. Britton, Hilton Head Island Fire a tilt.3.3.59 LNG. Liquefied natural gas.3.3.60 LP Gas. Liquefied
10、 petroleum gas.3.3.61 Master. The captain of a merchant ship.3.3.62 Mate. A deck officer on a merchant ship ranking be-low the master.3.3.62.1 Chief Mate. The deck officer immediately respon-sible to the vessels master.3.3.63 MCC. Motor control center.3.3.64* Mooring. (1) Equipment, such as anchors,
11、 chains, orlines, for holding fast a vessel. (2) The act of securing a vessel.(3) A location at which a vessel can be moored. (4) Any loca-tion where a boat is wet-stored or berthed.3.3.65 MSO. Marine safety officer.3.3.66 NIMS. U.S. National Incident Management System ornational/regional equivalent
12、.3.3.67 NOAA. U.S. National Oceanic and Atmospheric Ad-ministration or national/regional equivalent.3.3.68 NWS. U.S. National Weather Service or national/regional equivalent.3.3.69 OCMI. Officer in charge of maritime inspection.3.3.70 Overhaul. The process of final extinguishment afterthe main body
13、of a fire has been controlled and all traces offire have been extinguished.3.3.71 Overhead. The vessel equivalent of a ceiling.3.3.72 Passageway. A corridor or hallway.3.3.73 PFD. Personal flotation device.3.3.74 Platform. (1) Any flat-topped vessel, such as a barge,capable of providing a working ar
14、ea for personnel or vehicles.(2) A partial deck in the machinery space.3.3.75 Port Side. The left-hand side of a ship when facingforward.3.3.76 RIC. Rapid intervention crew.3.3.77 Riser. A pipe leading from the fire main to the firestation (hydrants) on upper deck levels.3.3.78 Roll-On/Roll-Off (Ro/
15、Ro). A form of cargo handlingutilizing a vessel designed to load or unload cargo that rolls,such as automobiles or tractor trailer units.14057DEFINITIONS2016 Edition3.3.79 Sagging. Straining of the ship that tends to make themiddle portion lower than the bow and stern.3.3.80 Sail Area. The area of t
16、he ship that is above the water-line and that is subject to the effects of wind, particularly acrosswind on the broad side of a ship.3.3.81 SCBA. Self-contained breathing apparatus.3.3.82 Scupper. An opening in the side of a vessel throughwhich rain, sea, or fire-fighting water is discharged.3.3.83
17、SDS. Safety data sheet.3.3.84 Shaft Alley. A narrow, watertight compartmentthrough which the propeller shaft passes from the aft engineroom bulkhead to the propeller.3.3.85 Shaftway. A tunnel or alleyway through which thedrive shaft or rudder shaft passes.3.3.86 SOLAS. The International Convention f
18、or the Safetyof Life at Sea.3.3.87 Starboard Side. The right-hand side of a ship as onefaces forward.3.3.88 Stern. The after end of a boat or vessel.3.3.89 Stevedore. A person employed for the loading and un-loading of ships, sometimes called a longshoreman.3.3.90 Superstructure. An enclosed structu
19、re above the maindeck that extends from one side of the vessel to the other.3.3.91 Tank Top. The lowest deck, top plate of the bottomtanks.3.3.92 Terminal. Either end of a carrier line having facilitiesfor the handling of freight and passengers.3.3.92.1 Break Bulk Terminal. A terminal where commodi-
20、ties packaged in bags, drums, cartons, and crates are com-monly, but not always, palletized and loaded and unloaded.3.3.92.2 Bulk Terminal. A terminal where unpackagedcommodities carried in the holds and tanks of cargo vesselsand tankers and generally transferred by such means asconveyors, clamshell
21、s, and pipelines are handled.3.3.92.3 Car Terminal. A terminal where automobiles arethe commodity handled.3.3.92.4 Container Terminal. A terminal that is designed tohandle containers that are carried by truck or rail carwhere transported over land.3.3.92.5 Dry Bulk Terminal. A terminal equipped toha
22、ndle dry goods that are stored in tanks and holds on thevessel.3.3.93 Tides. The periodic variation in the surface depth ofthe oceans, and of bays, gulfs, inlets, and tidal regions of rivers,caused by the gravitational pull of the sun and moon.3.3.94 Towboat. A powerful, small vessel designed for pu
23、sh-ing larger vessels.3.3.95 Tug. A powerful, small vessel designed for towinglarger vessels.3.3.96 ULCC. Ultra-large crude carrier.3.3.97 Ullage Hole. An opening in a tank hatch that allowsmeasuring of liquid cargo.3.3.98 USCG. United States Coast Guard or national/regionalequivalent.3.3.99 Vertica
24、l Zone. The area of a vessel between adjacentbulkheads.3.3.100 Watertight Door. A door that is designed to keep wa-ter out.3.3.101 Winch. A stationary, motor-driven hoisting machinehaving a drum around which a rope or chain winds as the loadis lifted.3.3.102 Zone Boundary. A structural component des
25、igned tocontain flooding or fire to a specified space within a vessel.Chapter 4 Marine Environment4.1 Introduction. The marine environment presents manyunique challenges. It is very important that these challengesare identified and preplanned in order to have a successfuloutcome. This chapter descri
26、bes the elements of the physicalmarine environment that can be encountered by those in-volved in managing a fire aboard a vessel. An understanding ofthese elements is necessary to plan for the changing condi-tions that occur during a vessel fire. Local sources of expertisethat are available to provi
27、de specific information on the ma-rine environment should be identified during the planningstages.4.2 Tides and Currents. Tides and currents are critical to thefire officer, since they produce vertical and horizontal move-ment of the vessel. Equipment, such as hoses and ladders, thatis attached to t
28、he vessel, as well as “drafting” operations fromdocks and piers, can be adversely affected.4.2.1 Tides are the daily changes in the depth of the water.Depending upon location, this change can vary from unno-ticeable to more than 30 ft (9.2 m). Currents can rangefrom as little as12 knot (0.5 mph) to
29、more than 10 knots(11.5 mph).4.2.2 Changes in the tide should be considered when moor-ing or anchoring a vessel and during fire suppression activity.The following concerns should be addressed:(1) The vessel can become grounded, which, in turn, cancause listing or capsizing.(2) Tides may put addition
30、al strain on the mooring system ofa vessel and can even compromise a weakened system.(3) Tides should be monitored to ensure that drafting opera-tions are not affected.(4) Ground ladders placed against a vessel must be moni-tored at all times.(5) Operators of aerial apparatus must stay with equipmen
31、t atall times to prevent damage or injury. Aerial apparatusshould never be placed directly against the side of a vessel.(6) Tide levels will also affect clearance under bridges andmay prevent fire and rescue vessels from accessing thescene.4.2.3 Currents can result from tide changes and river flow.T
32、idal currents change direction at predictable intervals. Riverflow increases or decreases the tidal current. The river flowrate usually increases during spring runoff and decreases dur-ing summer and fall droughts.4.2.4 Currents affect the movements of vessels and boats.They put additional strain on
33、 the mooring system of a vessel14058 LAND-BASED FIRE DEPARTMENTS THAT RESPOND TO MARINE VESSEL FIRES2016 Editionand can even compromise a weakened system. When currentshit obstructions in the water, such as piers, they often changedirection and form whirlpools and eddies. Fireboats and res-cue boats
34、 maneuvering around piers can find it very difficultto maintain their position in these swirling waters. People whofall overboard into strong currents can be pulled by these cur-rents under piers, barges, or vessels and can become trappedunderneath them.4.2.5 The Coast Guard, the vessel crew, and ot
35、hers who workin the port can estimate tides and tidal currents from tidetables and current tables produced by the NOAA. For localconditions around piers and in channels, docking pilots andchannel pilots should be consulted.4.3 Weather. Observing and reporting the actual weather con-ditions at the si
36、te of an incident is of critical importance toplanning and executing an effective response. Observations ofthe on-scene weather conditions should be reported to thecommand post at regular intervals. Changes in on-sceneweather conditions also are to be reported as soon as they arerecognized.4.3.1 A v
37、ariety of weather forecasting information sourcesmight be available to the IC for planning and modifying fire-fighting strategies.NWS offices might be able to provideweather forecasts that are specific to the location and natureof the incident. Continuous weather forecasts are broadcast bythe NOAA o
38、n VHF-FM channels. The USCG has maritimeweather observations and forecasts available for use by the IC.The command post (CP) should monitor appropriateVHF-FM channels (usually marine CH-16 and CH-22A) forCoast Guard urgent marine information broadcasts that warnof severe weather. Local airport FAA o
39、ffices might make avia-tion weather observations and forecasts available.4.3.2 Weather conditions over water are often different fromthe weather experienced over land. Rapid changes of theweather occur frequently in coastal areas and can take inci-dent responders by surprise. Weather observations an
40、d fore-casts for offshore conditions can become less accurate as thedistance from shore increases.4.3.3 The wind speed and temperature over water can beexpected to be different from conditions observed over land.Temperatures over water can be a few degrees warmer duringthe winter but cooler during t
41、he summer. A breeze can beblowing along the coast even when it is calm inland because ofthis temperature difference. Winds can be stronger along thecoast or in harbors where there are few obstructions. Weathercan stop or hinder fire-fighting operations on boats underway. Winter weather can also have
42、 significant impacts on fire-fighting operations. Ice formed on vessels by fire-fighting wa-ter during freezing temperatures can cause loss of vessel stabil-ity as well as make deck surfaces unsafe for fire fighters andvessel personnel.4.4 Vessel Traffic. The amount and type of vessel traffic varyfr
43、om port to port, within a port, and along waterways. Vessels,such as fishing vessels, sailboats, pleasure boats, naval vessels,and deep-draft vessels, all present varying traffic problems.Vessel traffic may also create wakes and other hazards thatcould result in damage to response vessels or injury
44、to re-sponders. The COTP has the authority and resources to con-trol vessel traffic in the harbor. (See Chapter 14 for further infor-mation.)4.5 Channels and Navigation. Nautical charts are maps of aharbor, river, or bay that indicate the channels used by vesselsto enter and leave a port. They also
45、provide the projecteddepth of the channels and the buoys and beacons that markthe channel. These channels are similar to highways and havetheir own set of rules of the road that apply to all vessels. Op-erators of response vessels should be fully trained in safe navi-gation techniques.4.5.1 Many lar
46、ger vessels are under the guidance of a localprofessional pilot(s) who has extensive knowledge of localconditions.4.6 DesignatedFire-FightingAnchorageandPiers. The USCGdetermines the locations of fire-fighting anchorages in theport and along waterways. The USCG also enforces the an-chorage regulatio
47、ns. Moving a burning vessel to an anchorageoften reduces exposure problems but could increase accessand pollution problems. Even if a sufficient number of vesselsor platforms can be obtained to gain access to the vessel, fight-ing a fire from a platform while exposed to the weather andcurrents is mu
48、ch more difficult than fighting a fire from a pier.An anchorage can be an excellent temporary location for thevessel while fire-fighting resources are being coordinated anda more advantageous location is sought.4.6.1 Designated piers and anchorages should be, and usu-ally are, provided in the U.S. C
49、oast Guard Firefighting Contin-gency Plan for the area. (See Chapter 14.)4.7 Bottom Conditions. Bottom conditions should be evalu-ated when a vessel is anchored or moored. An anchor mightfail to hold on a rocky bottom, while it could hold too well ona muddy bottom, making the anchor difficult to pull up. Thenautical chart of the area identifies the bottom conditions(e.g., mud, sand, rock, wrecks). When a vessel is moored to apier and in danger of settling to the bottom due to an excess offire-fighting water, the slope of the bottom determines howthe vessel comes to rest. At some
