The Fire Management and Safety - Term Paper Example

Fire safety strategic plan Name of the student Name of the institution Date of submission Table of Contents Table of Contents 2 1.0 Introduction 3 2.0 Scope 3 3.0 Prevention measures 3 4.0 A fire-detection and warning system 5 5.0 Alarm warning system 6 6.0 Escape provisions 7 7.0 Asset protection measures 9 8.0 Means of extinguishment 10 9.0 Other issues to be considered 11 10.0 Limitations RRFSO 11 11.0 Conclusion 12 Bibliography 13 1.0 Introduction The fire management and safety is a common problem not only in working place but also in the residential places and other facilities like ship and boat. The plan should be in a position to control any fire outbreak at any given point. This paper gives the design of submarine strategic approach of fire management. The designers of this program has ensured that there is performance monitoring in place that help in reviewing and auditing of the work done from phase one to last phase. This will ensure that the fire management strategy is well complied with by internal users. It further ensure the suitability and its compliance with the PRFSO. Regular program of the internal audit that covers fire risk management among other aspects of health and safety management 2.0 Scope This paper gives phase four of submarine boat strategic approach to the fire risk management having the following important factors into considerations:- Prevention measures Detection and Alarm systems Escape provisions Asset protection measures Means of extinguishment Any additional measures to comply with the PRFSO Needs to cover each build phase 3.0 Prevention measures In phase 4 of this project which entails the launching and snagging, there is likelihood of fire tragedies in the event that the launching ramps were not properly designated to have a deliberate access road onto the ramp. In such situations, the boat may be accidentally directed to a wrong tunnel and thus hitting the docking wall which may cause fire due to the huge impact that may be therein. Precaution:-Therefore, before the launching of the boat, the marine management should ensure that traffic control mechanisms which entails devices such as berms, traffic islands, architectural barriers and barricades are in place to ensure that access roads are not in directly aligned to the ramp. This practice will work towards ensuring that the boat’s captain is informed of the ramp position hence may not easily misdirect the boat. On the other hand, where control devices are lacking, signs, rumble strips and lighting should be erected. Likewise, the boat launching, rigging as well as parking areas all the way to the access roads leading to the boat ramps should be free of overhead power lines. This is due to the fact that, the power cables may accidentally loosen up and come into contact with water and burst into flame (Ludhra 2014) . Precaution:- Whenever overhead power lines exists at boat launching, rigging and parking areas, the power lines should always be maintained at safe height and fix whenever they loosen up. At the same time, warning signs should be displayed to create awareness to people around the place (Ludhra 2014). Another issue could arise during launching whereby, the fittings may be leaking and fuel may drip onto some hot manifold and ignite fire. This is because, the fire may typically start small and continue unnoticed for quite sometimes then eventually result to a major fire when the manifold finally gets hot enough (Rhodes 2012). Precaution: - The marine authority should ensure all the fittings in the boat are sealed accordingly and proper signs displayed to the boat occupants of the step to take upon noticing small fire in the boat while in the middle of the sea (Rhodes 2012). 4.0 A fire-detection and warning system It is important for the boat to have suitable fire detection and warning system in place and a simple example to be used in phase four of the construction is shown below; An automatic fire detection system should be installed in the boat. An automatic fire detection and alarm system (AFD) can be described as the most efficient way of warning the occupants of a given facility in case of fire outbreak (Hughes & Ferrett 2015). The component of the AFD system that should be monitored include; Smoke detectors: - these are of two main types and include ionization and optical smoke detector. The engineers have to ensure that the smoke detector installed meets the current BS 5446 part 1 requirements before the boat can be launched (Hughes & Ferrett 2015). Ionization smoke detector are more sensitive to rapid flaming fire like the chip pan fire hence making it to be more prone to false alarms hence this is not very suitable for the submarine hence will not be used (Ludhra 2014). The optical smoke detector is more relevant and good since it is more sensitive to small smouldering fire the types which is associated with the burning foam filled furniture. It is less vulnerable to false alarms (Ludhra 2014). Heat detectors: - in most cases the heat detector normally detect heat at a temperature of between 54oC and 62oC and in most cases it must comply with the current BS 5446 part 2. They are mostly of two types which include; fixed temperature heat detector which is normally set to react with the temperature at a certain level. Second heat detector is the rate of rise detector which react when the rate of temperature increases and is suitable in submarine machines. They will be used together with the smoke detectors (Hughes & Ferrett 2015). 5.0 Alarm warning system In normal circumstances, these may be either individuals sirens, bells or be integrated into smoke or heat detector. In this case, the alarm system will be integrated with the smoke and heat detector so that after given time, the alarm may sound and give warning to the rest of people. Audibility of the fire alarm should be in accordance with the recommendations of BS 5839 Part 6 (Karter 2013) 6.0 Escape provisions According to the PRFSO provision, it is very important that escape doors, windows are provided for safety of relevant people in case of fire outbreak. The responsible individuals must ensure that all emergency exits and routes to the emergency exits are kept clear and available at all relevant times. Exit signs must be well labeled so that people may have clear picture of where to exit through in case of emergency (Karter 2013). Since this is submarine design, safety jackets must be strategically placed at exit points so that people may use them. Under section 19 of the safety, health and welfare at work Act 2005 which encompasses both residential and submarine safety regulation, every employer must assess and identify all this risk have it written down and the fire safety must also be included in it (Hughes & Ferrett 2015). The means of escape is very important and the principle under which it works is based on the time available to escape should be more than time needed for escape. In the boat, the escape routes can be shown as in the figure below; Figure 2: Escape routes in the ship The green lines shows the direction of the escape routes which should be used by the ship occupants in case of fire outbreak and the escape (Hughes & Ferrett 2015). It is important for the management to develop alternative escape routes when specific escape routes are provided that to some extent do not form part of normal circulation routes, it is crucial that the occupants are made aware of the alternative escape route (Rhodes 2012). The sign used in the case of escape route is shown below; Figure 3: Escape door sign The management must ensure that the exit routs are leading to safety places directly without other unnecessary hindrance to the safety place. In a big ship like the one being constructed, it is important for escape route to be more than one and if possible the distance should be as short as possible. It should be wide enough for escape. 7.0 Asset protection measures In asset protection, we have to consider the vulnerability and survivability system where full spectrum capability of asset protection compartment is provided (Ahrens 2013). The development, design acquisition and are provided and tested to ensure that they meet safety standards. Fire resistance materials should be used in building asset protection compartments within the boat. The armor concepts which includes collective protections of equipment’s system and brings structural concepts and machinery system and ship control algorithms (Rhodes 2012). Asset safety products equipment’s for fire safety which includes ballistic, biological, nuclear and chemical protection including floatation and survival at sea. All these should be included in tested before releasing the ship to be used. In phase four of the construction, functional parts of asset management and protection should include shock and live fire trials to ascertain the survivability and vulnerability analysis, damage control system integration should also be included in the analysis sheet (Watts & Hall 2016). All these analysis should be carried out before Boat Launch and Snagging takes place. This gives information that asset compartment should be different from where passengers are since they have different means and ways through which it can be managed. Floating equipment are necessary to be placed strategically so that it can help in case the need arises. This is due to the fact that fire may cause the ship to capsize. Lastly, insurance can work if the fire cannot be prevented, the assets should be insured against any kind of peril to reduce the burden of losing the assets (Watts & Hall 2016). 8.0 Means of extinguishment These are firefighting equipment which are either integrated within the system of the boat or are mounted inside and can be used during the fire outbreak. The most approved extinguishers are unlike the portable dry chemical fire extinguishers. Fixed systems uses gaseous clean agent that help in quenching the fire, then help in dissipating leaving no residue behind. This happens in circumstances where temperature of the protected compartments arose above certain controlled temperature limit. The valve opens up and releases the extinguisher agent. One of the best and approved system is the FE-241 agent which are used in the unoccupied spaces like the engine rooms (Watts & Hall 2016). If the boat is a diesel powered boat, it can use auto shutdown which is triggered by firefighting systems temperature sensor this is due to the fact that none of the firefighting agents is capable of stalling the engine. The best fire extinguishers approved by the European Union to be used in boat and submarine is the HFC-227ea and is generally accepted. Therefore we will have to ensure that the boat is having one of these extinguishers before it can be released. This will enhance safety of people and the boat in general (Hughes & Ferrett 2015). 9.0 Other issues to be considered Communication and coordination is very important in terms of fire management strategy in general. The people involved in the building of the boat should ensure that there is clear channels of communication and people who are boarding the boat are well informed on the means of communication and how they should follow the instructions (Hughes & Ferrett 2015). Fire inspector should be invited to evaluate the entire boat, drawing structure and how the fire strategic plan is laid down and certification of safety issued in accordance with the laid down regulation guiding the health safety standards. A fire inspector, or any person authorized by the Secretary of State to act for the purposes of this Order, in relation to— i. Premises owned or occupied by the Crown, other than premises falling within paragraph (b)(ii) and (c)); ii. Premises in relation to which the United Kingdom Atomic Energy Authority is the responsible person, other than premises falling within paragraph (b) (ii)) (Rhodes 2012). 10.0 Limitations RRFSO Though RRFSO has many advantages like bringing sanity both in employee work place, residential buildings and other facilities, it has many challenges which needs to be fixed. The regulation has failed to come up with universal standards that can be applied worldwide giving gap both in facilities and buildings across the globe (Rhodes 2012). It fails to give clear channel and standardized format which should be used failing to point out role of fire safety engineers in case of fire breakout and recommending use of fire resistance materials in boat, ship among other facilities (Ahrens 2013). 11.0 Conclusion In providing the fire safety in the boat, the management should ensure that all electrical faults are well fixed before the engine can be ignited. The fire management strategy is very important and should be taken seriously by all the parties involves. It should be fitted by a valve opens up and releases the extinguisher agent. One of the best and approved system is the FE-241 agent which are used in the unoccupied spaces like the engine rooms should be used hence allowing for proper control in case of fire outbreak in the boat. Bibliography Ahrens, M., 2013. Home structure fires. Quincy, MA: National Fire Protection Association, Fire Analysis and Research Division. ANEP 77 Naval Ship Code Papanikolaou. Risked-Based Ship Design JSP 430 Management of Ship Safety and Environmental Protection Hughes, P. and Ferrett, E., 2015. Introduction to Health and Safety at Work: For the NEBOSH National General Certificate in Occupational Health and Safety. Routledge. Karter, M.J., 2013. Fire loss in the United States during 2012. NFPA. Ludhra, S., 2014. Common Sense Guide to Fire Safety and Management. Routledge. Rhodes, J., 2012. Fire protection of surface coatings (Doctoral dissertation, University of central Lancashire). Watts Jr, J.M. and Hall Jr, J.R., 2016. Introduction to fire risk analysis. In SFPE Handbook of Fire Protection Engineering (pp. 2817-2826). Springer New York. Read More

0 A fire-detection and warning system It is important for the boat to have suitable fire detection and warning system in place and a simple example to be used in phase four of the construction is shown below; An automatic fire detection system should be installed in the boat. An automatic fire detection and alarm system (AFD) can be described as the most efficient way of warning the occupants of a given facility in case of fire outbreak (Hughes & Ferrett 2015). The component of the AFD system that should be monitored include; Smoke detectors: - these are of two main types and include ionization and optical smoke detector.

The engineers have to ensure that the smoke detector installed meets the current BS 5446 part 1 requirements before the boat can be launched (Hughes & Ferrett 2015). Ionization smoke detector are more sensitive to rapid flaming fire like the chip pan fire hence making it to be more prone to false alarms hence this is not very suitable for the submarine hence will not be used (Ludhra 2014). The optical smoke detector is more relevant and good since it is more sensitive to small smouldering fire the types which is associated with the burning foam filled furniture.

It is less vulnerable to false alarms (Ludhra 2014). Heat detectors: - in most cases the heat detector normally detect heat at a temperature of between 54oC and 62oC and in most cases it must comply with the current BS 5446 part 2. They are mostly of two types which include; fixed temperature heat detector which is normally set to react with the temperature at a certain level. Second heat detector is the rate of rise detector which react when the rate of temperature increases and is suitable in submarine machines.

They will be used together with the smoke detectors (Hughes & Ferrett 2015). 5.0 Alarm warning system In normal circumstances, these may be either individuals sirens, bells or be integrated into smoke or heat detector. In this case, the alarm system will be integrated with the smoke and heat detector so that after given time, the alarm may sound and give warning to the rest of people. Audibility of the fire alarm should be in accordance with the recommendations of BS 5839 Part 6 (Karter 2013) 6.

0 Escape provisions According to the PRFSO provision, it is very important that escape doors, windows are provided for safety of relevant people in case of fire outbreak. The responsible individuals must ensure that all emergency exits and routes to the emergency exits are kept clear and available at all relevant times. Exit signs must be well labeled so that people may have clear picture of where to exit through in case of emergency (Karter 2013). Since this is submarine design, safety jackets must be strategically placed at exit points so that people may use them.

Under section 19 of the safety, health and welfare at work Act 2005 which encompasses both residential and submarine safety regulation, every employer must assess and identify all this risk have it written down and the fire safety must also be included in it (Hughes & Ferrett 2015). The means of escape is very important and the principle under which it works is based on the time available to escape should be more than time needed for escape. In the boat, the escape routes can be shown as in the figure below; Figure 2: Escape routes in the ship The green lines shows the direction of the escape routes which should be used by the ship occupants in case of fire outbreak and the escape (Hughes & Ferrett 2015).

It is important for the management to develop alternative escape routes when specific escape routes are provided that to some extent do not form part of normal circulation routes, it is crucial that the occupants are made aware of the alternative escape route (Rhodes 2012). The sign used in the case of escape route is shown below; Figure 3: Escape door sign The management must ensure that the exit routs are leading to safety places directly without other unnecessary hindrance to the safety place.

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