Fire drills revised
Recommendation for
performance standards of fire
drills
Company
Client
Internal supervisor
Modulecode
Projectgroup
Lloyd’s Register Marine EMEA-North
Mr. Veenstra
Mrs. Van der Valk
LTVPIP10P and MARPJM14
Q
Dimitri Ton
Gert-Jan Verbraak
Wouter Vijftigschild
Rutger de Water
Paul Zaal
0880379
0879857
0878905
0869633
0873889
Version
Date
Location
2.0
21/06/2015
Rotterdam
Management summary
This advisory is written for Lloyd’s Register Marine, a maritime organization for the classification of
ships. The organizational goals are to enhance the safety of life, property and the environment.
Lloyd’s wanted to know if performance standards can be applied for fire drills, because it is not
possible to examine the performances of the crew during fire drills due to the absence of
performance standards for fire drills on board of seagoing vessels. Based on this problem statement
the following research question had been composed: “Which performance standards can be applied
to the performance of fire drills on board of seagoing vessels?”
Research that was needed in order to investigate if there are any unofficial performance standards,
was focused on legislation, training certificates, drills related to fire, performance standards of nonmaritime firefighters and factors to be measured during a drill. The theoretical research showed that
currently only one passenger ship company uses an own Fire-Fighting Doctrine as unofficial
performance standards and most shipping companies refer to the international legislation of SOLAS
1974 and use a personal defined theoretical framework based on the mandatory trainings. For all
seafarers it is required to be in the possession of a basic training certificate before being assigned to
any shipboard duties according to the STCW convention. Non-maritime firefighter use performance
standards as response time, quality of breathing apparatus, training interval and participation,
medical examination and an evaluation. This fact means that performance standards can be applied
in general. The outcomes of this research resulted into a performance standards model which can be
used to measure the performance of fire drills on board of seagoing vessels.
Our composed performance standards model is based on the desk and field research. The factors,
which will be measured during a fire drill, can be divided in pre-movement processes, movement
processes and other important factors. Pre-movement processes are the time to recognize an
incident and the response time. Movement processes are the time of mustering, time of donning a
fire suit, time to put on breathing apparatuses and the time to extinguish the fire. Other important
factors are pre-defined scenarios, communication and cooperation during the fire drill and the
finalisation. The model contains different measurements, divided in both yes and no and sufficient
and insufficient and also time scores. Besides quantitative measurements, this model also contains
qualitative measurements and is therefore in our opinion a complete and valid model to determine
the quality of a performed fire drill. To use the performance standards model for fire drills, a manual
is made for the inspectors which will execute the measurements. Our model have been tested and
showed that the model needed a few modifications for the aspect scenarios, changes in scores were
made in several aspects into sufficient or insufficient, some sub aspects were deleted, and the target
time was not defined. Note that the composed model is based on research and on tests that this
project group has been able to do during this project. The second performance standards model has
been made by adding performance margins, that were based on the test at the product tanker. In
addition the final score is determined, which means that the scenario needs to be assessed with a
sufficient and the target times as well. These are the most important aspects, the other aspects
should be achieved with a minimum final score of 22 out of a total of 25 questions to be sufficient or
pass the fire drill examination. Although the performance standards model is available, more field
research to determine target times and final score to get a more complete, valid and reliable margin
is recommended for Lloyd’s Register Marine.
Lloyd’s wanted to know if performance standards can be applied for fire drills. By using the
composed performance standards model it is possible to examine the performances of the crew
during fire drills, because performance standards for fire drills on board of seagoing vessels have
been defined. By using this model and by following the advice of doing more research and tests for
this model, Lloyd’s can use the performance standards to measure the performance of fire drills on
board of seagoing vessels.
1
Preface
This report is the final product in a research for Lloyd’s Register Marine involving performance
standards on fire drills. The project is executed by students of the studies Logistics Engineering and
Maritime Officer at the Rotterdam Mainport University of applied sciences. The project started in
February 2015 and is completed in June of the same year. During this period multidisciplinary
research has been done on performance standards for fire drills on board of seagoing vessels. A
theoretical framework has been made (e.g. based on legislation) before a performance standards
model could be created. With this performance standards model, on board performance is measured
and a conclusion and recommendation is formed. In this preface we want to thank the following
persons form different companies which provided us with information to develop the performance
standards model:
- Mr. Sulkers, Volunteering fire department Lage Zwaluwe
- Mr. Langerak, Falck Safety Services B.V.
With special thanks to our client Mr. Veenstra of Lloyd’s Register, Mrs. Van der Valk as supervisor
and Mr. van der Linden as second reader, which all together made it possible to execute and finish
this project in a proper way within the project boundaries.
We all hope you will enjoy reading this report.
Dimitri Ton
Gert-Jan Verbraak
Wouter Vijftigschild
Rutger de Water
Paul Zaal
21 June 2015
Rotterdam
2
Table of contents
Introduction............................................................................................................................................. 5
1.
Existing performance standards ...................................................................................................... 6
1.1
Cruise company ....................................................................................................................... 6
1.1.1
2.
1.2
General-cargo shipping company............................................................................................ 8
1.3
Chemical tanker company ....................................................................................................... 9
1.4
Conclusion existing performance standards ........................................................................... 9
Implemented legislation................................................................................................................ 10
2.1
4.
Legislation fire drills....................................................................................................... 10
2.1.2
On-board training and instructions ............................................................................... 12
2.1.3
Records .......................................................................................................................... 12
6.
Conclusion implemented legislation ..................................................................................... 13
Drills related to fire........................................................................................................................ 14
3.1
Typing of drills ....................................................................................................................... 14
3.2
Typing of drills ....................................................................................................................... 15
3.3
Conclusion ............................................................................................................................. 15
Required training certificates ........................................................................................................ 16
4.1
5.
SOLAS..................................................................................................................................... 10
2.1.1
2.2
3.
Brief description Fire-Fighting Doctrine .......................................................................... 6
STCW ..................................................................................................................................... 16
4.1.1
Basic training ................................................................................................................. 16
4.1.2
Advanced Fire Fighting .................................................................................................. 17
4.1.3
Familiarization training .................................................................................................. 17
4.2
Drills ....................................................................................................................................... 17
4.3
Conclusion required training certificates .............................................................................. 18
Performance standards of non-maritime professionals ............................................................... 19
5.1
Voluntary firefighting Lage Zwaluwe..................................................................................... 19
5.2
Conclusion performance standards non-maritime professionals ......................................... 20
Factors to be measured during a fire drill ..................................................................................... 21
6.1
Literature based factors ........................................................................................................ 21
6.1.1
Pre-movement processes .............................................................................................. 21
6.1.2
Movement processes .................................................................................................... 21
6.2
Other important factors ........................................................................................................ 21
6.3
Performance standards model .............................................................................................. 22
6.4
Explanation of the model ...................................................................................................... 23
6.5
Manual of the model ............................................................................................................. 24
6.6
Conclusion ............................................................................................................................. 24
3
7.
8.
Current performances on board of seagoing vessels .................................................................... 25
7.1
Testing the model during a fire drill ...................................................................................... 25
7.2
Changes to the performance standard model ...................................................................... 26
7.3
Conclusion current performance on board of seagoing vessels ........................................... 26
Performance margins for standards .............................................................................................. 28
8.1
Target times........................................................................................................................... 28
8.2
Final score.............................................................................................................................. 29
8.3
Conclusion performance margins ......................................................................................... 29
Conclusion ............................................................................................................................................. 30
Bibliography........................................................................................................................................... 31
Appendix I: Fire-Fighting Doctrine cruise company .............................................................................. 33
Appendix II: Interview cruise company ................................................................................................. 34
Appendix III: Interview general-cargo shipping company ..................................................................... 35
Appendix IV: Drillplan chemical tanker company ................................................................................. 36
Appendix V: Interview chemical tanker company................................................................................. 37
Appendix VI: Interview Falck Safety Services ........................................................................................ 38
Appendix VII: Interview Fire Department Lage Zwaluwe ...................................................................... 39
Appendix IIX: Firefighter performance standards ................................................................................. 41
Appendix IX: Performance standard model test at Maltese flagged product tanker ........................... 42
Appendix X: Manual performance standards model ............................................................................ 43
Appendix XI: Final performance standards model ................................................................................ 46
4
Introduction
This report describes the development of an advice for performance standards of fire drills on board
of seagoing vessels for Lloyd’s Register Marine (from now on called Lloyd’s). Lloyd’s states that the
current performance on board of seagoing vessels during fire drills is questionable. Because of the
apparent absence of performance standards for fire drills it is difficult to determine the quality of a
fire drill. Lloyd’s Register sees a need for improving the quality of fire drills due to observations of
their auditors.
In a meeting prior to this project was stated that the observations of Lloyd’s Register showed
inexperienced crews, this was clarified with a video recording of a fire drill. An inexperienced crew
can have major consequences during an emergency. This need for improved quality of drills is not
only required by auditors, but also insurance companies, ship-owners and crews. When the crew
responds adequately to an emergency, damage to the vessel and cargo can be minimized and the
safety of the vessel and crew can be improved. Lloyd’s Register had several internal discussions
about this issue. They concluded that the quality of drills and emergency response will not improve in
the future when there are no performance standards made. To do research, a main question is made
that will be answered in this report:
“Which performance standards can be applied to the performance of fire drills on board of seagoing
vessels?”
Therefore, the main objective of this project can be defined as follows:
“Develop a performance standards model for fire drills which can be used to examine the quality of
fire drills and thus the safety of the ship and crew.”
The first chapter will describe if there are any existing public performance standards or standards set
by shipping companies. The second chapter describes the legislation referring to SOLAS. In chapter
three the drills which are related to fire will be described, therefore information is found from the
British Coastguard. The fourth chapter describes the required training certificates according to the
STCW regulations. The fifth chapter describes the performance standards of professional firefighters
for which a voluntary firefighter has been interviewed and performance reports are used as sources.
The sixth chapter describes the factors that could be measured during a performance check or test,
this is a start-up towards the performance standards model. The performance standards model will
combine all the theoretical information into a model to measure performances during fire drills. In
chapter seven the performance standards model will be used to measure the current performances
on board of seagoing vessels. In addition chapter eight will be used to analyse these performance
and combine into an advice for performance standards and margins. This will provide Lloyd’s (but
also other companies) to check the efficiency of a performed fire drill.
5
1. Existing performance standards
This chapter describes possible unofficial performance standards used for fire drills on board of
seagoing vessels. Unofficial performance standards means company procedures that are mandatory
on board of their vessels, other than legislation set by the International Convention for the Safety of
Life at Sea, 1974 (SOLAS) and the Standards of Training, Certification and Watch keeping for
Seafarers (STCW). Field research with literature study and theories are used to answer this subquestion. The research method that is used is qualitative research. Public information is found on the
internet mainly covers the following topics:
 Ship design related to fire prevention (Maritime Training Advisory Board (U.S.), 1994)
 Firefighting equipment and suits (Maritime Training Advisory Board (U.S.), 1994)
 Fire emergencies and fire classes (Yachting Pages, 2014) (Maritime Training Advisory Board
(U.S.), 1994)
 Key features of fire drills (Maritime New Zealand, 2009)
 Checklists and activities during fire drills or emergencies (Oil & Gas UK, 2008)
 Performance standards of firefighting equipment (Stena Drilling, 2010)
 Interval of fire drills en tests (Lloyd's Register Marine, 2015)
 Referring to SOLAS requirements (Lloyd's Register Marine, 2015) (International Maritime
Organization, 2008) (International Maritime Organization, 2000)
 Referring to STCW codes (United States Coast Guard, 2014) (International Maritime
Organization, 2008) (International Maritime Organization, 2000)
 Referring to STCW competencies (United States Coast Guard, 2014)
Based on that, it can be concluded that there are no (public) performance standards for fire drills
available at this moment. The information from the client gives no confirmation of the existence of
international used performance standards for fire drills. The information from the internet shows
several shipping companies which have been approved to check if their companies use unofficial
performance standards. Several shipping companies were asked if in their company performance
standards are used. A cruise company, general-cargo shipping company and a chemical tanker
company contributed in this part of the research
1.1
Cruise company
On board of the passenger vessels it is imperative that emergency response procedures are trained,
drilled and subject to constructive feedback and criticism via an assessment process to ensure
continual progress and improvement. To achieve this statement there has been written a clear
guidance (Fire-Fighting Doctrine) for on board drill preparation, conducting drills and an assessment
form which is completed by an assessor/observer.
1.1.1 Brief description Fire-Fighting Doctrine
The Fire-Fighting Doctrine can be found in Appendix I: Fire-Fighting Doctrine cruise company, which
is a separate document. This Fire-Fighting Doctrine is designed to provide guidance to vessels
personnel in preventing, responding to and extinguishing fires safely and quickly. The mission of the
Fire-Fighting Doctrine is “Safely and quickly extinguish shipboard fires as soon as possible to prevent
injury, the loss of life, or damage to property, the vessel and the environment” (Cruise company,
2014). A key to successfully extinguishing a fire can be done by using a structure of authorities and to
develop a strategy before an accident happens. Firefighting Action Plans (FAPs) take into
consideration the various elements of fighting a fire and controlling smoke propagation. Staff
Captains and Chief Engineers on board of the vessels should review the FAPs after each drill and
quarterly to ensure that they are up to date based on lessons learned. FAPs shall be kept in a format
that facilitates quick revisions; lamination can hinder this process. They should be readily available
for use by the Bridge, Engine Control Room (ECR) and On Scene Commanders (OCSs) (Cruise
6
company, 2014). The passenger vessel company has implemented an firefighting organization (Cruise
company, 2014):
 Master: The Master is in overall command of the vessel, including the oversight of responses
to fires and other emergencies.
 Staff Captain: The Staff Captain is responsible for managing the response to a fire outside
machinery spaces.
 Chief Engineer: The Chief Engineer is responsible for managing the response to a fire in
machinery spaces.
 Hotel Director: The Hotel Director is responsible for managing the Passenger Notification
Team (PNT), Passenger Assist Team (PAT) and providing general support to the firefighting
response effort.
 Cruise Director: The Cruise Director reports to the bridge during an emergency and assists
the Master in making announcements to guests and crew over the public address system.
 On Scene Commander (OSC): The OSC is responsible for coordinating the firefighting
response actions on scene.
 Fire Team Leaders and Members: The Fire Team Leaders and Members are responsible for
safely attacking and extinguishing the fire and recovering victims at or near the fire scene.
 Fire Teams: There are four fire teams. The deck fire teams are Team #1 and Team #2, and the
engineering fire teams are Team #3 and Team #4. Each Fire team includes a nozzle person, a
Nozzle Backup Person, a Fire Team Leader and two Hose Handlers
The overriding First Response philosophy is to extinguish fires as soon as possible. Designated First
Responders are to extinguish the fire when it is considered safe to do so. The goal of the first
response program is to have a Designated First Responder arrive at the fire scene within three
minutes of the activation of an alarm, manual call point, or any other notification of smoke or fire.
Officers, quartermasters, security guards and engineering ratings assigned as Designated First
Responders must have attended and successfully passed the 4-part Basic Safety training
requirements of the 1978 STCW Convention, as amended (Cruise company, 2014). Periodic
instruction should be given on the use of the CO2 and Hi-Fog Systems monthly training jobs. Deck
and Engineering Officers should attend these training sessions. Whenever CO2, Hi-Fog, or any other
safety systems are being inspected and/or serviced by outside contractors, the appropriate
engineering and deck officers should be involved in these inspections or system servicing activities to
allow for system familiarization (Cruise company, 2014).
The fire drill provides the opportunity to plan and exercise command and control techniques, and to
allow fire team members the opportunity to see, feel, and use equipment they need to extinguish a
real fire, and to practice various responses and smoke control strategies. A fire drill is held at least
once a week, and more often if necessary. The fire drill should simulate a real emergency and must
be taken seriously by all participants. Fire and Emergency Instruction must give at least every two
months, Fire and Emergency Organization members must receive instruction on their responsibilities
and duties. During drills personnel should be periodically rotated to assume different responsibilities,
e.g., members of the support team may also be utilized as replacement fire team members in
situations where a team member may be missing, or for fatigued team members during extended
firefighting periods (Cruise company, 2014). During each fire drill all crewmembers with duties and
responsibilities for firefighting on the Muster List report to their assigned stations, at least two fire
hoses are charged and exercised to demonstrate that the fire main system is working properly.
Different hose stations should be used at each drill, all fire pumps are started, the thermal imaging
camera is exercised along with other rescue and safety equipment, as indicated by the fire drill
scenario, appropriate watertight and fire screen doors, fire alarm call points, and automatic and
manual fire dampers are exercised and emergency lighting/low location lighting tested.
7
Before each drill the Master, Chief Officer, Chief Engineer, Hotel Manager, and Safety Health and
Environmental Officer should determine what they want to accomplish. Each drill should have
objectives some of which are (Cruise company, 2014):
1. Meet the Doctrine’s three-minute response time requirement for the Designated First
Responder.
2. Meet the Doctrine’s eight-minute response time requirement for fire teams to be ready to
enter.
3. Effectively organize firefighting actions.
4. Effectiveness communications, e.g. were Designated First Responder observations passed on
to the Fire Teams, document radio blind spots and use of alternative communications.
5. Effective control of smoke, e.g. use of smoke extraction systems, fire dampers, doors,
portable ventilation, etc.
6. Effective use of existing FAPs, e.g. determining the best means to approach and enter the
area where the fire is located.
7. Short time of fire team members donning their equipment, e.g. how well did the Fire Team
Support Team members assist the Fire Team members with getting dressed.
8. Effective SCBA bottle management; supplying additional SCBA bottles.
9. Quick evacuation of Guest and Crew decks.
10. Effective use of medical and stretcher Teams.
After a drill the review should take place as soon as possible (within 30 minutes); after a real fire
incident the review takes place when the Master deems it safe to do so (within 48 hours of the
incident). The Fire Drill Assessment Form is attached in the appendix. The Officer (Staff Captain or
Chief Engineer) responsible for the firefighting response should lead the critique/review. Upon
completion of a fire drill; the key personnel involved including emergency response (fire team)
leaders, emergency response support teams (rescue squad / hose handing teams etc.) and the
vessels command and control personnel will hold a de-brief meeting. During this meeting the
findings of the assessor/observer will be discussed by reviewing the completed assessment form. All
personnel in attendance at this debrief, including the Master, are given the opportunity to discuss
their teams involvement in the drill and are encouraged to identify areas where the team
performance excelled and where it can be improved (Cruise company, 2014). The complete interview
is shown in Appendix II: Interview cruise company. The use of a Fire-Fighting Doctrine is a good
example of applied performance standards for fire drills on board of seagoing vessels.
1.2
General-cargo shipping company
The general-cargo shipping company does not have any measurable performance standards for drills
on board their vessels. Different scenarios are used, made by their crews on board. For example fire
in cargo hold, galley and engine room. Fire drills must be carried out monthly. After each drill an
evaluation is made by the Safety Committee on board. The Safety Committee reports are sent to the
office (Safety Department), to allow the office to keep track of drills that are performed within
prescribed intervals. Periodically examples of good drills are published in their company magazine.
The general-cargo shipping company does not have written performance standards in their company
manual on board. Only performance standard is the fact that crewmembers know their duties and
act accordingly (fire hose team members, closing gang members, fire outfit, enter an location full of
smoke). If performance on board a vessel is insufficient, the fire drill must be done again. Only the
United States Coastguard keeps track of time of donning suits, preparing teams during Port State
Control boarding (fire drills are a standard part of Port State Control inspections in United States of
America). The complete interview is shown in Appendix III: Interview general-cargo shipping
company.
8
1.3
Chemical tanker company
The chemical tanker company does not refer to performance standards of fire drills. Procedures refer
to intervals only and specific flag state requirements (if any). The drill plan, as part of the safety
management system, only demands that fire drills have to be performed at certain areas of the
vessel such as accommodation, pump room, etc. The drill plan of the company is shown in Appendix
IV: Drillplan chemical tanker company. All vessels are provided with the publication "Shipboard
Drills" published by Witherby Seamanship. This booklet is used to prepare, execute and evaluate the
drills and basically sets the performance standards for all drills. All drills are reported to the office in
the monthly safety meeting. Evaluation records are kept on board. If a drill reveals any need for
improvement, this will be reported in the same safety meeting report, and the crew will issue a so
called "Event Report", used to report e.g. Near Misses, Unwanted Situations, Non-Compliance,
Improvement Proposal etc. The complete interview is shown in Appendix V: Interview chemical
tanker company.
1.4
Conclusion existing performance standards
There are unofficial performance standards held by shipping companies, but the passenger vessel
company is the only one of the interviewed shipping companies that uses their pre-described
performance standards during fire drills. They have implemented a firefighting organization and have
written a clear guidance (Fire-Fighting Doctrine) for on board drill preparation. This Fire-Fighting
Doctrine is designed to provide guidance to the vessels personnel in preventing, responding to and
extinguishing fires safely and quickly. In general, most shipping companies refer to the international
legislation of the International Convention for the Safety of Life at Sea, 1974 (SOLAS) and use their
own theoretical framework based on the mandatory trainings as Basic Training and Advanced Fire
Fighting. After each drill an evaluation is made by Safety Committee on board. The Safety Committee
reports are sent to the Safety Department at the office, to allow the office to keep track of the drills
that should be performed within prescribed intervals. All vessels of the chemical tanker company are
provided with the publication "Shipboard Drills" published by Witherby Seamanship. This booklet is
used to prepare, execute and evaluate the drills and basically sets the performance standards for all
drills. These interviews showed the absence of performance standards in most cases due to missing
legislation. If legislation for performance standards is made, all companies have to comply with this
legislation. The performance standards are required to improve the performance of seafarers during
fire drills in order to improve the safety of the ship and crew.
9
2. Implemented legislation
This chapter describes the current legislation, national and international, regarding performance of
fire drills on board of seagoing vessels. For the national legislation the Republic of the Marshall
Islands and the Bahamas are used. To answer this sub-question a literature study is used with a
qualitative research method. The international legislation is based on SOLAS 1974. The national
legislation is in accordance with the international law. In most cases, the national legislation refers to
the SOLAS and STCW Conventions. The purpose of this legislation is to mitigate the consequences of
fire by means of proper instructions for on board personnel concerning trainings and drills. For this
purpose, the crew shall have the necessary knowledge and skills to handle fire emergency situations,
including passenger care.
2.1
SOLAS
The International Convention for the Safety of Life at Sea, 1974 (SOLAS) describes the requirements
to which seagoing vessels must comply in terms of construction, equipment and crew. The
equipment includes the radio and safety equipment, such as lifeboats, life rafts and firefighting
equipment. ‘’Chapter II-2 – Fire protection, fire detection and fire extinction’’ and ‘’chapter III – Lifesaving appliances and arrangements’’ of the SOLAS Convention are of interest for this research.
SOLAS legislation do not apply to (unless otherwise specified) (International Maritime Organization,
2004):
1. Ships of war and troopships.
2. Cargo ships of less than 500 gross tonnage.
3. Ships not propelled by mechanical means.
4. Wooden ships of primitive build.
5. Pleasure yachts not engaged in trade
6. Fishing vessels.
The definition of a passenger vessel is a vessel which carries more than 12 passengers. A cargo vessel
is defined as any vessel which is not a passenger vessel (International Maritime Organization, 2004).
2.1.1 Legislation fire drills
According to SOLAS chapter III/19.3 every crewmember with assigned emergency duties shall be
familiar with these duties prior to departure of the vessel. Drills shall, as far as practicable, be
conducted as if there were an actual emergency. Every crew member shall participate in at least one
abandon ship drill and one fire drill every month. The drills of the crew shall take place within 24
hours of the vessels departure from port if more than 25% of the crew have not participated in an
abandon ship and fire drills on board of the particular vessel in the previous month (International
Maritime Organization, 2004). Chapter 7.41.6 of the Maritime Regulations Republic of the Marshall
Islands refers to the legislation of SOLAS; “The Master of each vessel shall cause the crew to be
exercised at fire drills according to SOLAS Ch. III/19.3.4 at least monthly to satisfy the requirements
of SOLAS Ch. III/19.3, or within 24 hours of the vessel leaving port if more than 25% of the crew have
not participated in fire and abandon ship drills on board that particularly vessel the previous month”
(Office of the Maritime Administrator, 2013).
According to SOLAS chapter III/19.2 on a vessel engaged in a voyage where passengers are scheduled
to be on board for more than 24 hours, mustering of the passengers shall take place within 24 hours
after their embarkation. Passengers shall be instructed in the donning of lifejackets and the actions
to take in an emergency. Whenever new passengers embark, a passenger safety briefing shall be
given immediately before departure, or immediately after departure. The briefing shall be made by
means of an announcement, in one or more languages likely to be understood by the passengers.
The announcement shall be made on the vessels public address system, or by other equivalent
means likely to be heard at least by the passengers who have not yet heard it during the voyage.
Information cards, posters or video programs displayed on vessels video displays may be used to
supplement the briefing, but may not be used to replace the announcement. On passenger vessels,
10
an abandon ship drill and fire drill shall take place weekly. It is not mandatory for the entire crew to
participate in every drill, but each crew member must participate in an abandon ship drill and a fire
drill each month. Passengers shall be strongly encouraged to attend to these drills (International
Maritime Organization, 2004).
Chapter 7.41.6 of the Maritime Regulations Republic of the Marshall Islands refers to the legislation
of SOLAS; “For passenger vessels, the Master of each vessels shall cause the crew to be exercised at
fire and abandon ship drills at least weekly to satisfy the requirements of SOLAS Ch. III/30.2. The
entire crew need not be involved in every drill, but each crew member must participate in at least
one abandon ship and one fire drill each month as required by SOLAS Ch. III/19.3.2.” (Office of the
Maritime Administrator, 2013). According SOLAS chapter III/19.4 fire drills should be planned in such
a way that due consideration is given to regular practice in the various emergencies that may occur
depending on the type of vessel and the cargo. Each fire drill shall include (International Maritime
Organization, 2004):
 reporting to stations and preparing for the duties described in the muster list required by
regulation 8;
 starting of a fire pump, using at least the two required jets of water to show that the
system is in proper working order;
 checking of fireman’s outfit and other personal rescue equipment;
 checking of relevant communication equipment;
 checking the operation of watertight doors, fire doors, fire dampers and main inlets and
outlets of ventilation systems in the drill area; and
 checking the necessary arrangements for subsequent abandoning of the vessel.
Chapter 7.41.6 of the Maritime Regulations Republic of the Marshall Islands refers to the legislation
of SOLAS. Drills, to be extent practicable, shall be conducted as if an actual emergency existed, and at
least contain the following points (Office of the Maritime Administrator, 2013):
 All fire pumps shall be started and sufficient outlets opened to determine that the system is
in proper working order.
 Persons assigned to the use of rescue and safety equipment shall demonstrate their
proficiency in the use of such equipment.
 In accordance with SOLAS Ch. III/19.2.2 and 19.2.3, as amended, passengers scheduled to be
on board for more than 24 hours shall be mustered at their stations within 24 hours after
their embarkation and instructed in the use of life preservers and the action to take in an
emergency. The crew shall be instructed in crowd control duties.
 In addition to the requirements of SOLAS Ch. III/19.4, at the discretion of the Master, the
crew may receive additional on-board training sessions or presentations related to lifesaving
and firefighting measures, as appropriate.
 Mustering is required for newly embarked passengers who will stay more than 24 hours
aboard passenger vessels. Mustering at the beginning or during the voyage shall be
conducted prior to or immediately upon departure from any port at which an embarkation
takes place. Whenever new passengers embark, a passenger safety briefing, which may be
included in the muster, shall be given prior to or immediately upon departure.
The equipment used during drills shall immediately be brought back to its fully operational condition
and any faults and defects discovered during the drills shall be remedied as soon as possible.
11
2.1.2 On-board training and instructions
According to SOLAS chapter II/15.2 crew members shall be trained to be familiar with the
arrangements of the vessel as well as the location and operation of any firefighting systems and
appliances that they may be called upon to use. Training in the use of the emergency escape
breathing devices shall be considered as part of on-board training. Performance of crew members
assigned to firefighting duties shall be periodically evaluated by conducting on-board training and
drills to identify areas in need of improvement, to ensure competency in firefighting skills is
maintained, and to ensure the operational readiness of the firefighting organization. Crewmembers
shall receive instruction on fire safety on board the vessel and shall receive instructions on their
assigned duties. Parties responsible for fire extinguishing shall be organized. These parties should
have the capability to complete their duties at all times while the vessel is in service. On board
training in using the vessels life-saving appliances, including survival craft equipment, and the vessels
fire extinguishing appliances shall be given as soon as possible but not later than two weeks after a
crew member joins the vessel. However, if the crew member is on a regularly scheduled rotating
assignment to the vessel, such training shall be given not later than two weeks after the time of first
joining the vessel (International Maritime Organization, 2004).
Chapter 7.41.12 of the Maritime Regulations Republic of the Marshall Islands refers to the legislation
of SOLAS. All persons employed or engaged on board vessels documented under the Maritime Act
shall receive familiarization training after being assigned to a vessel and prior to assuming routine
duties aboard. It shall be the responsibility of the ship-owner/operator to accomplish this training in
accordance with the guidelines provided in the STCW, as amended and revised from time to time,
SOLAS Chapters IX and XI-1& XI-2. Every crew member with assigned emergency or security duties
shall be familiar with these duties prior to departure. A training manual complying with the
requirements of SOLAS Ch. III - 35 shall be provided on board (Office of the Maritime Administrator,
2013). According to SOLAS chapter III/19.4 instructions in the use of the vessels fire-extinguishing
appliances, life-saving appliances, and in survival at sea shall be given at the same interval as drills.
Individual instruction may cover different parts of the vessels life-saving and fire-extinguishing
appliances, but all the vessels life-saving and fire-extinguishing appliances shall be covered within a
period of two months. Every crew member shall be given instruction, which include but not
necessarily be limited to the operation and use of the vessels inflatable life rafts, problems of
hypothermia, first-aid treatment for hypothermia and other appropriate first-aid procedures, special
instructions necessary for using the vessels life-saving appliances in severe weather and sea
conditions and operation and use of fire-extinguishing appliances (International Maritime
Organization, 2004).
2.1.3 Records
According to SOLAS chapter III/19.5 the dates when musters are held, details of abandon ship and
fire drills, drills of other life-saving appliances and on board training shall be recorded in a logbook as
may be prescribed by the Administration. If a full muster, drill or training session is held at the
appointed time, an entry shall be made in the logbook stating the circumstances and the extent of
the muster, drill or training session (International Maritime Organization, 2004).
12
2.2
Conclusion implemented legislation
It can be concluded that the national legislation regarding performance of fire drills on board of
seagoing vessels refer to the international legislation, mostly the SOLAS and STCW Conventions.
SOLAS describes the requirements to which seagoing vessels must comply in terms of construction,
equipment and crew. These requirements are listed here in table 2.1 below:
Table 2.1: Requirements legislation
Requirements
Crewmembers with assigned duties shall be familiar with these duties
Drills shall be conducted as if there were a actual emergency
Crewmembers shall participate in at least one abandon ship and one fire drill
each month
Drills shall take place within 24 hours of leaving port if more than 25% of the
crew haven’t participated in the previous drill
On a vessel engaged in a voyage where passengers will be on board for more
than 24 hours, mustering the passengers shall take place within 24 hours after
their embarkation.
For passenger vessels, the Master of each vessel shall cause the crew to be
exercised at fire and abandon ship drills at least weekly.
Dates when musters, drills and on board training are held shall be recorded in a
logbook as may be prescribed by the Administration.
SOLAS Chapter
Chapter III/19.3
Chapter III/19.3
Chapter III/19.3
Chapter III/19.3
Chapter III/19.2
Chapter III/19.2
Chapter III/19.5
These show that regarding actual performance standards, the national and international legislation
doesn’t say much. There are some requirement which must be met by ships/crews, but it says
nothing regarding the quality of the drills. Therefore the model that will be made during this report
will have to base on other information besides the legislation. However, the requirements above
could be used in the report, just not as qualitative statements.
13
3. Drills related to fire
This chapter describes which drills related to fire are currently performed on board of seagoing
vessels. The differences between numerous drills will shortly be addressed, but these are explained
more thorough in chapter 6 of this report. Drills can differ from each other resulting in the
categorization of different type of drills, but they can also be categorized to scenarios if there are
minor differences. The information used in writing this chapter is be acquired using the desk research
method.
3.1
Typing of drills
There can be a numerous different type of fire drills on board of seagoing vessels. Although they
should share a lot of similarities, there are a number of differences as well. These differences could
influence the time that is set for a fire drill in the performance standards. Therefore, in order to set
the performance standards these differences should be analyzed and incorporated into this report.
There are some agencies that have already defined the different type of fire drills on board of
seagoing vessels. One of the sources is the British Maritime and Coastguard Agency (MCA). This
agency operates to prevent the loss of life along the coast and at sea, produces legislation and
guidance on maritime matters and they provide certification for seafarers (Maritime and Coastguard
Agency). The MCA defines five different type of fires, mostly distinguished by the location of the fire,
but also by the material that is on fire (Maritime and Coastguard Agency, 1999). Another agency that
defines different type of fires is the fire department of Amsterdam. They define three different types
of fire on board of seagoing vessels in a report to acquaint Amsterdam’s firefighters with fire on
board of vessels (Brandweer Amsterdam, 2003). The different types of fire are shown in the table
3.1.
Table 3.1: type of fire drills
Type of fire drills
Nr.
Maritime and Coastguard Agency
Amsterdam Fire Department
1. Fires in cargo holds
Fires in cargo holds
2. Fires in engine, pump or boiler rooms
Fires in engine, pump or boiler rooms
3. Fires in crew/passenger accommodation
Fires in crew/passenger accommodation
4. Involving oil, gas or chemical cargoes as appropriate
5. Fires in galleys (burning oil)
The Amsterdam Fire Department wrote the report for its firefighters. Their focus was on vessels that
enter the port of Amsterdam regularly. Although not all type of vessels belong to this category, the
report does cover most type of vessels, such as general cargo vessels, dry-bulk carriers, oil tankers,
gas carriers, chemical tankers, container vessels, ro-ro vessels, passenger vessels and naval vessels.
They focused on seagoing vessels only (Brandweer Amsterdam, 2003), which made it possible to
apply their report to this project.
Table 3.1 shows that both agencies define the same type of fires, although the MCA defines two
more. This shows that these types give a good coverage of the different type of fires that could occur
on seagoing vessels. However, this categorization has none or little impact on the fire drill itself. The
number of factors that are part of a fire drill, discussed in chapter 6 of this report, are not any
different with different type of fires. It contains activities such as gathering the crew, donning
firefighting equipment, etc. This does not exclude the use of the type of fires set in table 3.1. These
types are still valid to use as different scenarios for fire drills. If more scenarios are practiced on a
regular basis, the crew of the vessel can operate efficiently in emergency situations. Observations
from Lloyd’s Register show that the vessels officers did not come up with a specific scenario for the
fire drill, which results in the improper execution of the fire drill and the crew just performing basic
steps of a fire drill such as gathering the crew and donning fire suits. Because of the improper
14
execution of fire drills, it is difficult for a surveyor to evaluate the performance of the crew during the
drill.
3.2
Typing of drills
There are various scenarios to perform a fire drills. Some of them have already been mentioned in
table 3.1, but this list is incomplete. Due to the importance of scenarios a list of possible scenarios is
given in table 3.2. These scenarios can be used by Lloyd’s Register, shipping companies, etc. to make
drafts of fire drills. This list does not cover all possibilities, but is only intended to provide the basic
options. The list is designed by using a number of sources which had a few scenarios themselves.
Table 3.2: possible fire drill scenarios
Possible fire drill scenarios
Nr.
Scenario
1. Fires in cargo holds
2. Fires in engine, pump or boiler rooms
3. Fires in crew/passenger accommodation
Involving oil, gas or chemical cargoes as
4. appropriate
5. Fires in galleys (burning oil)
6.
7.
8.
9.
Source
(Maritime and Coastguard Agency, 1999)
(Maritime and Coastguard Agency, 1999)
(Maritime and Coastguard Agency, 1999)
(Maritime and Coastguard Agency, 1999)
(Maritime and Coastguard Agency, 1999)
(International Association of Geophysical
Fire in helicopter on deck
Contractors, 2004)
Fire in main structure overwhelms extinguishers (Splash Maritime, 2006)
Fire in tanks, forepeak stores or paint lockers
(International Labour Office Geneva, 1996)
Fire in laundry rooms
(International Labour Office Geneva, 1996)
3.3
Conclusion
Multiple sources such as the MCA, the Amsterdam Fire Department and many others name
numerous type of fire drills. The drills however contain slight differences in their execution and are
mostly similar to each other. These differences mean that there are no specific types of fire drills, but
a division is made by using different scenarios. Scenarios can differ in location of the fire, type of fire
(e.g. oil, chemical, etc.) or in the specific approach. But all types include the basic factors each drill
and will be explained in chapter 6 of this report.
15
4. Required training certificates
This chapter describes which training certificates related to fire on board are required by seagoing
personnel to join a vessel. This sub-question is answered by a literature study to the requirements for
seafarers regarding firefighting training according the International Convention on Standards of
Training, Certification and Watch keeping for Seafarers (STCW). An interview took place with Falck
Safety Services, which is a company that provides with safety training for the maritime and offshore
industry. The complete interview with mister Langerak, Falck Safety Services B.V., is shown in
Appendix VI: Interview Falck Safety Services. The obtained information from the interview relates to
the requirements by the STCW-code. This sub-question is described by a qualitative research
method.
4.1
STCW
The International Convention on Standards of Training, Certification and Watch keeping for Seafarers
(STCW) is an international convention that provides the minimum requirements to which seafarers
on merchant vessels must comply in terms of training, certification and watch keeping. It is
developed by the International Maritime Organization (IMO) and the first convention was
established in 1978. Before the convention was drawn, standards by the countries themselves were
determined. This led to a diverse level of knowledge and competence between seafarers. The STCW
code requires seafarers to complete a basic safety course before being assigned to any shipboard
duties. They also have to complete an advanced firefighting course when the seafarer is designated
to control firefighting operations. After joining the vessels it is also mandatory to every seafarer to
complete a familiarization training (International Martime Organization, 2011).
4.1.1 Basic training
Seafarers that are employed or engaged on board a vessel with designated safety or pollution
prevention duties require to complete a basic training course, before being assigned to any
shipboard duties. A basic training course should at least contain instruction in the following aspects
(regarding fire) (International Martime Organization, 2011):
o Minimizing the risk of fire and maintain a state of readiness to respond to emergency
situations,
o Fight and extinguish fires (by using fixed and portable fire extinguishers),
o Procedures for the use of breathing apparatuses,
o Clear and effective communications,
o Personal safety and social responsibilities.
Falck Safety Services offer different type of basic training courses to maritime and offshore
personnel. To participate in a basic training course a seafarer must be in the procession of a valid
medical certificate. Seafarers attending to a basic training course will have to achieve a required
standard of competence in the above mentioned aspects to receive the basic training certificate with
a validity of five years. Basic training courses of Falck Safety Services meet the standards set by the
STCW-code. (Langerak, 2015). Seafarers can participate in two type of basic training courses. When
the seafarer attends to his/her first basic training it will participate in an initial basic training, which
has a duration of four training days. To attend to a refreshment course with a duration of two days,
the seafarer has to provide evidence of attending to an initial or refresher basic training. (Langerak,
2015). STC B.V. offers the same type of basic training courses (STC, 2015). Basic training includes
instruction in personal survival techniques and medical first care. As these aspects are not related to
this project the will not be discussed (International Martime Organization, 2011).
16
4.1.2 Advanced Fire Fighting
Seafarers designated to control firefighting operations have to complete advanced firefighting
training in techniques for firefighting with particular emphasis on organization, tactics and command.
An advanced firefighting course should at least contain instruction in the following aspects (regarding
fire) (International Martime Organization, 2011):
o Control firefighting operations aboard ships.
o Organize and train fire parties.
o Inspect and service first detection and extinguish systems and equipment.
o Investigate and compile reports involving fire.
Falck Safety Services offer different type of advanced firefighting training courses that meet the
standards set by the STCW-code. To participate in an advanced firefighting training a seafarer must
be in the procession of a valid medical and basic training certificate (Langerak, 2015). Seafarers
attending to an advanced firefighting training will have to achieve the necessary level of theoretical
knowledge, understanding and proficiency in the above mentioned aspects to receive an advanced
firefighting training certificate (International Martime Organization, 2011). When the seafarer
achieves the required standard of competence in these aspects he or she will receive an advanced
firefighting training certificate with a validity of five years. Advanced firefighting training courses of
Falck Safety Services meet the standards set by the STCW-code (Langerak, 2015). Seafarers can
participate in two types of advanced firefighting training courses. There is an initial advanced
firefighting training for seafarers that attend to an advanced firefighting training for the first time.
The initial advanced firefighting training has a duration of four days and a refresher advance
firefighting training has a duration of two days. To participate in a refresher course the seafarers has
to provide evidence of attending to an initial advanced firefighting training (Langerak, 2015). STC B.V.
offers the same type of advanced firefighting training courses (STC, 2015).
4.1.3 Familiarization training
Every person other than passengers on board of seagoing vessels have to participate in an approved
familiarization training. They have to receive sufficient information and instruction in survival
techniques before being assigned to shipboard duties. The familiarization training has to be given by
a designated safety officer and shall at least contain aspects as communications on board, including
information symbols, signs and alarms. The seafarer should be able to identify muster and
embarkation stations and emergency escape routes. It is important that the seafarers knows how to
respond when he/she detects fire or smoke, raise the alarm, have basic knowledge of the use of
portable and fixed fire extinguishers and open and close the fire weather tight or watertight doors
fitted in the particular vessel other than those for hull openings. (International Martime
Organization, 2011)
4.2
Drills
After completion of the basic training and advanced firefighting training the seafarer will participate
in monthly fire drills aboard the vessel as mentioned in chapter two of this report. During these fire
drills the seafarer should be able to provide evidence of his competence in firefighting operations.
Falck Safety Services highlights important basic elements that should return in every fire drill
(Langerak, 2015):
o Quick and safely getting dressed in the outfits that are required.
o Breathing apparatus should always be ready for use.
o Reaching a location in a determined time which has been specified in advance.
o Checking the condition of the radio communication.
The most important factor in their opinion is that all drills have to be prepared. The scenario’s should
be written in advance of a drill and practice goals should be stated to preserve and maintain the
seafarers competence. The operation procedures for fixed firefighting systems as CO2, HI Fog, Water
17
spray, Foam, etc. should also return in every drill. Fire-, smoke and closing rounds including
ventilation shutdowns should also be included in fire drills and every vessel should have a number of
high-risk scenarios that must be practiced in a training cycle (Langerak, 2015).
4.3
Conclusion required training certificates
All seafarers require to be in the possession of a basic training certificate before being assigned to
any shipboard duties. Seafarers that are designated to control firefighting operations should be in the
possession of an advanced firefighting certificate as well. Both certificates have a validity of five
years. When the certificates reach their expiry date the seafarer have to participate in a refresher
course to get a new certificate. In addition to these certificates, each seafarer that joins a vessel
should receive a familiarization training to get familiarized with the vessels lay-out and equipment to
respond adequately in case of emergency. The problem as described before is that the quality of the
fire drills do not meet the requirements of the trainings. Without performance standards to
determine the quality of fire drills, the interval of five years between refresher courses it too long,
causing seafarers to lose their firefighting skills when drills are not taken seriously. The standards
should be similar to the STCW requirements during training, to keep the quality of fire drills and the
performance of seafarers on a high level.
18
5. Performance standards of non-maritime professionals
This chapter describes the performance standards of non-maritime professional firefighters.
Therefore a member of the voluntary firefighters department of Lage Zwaluwe has been interviewed
during field research. The complete interview with mister Sulkers, voluntary firefighting the fire
department of Lage Zwaluwe, is shown in Appendix VII: Interview Fire Department Lage Zwaluwe.
In addition and to verify the field research, desk research has been done for the performance
standards of Dutch firefighters.
5.1
Voluntary firefighting Lage Zwaluwe
Mister Sulkers, a voluntary firefighting the fire department of Lage Zwaluwe, has been interviewed to
get an impression of the standards held by non-maritime professionals. The requirements of a
voluntary firefighter are the same as for professional firefighters. The research is based on several
factors, such as response time, time of arrival at the scene, breathing apparatuses, training,
requirements of the firefighter and performance evaluation. Response time of the fire department is
defined as the time from the alert until the departure with the vehicle, including changing into
firefighting equipment. Voluntary firefighters are not situated at the fire department and have
maximum response time of six minutes. Professional firefighters situated at the fire department have
a response time of 30 seconds. The time to arrive at the scene is defined as the time from the alert
until the arrival at the scene. A difference can be made between areas inside and outside the
departments coverage area. The fire department of Lage Zwaluwe handles a maximum time of
arrival of eight minutes inside and fifteen minutes outside their coverage area.
The use of the breathing apparatuses is defined according to its pressure and usage of the firefighter.
The bottles with compressed air must at least have a pressure of 270 bars, otherwise the bottle does
not provide the required amount of air for the firefighter to perform his duty during a certain amount
of time. “If you are using a breathing apparatus when entering the scene there are two easy ways to
determine the time you can be inside:
- Reconnaissance: initial pressure – 55 / 2 = ….. bar + 55 = return pressure
- Performance: initial pressure – pressure at arrival = travel pressure + 55 = return pressure
55 bars is the pressure when the flute will sound and the user has to be outside again, therefore good
communication is also mandatory. Regularly asking if you can still stay inside will encourage you to
check it”. (Sulkers, 2015)
The performance standards are set to the weekly training of different fire scenarios. The firefighter
has to participate in at least 75% of these trainings. Apart from this requirement there are other
factors to which a firefighter has to comply as well. A firefighter has to meet the following
requirements:
 Undergo a medical examination every four year. At the age of forty this interval is decreased
to two years and at the age of fifty a medical examination has to be done every year. The
medical examination includes a stamina for which the firefighter has to pass.
 Follow courses in fire prevention.
 Participate in weekly given trainings.
After every firefighting operation there will be an evaluation of the situation and performance. An
important part is when traumatic experiences have taken place, it will be discussed with the other
firefighters. Afterwards a report will be made to improve the performance or the handling of
traumatic experiences for example. Appendix IIX: Firefighter performance standards shows all the
performance standards of firefighters mentioned per factor. Some of the performance standards
(e.g. response time and time of arrival) are similar to those described in a report about the
performances of firefighters concerning response time in the Netherlands (Inspectie Openbare orde
en Veiligheid, 2007).
19
5.2
Conclusion performance standards non-maritime professionals
Dutch voluntary firefighters use performance standards regarding to response time, quality of
breathing apparatus, training interval, medical examination and an evaluation after every
firefighting operation. The response time, for example, depends on the coverage area of the fire
department. The bottles of the breathing apparatus must have at least a pressure of 270 bars, and a
formula is used to determine how long a firefighter can use these bottles. The firefighters need to
participate at least 75% of the weekly trainings, follow courses in fire prevention and need to
undergo a medical examination. Every situation and performance during a firefighting operation will
be followed by an evaluation. The evaluation of the drill will be reported, to make learning
objectives for following drills and to improve the performance of the firefighter. The non-maritime
firefighters show that the use of specific performance standards and evaluation is possible for fire
drills to keep the quality on a high level.
20
6. Factors to be measured during a fire drill
This chapter will provide necessary information about the measurable factors during fire drills. These
factors have to be set to define the performance standard model. Measurable factors have to be
defined in order to enable the evaluation of the performance of the crew on board of seagoing
vessels during fire drills. After the factors, the performance standards model will be described. This
performance standards model will enable the measurement of the current performance during fire
drills on board of seagoing vessels.
6.1
Literature based factors
In this paragraph, the literature based factors are defined that are important when conducting
measurements during fire drills. This paragraph is divided in two parts, the pre-movement processes
and the movement processes.
6.1.1 Pre-movement processes
Purser and Besilum (2001) states two phases that can be measured in order to measure the
performance during a fire drill. These phases are part of the pre-movement time.
- Time to recognize an incident; This is the first measurement factor. Experiments show that small
signs of fire are not recognized immediately (in most cases), which can lead to escalations of the
incident. During the recognition phase, the seafarers on board continue with pre-alarm activities.
(Pires, 2005; Proulx, 2001; Purser, Data Benefits, Fire Prevention, 2003; Sime, 1995; Purser &
Besilum, Quantification of behaviour for engineering design standards and escape time
calculations, 2001).
- Response time; The response time is the second part of the pre-movement time. This factor
contains the measurement of the decision-making time. This phase is characterized by the
decisions that are taken in order to give targeted commands. If the incident is recognized in the
previous phase, this phase will include alerting all involved personnel, the situation will be
investigated and the machinery stopped (if necessary) (Pires, 2005; Proulx, 2001; Purser, Data
Benefits, Fire Prevention, 2003; Purser & Besilum, Quantification of behaviour for engineering
design standards and escape time calculations, 2001; Sime, 1995).
6.1.2 Movement processes
The movement processes, as Purser and Besilum (2001) stated, can be divided into several factors
that can be measured in order to measure the performance during a fire drill:
- Time of mustering; This phase will include the amount of time it takes to muster all seafarers on
board. Mustering is used for the Master to give the targeted commands to the crewmembers
about the ongoing incident (Inspectie Openbare orde en Veiligheid, 2007).
- Time for donning fire suit; The second phase in the movement processes is about the
measurement of time for donning the fire suit. This can be measured for individual
crewmembers as in total time for the entire team to ensure reliable performance measurements
(Inspectie Openbare orde en Veiligheid, 2007).
- Time to put on breathing apparatuses; This factor is about the measurement of time to put on
the breathing apparatuses. This can be measured for individual crewmembers as in total time for
the entire team to ensure reliable performance measurements (Inspectie Openbare orde en
Veiligheid, 2007).
- Fire extinguishing time; In this phase the time is measured to extinguish the specific fire, to
complete the fire drill (Inspectie Openbare orde en Veiligheid, 2007).
6.2
Other important factors
In this paragraph, the interview based factors are defined that came out as important factors when
measuring fire drills:
- Pre-defined scenarios; The first criterion that should be assessed is the presence of pre-defined
scenarios. In previous chapters this factor was mentioned multiple times in interviews with
21
-
-
-
firefighters (2015), cruise company (2015), general-cargo shipping company (2015), reports from
the MCA (1999) and Langerak (2014). These scenarios define the location and type of the drill on
board of the vessel and it should contain a number of learning objectives for the defined scenario
in order to improve the crew’s performance. If a drill is not based on a pre-defined scenario it is
not possible to effectively examine the drill, therefore a pre-defined scenario has to be available
at the vessel to pass the examination.
Communication; The second criterion that has been listed is the way of communication during a
fire drill on board. This is one of the most important factors, because a well performed fire drill
starts with proper and clear communication from the supervisor as well as the crew in both
directions. Everything has to be clear before, during and after the fire drill. This means roles have
to be pre-defined for both the crew and the supervisor. Every seafarer has to know their role
during a fire drill. Also the leadership is an important subject of this factor. The supervisor has to
hand out orders to all crewmembers by doing this in a clear, short and also a proper way. All
aspects of the pre-defined scenarios have to be discussed and tips and orders should be given
during the execution of the fire drill. Another way of assessing this is by reviewing the use of
communication equipment such as the use of radio equipment. Short and clear conversations are
worth more than long difficult stories. This subject is also important when assessing the crew’s
focus on tasks. Even though it is a drill, the crew has to be focused and serious about their role
during the execution of the fire drill.
Cooperation; Cooperation between the crewmembers and supervisor is vital for the efficiency of
fire drills. The crew’s tasks have to be pre-defined, in a certain way. In most cases this is done by
a muster list with specific tasks per crewmember. The crew’s presence has to be used in the most
optimal way. If one of the crewmembers cannot attend to the fire drill, substitutes have to be
defined. These crew member should also be aware of their roles, tasks and the expectations of
the supervisor.
Finalization; The final factor is called the finalization, to sum up some aspects that are important
to measure afterwards. The fire drill is not finished if the ‘fire’ is extinguished, but after the
evaluation of the fire drill took place. This factor includes separating used from unused materials
and equipment, stowage of the used equipment and ensuring that the equipment is ready to use
at all times, checking the status of breathing apparatus sets (BA-sets) and necessary refills. The
crew should also evaluate the drill together with the supervisor and discuss if the pre-defined
learning objectives have been accomplished, including general and individual improvements.
Especially the last three aspects are vital to keep improving the crew’s and supervisor’s
performance during fire drills.
6.3
Performance standards model
In this chapter the performance standards model is described. This performance standards model
will enable the measurement of the current performance during fire drills on board of seagoing
vessels. In the table 6.1 the model is shown. As the model shows, there are nine different aspects
that should be assessed chronologically. The aspects that have been implemented into the model are
described in the previous paragraphs, which are based on information from literature, interviews
with firefighters and shipping companies. The model consist both theoretical aspects as practical
aspects, due to methods found in literature and field research with shipping companies, training
facilities and non-maritime professionals. This model is designed to contain all factors and to
measure it easily, clear and fast. The size of the model or checklist is not bigger than an A4 paper. For
explanation of the factors and to know how to use this model, a manual will be added and will be
described in paragraph 6.5.
22
Table 6.1: First concept performance standards model
No.
1
1.1
1.2
1.3
1.4
2
2.1
3
3.1
4
4.1
4.2
4.3
4.4
4.5
5
5.1
5.2
6
6.1
6.2
7
7.1
7.2
8
8.1
8.2
9
9.1
9.2
9.3
9.4
9.5
9.6
9.7
Fire drill performance measuring tool for seagoing vessels
Subject
Scenario
Are there any pre-defined scenarios?
Is the fire location well and clearly described?
Is the kind of fire well and clearly described? (e.g. oil, metal, gas)
Are there any learning objectives defined in the scenario?
Detection
Time it takes from fire detection until general alarm.
Mustering
Time it takes from general alarm until whole crew has gathered at muster station.
Communication
Are there any signs of pre-defined roles?
Rating for leadership. (e.g. decisive, coaching, responsible)
Rating for handing out orders. (e.g. structured, clear, short)
Rating for use of radio equipment. (e.g. short, clear)
Is the crew focused on their tasks?
Cooperation
Are the crew's tasks clearly pre-defined? (e.g. muster list)
Is the crew's presence used in an optimal way? (e.g. substitutes in case of absence)
Response time
Time it takes from mustering until standby. (e.g. readiness for immediate deployment)
Total response time - from general alarm until standby.
Preparation
Are all crew members' fire suits been prepared and put on correctly?
Are all fire hoses correctly prepared for use? (e.g. no kinks, twist locked before usage)
Controlling/Extinguishing
Time it takes from standby until successfully executed fire extinguishment.
Is the crew approaching the fire in a logical and safe way?
Finalisation
Are all used materials separated from unused materials?
Are all materials stored away correctly?
Are all BA sets checked and refilled?
Is the fire drill reviewed by the crew and supervisor?
Have all learning objectives been recognised and discussed?
Are there any general improvements stated, discussed and specified?
Are there any individual improvements stated, discussed and specified?
Final score
Score
Yes
Yes
Yes
Yes
No
No
No
No
Yes
No
Yes
No
Achieved time
Target time
Achieved time
Target time
Achieved time
Target time
Achieved time
Target time
Yes
No
Sufficient Insufficient
Sufficient Insufficient
Sufficient Insufficient
Yes
No
Yes
Yes
No
No
Yes
Yes
No
No
Yes
Yes
No
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
Comment
6.4
Explanation of the model
The model contains different measurements, divided in yes/no, sufficient/insufficient and time
scores. Because this model contains both qualitative and quantitative measurement aspects, it is as
complete and valid as possible and therefore it will be the best way to determine the quality of a
performed fire drill. The first aspect contains assessment subjects about a pre-defined scenario. A
certain scenario should be present prior to all fire drills in order to get the sufficient final score,
because a scenario contains all learning objects and specifications for a fire drill in which all seafarers
on board should be trained. The second and third aspect are the detection and mustering subjects,
that both contain quantitative measurements (e.g. can be measured by using a stopwatch). The
seamen should all meet the target time that will be set to a certain value. The fourth subject contains
all important communication aspects that should be sufficient during a fire drill. Both the supervisor
and the crew will be assessed on this aspect. The cooperation subject, which is the fifth part,
continues with different communication aspects. However this aspect is more focused on the predefined tasks and the use of the crew’s presence during the fire drill than the way of communicating.
In the sixth aspect the response time will be measured that will have to meet the target time in order
to be sufficient.
23
After these previous six processes, the preparation subject will be measured in the seventh part. In
this part the way of preparing the fire suits, fire hoses and other equipment will be assessed. After
the assessment of this part, the controlling and extinguishing subject will be measured during a fire
drill. This means the time it takes for the seafarers to successfully extinguish the fire with an
expected level of competence which can reasonably be expected from seafarers in the procession of
the Basic Training and Advanced Fire Fighting certificate. Also, this subject should meet the target
time. The final part is the finalization subject, in which the post-fire drill proceedings will be assessed.
This is also an important part, since a fire drill is not only preparation and execution. It contains the
storage of materials and equipment and the evaluation of the fire drill by crew and supervisor. Both
the crew and supervisor should have recognized all learning objectives and discussed them for the
general and individual improvements.
This way of measurement can be compared to a Plan-Do-Check-Act circle, where the Plan-part in this
case is the pre-defined scenario, the Do-part in this case are the subject numbers two-eight, the
Check-part is the finalization part and the Act-part is the way of improvement that has been made or
achieved by measuring with this performance standards model. Use of the performance standards
model will enable the crew and supervisor to improve their performances during fire drills which can
improve the safety on board.
6.5
Manual of the model
In order to make sure that inspectors or any other people using the model know what to assess at
each factor, a manual has been made. The manual can be found in Appendix X: Manual performance
standards model. In this manual each individual factor that should be assessed is elaborated. Some
examples are given on what to focus and what is meant by the factors. This should help inspectors
make sure they assess the drill correctly and it can give insight to people using it who are not familiar
with some aspects.
6.6
Conclusion
The factors which will be measured during a fire drill can be divided in pre-movement processes,
movement processes and other important factors. Pre-movement processes are the time to
recognize an incident and the response time. Movement processes are the time of mustering, time of
donning a fire suit, time to put on breathing apparatuses and the time to extinguish the fire. Other
important factors are pre-defined scenarios, communication and cooperation during the fire drill and
the finalization. The performance standards model is based on these factors. The model contains
different measurements, divided in yes or no, sufficient or insufficient and time scores. Because this
model contains both qualitative and quantitative measurement aspects, it is as complete and valid as
possible and therefore it will be the best way to determine the quality of a performed fire drill. First
the scenario will be scored; without a scenario it is not possible to evaluate or measure the quality of
the fire drill. Then the detection and mustering will be measured, followed by the communication
and cooperation which should be sufficient during a fire drill. After the response time and the
preparation of extinguishing the fire, the controlling or extinguishing of the fire will be measured.
Afterwards the finalization will be measured and a final score will be calculated. To use the
performance standards model for fire drills, a manual is made for the inspectors which will execute
the measurements. The model is easy to use while checking the performance. For an explanation of
the factors a manual is made which will be added as an appendix to the performance standards
model. It is recommended to test the model to make adjustments on it before it will be applied.
24
7. Current performances on board of seagoing vessels
In this chapter the performance standard model will be tested during a fire drill on board of a vessel.
The model is checked to be ergonomic and effective. Any flaws in the design of the model can be
found by testing it during a drill and will be implemented in the final model. Field research has been
done in the port of Rotterdam on 11th June 2015 by means of a quantitative research method.
7.1
Testing the model during a fire drill
On the 11th of June 2015 it was possible to visit and test the performance standard model during a
fire drill on board of a Maltese flagged product tanker which berthed in the port of Rotterdam. The
Chief Officer decided in a meeting with the auditor of Lloyd’s Register that the fire drill would be
performed in the galley. During this meeting the scenario was verbally discussed and learning
objectives were defined. The fire drill would contain a flaming pan (containing oil) simulated in the
galley with the following learning objectives:
•
check the crews preparedness,
•
the crew to gain experience with the firefighting equipment on board.
The crew was expected to be familiarized with the vessels lay-out and equipment, because every
crewmember had already participated in a previous fire drill on board that particular vessel.
Approximately 30 minutes prior to the drill the Master called the Chief Officer on the radio to inform
him that he would like to change the location of the drill to the starboard side manifold. A change of
scenario at such short notice causes confusion. By changing the location there was no clear scenario
anymore. The Chief Officer discussed the new scenario briefly with the auditor and started
preparations for the drill.
The fire drill commenced as the Master announced a fire at the starboard side manifold via the
vessels intercom. It was not possible to measure time of detection until the general alarm, because
there was no clear indication of somebody detecting the fire and due to circumstances the general
alarm was not raised. The crew mustered at the muster stations and short and clear orders were
given by the Chief Officer. The crewmembers left the muster station for their duties and the Chief
Officer relayed the orders to the Master at the bridge, who had overall command. When the fire
team came back prepared they approached the fire under command of the Chief Officer. Radio
communication only took place between the Chief Officer and the Master as the team was not
equipped with a radio. It is vital that the fire teams are equipped with a radio to be able to
communicate with their fire team leader. The fire team approached the fire in the direction of the
wind, which in an event of fire will be filled with smoke and make it impossible to look ahead and can
cause health issues. Both firefighters in the fire team were not properly clothed to fight the fire, due
to leaking masks of their breathing apparatuses. In the rush of preparing themselves they did not pull
the straps of the mask properly, causing leakage of air. This led to empty bottles when the fire team
just arrived at the scene. When the fire hoses were pressurized, some of them showed signs of
leakage. Leaking fire hoses can lead to loss of pressure and make it harder to fight the fire.
When the drill was completed the crew started to secure the used materials. The 3rd Officer of the
vessel was in charge of the breathing apparatuses and stored them back (empty) into the fire outfit
locker. This can cause confusion and dangerous situations if they are used during an emergency.
Afterwards there was no evaluation of the drill, which made it impossible for the crew to determine
the quality of their drill. The results of the drill can be found in Appendix IX: Performance standard
model test at Maltese flagged product tanker. The final score of the drill was insufficient, due to the
absence of the evaluation and improper use of firefighting equipment procedures.
25
7.2
Changes to the performance standard model
Due to the observations during the drill on board of the Maltese flagged product tanker some of the
factors of the performance standard model have to be changed. The changes will be implemented to
the final model are as follows:
 1.1: pre-defined scenarios include verbal discussed scenarios if they are clear to all persons
involved,
o This factor has to be changed because it is not necessary to have written scenarios, if the
scenario is discussed with the auditor and it gives a clear explanation of the drill it can also be
accepted.
 2.1: the score given to a time measurement will be changed into sufficient or insufficient,
o Time measurements should not be scored with yes or no, because the question will still
remain: is yes or no, good or bad? Therefore it has to be changed to sufficient or insufficient.
 4.1: will be deleted from the performance standard model,
o Due to the similarities with point 5.1; predefined roles and tasks can be found on the muster
list and 4.1 can therefore be deleted from the model.
 5.1: will be inserted as 3.1,
o Section three of the model involves mustering, it is likely that the muster list will be checked
prior to the drill.
 6.1: the score given to a time measurement will be changed into sufficient or insufficient,
o Time measurements should not be scored with yes or no, because the question will still
remain: is yes or no, good or bad? Therefore it has to be changed to sufficient or insufficient.
 6.2: the score given to a time measurement will be changed into sufficient or insufficient,
o Time measurements should not be scored with yes or no, because the question will still
remain: is yes or no, good or bad? Therefore it has to be changed to sufficient or insufficient.
 7.2: the description will be changed to; are all fire hoses correctly prepared, pressurized and free
of any leakages.
o Point 7.2 did not include all factors of using fire hoses. During drills fire hose have to be tested
to make sure there are no leakages and ensure fire pumps are delivering enough pressure to
fight the fire.
 8.1: the score given to a time measurement will be changed into sufficient or insufficient,
o Time measurements should not be scored with yes or no, because the question will still
remain: is yes or no, good or bad? Therefore it has to be changed to sufficient or
insufficient.
 Final score: the score given will be changed into sufficient or insufficient,
o The final score should not be scored with yes or no, because the question will still remain: is
yes or no, good or bad? Therefore it has to be changed to sufficient or insufficient.
 Comments: the space available to enter comments should be enlarged.
o During the drill on board of the Maltese flagged product tanker there was not enough space
the write comments.
The adjusted model can be found in table7.1 on the next page of this report.
7.3
Conclusion current performance on board of seagoing vessels
While testing the model during a fire drill on a product tanker, it became apparent that the model
needed some tweaking. In general, the model performed well. There were some factors which
required some attention. The factors which were measured in time would have to change from
yes/no to sufficient/insufficient. Some factors were redundant and others would have to be moved
to a different place in the model. After all changes have been made, the auditor was convinced that
the model could be used effectively to assess fire drills on board of seagoing vessels.
26
Table 7.1: Second concept Performance standards model
No.
1
1.1
1.2
1.3
1.4
2
2.1
3
3.1
3.2
4
4.1
4.2
4.3
4.4
5
5.1
6
6.1
6.2
7
7.1
7.2
8
8.1
8.2
9
9.1
9.2
9.3
9.4
9.5
9.6
9.7
Fire drill performance measuring tool for seagoing vessels
Subject
Scenario
Are there any pre-defined scenarios?
Is the fire location well and clearly described?
Is the kind of fire well and clearly described? (e.g. oil, metal, gas)
Are there any learning objectives defined in the scenario?
Detection
Time it takes from fire detection until general alarm.
Mustering
Are the crew's tasks clearly pre-defined? (e.g. muster list)
Time it takes from general alarm until whole crew has gathered at muster station.
Communication
Rating for leadership. (e.g. decisive, coaching, responsible)
Rating for handing out orders. (e.g. structured, clear, short)
Rating for use of radio equipment. (e.g. short, clear)
Is the crew focused on their tasks?
Cooperation
Is the crew's presence used in an optimal way? (e.g. substitutes in case of absence)
Response time
Time it takes from mustering until standby. (e.g. readiness for immediate deployment)
Total response time - from general alarm until standby.
Preparation
Are all crew members' fire suits been prepared and put on correctly?
Are all fire hoses correctly prepared, pressurised and free of any leakages?
Controlling/Extinguishing
Time it takes from standby until successfully executed fire extinguishment.
Is the crew approaching the fire in a logical and safe way?
Finalisation
Are all used materials separated from unused materials?
Are all materials stored away correctly?
Are all BA sets checked and refilled?
Is the fire drill reviewed by the crew and supervisor?
Have all learning objectives been recognised and discussed?
Are there any general improvements stated, discussed and specified?
Are there any individual improvements stated, discussed and specified?
Final score
Score
Yes
Yes
Yes
Yes
No
No
No
No
Achieved time Target time
Sufficient Insufficient
Achieved time Target time
Yes
No
Sufficient Insufficient
Sufficient Insufficient
Sufficient Insufficient
Sufficient Insufficient
Yes
No
Yes
No
Achieved time Target time
Sufficient Insufficient
Sufficient Insufficient
Yes
Yes
No
No
Achieved time Target time
Sufficient Insufficient
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Sufficient Insufficient
Comment
27
8. Performance margins for standards
This chapter will describe the possible margins for the performances during fire drills. This is a
combination of the findings from chapter 7 and other performance standards of professionals and
training facilities for example.
8.1
Target times
As shown in the model from chapter 7, there are some factors which will be judged based on the
times which are achieved by the crew. These are the actual performance standards which will be
used. However, before these target times are determined a lot of thought has to go into them. There
are 5 target times which have to determine as shown in the model.
1. Time it takes from fire detection until general alarm
This first time is measured by taking the time between the time at which the fire is started until it is
detected by a crew member. Because most fire drills are already known by al crewmembers
beforehand, this time is difficult to measure. However, this can be used when the drill is not known
by most crewmembers, but for instance only the safety officer and captain. This would check the
alertness of the crew. Currently there is no target time set for this factor, because during the fire drill
on a product tanker the firefighting crew was already standing by for the start of the fire drill, so this
could not be measured. This requires additional measurements before the model can be applied.
2. Time it takes from general alarm until whole crew has gathered at muster station
A reason why mustering is important is because it gives the captain the ability to quickly assess the
condition of all personnel. Besides, the quicker the crew gathers at a predefined location, the quicker
the firefighting process can start. A target time of 2.5 minutes is set for mustering. This can be
applied to both large and small vessels. This only applies to non-passenger vessels, because on these
vessels the crew is more familiar with the procedures and the ship. And due to much smaller amount
of people on board a cargo ship, mustering can go much faster. For passenger vessels, a different
muster time should be held. In abandon ship drills, all personnel and passengers should be in the
lifeboats and off the ship within 30 minutes (Castella, 2012). These 2.5 minutes is based upon a fire
drill that was measured on a product tanker. The time it took on this ship was 1.5 minutes, but this
was a relative small ship where the mustering went very well.
3. Time it takes from mustering until standby (e.g. readiness for immediate deployment)
These times only apply to the crewmembers that are part of the firefighting team. They have to be
ready, so wearing all firefighting gear and accessories, as fast as possible. If this time is as small as
possible that chances of extinguishing the fire increase. This can have a large impact on the damages
that the ship and personnel suffer. A reasonable time in which the firefighting times have to be ready
is 4 minutes. The time it took the crew during the measurement was just 2 minutes and 35 second.
But at this ship the fire suits and other accessories were located close to the muster station. And the
crew also acted very quickly because the some of the equipment was already prepared for the drill.
4. Total response time - from general alarm until standby
This time is not a new time on its own, but rather a subtotal of the previous two times. This subtotal
gives a better insight in how long it takes for a crew to be ready to extinguish the fire and thus where
the (potential) problems lie for a certain crew and ship. The time set for this factor is a subtotal of the
previous two target times as well. The target time for mustering is 2.5 minutes and the time until
standby is 4 minutes. This means the target time for this subtotal is 6.5 minutes.
5. Time it takes from standby until start of extinguishing
The last time that is measured and judged in this model is the time it takes for the firefighting team
between standby to fight the fire and the actual extinguishing of the fire. For the time until the actual
extinguishment it is difficult to set a standard because this depends on a lot of aspects. However it is
28
important that a crew starts extinguishing as soon as possible to ensure a the safety of crew and ship.
The target time set for this factor is 4.5 minutes. This time was composed by adding up the
mustering time and two minute. This is because the crew goes to the place of fire, which could be
the same route someone takes while mustering. But because the crew is wearing firefighting gear
and carrying fire hoses, this could slow their movement speed. Therefore, an extra two minutes are
added.
8.2
Final score
Once all factors of the performance standard model have been filled in a conclusion has to be made
by the auditor whether the drill was sufficient or insufficient. This conclusions should be made based
on the model to ensure an objective opinion. However, the knowledge and experience of the
auditors should not be thrown in the wind. There should be room for him/her to give some personal
judgment about the crew or ship. There are some preconditions for a crew/ship to achieve a
sufficient final score, these are listed below:
1. Scenario
All factors that fall under the heading “scenario” have to answered with a “yes”. This is because a
scenario is very important for properly executing a fire drill. If there is no scenario set up, it becomes
very difficult to properly perform a drill. Without a scenario the crew has no clear goal to achieve
which does not lead to the crew improving their qualities or gives the auditor the possibility to assess
the crew.
2. Target times
The first of the preconditions is that all target times should be achieved. These are arguably the most
important part of the model and the goal of this project. In the current situations, there are no
standards which make it difficult to assess what times should be achieved during fire drills. The set
target times are set in such a way that the fire can be fought successfully and with minimum risk to
the crew and with minimum damage to goods.
3. Final score to get a sufficient
At least 80% of the factors other than the target times and scenarios should be judged by the auditor
as sufficient or yes, depending on the factor. This means 22 out of a total of 25 questions should be
sufficient. The minimum of 22 has been chosen in order to keep the quality of the fire drills and thus
the safety on board during emergencies. These factors are less important than the target time and
scenario, but still the lives and safety of crew and ship depend on them. This is why a relatively high
percentage has been chosen, which is still a realistic and achievable percentage.
8.3
Conclusion performance margins
The performance margins that have been defined and set in this chapter are based on tests from the
model on a vessel. Time it takes from fire detection until general alarm could not be determined in
this project. The time it takes from general alarm until whole crew has gathered at muster station is
set at 2.5 minutes, because on the measurement on board of a vessel. The time it takes from
mustering until standby (e.g. readiness for immediate deployment) has been set to 4 minutes. Lastly,
the time it takes from standby until start of extinguishing has been set to 4.5 minutes, because the
crew has to wear the firefighting gear which might slow down. The scenario has to be assessed with a
sufficient in order to get a sufficient for the whole fire drill. Target times should all be achieved and
for the other aspects a minimum of 22 out of a total of 25 questions should be sufficient. It is
recommended for Lloyd’s to do more field research for target times and final score, to get a more
valid and reliable margin. In Appendix XI: Final performance standards model the final model with
target times can be found.
29
Conclusion
Several sub questions have been answered which all lead to answering the following main question:
“Which performance standards can be applied to the performance of fire drills on board of
seagoing vessels?” This question is answered to achieve the objective of this project which was to
develop a performance standards model for fire drills which can be used to examine the quality of
fire drills and thus the safety of the ship and crew. The subjects of the sub questions were the use of
any existing performance standards, the implemented legislation, the drills which are related to fire,
the required training certificates, the performance standards of non-maritime professionals, factors
to be measured during a fire drill, the current performance on board of seagoing vessels and the
performance margins for standards.
Most shipping companies that were interviewed had no existing performance standards for fire drills.
Shipping companies mostly refer to international legislation and use their own theoretical framework
based on the mandatory trainings as Basic Training and Advanced Fire Fighting. One cruise company
used a Fire-Fighting Doctrine as performance standards for fire drills. The national legislation
regarding performance of fire drills on board of seagoing vessels refer to the international legislation,
the SOLAS 1974 and STCW Conventions. SOLAS describes the requirements to which seagoing vessels
must comply in terms of construction, equipment and crew. However, there were no actual
standards in the legislation, for instance a target time for mustering. Different types of drills could
mean that different performance standards have to be made. But the types of drills only have slight
differences. These are mostly about the type of fire or location of the fire. This means that one model
can be made for all different fire drills, but different scenarios can be applied. All seafarers require to
be in the possession of a basic training certificate before being assigned to any shipboard duties
according to the STCW convention. Seafarers that are designated to control firefighting operations
should be in the possession of an advanced firefighting certificate as well. Both certificates have a
validity of five years. The interval of five year is too long when performance standards for fire drills
are not applied. By using performance standards the interval of five years the quality of the fire drills
can be higher and in line with the training standards. In that case the refresher course is only there to
prove seafarers have still the same quality compared to the last training. Non-maritime firefighter
use performance standards regarding to response time, quality of breathing apparatus, training
interval and participation, medical examination and an evaluation after every firefighting operation.
The factors which will be measured during a fire drill can be divided in pre-movement processes,
movement processes and other important factors. Other important factors are pre-defined scenarios
communication and cooperation during the fire drill and the finalization. These factors and the
research of the previous subjects were combined to the first concept of the performance standards
model. The score is divided in yes or no, sufficient or insufficient and time scores with the achieved
and target time. This model is based on literature and the interviews and needed testing for
improvements and before it is ready to be applied. Once the first concept was completed, the
performance standards model was tested. The test was executed on a product tanker and the result
was good but the model needed some improvements. Some factors had to be changed in the kind of
score, were redundant or needed another place in the model. With these changes the auditor was
convinced that the model could be used effectively to assess fire drills on board of seagoing vessels.
The second performance standards model has been made and to make it complete performance
margins are determined. These margins were based on the test at the product tanker. In addition the
final score is determined, which means that the scenario needs to be assessed with a sufficient and
the target times as well. These are the most important aspects, the other aspects should be achieved
with a minimum final score of 22 out of a total of 25 questions to be sufficient or pass the fire drill
examination. Although the performance standards model is available, more field research to
determine target times and final score to get a more valid and reliable margin is recommended for
Lloyd’s Register Marine.
30
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32
Appendix I: Fire-Fighting Doctrine cruise company
The fire-fighting Doctrine of is available in a separate document.
33
Appendix II: Interview cruise company
Interview Sean Gill (Holland America Line)
Onboard our ships, as in any industry, it is imperative that emergency response procedures are
trained, drilled and subject to constructive feedback and criticism via an assessment process to
ensure continual progress and improvement. It is encouraging to hear that you have chosen to
research such an important area for your university project. I have answered the questions in your email below and attached documents which I believe will be helpful to you.
1. Are there present performance standards related to fire drills, written by your own company, for
your ships? If so, what are the performance standards you require from your crew on board when
they doing a fire drill??
o As part of our Fire-Fighting Doctrine we have written clear guidance for onboard drill
preparation, conducting drills and an assessment form which is completed by an
assessor/observer.
2. Do you have written your performance standards into your company manual on board?
o Yes. These are included in the assessment form ‘Appendix E’ attached.
3. Do you get feedback, from your ships master, after a fire drill?
o Upon completion of a fire drill; the key personnel involved including emergency response
(fire team) leaders, emergency response support teams (rescue squad / hose handing teams
etc.) and the ships command and control personnel will hold a de-brief meeting. During this
meeting the findings of the assessor/observer will be discussed by reviewing the completed
assessment form. All personnel in attendance at this debrief, including the Master, are given
the opportunity to discuss their teams involvement in the drill and are encouraged to identify
areas where the team performance excelled and where it can be improved.
34
Appendix III: Interview general-cargo shipping company
Interview Marco van Rijsinge (Spliethoff)
1. Are there present performance standards related to fire drills, written by your own company, for
your ships? If so, what are the performance standards you require from your crew on board when
they doing a fire drill??
 No measurable performance standards for drills in our company. Different scenarios are
used, made by crew on board (fi fire in hold, galley, engine room, etc.). Fire drills must be
carried out monthly, with evaluation made by Safety Committee on board. Safety Committee
reports are sent to the office (Safety Department), so we can keep track that drills are done
within prescribed intervals. Periodically examples of good drills are published in company
magazine.
2. Do you have written your performance standards into your company manual on board?
 No. Only performance standard is the fact that crewmembers know their duties and act
accordingly (fi hose team members, closing gang members, how to don a fire suit, how to
enter a location full of smoke, heat.) If performance is not good, drill must be done again.
Only US Coast Guard keeps track of time of donning suits, preparing teams during Port State
Control boardings (fire drill is standard part of Port State Control inspections in USA).
3. Do you get feedback, from your ships master, after a fire drill?
 Via Safety Committee report, see above.
35
Appendix IV: Drillplan chemical tanker company
Rev 06-02-2012
FORM T 024 CH
Planning and overview of safety drills
Ships Name
YEAR
Type of drill
1
ABANDON ship (not waterborne)
2
FFB launch (or simulation with recovery crane)
3
MOB Drill and Rescue boat launch
4
Freq
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEPT
OCT
NOV
DEC
Freq
M
M
*3 M
3M
M
M
FFB launching drill in water ( no simulation)
*6 M
6M
5
Life raft drill ( included davit launched)
3M
6
Training in use of equipment included
A Fire extinguishers
B Life saving appliances/EEBD
C Survival at sea
2M
3M
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
BINDER 23
2M
7
Fire Fight Drill
8
CO2 procedure + SOS valves
W
W
9
Testing of general / Fire alarm
W
W
10
Testing Emergency Fire pump
W
W
11
Instr. How to start EM generator
M
M
12
Instr.How to start Fi.Fi.pump
M
M
13
ISPS Equipment
M
M
14
Emergency steering/Steering gear failure
M
M
15
Emergency Stop Main Engine
M
M
16
Emergency control Main Engine
M
M
17
Bunker/Chemical pollution SMEPEP
M
M
18
Safety Meeting
M
M
19
Enclosed Space Entry + Rescue ( SOLAS )
2M
2M
20
Emergency Radio Training
3M
3M
21
ISPS security Drill Terrorism/Piracy
3M
3M
22
SSAS
3M
3M
23
Heavy Weather Damage
3M
3M
24
Collision/Grounding/ Major Flooding
3M
3M
25
Helicopter Rescue
3M
3M
26
Structural Failure
3M
3M
27
Break away from jetty during cargo transfer
3M
3M
28
Hose burst / pipe fracture / overflow
3M
3M
29
First aid / CPR (serious injury)
3M
3M
30
Critical + Main engine failure
3M
3M
31
Power Failure / Black out
3M
3M
32
Toxic gas/vapour release harbour
3M
3M
33
Toxic gas/vapour release sea/anchor
3M
3M
34
Tank leakage into adjacent spaces
3M
3M
35
Emergency towing equipment
3M
3M
36
Training use of emergency signals
3M
3M
37
Search and rescue Assistance
6M
6M
38
Emergency Response Exercise
3M
3M
39
Company Response Exercise
12M
12M
# Specify the type of drill
M
M
# Type of drill :
M
1
2
3
4
5
6
1on deck, 2 in engine room, 3 pump room, 4 accommodation, 5 explosion, 6 Cargo tank
*
1
2
3
4
5
6
M
WHEN MORE LOCATIONS ARE TRAINED DURING ONE DRILL, RECORD NUMBER AS WELL
FREE FALL LIFE BOATS CAN BE LAUNCHED EVERY 6 MONTHS ONLY UNDER THE EXPRESS CONDITION THAT FFB IS LOWERED EVERY 3 MONTHS, OR EXTENDED TO 12 MONTHSA IF ALL SIMULATION REQUIREMENTS ARE MET
WHEN THE LIFEBOAT IS FREE FALL LAUNCED AS PART OF A DRILL, THIS SHOULD BE CARRIED OUT WITH THE MINIMUM PERSONNEL REQUIRED TO MANOEUVRE THE BOAT IN THE WATER AND TO RECOVER IT.
36
Appendix V: Interview chemical tanker company
Interview Lennart van der Net (John. T. Essberger B.V)
1. Are there present performance standards related to fire drills, written by your own company, for
your ships? If so, what are the performance standards you require from your crew on board when
they doing a fire drill??
 No, the company safety management system does not refer to the performance standards of
fire drills. Procedures refer to intervals only and specific flag state requirements (if any). The
drill plan, as part of the safety management system, only demands that fire drills have to be
performed at certain areas of the vessel such as accommodation, pump room etc. ( I have
attached the drill plan for your reference).
2. Do you have written your performance standards into your company manual on board?
 All vessels are provided with the publication " Shipboard Drills" published by Witherby
Seamanship. This booklet is used to prepare, execute and evaluate the drills and basically
sets the performance standards for all drills.
3. Do you get feedback, from your ships master, after a fire drill?
 All drills are reported to the office in the monthly safety meeting. Evaluation records are kept
on board. If a drill reveals any need for improvement, this will be reported in the same safety
meeting report, and the crew will issue a so called "Event Report", used for the reporting of
e.g. Near Misses, Unwanted Situations, Non-Compliance, Improvement Proposal etc.
37
Appendix VI: Interview Falck Safety Services
Interview with Gert-Jan Langerak, Project Manager Maritime and STCW and Sr. Marine Firefighting
Expert at Falck Safety Services Rotterdam
In accordance with our PI-project to do research to the application of standards for fire drills on board
of seagoing vessels we decided to consult the professional sector. Therefore we would like to ask you
some questions about training of seagoing personnel in accordance with STCW requirements.
Falck Safety Services have developed a Verification of Competence program for the maritime and
offshore personnel, due to their experience with maritime and offshore trainings.
1. What requirements are stated for seagoing personnel attending to a Basic Training course?
When attending to an initial basic training course the seafarer requires a valid medical certificate.
When the basic training course is completed a seafarer will receive a certificate with a validity of five
years. During the basic training the seafarer will have to meet the requirements stated in the STCWcode. For a refresher basic training the seafarer requires a valid medical certificate as well and a basic
training certificate including all four subjects. Basic training courses of Falck Safety Services meet the
standards set by the STCW-code.
2. What requirements are stated for seagoing personnel attending to an Advanced Fire Fighting
Course?
To attend to an Advanced Fire Fighting course it is required to have a valid medical certificate and a
basic training certificate including all four subjects. When the Advanced Fire Fighting course is
completed a seafarer will receive a certificate with a validity of five years. There are two type of
advanced firefighting courses, similar to the basic training there is an initial and a refresher course.
Advanced firefighting courses of Falck Safety Services meet the standards set by the STCW-code.
3. Are there any specific factors that you believe is mandatory to train during every fire drill, to
preserve the knowledge acquired during Basic Training and Advanced Fire Fighting Training?
This question is complex, which makes it hard to answer it briefly. Basic elements such as:
- Quick and safely getting dressed in the outfits that are required.
- Breathing apparatus should always be ready for use.
- Reaching a location in a determined time which has been specified in advance.
- Checking the condition of the radio communication.
- Etc.
The most important factor in our opinion is that all drills have to be prepared. The scenario’s should
be written in advance of a drill and practice goals should be stated to preserve and maintain the
seafarers competence. The operation procedures for fixed firefighting systems as CO2, HiFog,
Waterspray, Foam, etc. should also return in every drill. Fire-, smoke and closing rounds including
ventilation shutdowns should also be included in fire drills.
Every ship should have a number of high-risk scenarios that must be practiced in a training cycle.
38
Appendix VII: Interview Fire Department Lage Zwaluwe
Interview with Albert Sulkers, volunteer at the voluntary fire department of Lage Zwaluwe
In accordance with our PI-project to do research to the application of standards for fire drills on board
of seagoing vessels we decided to consult the professional sector. Therefore we would like to ask you
some questions about firefighting as voluntary firefighter.
1. What is the required response time of a fire fighting crew (standard)?
From the time of the report, the crew has six minutes to reach the department and depart with the
fire truck. If the fire truck does not depart in six minutes and other fire department is called. For a
professional firefighting crew that has watch at the department the maximum time for departure is
one and a half minute.
2. Does this time include changing in to firefighting equipment?
The six minutes mentioned in question one does include changing into our firefighting equipment.
3. Does the standard firefighting equipment include a breathing apparatus?
Breathing apparatus are available in the fire truck. This equipment is not included in question two,
because it is not always sure that breathing apparatuses are required at the scene. When the report
states that it is a house fire, the breathing apparatuses will be put on when underway to the scene.
When breathing apparatuses are used at the scene you have to keep a good eye on the pressure.
Bottles with a pressure under the 270 bars should not be used and immediately be replaced, these
pressures are therefore regularly checked. If you are using a breathing apparatus when entering the
scene there are two easy ways to determine the time you can be inside:
- Reconnaissance: initial pressure – 55 / 2 = ….. bar + 55 = return pressure
-
Performance: initial pressure – pressure at arrival = travel pressure + 55 = return pressure
55 bars is the pressure when the flute will sound and the user has to be outside again, therefore good
communication is also mandatory. Regularly asking if you can still stay inside will encourage you to
check it.
4. What is the required response time to arrive at the scene (standard)?
After the report we have eight minutes to arrive at the scene, when the fire is inside our area of
coverage. This is included the maximum six minutes we have to depart at the fire department. When
the fire is outside the area of coverage we have a maximum response time of fifteen minutes.
5. How many times does a voluntary firefighter has to train during the year?
Training is being held every week, excluded holidays. This is a total of around 45 to 50 trainings a
year, where different scenarios are being performed. We have to participate in at least 75% of the
trainings.
6. What are the requirements to be a firefighter?
At first you have to follow a course, but every firefighter has to undergo medical examination each
four years. When a firefighter reaches the age of forty this interval is reduced to two year. And when
39
he/she passes the age of fifty this will be reduced to each year. This medical examination includes a
stamina check for which the firefighter has to pass.
7. Is there an evaluation procedure when the crew returns to the fire department?
When the crew returns at the fire department we will evaluate the performance. When traumatic
experiences have been taken place it is also usual to talk about our experiences. Afterwards we
always make up the inventory an report any defects.
40
Appendix IIX: Firefighter performance standards
Table 5.1: Firefighter performance standards
Factor
Response time
Time of arrival at the scene
Breathing equipment
Training
Requirements firefighter
Performance evaluation
Performance standard
6 mins to fire dep. and departure (voluntary)
1.5 mins departure from fire dep. (professional)
8 mins inside coverage area
15 mins outside coverage area
Put on underway to or at the scene
Pressure > 270 bar bottles
Every week, different scenarios
75% participation rate
- Course
- Medical examination (interval depends on age)
- Stamina check
- After every firefighting job
- Performance, experience (traumatic)
- Reporting any defects
41
Appendix IX: Performance standard model test at Maltese flagged
product tanker
42
Appendix X: Manual performance standards model
Evaluation tool manual
Fire drill performance measuring tool for seagoing vessels
1.
Scenario
1.1. Are there any pre-defined scenarios?
Does the person responsible for the fire drill have a scenario worked out (on paper preferably) outlining the
drill that will be executed? The quality of the scenario will be assessed later and is not relevant here.
1.2. Is the fire location well and clearly described?
Does the planned scenario include a location of the fire? These can for instance be the cargo hold, the engine
room, galleys, etc.
1.3. Is the kind of fire well and clearly described? (e.g. oil, metal, gas)
Does the planned scenario include the type of fire? Different types of fires could be oil, gas, other chemical
substances, wood, etc.
1.4. Are there any learning objectives defined in the scenario?
Does the planned scenario include learning objectives for the crew? This could for instance be learning how to
deal with certain types of fire, gaining experience with certain types of equipment, navigating certain parts of
the ship, etc.
2.
Detection
2.1. Time it takes from fire detection until general alarm.
Measure the time it takes from the detection of the fire until the sounding of the alarm. This should be less
than the target time.
3.
Mustering
3.1. Time it takes from general alarm until whole crew has gathered at muster station.
Measure the time it takes for all personnel to muster at the location from the sounding of the alarm until the
last person arrives.
4.
Communication
4.1. Rating for leadership. (e.g. decisive, coaching, responsible)
Is there a clear leader in charge of the situation? Is this person in control of his/her personnel and the
situation? Is he/she decisive and does he/she act responsible? Is there a clear leadership structure?
4.2. Rating for handing out orders. (e.g., clear, short)
Is the giving of orders done well? Are the orders clear for the personnel? Orders should be short and clear. The
crew must be able to quickly understand what the leader means and wants of them.
4.3. Rating for use of radio equipment. (e.g. short, clear)
Does the crew know how to properly use the radio equipment? Messages should be short and clear. Talking
through each other, unclear messages and such are a sign of inexperience and are cause for an ‘insufficient’.
4.4. Is the crew focused on their tasks?
Does the crew focus on the fire (drill)? Or are they distracted by other things such as chatting with each other,
cell phones, etc.
43
5.
Cooperation
5.1. Is the crew's presence used in an optimal way? (e.g. substitutes in case of absence)
Are there any plans on what to do in case a crew member is unable to perform his task? Are there too many
crewmembers performing a certain task or not enough crewmembers on a task? Crewmembers that don’t
have a task should be staying out of the way of others, preferably in a pre-defined location.
6.
response time
6.1 Time it takes from mustering until standby. (e.g. readiness for immediate deployment)
This includes the time from the mustering until the crew is standby. This should be measured when 3.1 has
been finished. The time can be stopped if all crewmembers are ready for deployment.
6.2 Total response time – from general alarm until standby.
The total response time, from the beginning of the measurement from the general alarm until the end of the
muster time is measured here. In this case, a simple calculation could be used by summing up the times that
have been measured before.
7.
Preparation
7.1 Are all crew members’ fire suits been prepared and put on correctly?
The crew has to put on their fire suits in the way they have learnt it at their trainings and the way the
supervisor wants it. Also everything have to be zipped up, tightened up and covered the specific parts of the
body that it should cover. No defects are allowed in the fire suit, and in case of a defect, use is forbidden.
7.2 Are all fire hoses correctly prepared, pressurised and free of any leakages?
Every hose that is going to be used should not contain kinks, should be twist locked before usage, should be
free of nodes. This is to be sure that a hose could be pulled smoothly to specific chambers of the ship and be
fully working during the fire drill.
8.
Controlling/Extinguishing
8.1 Time it takes from standby until successfully executed fire extinguishment.
This is the time that should be measured, from the end of mustering until the end of fire extinguishment. The
counter starts when the whole crew is ready for deployment and stops when the fire has been extinguished.
8.2 Is the crew approaching the fire in a logical and safe way?
This assessment part contains safety aspects as the way of approaching the fire. No doors to be opened at
once, when heavy smoke is involved with the fire: stay low etc. The training learning objectives and
supervisor’s experience should be used for defining this aspect.
9.
Finalisation
9.1 Are all used materials separated from unused materials?
All used materials as fire suits, BA sets etc. should be separated from the unused ones. To avoid of damage or
defects that occurred during the fire drill, these used materials have to be checked after use. If they are mixed
with the unused materials, inadequate work is done.
9.2 Are all materials stored away correctly?
After the fire drill, all used and unused materials have to be stored away to where they came from and should
be stored. This is defined different per ship. Fire suits have to be cleaned, dried and folded up; then stored
away. Do not throw used and unused materials to the storage rooms, put them there with care.
9.3 Are all BA sets checked and refilled?
After each fire drill, every BA set have to be checked, and if needed, refilled. This also counts for the unused
ones. The unused ones are going to be used during the next drill to make sure they stay operational.
9.4 Is the fire drill reviewed by the crew and supervisor?
44
After the fire drill, checks and storages, the crew and supervisor will review the fire drill by discussing the
aspects stated above. The achieved times will be compared to the target times and scores will be evaluated.
9.5 Have all learning objectives been recognised and discussed?
By evaluating the fire drill by discussing all parts of this measuring tool, both the crew and supervisor will be
able to discuss all learning objectives. The question is whether they recognised some insufficient rated learning
objectives or not, in order to improve these in the next drill.
9.6+9.7 Are there any general+individual improvements stated, discussed and specified?
Both the general and the individual improvements should be stated in the review. The crew and supervisor will
discuss them in order to actually know on which points improvement is needed. These insufficient scores will
be specified if some things are unclear.
45
Appendix XI: Final performance standards model
No.
1
1.1
1.2
1.3
1.4
2
2.1
3
3.1
3.2
4
4.1
4.2
4.3
4.4
5
5.1
6
6.1
6.2
7
7.1
7.2
8
8.1
8.2
9
9.1
9.2
9.3
9.4
9.5
9.6
9.7
Fire drill performance measuring tool for seagoing vessels
Subject
Scenario
Are there any pre-defined scenarios?
Is the fire location well and clearly described?
Is the kind of fire well and clearly described? (e.g. oil, metal, gas)
Are there any learning objectives defined in the scenario?
Detection
Time it takes from fire detection until general alarm.
Mustering
Are the crew's tasks clearly pre-defined? (e.g. muster list)
Time it takes from general alarm until whole crew has gathered at muster station.
Communication
Rating for leadership. (e.g. decisive, coaching, responsible)
Rating for handing out orders. (e.g. structured, clear, short)
Rating for use of radio equipment. (e.g. short, clear)
Is the crew focused on their tasks?
Cooperation
Is the crew's presence used in an optimal way? (e.g. substitutes in case of absence)
Response time
Time it takes from mustering until standby. (e.g. readiness for immediate deployment)
Total response time - from general alarm until standby.
Preparation
Are all crew members' fire suits been prepared and put on correctly?
Are all fire hoses correctly prepared, pressurised and free of any leakages?
Controlling/Extinguishing
Time it takes from standby until successfully executed fire extinguishment.
Is the crew approaching the fire in a logical and safe way?
Finalisation
Are all used materials separated from unused materials?
Are all materials stored away correctly?
Are all BA sets checked and refilled?
Is the fire drill reviewed by the crew and supervisor?
Have all learning objectives been recognised and discussed?
Are there any general improvements stated, discussed and specified?
Are there any individual improvements stated, discussed and specified?
Sub total score
Final score
Score
Yes
Yes
Yes
Yes
No
No
No
No
Achieved time
Target time
Achieved time
Target time
Sufficient Insufficient
Yes
No
Sufficient Insufficient
2.5 mins
Sufficient Insufficient
Sufficient Insufficient
Sufficient Insufficient
Yes
No
Yes
No
Achieved time
Target time
4 mins
6.5 mins
Achieved time
Target time
4.5 mins
Sufficient Insufficient
Sufficient Insufficient
Yes
Yes
No
No
Sufficient Insufficient
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
___/25
___/25
Sufficient Insufficient
Comment
46