Fuel spray fire on a local vessel engine
At 02:15 a 26 m local vessel is underway off Lamma with three crew and no passengers. The engine room smoke alarm operates. The engine operator opens the engine room door and sees flames at the no. 2 cylinder high-pressure fuel line union, heavy black smoke, and the turbocharger glowing dull red. The engine is still running at 1,400 rpm and fuel is spraying from the union. A portable dry powder extinguisher is at the door. A fixed CO2 system serves the engine room, but the last service tag is 14 months old. The fuel shut-off is a manual valve at the tank, 3 m inside the engine room. The bridge is on autopilot.
1. State the immediate actions in order, including what you would not do.
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Immediate actions in order
- Raise the alarm and tell the bridge immediately; the bridge must take manual control and keep the vessel clear of traffic.
- Stop the engine at the local stop or emergency stop. A running engine keeps the fuel pump delivering oil to the leak.
- Operate the remote fuel quick-closing valve if one is fitted. If not, do not walk past the fire to reach the manual tank valve; that is how the operator becomes a casualty.
- Stop the engine room ventilation fans and close the door to limit oxygen.
- Attack the fire only if it is small and you have a clear escape route. Use dry powder or CO2 on the fuel fire, aiming at the base of the flames. Do not use water as a stream on burning fuel; it spreads the fire.
- If the fire is not controlled within about one minute, withdraw, close up the space and prepare to use the fixed system.
What not to do Do not open the door wide and stand in the opening, do not use water on the fuel, and do not restart the engine to try to clear the fuel line. The glowing turbocharger means any continued fuel spray can re-ignite.
2. Two dry powder extinguishers have been used and the fire is not out. The engine room is full of smoke. Decide whether to release the fixed CO2, and describe the sequence and the risks.
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Decision: evacuate, account for all three crew, seal the space and release the fixed CO2.
A fuel spray fire at a glowing turbocharger will not be reliably extinguished by portable extinguishers once the space is smoke-logged. The 14-month-old service tag is a maintenance defect, not a reason to refuse to use the system if it is the only remaining option; record the defect afterwards.
Sequence
- Confirm the engine is stopped, fuel supply shut and ventilation stopped.
- Muster all crew and account for everyone. Do not release CO2 while anyone is inside.
- Close all engine room openings and set the CO2 release as designed. Warn everyone to keep clear of relief vents.
- Release the CO2, then monitor the boundaries for heat. Do not open the engine room door.
- Keep the vessel clear of traffic and prepare to abandon only if the fire breaks out of the space.
Risks CO2 displaces oxygen and can kill anyone in the space. Opening the door after release lets air back in and can cause re-ignition. The space must be allowed to cool before entry with breathing apparatus and atmosphere testing.
3. The fire is out and the engine room has cooled. What checks would you make before any attempt to restart, and what reporting and records are required?
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Before restart
- Do not enter until the atmosphere has been tested for oxygen and carbon dioxide and the space is ventilated.
- Inspect the no. 2 fuel line, union, injector and nearby wiring. Replace the failed line and any heat-damaged fuel or lube oil pipes.
- Check the turbocharger for damage, the exhaust lagging for oil soak, and the engine for distorted parts.
- Check lube oil and coolant levels and look for signs of overheating or seizure.
- Bar the engine over by hand if possible before using the starter.
Reporting and records Inform the master, the owner and the Marine Department as required for an engine room fire. Record the time of alarm, engine stop, extinguisher use, CO2 release, crew muster and damage found. Keep the failed fuel line as evidence. Do not restart until the cause is corrected and the master is satisfied that the vessel can proceed safely. A fire at sea is a reportable casualty, and an unreported defect can affect the vessel's fitness to operate.