1. © Chevron 2009 Chevron Shipping Company LLC February 19 th 2010 the vital interface between shore fire fighters and a tanker at berth Tankers – a view from the sea or dock

2. © Chevron 2009 What are the chances of fire on a tanker? Number of Incidents Based on data from LMIU & ITOPF There are approximately 8000 Ocean going tankers – performing thousands of voyages each year Oil in Thousands LT

3. © Chevron 2009 3 The tanker exposed Double hull space – contains either water or empty. Coating typically epoxy. The spaces are not inerted typically, but anticipate oxygen deprivation Centerline bulkhead These are the cargo spaces which carry oil – the spaces are typically <5% oxygen Double bottoms contain water or empty – expect low oxygen

4. © Chevron 2009 4 Fire protection measures in cargo tanks Modern tankers above 20,000 tons are fitted with Inert gas. Inert gas became required as ships grew in size and the tanks began to generate significant static voltages during tank cleaning (approx 50,000v) Cargo tank atmospheres are now less than 5% oxygen, under pressure! Small chemical tankers may have no inert gas (sometimes nitrogen is used on chemical tankers). This type is not seen at the El Segundo moorings but is seen in the ports of LA/LB/Wilmington/San Pedro

5. © Chevron 2009 A word on Ropes ETOPS – this is a more recent way of saying a fire wire. There was a move to other materials and another name was needed. Intended for use towing off a blazing ship or when the dock is on fire. Many question the wisdom of towing a blazing ship through the port Tug Captains not appreciative of the idea either Fire wires are very heavy especially on the largest of ships. Many injuries have occurred raising and lowering these ropes. Study showed only two uses in forty years. Some terminals now removing fire wires – already one berth in LB has initial approval 5

6. © Chevron 2009 Ropes too 6

7. © Chevron 2009 7 Watch out for the small ones!

8. © Chevron 2009 8 Getting aboard MEANS OF BOARDING If boarding at a sea berth the means of boarding will be most likely already there. One variation may be a pilot ladder There may be a gangway There may be a Billy Pugh HELO operations may be dictated

9. © Chevron 2009 The Pilot ladder 9 Simple design can be arranged by two people Can be prone to accidents if incorrectly rigged Access from a boat in the Pacific swells runs the risk of being trapped by a rising boat behind the climber Not popular for people who do not like ladders In an emergency special care would be needed to ensure the ladder is properly secured

10. © Chevron 2009 Combination accommodation ladder 10

11. © Chevron 2009 The Billy Pugh 11 On a fully functioning ship this can be one of the safest and fastest transfer methods Not all ships are provided with one of these but they are in use on the West Coast In an emergency situation be aware of where the fire is – these Billy Pugh’s hook up to a crane. That crane needs power which is coming from the engine room – if the power stops you could be left hanging there – with a great view and a lot of time

12. © Chevron 2009 HELO OPS Before attempting this - contact should be made with the ship and terminal to ensure conditions are SAFE for ops. Ships conduct HELO ops under the guidelines of the “Guide to Helicopter operations” (International Chamber of Shipping) Ships decks have specific markings to identify a landing are (H) or not. Tankers are normally suitable for HELO ops in controlled conditions – amongst the considerations is vapor control, this could be breached in an emergency situation and this aspect should be considered in discussions with the ship and terminal. Smaller chemical tankers within the port areas are often not suitable for HELO ops due to their decks being covered with structure, cargo lines, vent pipes and often deck tanks. 12

13. © Chevron 2009 Landing area at the ships side 13

14. © Chevron 2009 Winch Only Area 14

15. © Chevron 2009 How a winch only area typically looks 15

16. © Chevron 2009 International Ship/Shore connection 16

17. © Chevron 2009 Fire plans 17 The plans are supposed to be at the top of the gangway – but may be by the maindeck doorways

18. © Chevron 2009 Command structure on board in emergency Command in any emergency always rests squarely with the Captain (also referred to as the Master) If the Captain is not able to take command for any reason (injured possibly) the Chief Officer takes over. Command and control is usually executed from the bridge Ship communications are usually executed between the bridge and the fire parties by intrinsically safe UHF. English is the International language of the sea. On tankers particularly this is checked at inspections. The best English on a non English speaking ship will typically be the deck officers. Crew generally wear coveralls some may carry a UHF, generally look for someone with a radio to find out what you need when first aboard. Fire parties often are one officer and several crew Competencies and drill practice can be expected to vary from ship to ship If the fire pumps are working tankers often have better water pressure on the fire main than some cargo ships – expect 100 to 150 psi (Chevron at 150 psi) 18

19. © Chevron 2009 Firefighters Insights Basic strategies and tactics similar to dealing with commercial buildings/Structures, ladders, some steep narrow stairs, steel not concrete, flammable/combustible liquids on board. Dealing with a cargo tank fire is similar to dealing with small cone roof tanks in a refinery terminal – except you are standing at the top. Vital to learn immediately the tank arrangement and contents Think about managing any oil spill response concurrent with the fire. Most of the oil terminals will immediately set up an ICS response during any incident. Oil boom is not fire resistant although there are some relatively small stocks of this on the West Coast. Be aware of the firefighters safety if boom is used as it could prevent a fast escape. Good command and communications are vital. Ships ventilation systems complex – best to engage the Chief Engineer or the first Engineer to understand them and achieve your goals At least a couple of high rise packs required – key is making sure you can adapt to the ship water system 19

20. © Chevron 2009 Firefighters insights 2 Likely ships equipment SCBA – Minimum of three but most likely 6 to 8 units aboard with suits. Ships generally have three man attack teams with limited live fire experience, they are regularly drilled with a wide range of competency. Most ships have an SCBA compressor – a very few have extra bottles The fixed deck foam system through guns is typically protein foam 3 to 6% - some ships are fitted with AFFF. Fire hydrants or stations throughout the ship Fixed CO2 or Foam fitted for engine room, Pump room, and auxiliary generator room (Some ships may also have paint locker in CO2 Assorted extinguishers around ship 20

21. © Chevron 2009 Hazards and considerations Equipment – may not match US standards – particularly fire hose couplings Layout – piping in fire areas may contain oil, accommodation may contain dead end alleyways, fuel tanks and other tanks may be in unexpected areas. Engine room – in some ships oiled dust on cable racks have proved to be very fast fire path Bad practice on some ships means gauge glass gauge glass shut offs are “gagged” open. Lube oil and diesel oil tank gauge glasses can melt or shatter in a fire dumping fuel on the fire unless the shut offs are closed. In fires an unfamiliar engine room can become a lethal trap. Check if the ship has shut the quick closing valves – discuss this with the ship. Sludge tanks are down at the bottom of the engine room – can be an expected fuel source Ships cables are armored but still burn with electrical hazards Most likely there will be dark in the engine room Water impingement on hot surfaces and hidden electrics can be an issue. Some modern ships run 8000V on main boards Many pressurized systems Some systems are gravity fed and work irrespective of power 21

22. © Chevron 2009 Engine room hazards and considerations Hot fuels – 260F Hot water systems Steam systems Power Watertight doors require special care and can crush a man or cut a hose (becoming more rare in modern design Chemical storage – usually in steering gear Oxy/Acetylene bottles are typically stored aft on deck – often banked and with hard pipes to ER workshop – should be shut off. US flag ships may be different and have actual bottles in ER Watch out for missing deck plates in the engine room – may have been taken up for valves access – it can be a significant drop Ladders can be narrow step and very steep in ER 22

23. © Chevron 2009 Insulation melt in a cable 23

24. © Chevron 2009 Typical Marine gauge glass 24

25. © Chevron 2009 Case Study 1 25

26. © Chevron 2009 Case Study 2 Smoking fire and explosion – San Francisco 26

27. © Chevron 2009 Sansinena – what has changed? 27

28. © Chevron 2009 Another confirmation of Inert gas 28

29. © Chevron 2009 A word on Terrorism 29

30. © Chevron 2009 The aftermath of terror 30

31. © Chevron 2009 Tug Assistance 31