Fire Extinguishers

For protection, all boats must carry readily accessible fire extinguishers approved by the U.S. Coast Guard. Fire extinguishers are classified by letters and numbers, according to the type and size fire they can extinguish. The letter indicates the type of fire.

The following are the types of fire extinguishing chemicals, and the types of fires against which they are effective:

Fire Extinguisher Guidelines:

PWCs and boats up to 26 feet must carry one B-I fire extinguisher. Boats 26 to 40 feet must carry two B-I or one B-II. If there is a permanently installed fire extinguisher system only one B-I extinguisher is required. For vessels 40 to 65 feet, three B-I or one B-II and one B-I extinguishers are required. Vessels in this class with permanently installed fire extinguisher systems are required to carry two B-I or one B-II extinguishers. Vessels without combustible fuel onboard, no gasoline engine or no areas where vapors can be trapped are not required to carry a fire extinguisher.

A U.S. Coast Guard/UL Marine Type approved fire extinguisher is usually very effective for most types of boat fires. Approved fire extinguishers have the "Marine Type USCG Approved" label with size and type symbols along with an approval number. The Coast Guard requires that a class B-1 Coast Guard approved portable fire extinguisher in working condition be aboard every PWC and all boats that have closed compartments under seats where fuel tanks may be stored, closed storage compartments where flammable or combustible materials may be stored, or boats with permanently installed fuel tanks. Check frequently to be sure that your extinguisher is properly stored and undamaged. Be sure to check the fire extinguisher's operational capability on an annual basis. Replace all cracked or broken parts and keep nozzles free from obstructions. Check the pressure gauge often. Make sure the locking pins and sealing wires are in place.

Depending on the fire extinguisher's model there are a couple of ways to check to make sure they are "charged". Some models have a green button located at the top of the extinguisher. When the button is pushed in (depressed) it will quickly pop out if the fire extinguisher is charged and ready for operation. Other fire extinguishers have a gauge that will show whether the charge is full or empty. The needle should always point in the full range. If it doesn't, it is time to re-charge the extinguisher.

Extinguishers must be mounted in an accessible area but not near the engine or in a compartment. Remember, you need to be able to get to a fire extinguisher as quickly as possible. However, in the case of a fire, PWC operators may not be able to get to their fire extinguisher. They should get away from the fire as quickly as possible and use another boater's extinguisher.

Carbon Dioxide	Dry Chemical	Halon

Take measures to prevent but be prepared to deal quickly and efficiently with fires. A key to understanding fire suppression is to know that eliminating one of the fire's key ingredients, fuel, oxygen or heat, can extinguish a fire.

Here are some basic practices to follow that will greatly reduce the chance of fire.

1. Make sure ventilation systems have been installed and used correctly.

2. Make sure fuel systems are free of leaks.

3. Follow safe fueling procedures. (see Chapter 18)

If a fire breaks out while your PWC is underway you should stop the boat. If you or any passengers are not wearing a PFD they should put one on immediately and keep the fire downwind. Use a paddle to turn the boat if necessary to keep the fire downwind.

On a power boat, if the motor catches fire, shut off the fuel supply, aim the fire extinguisher at the base of the flames and use a sweeping motion to put out the fire. Also, never use water on a gas, oil, grease or electrical fire. Water will spread a gas fire and will conduct electricity. If you have a VHF radio onboard you should summon help immediately.

Due to a PWC's size and where the fire extinguishers are typically mounted, common sense suggests an operator deter from the normal procedures outlined for traditional motorboats. Since most fire extinguishers on PWC are mounted either under the operator's seat or in the front storage compartment, opening either area will add more oxygen to the fire mixture, thus fueling the fire. The recommended action in this case, is to jump off and swim to safety - away from the burning PWC. This is the only time "abandon ship" is suggested as an immediate course of action.

Ventilation Systems

Why have a ventilation system? Because it removes flammable gases that could cause a damaging or life-threatening explosion. All powerboats with enclosed fuel tanks or engine compartment must have at least two ventilation ducts fitted with cowls to remove the fumes. For PWCs or boats with a power ventilation system they should be turned on and left running for four minutes after fueling. This is done before the engine is started.

Note: PWCs and boats built after 7/31/80 that contain power exhaust blowers in fuel engine compartments must have the following warning posted near the instrument panel: Gasoline vapors can explode. Before starting the engine, operate the blower for four minutes and check (using your nose) the engine compartment for gasoline vapors.

Carbon Monoxide

Carbon monoxide is a potentially deadly gas produced any time a carbon-based fuel, such as gasoline, propane, charcoal or oil, burns. Sources include gasoline engines, generators, cooking ranges, and space and water heaters. Poorly tuned engines produce more carbon monoxide that properly tuned engines. Regular maintenance and proper boat operation can reduce the risk of injury due to carbon monoxide.

Carbon monoxide is colorless, odorless and tasteless and mixes evenly with the air. It enters the bloodstream through the lungs and displaces the oxygen a body needs. Early symptoms of carbon monoxide poising are: irritated eyes, headache, nausea, weakness and dizziness. These symptoms are often confused with seasickness or intoxication. Prolonged exposure to low concentrations or very short exposure to high concentrations can lead to death.

Before each boating trip make sure you are familiar with the location of engine exhaust outlets on your vessel and inform all passengers about the signs and symptoms of CO poisoning and where CO may accumulate in your vessel.

Check to make sure that cooling water flows from the exhaust outlet(s) after engines and generator have been started. Listen for any change in exhaust sound, reduced exhaust water flow which could indicate an exhaust component failure.

On a monthly basis during boating season, make sure all exhaust hose clamps are in place and secure. Look for exhaust leaks, hose soft spots, bulges, cracks, holes, or signs of wear and corrosion. All exhaust hoses should be double clamped.

On an annual basis get a qualified marine technician to inspect the engine and exhaust system. A well running system will greatly reduce the chance of carbon monoxide poisoning.

One area of concern is "teak surfing." This is when a person hangs on the swim platform (which is often made of teak wood, hence the name) while the boat is moving forward at a slow speed. Often the swimmers will let go of the teak and body surf on the boat's wake. The participants can at times even surf back to the boat and grab the swim platform.

An obvious danger is the participant's proximity to the boat propeller, which raises a concern in itself. But the silent danger is the heavy concentration of carbon monoxide that accumulates in that area of the boat.

Gasoline engine exhaust is the most common, but far from the only source of carbon monoxide. Boaters need to inspect their exhaust system:

1. Look and listen for leaks in the exhaust system, including a visual check at each joint for discoloration, water leaks, carbon, stains, etc.;

2. Check that all exhaust clamps are free of corrosion, in good repair, and are properly tightened;

3. Make sure all ventilation systems are in good repair and are not obstructed, restricted, or punctured;

4. Make sure gaps around engine room and exhaust system doors, hatches, and access panels are minimized to reduce the opportunity for carbon monoxide to enter the cabin.

In many boats, especially double cabin vessels, the exhaust lines pass through the aft cabin on their way to the transom. You must be able to inspect every joint and every flexible component for wear, cracking or loosened clamps. If the exhaust lines run behind cabinetry, install inspection ports or removable panels in the cabinetry.

Do not use any flame-producing device in a non-ventilated area. Alcohol heaters and stoves, propane heaters and stoves, catalytic heaters, oil or gasoline lamps, and charcoal stoves and grills consume oxygen. As oxygen levels in an enclosed space fall, fuel is incompletely burned and carbon monoxide is produced. A clue this is happening is that a normal blue flame becomes yellow and smoky.

Carbon monoxide is most often produced in the following areas:

Fuel system: Fuel that is contaminated, stale, or of the wrong octane number for the engine.

Carburetors/injectors: Dirty or clogged flame arrester, malfunctioning automatic choke or faulty adjustment of manual choke plate, worn flat needle valve and seat, high float level, incorrect idle mixture adjustment, and dirty or worn injectors.

Ignition System: Fouled or worn spark plugs, worn points or improperly gapped points, shorted or opened circuit high tension spark plug cables, and incorrect timing.

General Items: Worn piston rings and valves, low engine operating temperatures (cold-running engines increase carbon monoxide production, while engine operating at a higher end of the manufacturer's temperature range produce less), exhaust back-pressure caused by modifications to the exhaust system, and restricted engine compartment ventilation.

Carbon monoxide from an adjacent boat can invade your boat through hatches, doors, or even drains.

Carbon monoxide production is greater while combustion chamber surfaces and gas passages are cool. To minimize carbon monoxide production, boaters should ventilate their boats, operate their boats so that they will permit the maximum dissipation of carbon monoxide, and minimize the time spent getting underway.

Mufflers

Noise has been a major issue regarding PWC operation. It is also a concern for all other powerboats as well. A PWC or boat must have either a factory installed muffler or exhaust water manifold for noise reduction or another effective muffler system.

PWCs or boats built after1/1/93 must not exceed a noise level of 88 decibels while PWCs or boats built before 1/1/93 must not exceed a noise level of 90 decibels.

A marine design exhaust manifold is required if water is used for muffling. They must work together. Outboard motors, due to their exhaust design, are not required to have a muffling system.

Flame Arrestors

Gasoline vapors can explode. Before starting engine, operate blower for four minutes and check (using your nose) engine compartment for gasoline vapors.

Boat engines may backfire. All powerboats with an enclosed engine or fuel compartments (this includes inboards, inboard-outboards, and airboats) must have a U.S. Coast Guard - approved backfire flame arrestor on each carburetor. Regularly check the fuel arrestor for damage and clean it so it stays in good operating condition.

Vessels built after July 31, 1980, with power exhaust blowers in gasoline engine compartments, must have a warning decal near the instrument panel.