The Story
of
Fire Boat Four
By BETHEL F. GIFFORD
Los
Angeles Fire Boat No. four is probably the most complete and complex marine
fire fighting unit ever designed and incorporates many features that put it
on a par with land based fire apparatus in effective fire control.
Its
design is the result of preliminary research dating back to 1954, and intensive
research since the middle of 1957. This covered the entire field of
fire fighting, such as fire boats of any importance now in service in the
country, fire fighting efficiency of these boats in comparison with land
based apparatus, their adaptability to all size fires, the standard by which
fire boas are usually judged, whether or not firemen designed the boats, the
experience of the Los Angeles Fire Department covering over forty years of
fire boat operation, required capacity and design to cope with conditions in
the Los Angeles Harbor, and many other factors involved in the design of an
efficient fire boat with an expected life of at least fifty-five years.
Many interesting facets of the entire field of marine fire fighting became
obvious as the above research progressed.
It gradually became apparent that the efficiency and standards of marine
fire fighting are far below that of other fields of fire suppression. This
could be attributed only to the equipment (fire boats) being incapable of
handling fires as efficiently as land based apparatus. The question
was, why?
Further research resulted in a very definite answer to the foregoing.
It was found that land based apparatus are, in most cases, designed by
experienced firemen who incorporate not only their own years of experience
in their particular area, but also that of the entire country.
Specifications are written by firemen, based on the tremendous volume of
experience available, and the needs of their city or area.
It is only after the above specifications are written, by experienced
firemen, that the manufacture or their engineers become involved, and then
only to the extent of engineering the apparatus to include all the features
of the specifications. The manufactures, or their engineers, do not
and could not design a successful and efficient fire apparatus because they
are experienced engineers and not experienced fire fighters. They can,
and do, incorporate the required fire fighting features, specified by
experienced firemen, into a successful piece of fire fighting apparatus.
For some unknown reason, fire boats are not usually designed by experienced
firemen. Most of the modern fire boats are no more effective than
those built thirty, forty, or fifty years ago. When the term
"boat" is mentioned, sight seems to be completely lost of the basic
fact that, to be successful, a fire fighting machine must, first of all, be
capable of effectively fighting fires. Whether this fire fighting
machine is engineered into a boat, or automotive apparatus, in no way alters
this basic fact.
Fire Boats, in general, are designed by Naval Architects who are usually
hampered by a lack of fire fighting experience, by a lack of detailed specifications
written by experienced firemen such as are furnished to manufactures of land
based fire apparatus, and by precedent which results in designing a boat
first and then adapting the fire fighting machinery to the boat.
The foregoing is indicated by the fact that descriptions of fire boats
usually stress only three features, the boat itself, the large capacity of the
fire pumps, and the large turrets. Mention is seldom made of any
provision for efficiently fighting medium or small fires which constitute
probably 95% of all fires, or large fires under wharves where properly
located small steams are more effective than streams from the large turrets
even of they could be directed on the fire.
Furthermore, only halfhearted attempts are usually made to provide for
control of the heavy, or even the small streams, unless the boat is moored.
It is axiomatic that capacity, regardless of how large, is ineffective
unless it can be effectively controlled. It is also axiomatic that
control of large streams from a fire boat is dependent on the
maneuverability of the boat. A fire that requires the full capacity of
a fire boat will simultaneously require the greatest maneuverability of the
vessel to effectively control the large streams. It is general practice
of utilize a large percentage of the power of the propulsion engines for
pumping when full capacity is needed. This definitely limits the
maneuverability of the boat because the small percentage of the propulsion
power left cannot satisfactorily handle the boat under conditions that
require the greatest control of the vessel. If more power is required
for maneuvering, then the volume of water must be reduced.
The foregoing presents a sad situation. A fire boat is usually
designed with a capacity sufficient to handle the largest potential fire in
the area in which it is to operate. When this fire occurs the boat is
generally ineffective. If the required capacity is pumped the vessel
cannot be controlled and the streams are useless or do extensive damage due
to lack of control. If full control of the streams is maintained the
capacity must be cut. In either case the boat fails to accomplish its
designed propose.
In addition to solving the many problems implied in the foregoing there are
many other features that must be designed into a fire boat, such as full centralized
control, controlled ventilation, safety, provision for effectively fighting
underwharf fires, foam system, and numerous other features for increasing
the efficiency, dependability, and life of the vessel.
The experience of the Los Angeles Fire Department in operating a sixty-eight
foot fire boat for over forty years, also a thirty-eight foot and a hundred
foot fire boat for over thirty-five years, as well as the planned expansion
of harbor facilities, indicated that the new fire boat should have a
capacity of at least 6,000 GPM at 150 PSI, and that this required capacity
be available and usable under the most adverse conditions.
Furthermore, the vessel must be thoroughly seaworthy and capable of
operating offshore in heavy weather.
All the foregoing is reflected in the design of Fire Boat No. 4.
Specifications were written covering all phases of the proposed boat, with
precise specifications covering all machinery, controls, firefighting
facilities, and performance. Only the approximate length, beam, and
freeboard desired was indicated in order to give the naval architect some freedom
in designing a hull to accommodate the specified machinery, etc. A
profile and deck plan was included in the specifications to show the
extensive unobstructed deck space, the general arrangement of the turrets,
hose manifolds, hose beds, the low trunk cabin and equipment compartment,
the full vision pilot house, and the general type of vessel we
desired. Our specifications further required all plans and
specifications by the naval architect to be approved by the American Bureau
of Shipping, and that the completed fire boat carry an A.B.S. certificate
before acceptance by the Los Angeles Fire Department.
The services of a prominent Naval Architect were obtained who fully understood
that he was a naval architect and not an experienced fire fighter,
therefore, his job was to engineer our specified firefighting machine
into a boat. The result was that he designed a vessel, incorporate our
requirements as specified , in a manner acceptable to us.
The following is a non-technical description of the more important features
of Fire Boat No. 4.
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GENERAL DESCRIPTION
Type...........................................................
Construction.............................................
Length........................................................
Beam...........................................................
Draft............................................................
Speed..........................................................
BHP--Propulsion.......................................
BHP--Main Fire Pumps............................
BHP--Auxiliary Pumps & Generators....
Pumps--Main--2--3,000 GPM..................
Pumps--Aux.---2--1,500 GPM..................
Total Gross Capacity...............................
Fuel Capacity............................................ |
Twin-Screw
Diesel Fire Boat
Welded Steel
76' 6"
24'
7'
13 MPH
800
800
550
6,000 GPM at 150 PSI (Required capacity)
3,000 GPM at 150 PSI at 150 PSI
9,000 GPM at 150 PSI
Sufficient for 30 hours operation at full capacity |
N.B.F.U.
RECOMMENDATIONS
Fire
Boat No. 4 exceeds all recommendations contained in N.B.F.U. Bulletin
No 137--(Oct. 1960)
PUMPING UNITS (Main)
Two main fire pumps, each with a "Class A" capacity of 3,000
GPM at 150 PSI, are provided. Each pump is driven by a 400
(continuous duty) HP engine direct connected to the pump.
Full control is provided on the fire console in the
pilot house and on the engineer's console in the engine room.
PROPULSION UNITS
For
propelling the boat, two 400 (continuous duty) HP engines are provided
to drive two controllable pitch propellers.
Full control of the propulsion engines, propellers,
and rudders, is provided on the pilot's console in the pilot house.
The use of separate propulsion units makes the required
total capacity of the fire pumps available at all times, and provided
full power for maneuvering the vessel within the limits of the
propellers and rudders.
They do not, however, provide the control necessary
to hold the vessel in position when large streams from the turrets are
in use.
MANEUVERING JETS
AUXILIARY PUMPS
HEADERS
To provide the necessary additional control and maneuverability, four
water jets are provided in the hull, one forward and one aft on each
side of the hull. Controls for these jets are mounted on the pilot's
console in the pilot house.
To provide water for the jets, without reducing the
required capacity of the boat, a 1,500 GPM pump is provided on each of
the two generator sets, with remote clutch controls located on the
fire console in the pilot house.
A separate header (water manifold) is provided for
the auxiliary pumps rather than connecting them to the main header
which is supplied by the main pumps. This is necessary because
at times a much higher pressure may be required on the jets than is
being used on the turrets or hand lines which are supplied from the
main header.
The auxiliary header, however, is connected through
control valves to the main header. This makes it possible to use
the small auxiliary pumps for small fires.
If conditions warrant, the full capacity of the two
3,000 GPM pumps and the two 1,500 GPM auxiliary pumps can be used for
firefighting, giving a gross capacity of 9,000 GPM at 150 PSI.
CONTROLLABLE PITCH
PROPELLERS
Controllable pitch propellers are particularly suitable for use on
fire boats due to the fact that normally the pitch is automatically
set to conform to the load, RPM, and speed through the water, and in
our installation have the additional advantage of splitting the pitch
and throttle controls to permit setting the engines on governor at any
desired RPM, then feathering the propellers as desired from stop to
full speed forward or reverse
A standard reverse-reduction gear is used in
conjunction with the controllable pitch propellers instead of a
straight reduction gear.
The use of a reverse-reduction gear solves many
problems. The cost is about the same as a straight reduction
gear. Space is saved due to mounting directly on the engine and
it provided a means of reversing the direction of rotation to unwind
mooring lines, etc., that might become entangled with the
propellers. In addition the propellers can be stopped without
stopping the engines if members are working overboard near the
propellers, or rescue work is in progress.
LEVER STEERING
The duties and responsibilities of a pilot on a modern fire boat are
so complex that he must be provided with controls that are fast,
dependable, compact, and easy to operate.
To accomplish the foregoing, the vessel is provided
with electro-hydraulic steering. Control is provided by two
follow-up and one non-follow-up steering levers on the pilot's
console.
GENERATOR SETS
Two generator sets are provided, each capable of carrying the entire
electrical load of the vessel.
The engines of these generator sets are also used
to drive the auxiliary fire pumps. They are of sufficient power
to operate the generators and auxiliary pumps simultaneously under
full load.
SALVAGE PUMPS
BILGE PUMPS
Two 150 GPM motor driven positive displacement pumps are provided for
pumping out leaking yachts, etc. Controls, and connections for
salvage hose, is provided on the deck.
These same pumps can take suction through sea
valves and supply 3/4" or 1" hose lines on the deck for wash
down purposes, extinguishing minor fires, etc.
In addition these pumps are used as bilge pumps.
HEADERS
The main and auxiliary headers are constructed in sections to permit removal
of any portion without disturbing any major part of the boat.
All branch lines leading from the headers are
provided with emergency gate valves near the header. These
valves are to be used only when damage occurs to any of the branches
or repairs are needed in the operational valves in the branches.
Galvanic protection is provided for both the main
and auxiliary headers.
DECK MATS
Linked, rubber and fabric, deck mats are used instead of the usual
non-skid mastic. These mats are non-skid under all
conditions. In addition they are resilient and non-abrasive so
cause no injury to members falling on them. These mats are
easily maintained and present a good appearance.
VENTILATION SYSTEM
Absolute control of the ventilation is provided, so it will never be
necessary for members in the engine room or pilot house to wear
self-contained breathing apparatus.
All air supplying the engines is taken from outside
the vessel.
Under normal conditions, ventilation is provided in
a normal manner, with air entering at the usual level above the deck
or trunk cabin. If the air at this level becomes polluted these
fans and vents can be shut down and air drawn into the system from the
top of the mast. Under extreme conditions, where the polluted
air reached to top of the mast, the entire system can be shut down and
all vents closed. This would entrap enough fresh air to last the
few members therein a considerable length of time.
COMPRESSED AIR SYSTEM
Compressed air is used for various controls, whistle, operating
pneumatic tools, etc.
HYDRAULIC SYSTEM
The
main turret valves, wharf nozzle valves, maneuvering jet valves, etc.,
are operated remotely by hydraulic pressure.
The system is provided with two separate motors and
pumps, each with sufficient capacity to handle the full requirement of
all units operated by this system.
Emergency shut-off valves are provided in all branch
lines of the system.
HOSE MANIFOLDS
Ten 2 1/2" and three 3 1/2" discharge gates are provided in
three manifolds as follows.
One manifold is located forward of the pilot house
and provides for one 3 1/2" and four 2 1/2" discharge gates.
One manifold is located above and on each side of
the trunk cabin, aft of the stack. Each provides for one 3
1/2" and three 2 1/2" discharge gates.
HOSE BEDS
Revolving hose beds are used instead of the usual unwieldy hose
reels. The hose is loaded in a manner similar to the beds on
land based apparatus, so any fireman that has worked on land companies
can go aboard and handle the hose without additional training.
Each of the two hose beds provide for carrying the
following amount of hose.
250'--3 1/2"
D.J.(double jacketed) Fire Hose
500'--2 1/2" D.J. Fire
Hose
400'--1 1/2" D.J. Fire
Hose
TURRETS
Three turrets are provided as follows.
One 3,000 GPM on the pilot
house
One 2,000 GPM on the deck
forward
One on the deck aft
PORTABLE MONITORS
In addition to the above turrets, two 1,100 GPM portable monitors are
provided. These monitors are provided with long handled four
inch NST female swivels instead of the usual siamese inlets.
A riser, terminating just above the deck on each
side near the stern, is provided for attaching these monitors as
needed. The control for the valve extends up through the deck
near the riser.
These monitors can be placed in service and handled
effectively by one man.
RAIL PIPES (Miniature
portable monitors)
Risers are provided and extend up through the bulwark cap at six
locations on each side of the vessel. These risers terminate in
a 2 1/2" NST male fitting immediately above the bulwark cap, and
are provided with a control valve below the cap.
Miniature portable monitors, equipped with long
handled 2 1/2" swiveled female inlet fittings are provided.
The monitors are screwed onto the bulwark fittings and the stream
directed as needed.
These monitors replace the usual rail standees,
eliminate laying a section of hose for each standee, and can be placed
in service and handled by one man
WHARF NOZZLE
Permanent, controllable nozzles are built into the hull on each side
of the vessel near the bow and above the waterline, for projecting
streams under wharves.
Controls, for directing the streams and for control
of the water, are located on the deck directly above the nozzles.
WATER SPRAY SYSTEM
To protect the vessel from burning gasoline or oil on the water, use
is made of the Rail-Pipes and Portable Monitors.
When equipped with spray tips the vessel can be
completely surrounded by a spray of water.
FOAM SYSTEM
A permanent foam system is provided that will supply approximately
65,000 gallons of expanded foam in twenty minutes through lines
connected to two of the forward discharge gates.
RADIO-RADAR
The vessel will be equipped with a standard fire department radio, and
a radar suitable for use in the narrow confines of the Los Angeles
Harbor.
INTER-COM SYSTEM
The inter-com system provides telephonic communication between the
pilot or engineer in the pilot house, the engineer in the engine room,
and the officer in charge on the deck.
P.A. SYSTEM
The P.A. System can be used by the pilot or engineer in the pilot
house, and the officer in charge on deck.
CONTROL CONSOLES
Full control of the vessel, including pumping machinery, is centered
in the pilothouse on two consoles. One for use of the pilot and the
other for use of the engineer.
EQUIPMENT STORAGE
An equipment compartment is provided just aft of the pilot house and
above the engine room trunk.
STANDARDS OF
CONSTRUCTION
All applicable requirements of the American Bureau of Shipping,
American Institute of Electrical Engineers, and the U.S. Coast Guard,
for this type of vessel are to be complied with.
The vessel is to carry an ABS Certificate classing
the boat as +A1 Harbor Service & AMS.
NAVAL ARCHITECT
L. C. Norgaard and Associates, San Francisco, Calif.
CONTRACTOR
Albina Engine and Machine Works, Portland, Oregon
MAJOR MACHINERY AND
EQUIPMENT
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Engines
Pumps
Generators
Propellers
Steering Gear
Windlass
Controls
Radar
Radio
Monitors
Rail Pipes
Wharf Nozzles
|
--Cummings
--De Laval
--General Electric
--KaMeWa
--Sperry
--Markay
--Westinghouse Air Brakes
--Decca
--Motorola
--McIntire
--McIntire
--Whitehead |
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