All boats need well-designed systems to fight fires when they occur. Fibreglass boats are prone to burning ‘to the waterline’ very quickly if fire breaks out. If the fire isn’t put out fast, you may need to abandon the boat to save your life.
We follow several procedures to ensure a fire never occurs. These include the following:
- Checking and maintaining any apparatus that carries or contains fuel, including gas or diesel systems, propane canisters, lines, stoves, and BBQs.
- Carrying built-in fire suppression systems (see the lead photo and the photo below for examples of built-in fire suppression systems) and fire-fighting equipment.
- Being familiar with methods of safely fighting fires in a manner that keeps the fire from growing and prevents you from being poisoned by the chemicals used to fight the fire.
Fire Extinguishers: Type and Location
When surveyors inspect a boat, one of the first items we check are the fire extinguishers. Transport Canada (TC) recommends having a fire extinguisher near the companionway stairs and galley, both common sources of fire. If you have cooking facilities on board, an additional extinguisher should be mounted in a location that is accessible if the stove is on fire.
TC requires that all vessels carry a marine-rated fire extinguisher rather than a home version purchased at your local big box store. Some home-type extinguishers use CO2 to starve the fire of oxygen which, in the relatively confined area of a boat, can starve you of oxygen instead and potentially lead to death. In addition, some home-type extinguishers use chemicals that can be corrosive to metals like aluminum.
True marine-rated fire extinguishers are labelled “marine listed” or “USCG approved”. Small boats (under 20 feet) can get away with one or two 1A-5 B:C size extinguishers, but if your boat is over 20 feet you need to get 2A-10B:C marine extinguishers to comply with TC regulations. Each extinguisher must be mounted in well-secured brackets with proper restraints that can be easily opened.
While simply meeting the minimum requirements will enable you to pass an inspection, we recommend going beyond what the government mandates and purchasing extinguishers according to your boat’s layout. We recommend having at least one in the cockpit, one in each stateroom, and one in the galley area. Statistically speaking, onboard fires double in size every seven seconds, so having a fire extinguisher readily available may make the difference between inconvenience and catastrophe.
The engine compartment must have a labelled fire fighting port. This allows the fire to be fought without opening the door or hatch and prevents the ingress of oxygen which the fire needs in order to grow.
Left: Portable and built-in fire fighting system; Right: a fire port.
A smoke detector and rate-of-rise heat detector with a noise alarm to indicate a fire in the engine room are required for small commercial passenger boats, but are also a good idea for pleasure boats.
Using and Maintaining Fire Extinguishers
All extinguishers should be shaken regularly to loosen the powder inside but should not be banged against something solid as this will pack the powder tightly and prevent the spray from working properly when the handle is squeezed. When you discharge the extinguisher, it needs to be held vertically not horizontally, otherwise it won’t deliver all the powder before the pressure runs out.
Fire extinguishers only last 12 years. If they are marine-rated, a date will be stamped on the bottom of the extinguisher. If they’re over 12 years old, they must be replaced.
Marine fire extinguishers will have a date of manufacturing stamped at the bottom.
Extinguishers should also be replaced if:
- The gauge needle is out of the green area
- The lock pin is missing
- The discharge nozzle is blocked
- The extinguishers show visible signs of significant corrosion or damage
Fire Extinguishing Agents
Important Note: If you have a halon fire suppression system, you will need to remove it. This older system poses a safety risk as halon removes oxygen, which can potentially lead to death by suffocation in the confines of a boat. In addition, your insurance company will not allow it.
There are many alternative systems available:
- Water: Good for Class A fires. Extinguishers are heavy and difficult to store. They are not suitable for use on flammable liquids or electrical fires. It leaves no residue and is easy to use. However, it is useful only in confined interior spaces.
- HFC-227: While still available (as of May 2022), HFC-227 will shortly be phased out in favour of extinguishers that use 3M’s Novec™ 1230 extinguishing agent. This change is being made to meet new environmental regulations enacted by the United States Congress in 2020.
- Novec™ 1230: This 3M agent is an environmentally sustainable replacement for HFC-227 or FM200. It does not damage the ozone layer or contribute to global warming. It is effective on all fire classes and leaves no residue after use.
- Halotron 1: EPA-approved. It is safe for computers, electronics, and even cleanrooms, and leaves no residue after use.
- Dry Chemical: Low toxicity; inexpensive. It is effective on Class B and Class C fires but not effective on Class A fires. Difficult to clean up.
- Tri-Class Dry Chemical: Low toxicity; inexpensive. Effective on Class B and Class C fires and moderately effective on Class A fires. Difficult to clean up; corrosive. Not a good choice for the helm or navigation station.
- Aqueous Foam: This relatively new technology is extremely easy to use effectively on Class A, B, and C fires. Excessive skin or eye contact should be avoided.
Currents PDFs
Excellent knowledge. Thanks for the update. Coming up for Survey soon and didn’t known about the fire port.
Cheers
Had an engine fire on a chartered sailing vessel in New Zealand. Got the fire out but I learned never have a cockpit without a fire extinguisher located right there. I had to battle smoke to get to it below, By the way, we were only a couple of hours out from picking up the vessel at the charter dock. Great start!. Best, Hugh Bacon, SNSYC
Fire extinguishers on board need to be recertified every year and must carry a valid inspection tag. Many yacht clubs and marinas organize “safety days” where an accredited technician can recertify fire extinguishers for roughly $10. After six years the f/e needs to be tested, which will cost more; and as John says after 12 years the f/e expires. Note that most inspectors refuse to certify fire extinguishers with (cheaper) plastic nozzles/gauges – these parts need to be metal.
For fixed systems mounted in engine rooms: many commercial and SAR vessels are switching to solid state systems which do not rely on a pressurized container to release the fire-fighting agent (and therefore do not need regular hydrostatic testing). The best known system is Firepro, it is widely used by Coast Guard and RCMSAR in Canada. A great alternative if you have enough room to mount the shoebox-size system in your engine compartment.
John, great information. Thank you.
Two questions:
What are your thoughts on fire blankets which are sold and used in boats in Australia and NZ, but not that common here though they seem like a great idea to starve a fire of O²
Which of the extinguishers you list are best for combating lithium fires?
Thanks.
Isabel
We took a fire blanket when we sailed south, and thankfully, we never needed to take it out of the plastic bag it came in. I think for a stove fire, if the blanket was stored in an easily accessible spot, it might be helpful.
The biggest question is about which extinguishers should be used to fight a Lithium fire. The answer is on all surveyors’ minds right now, and they are scrambling to come up with safety ideas for these seemingly convenient power sources. The IIMS, a surveying group based in Britain, are working hard on the topic. They have a course developed for surveyors on this subject. So far, the consensus is that if you have a lithium-based fire on the boat, the safest response is to abandon the boat.
Here is a quote from the IIMS article:
Then the big question is, how do you put a li-ion battery fire out? It is a very good question because for the most part, nobody knows for sure. There are many dangers to consider when tackling a li-ion battery fire. Especially as modern firefighting methods have evolved over hundreds of years – techniques that don’t take into account the issues that li-ion battery fires present today. In an article, Brookes Bell said an EV fire might require 136,000 litres of water over four hours to extinguish, compared to just 10,000-17,000 litres over 30 minutes for a traditional combustion engine vehicle. It added firefighters also face the risk of electrocution from the batteries – especially when large volumes of water are used. Firefighting Increased usage of lithium-ion batteries aboard yachts and superyachts presents significant risk for the maritime industry and it is compounded by the rapid evolution of technology with which regulatory oversight struggles to keep apace. But now we must ask: Are Lithium-ion batteries a growing risk for yacht fires? On 9 January 2025, a fire broke out on board the m/y Naisca IV while moored near Marseille. Initial indications are that the fire, which ultimately destroyed the Naisca IV and caused damage to two neighbouring yachts, originated from a lithium-ion battery. While efforts were made to mitigate environmental harm, the extent of the loss remains uncertain. In this case, the extent to which fire safety protocols were followed remains unclear. However, this incident underscores the importance of (i) strict adherence to fire safety standards; (ii) insurance coverage; and (iii) ongoing training for captains and crew to understand the risks involved with lithium chemistries and cell balancing issues. As the yachting industry grapples with the challenges posted by lithium-ion batteries, the need for enhanced regulation and proactive risk management has never been more evident. Read the full article at https://bit.ly/4mFathK Li-ion battery fires can also generate oxygen meaning the effectiveness of firefighting suppression systems is limited. Off gasses create further hazards as they are not only flammable but are toxic, which adds to the risks firefighters face in tackling these kinds of blazes. Li-ion battery fires also have the potential to re-ignite hours, days and even weeks later. Apart from water, foam or CO2 extinguishing systems, fire blankets can be used. But they can be difficult to use in an enclosed and restricted areas such as on board a ship. Research is still being carried out to find to safely and effectively handle li-ion battery fires. The best thing to do is to prevent these fires in the first place.
Thank you for your reply. Agreed about prevention. As a flight attendant with WJ we were taught not to cover a lithium (device) fire with ice as doing so can insulate it and cause it to burn hotter, faster. I think I read that BC Ferries installed water mist fire suppression sprinkler systems on their car decks as it is thought that mist droplets can dampen a li-ion fire faster. I’ve also heard that some ferry operators in the world won’t take e-cars as they are perceived as too risky. When lithium ion batteries work, they are fantastic. The relatively rare times they don’t, things seem to get catastrophic in a hurry!
Some lithium battery fires have apparently been uncontrollable – reference the sad event off Sable Island that is thought to have caused the loss of the couple from Salt Spring several months back. Lead acid and gels is what we stuck with